FCOM & QRH For Large Jet Unlocked PDF

FLIGHT CREW OPERATIONS
MANUAL
for
XJ Large Jet

MSI p/n TM 9648900002
Release 002, August 11, 2009

Romanian Aviation Academy
4072
MSI Project
Customer
* The information in this document is applicable to a subset of the XJ Large Jet family of aircraft. The scope of
this particular subset (designated Subset XJ-LJ_0001) is defined on the following page.

QUICK REFERENCE HANDBOOK
for
XJ Large Jet
(Subset XJ-LJ_0001)*

QRH-XJ Large Jet (Subset XJ-LJ_0001)
Document Source File Prefix: QRH_XJ-LJ_0001
Document Part No.: TM-95645-00-001
Document Release: 001 (20090311-1900)
QRH-XJ Large Jet
(TM-95645-00-001 as last revised 20090311-1900)
Copyright 2008 - 2009, by Mechtronix Systems Inc.
Notices

All rights reserved. No part of this document or of its contents may be disclosed,
translated, stored in a retrieval system, reproduced, or transmitted, in any form or by
any means, whether electronic, mechanical, photocopying, recording, or otherwise,
without the express prior written consent of an authorized representative of Mechtronix
Systems Inc.
Designations used by manufacturers and sellers to distinguish their products may be
claimed as trademarks and may be registered. Where such designations appear in this
document and Mechtronix Systems Inc. was aware of a trademark claim, the
designations have been printed using initial caps or all caps.

Applicability
(XJ Large Jet Aircraft - Subset XJ-LJ_0001)

The information and procedures in this document are applicable to aircraft configured as
follows:
XJ Large Jet aircraft, all models

4072 Romanian Aviation Academy MSI Project Number:
Customer Name:
Quick Action index
QRH-XJ Large Jet Page i
QUICK ACTION INDEX
PAGE
ABORTED ENGINE START ...................................................... 7-1
APU FIRE................................................................................... 8-2
CABIN ALTITUDE OR RAPID DEPRESSURIZATION.............. 2-1
DUAL ENGINE FAILURE........................................................... 7-9
ENGINE FAILURE..................................................................... 7-1
ENGINE FIRE OR SEVERE DAMAGE...................................... 8-1
ENGINE IN-FLIGHT START...................................................... 7-6
ENGINE LIMIT/SURGE/STALL ................................................. 7-5
ENGINE OVERHEAT................................................................. 8-3
EVACUATION.............................................................. Back Cover
IAS DISAGREE......................................................................... 10-i
TRIM RUNAWAY....................................................................... 9-2
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Quick Action Index
Page ii QRH-XJ Large Jet

This page is intentionally blank.

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Front Matter
QRH-XJ Large Jet Page iii
Revision History and List of Effective Pages

The release dates for the initial (001) and subsequent releases of this document are:

Release 001 February 9, 2009

REPLACE AND DESTROY SUPERSEDED PAGES.
The table below defines the revision level for each page of the current release of this document.
Page Number or
Page Number Range
Revision
Level

Page Number or
Page Number Range
Revision
Level

Front cover 001
Inside front cover 001
All other pages 001

Customer Name:
Front Matter
Page iv QRH-XJ Large Jet
Table of Contents
CHAPTER 0 ...............................................................................................CHECKLISTS
CHAPTER 1 .............................................................................AIRPLANE GENERAL
CHAPTER 2 .............................................................................................AIR SYSTEMS
CHAPTER 3 .............................................................ICE AND RAIN PROTECTION
CHAPTER 4 .............................................................................. AUTOMATIC FLIGHT
CHAPTER 5 .................................................................................COMMUNICATIONS
CHAPTER 6 ............................................................................................... ELECTRICAL
CHAPTER 7 ................................................................................. ENGINES AND APU
CHAPTER 8 .................................................................................. FIRE PROTECTION
CHAPTER 9 ................................................................................ FLIGHT CONTROLS
CHAPTER 10 .............................................FLIGHT INSTRUMENTS, DISPLAYS
CHAPTER 11 .......................................FLIGHT MANAGEMENT, NAVIGATION
CHAPTER 12 .............................................................................................................. FUEL
CHAPTER 13 ............................................................................................ HYDRAULICS
CHAPTER 14 ................................................................ LANDING GEAR, BRAKES
CHAPTER 15 ............................................................................ WARNING SYSTEMS
CHAPTER 16 .......................................................................................SPEED TABLES
CHAPTER 17 ......................................................................................... MANOEUVRES
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Front Matter
QRH-XJ Large Jet Page v
Conventions Used In This Manual

The SI (metric) system of units is used generally. Where equivalents in the Imperial
(British) system of units are also provided for convenience, they are enclosed in
parentheses. Imperial units may be used where this is the accepted norm in the
aviation industry (altitudes, air pressures and flow rates, for example).
Illustrations in this manual are provided for illustration purposes only and may differ from
what is actually found on any particular aircraft.

A Note on the Use of Pronouns

In this manual, to avoid the awkwardness of referring to both female and male pronouns
throughout the text, we have adopted the convention of using masculine pronouns to
encompass both genders.

Disclaimer

The XJ Large Jet is a fictitious aircraft. All performance and limitations data are meant
to be generic in nature.
The data presented in this manual is provided for training purposes only, so as to allow
crews to prepare flights and have realistic information to refer to in the course of their
training.

End of Front Matter

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Front Matter
Page vi QRH-XJ Large Jet


Customer Name:
Chapter 0 Checklists
QRH-XJ Large Jet Page 0-i

TABLE OF CONTENTS

0.1 Introduction.................................................................................................. 0-1
0.1.1 Normal Checklist Operation ................................................................. 0-1
0.1.2 Non-Normal Checklist Operation.......................................................... 0-3
0.2 Normal Checklists ....................................................................................... 0-8
0.2.1 Configuration Safety Check.................................................................. 0-8
0.2.2 Before Start Checklist .......................................................................... 0-8
0.2.3 After Start Checklist ............................................................................. 0-9
0.2.4 Before Take-Off Checklist .................................................................. 0-10
0.2.5 After Take-Off Checklist ..................................................................... 0-11
0.2.6 Pre-Descent Checklist........................................................................ 0-11
0.2.7 In-Range Checklist ............................................................................. 0-11
0.2.8 Before Landing Checklist ................................................................... 0-12
0.2.9 After Landing Procedures .................................................................. 0-12
0.2.10 Parking Checklist / Termination Checklist .......................................... 0-13
0.2.11 Termination ........................................................................................ 0-13
0.3 Non-Normal Checklists............................................................................. 0-14

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Page 0-ii QRH-XJ Large Jet


Customer Name:
QRH-XJ Large Jet Page 0-1
0.1 Introduction
This introduction gives guidelines for the use of the normal checklists (NC) and
the non-normal checklists (NNC).
0.1.1 Normal Checklist Operation
Normal checklists are used after executing all respective procedural items.
The following table shows which pilot calls for the checklist and which pilot
reads the checklist. Both pilots visually verify that each item is in the needed
configuration or has been completed. The far right column shows which pilot
gives the response. This is different from the normal procedures where the far
right column can show which pilot carries out the action.
Table 0.1-1 Crew Checklist Responsibilities
Checklist Call Read Verify Respond
BEFORE START Captain First Officer Both Captain
AFTER START Captain First Officer Both Captain
BEFORE
TAKEOFF
Captain First Officer Both
Area of
responsibility
AFTER
TAKEOFF
Pilot
Flying
Pilot
Not Flying
Both Pilot Not Flying
PRE-DESCENT
Pilot
Flying
Pilot
Not Flying
Both
Area of
responsibility
IN-RANGE
Pilot
Flying
Pilot
Not Flying
Both
Area of
responsibility
BEFORE
LANDING
Pilot
Flying
Pilot
Not Flying
Both
Area of
responsibility
AFTER
LANDING
Captain First Officer Both
Silent
procedures
PARKING Captain First Officer Both Captain
TERMINATION Captain First Officer Both Captain
If the airplane configuration does not agree with the needed configuration:
stop the checklist
complete the respective procedure steps
continue the checklist
If it becomes apparent that an entire procedure was not done:
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Page 0-2 QRH-XJ Large Jet
stop the checklist
complete the entire procedure
do the checklist from the start
Try to do checklists before or after high workload times. The crew may need
to stop a checklist for a short time to carry out other tasks. If the interruption is
short, continue the checklist with the next step. If a pilot is unsure where the
checklist was stopped, re-do the checklist from the beginning. If a checklist is
stopped for a long period, re-do the checklist from the beginning.
After each checklist is completed, the pilot reading calls, "________ checklist
complete."
0.1.1.1 Checklist content
Checklists have a minimum list of items needed to operate the airplane
safely.
Normal checklists have items that meet any of the following criteria:
items essential to safety of flight that are not monitored by an alerting
system, or
items essential to safety of flight that are monitored by an alerting
system but if not done, would likely result in a catastrophic event if the
alerting system were to fail, or
needed to meet regulatory requirements, or
items that enhance safety of flight and are not monitored by an alerting
system, or
during shutdown and secure, items that could result in injury to
personnel or damage to equipment if not carried out.
0.1.1.2 Checklist Construction
When a checklist challenge does not end with a "switch, button or lever", then
the challenge refers to system status. For example, "Landing Gear...DOWN",
refers to the status of the landing gear, and not only the position of the lever.
When a checklist challenge ends with "switch or lever", then the challenge
refers to the position of the switch or lever. For example, "Thrust
levers....CUTOFF" refers to the position of the levers.
Customer Name:
0.1.2 Non-Normal Checklist Operation
0.1.2.1 Introduction
Non-Normal Checklists are grouped logically in chapters 1 through 15 and
match the systems description chapters from Part II of the FCOM.
Most non-normal checklists correspond to a Master Caution and System
Annunciator light. The Master Caution and System Annunciator indicate a
failure condition and are the cues to select and carry out the checklist.
Checklists without a Master Caution and System Annunciator light are called
unannunciated checklists. Some unannunciated checklists are found in their
respective systems chapter (such as ENGINE FUEL LEAK in the Fuel
chapter). See your company operations manual for additional unannunciated
checklists.
Annunciator state and a condition statement are given for each non-normal
checklist. Annunciator state identifies which annunciator illuminates. The
condition statement briefly describes the condition which caused the Master
Caution to illuminate. Unannunciated checklists also have condition
statements in order to help crews understand the nature of the fault or reason
for the checklist.
Checklists may have both memory and reference items. Memory items refer
to critical steps that must be carried out from memory and are placed within a
box (see example below). Reference items are actions to be carried out while
reading the checklist.
Memory item box..................................................................................... Check
Some amplified information may be included in brackets [ ] in the printed non-
normal checklist when the reason for an item may not be obvious.
0.1.2.2 Non-Normal Checklist Operation
Non-normal checklists begin with steps to correct the situation or condition.
Information for planning the remainder of the flight is also included. When
special items are needed to configure the airplane for landing, the items are
deferred to the Approach or Landing checklist. Flight patterns for some non-
normal situations are located in Chapter 17, and show the sequence of
configuration changes.
While every attempt is made to provide needed non-normal checklists, it is
not possible to develop checklists for every conceivable situation, especially
those situations where multiple failures occur. In some unrelated multiple
failure situations, the flight crew may combine elements of more than one
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checklist or exercise judgement to determine the safest course of action. The
captain must assess the situation and use good judgement to determine the
safest course of action.
There are some situations where the crew must always land at the nearest
suitable airport. These situations include, but are not limited to, conditions
where:
the non-normal checklist has the words "Plan to land at the nearest
suitable airport"
cabin smoke or fire persists
one main power source remains (such as an engine or APU generator)
one hydraulic system remains
any other situation determined by the crew to have significant adverse
effect on safety if the flight is continued
It must be stressed that for persistent smoke or fire that cannot be positively
confirmed to be completely extinguished, the earliest possible descent,
landing, and passenger evacuation must be carried out.
Checklists prescribing an engine shutdown must be evaluated by the captain
to determine whether an actual shutdown or operation at reduced thrust is the
safest course of action. Consideration must be given to probable effects if the
engine is operated at the minimum needed thrust.
Non-normal checklists also assume:
During engine start and prior to takeoff, the respective non-normal
checklist is carried out if a non-normal condition is identified. Upon
completion of the checklist, the operator's operations manual and MEL
should be consulted to determine if minimum equipment requirements
are met.
System controls are in the normal configuration for the phase of flight
prior to the start of the non-normal checklist.
If the MASTER CAUTION and system annunciator lights illuminate, all
related amber lights are reviewed to assist in recognizing the cause(s)
of the alert.
Aural alerts are silenced and the Master Caution system is reset by the
flight crew as soon as the cause of the alert is determined.
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The EMERCENCY position of the oxygen regulator is used when
needed to supply positive pressure in the masks and goggles to
evacuate contaminants. The 100% position of the oxygen regulator is
used when positive pressure is not needed, but contamination of flight
deck air exists. The NORMAL position of the oxygen regulator is used
if prolonged use of oxygen is needed and the situation allows. Normal
boom mic operation is restored when oxygen use is no longer needed.
Indicator lights are tested to verify suspected faults.
After engine start and prior to takeoff, illumination of Master Caution lights or
red and amber annunciator lights require completion of the appropriate non-
normal checklist. If system operation is maintained by a second element, the
amber annunciator light will extinguish. In these situations, the annunciator
light alerts the flight crew to the fact that normal system operation will be
affected if another element failure occurs.
Each operator has the responsibility of establishing flight crew procedures in
the event of a system failure after the aircraft has departed the gate or the
ramp area for the purpose of takeoff.
0.1.2.3 Non-Normal Checklist Use
Non-normal checklist use begins when the airplane flight path and
configuration are correctly established. Only a few situations require an
immediate response (such as a stall warning, ground proximity PULL UP and
WINDSHEAR warnings, or a rejected takeoff). Usually, time is available to
assess the situation before corrective action is initiated. All actions must then
be coordinated under the captain's supervision and done in a deliberate,
systematic manner. FLIGHT PATH CONTROL MUST NEVER BE
COMPROMISED.
When a non-normal situation occurs, at the direction of the pilot flying, both
crewmembers systematically and without delay do all memory items in their
areas of responsibility.
The pilot flying calls for the checklist when:
the flight path is under control
the airplane is not in a critical stage of flight (such as takeoff or landing)
all memory items are complete.
For those checklists with only memory items or a combination of memory and
reference items, the pilot not flying first verifies each memory item has been
completed. The checklist is normally read aloud during such verification. The
pilot flying does not need to respond except for items not in agreement with
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the checklist. However, in the non-normal landing checklist the pilot flying
verifies and responds to checklist items.
The checklist title and reference items, including the response or action and
any amplifying information, are read aloud by the pilot not flying. Read aloud
as much of the annunciator state and condition statement as needed to verify
the selection of the correct checklist. Information appearing in brackets does
not need to be read aloud. The pilot flying need not repeat these items, but
must acknowledge that the items were heard and understood. After moving
the control, the crewmember taking the action also states the checklist
response. Action is taken by the pilot flying and the pilot not flying based on
the crewmember's area of responsibility. With the airplane stationary on the
ground, action is taken by the captain as pilot flying and the first officer as
pilot not flying based on preflight areas of responsibility.
Both pilots must agree prior to moving critical controls in flight, such as:
the thrust lever of a failed engine
a thrust lever shut-off trigger
an engine or APU fire switch
a flight control or spoiler switch.
The pilot flying may also direct reference procedures to be done by memory if
no hazard is created by such action, or if the situation does not allow
reference to a checklist.
Checklists show lists of inoperative equipment only when knowledge of the
condition of such equipment is essential for planning the rest of the flight.
The pilot flying is to be made aware when there are deferred items. These
items may be delayed until the usual point during approach or landing.
Following completion of the applicable non-normal checklist items, normal
checklists are used to verify that the configuration is correct for each phase of
flight.
Pilots must be aware that checklists cannot be created for all conceivable
situations and are not intended to replace sound judgement. In some
conditions, deviation from checklists may, at the captain's discretion be
necessary.
The following symbol indicates that the checklist is complete:

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Every checklist has a checklist complete symbol at the end.
The checklist complete symbol can also be in the body of the checklist. This
occurs only when a checklist divides into two or more paths. Each path can
have a checklist complete symbol. The checklist complete symbol shows the
end of the applicable path. The crew need not continue the checklist after
that point.
Following completion of each non-normal checklist, the pilot not flying states:
"_______ CHECKLIST COMPLETE." When a non-normal checklist is
complete except for the deferred items, and the normal checklist to which the
items have been deferred has not yet been carried out, the pilot not flying
states: "_______ CHECKLIST COMPLETE EXCEPT FOR DEFERRED
ITEMS."
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0.2 Normal Checklists
0.2.1 Configuration Safety Check
LDG GEAR lever ........................................................................................... DN
Parking Brake.............................................................................................. SET
Speed Brake...................................................................................... RETRACT
Thrust Levers..................................................................................... SHUTOFF
Flap Lever ..................................................................................................... UP
Transponder .............................................................................................. STBY

0.2.2 Before Start Checklist
FMS........................................................................................... Ready for Nav
Cabin.................................................................................................... Secure
Seat Belts Signs ......................................................................................... ON
External Power ........................................................................... Disconnected
Fuel ................................................................................... ___Kgs Pumps ON
APU Bleed.................................................................................................. ON
Beacon ....................................................................................................... ON
Windows and Doors ..............................................................................Closed
Thrust Levers............................................................................................ IDLE
Before Start Checklist ........................................................................Complete
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0.2.3 After Start Checklist
Generators and Loads.............................................................. ON and Check
Hydraulics.................................................................................. Check Normal
Engine Bleed .................................................................................. ON or OFF
APU Bleed...................................................................................... ON or OFF
Engine Anti-Ice ............................................................................... ON or OFF
Fuel Transfer .............................................................................................OFF
APU Master .................................................................................... ON or OFF
Ignition............................................................................................ ON or OFF
Flaps................................................................................................ 1 Selected
Ground Equipment .................................................................................. Clear
After Start Checklist ..........................................................................Complete
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0.2.4 Before Take-Off Checklist
Flight Controls ............ CAPT................................Ailerons Left, Ailerons Right
Elevator up, Elevator Down
Rudder Left, Rudder Right
Speed Brake........................................................................................ ARMED
Thrust Reversers.................................................................................. Stowed
Flaps........................ FO....................... 1 Required 1 Selected 1 Indicated
CAPT .........................................1 Selected 1 Indicated
Trims ............ FO, CAPT.... ___Units N.UPDN, Ailerons and Rudder Neutral
Take-Off Data.......... FO......... ECP, MCP, PFD , ND, Stby Reviewed and Set
CAPT ................................................. Reviewed and Set
Engine APU Bleeds ...................On Engines or On APU Set for Take-Off
Ignition............................................................................................ ON or OFF
Cabin................................................................................................... Advised
To the line
When cleared to position:
Engine and Wing Anti-Ice........................................... ON or OFF ON or OFF
Wx Radar ....................................................................................... ON or OFF
When cleared for Take-Off:
Lights and Strobes.............................................................................. ON / ON
Transponder .................................................................................................Alt
Before Take-Off Checklist .................................................................Complete

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0.2.5 After Take-Off Checklist
Engine APU Bleeds .................................................. On Engine or On APU
Wx Radar ....................................................................................... OFF or ON
APU................................................................................................ OFF or ON
Ignition............................................................................................ OFF or ON
Landing Gear............................................................................................... UP
Speed Brake.................................................................................. "DISARMED"
Flaps............................................................................................................ UP
After Take-Off Checklist ....................................................................Complete
0.2.6 Pre-Descent Checklist
Approach Briefing............................................................................Completed
Landing Data ........................... PNF, PF............................. Reviewed and Set
FMS.................................................................................................Completed
Fuel Transfer .............................................................................................OFF
Pressurization.........................................................................................Check
Nav Accuracy .......................... PNF, PF............................................Checked
Pre-Descent Checklist ......................................................................Complete

0.2.7 In-Range Checklist
Lights.......................................................................................................... ON
Seat Belts Signs ......................................................................................... ON
Landing Data ........................... PNF, PF............................. Reviewed and Set
Nav. Accuracy ......................... PNF, PF............................................Checked
In-Range Checklist ............................................................................Complete
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0.2.8 Before Landing Checklist
Cabin.....................................................................................................Alerted
Altimeters ................................................................................. ______ Inches
Landing Gear........................... PNF, PF....................... Lever Down 3 Greens
Speed Brake........................................................................................ ARMED
Before Landing Checklist...................................................................Complete

0.2.9 After Landing Procedures
Landing Lights and Strobes......................................................................... OFF
Radar........................................................................................................... OFF
Timing...................................................................................1 Min. cooling Start
Speed Brake............................................................................................Retract
Flaps.............................................................................................................. UP
Transponder ................................................................................................ Stby
MCP ..................................................................................................... Deselect
Anti-Ice ........................................................................................................ OFF
Ignition......................................................................................................... OFF
APU.............................................................................................................Start
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0.2.10 Parking Checklist / Termination Checklist
Parking Brake............................................................................................ SET
Radar / Transponder ........................................................................OFF/ Stby
Thrust Levers.................................................................................... Shut-OFF
Beacon ......................................................................................................OFF
Seat Belts ..................................................................................................OFF
Fuel Boost Pumps .....................................................................................OFF
Hydraulic Pumps .......................................................................................OFF
Engine and APU Bleeds ....................................................... On APU or OFF
Anti-Ice ......................................................................................................OFF
Landing and Taxi Lights ............................................................................OFF
Ignition.......................................................................................................OFF
Speed Brake and Flaps ....................................................... Retracted and UP
Exterior Lights..................................................................................... NAV ON
Parking Checklist ..............................................................................Complete

0.2.11 Termination
APU Bleed.................................................................................................OFF
APU Master ...............................................................................................OFF
Battery.......................................................................................................OFF
Termination Checklist ........................................................................Complete

Customer Name:
0.3 Non-Normal Checklists
Non-normal checklists may be found in the following chapters (Chapter 1 through
Chapter 15), sorted by system descriptions as in FCOM Part II.

End of Chapter 0.

Customer Name:
Chapter 1 Airplane General

TABLE OF CONTENTS

1.1 Entry Door .................................................................................................... 1-1

Customer Name:


Customer Name:
1.1 Entry Door
ENTRY DOOR

Annunciator: DOOR NOT LOCKED

Condition: Entry doors are not closed and secured.

1. Choose one:
Pressurization is normal:
The door is in a safe configuration as long as cabin
pressurization is normal.

Pressurization is not normal:
Go to step 2
2. SEAT BELTS.................................................................................. ON
3. FLT ALT .......................................................................SET 9,500 feet
4. Choose one:
Occurrence is on takeoff or initial climb:
Do not exceed 10,000 feet.

Occurrence is in climb, cruise, or descent:
Descend to lowest safe altitude or 14,000 feet
whichever is higher.

End of Chapter 1.
Customer Name:


Customer Name:
Chapter 2 Air Systems

TABLE OF CONTENTS

2.1 Cabin Altitude or Rapid Depressurization................................................. 2-1
2.2 Engine Bleed Off.......................................................................................... 2-2
2.3 APU Bleed Off .............................................................................................. 2-2

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Customer Name:
2.1 Cabin Altitude or Rapid Depressurization
CABIN ALTITUDE or
RAPID DEPRESSURIZATION

Annunciator: CABIN ALT 10 000 FT

Condition: A cabin altitude excedance occurs.

1. Oxygen masks and regulators............................................. ON, 100%
2. Crew communications ...................................................... ESTABLISH
3. Passenger signs............................................................................. ON
4. Passenger oxygen switch (if installed)............................................ ON
5. Emergency descent............................................................... INITIATE
[Without delay, descend to the lowest safe altitude or 10,000 feet, whichever is
higher.]
6. Thrust levers.............................................................................. to idle.
7. Speedbrakes ........................................................................ Extended
8. If structural integrity is in doubt, limit airspeed and avoid high
manoeuvring loads.
9. Descend ............................................................................at V
MO
/M
MO
10. Transponder code ........................................................................7700

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2.2 Engine Bleed Off
ENGINE BLEED OFF

Annunciators: L ENG BLEED OFF R ENG BLEED OFF

Condition: The engine bleed valve closed because of a system
fault.

1. ENG BLEED switch (affected side) .............................................. OFF

2.3 APU Bleed Off
APU BLEED OFF

Annunciator: APU BLEED OFF

Condition: The APU bleed valve closed because of a system
fault.

1. APU BLEED switch (affected side) ............................................... OFF

End of Chapter 2.
Customer Name:
Chapter 3 Ice and Rain Protection

TABLE OF CONTENTS

3.1 Engine Anti-Ice ............................................................................................ 3-1
3.2 Wing Anti-Ice................................................................................................ 3-1
3.3 Pitot Static Heater........................................................................................ 3-2

Customer Name:


Customer Name:
3.1 Engine Anti-Ice
ENGINE ANTI-ICE

Annunciators: L ENG ANTI-ICE R ENG ANTI-ICE

Condition: The engine anti-ice valve is not in the commanded
position.

1. ENGINE ANTI-ICE switch (affected engine)................................. OFF
The TAI indication does not illuminate on the N
1
gauge.
Avoid icing conditions.

3.2 Wing Anti-Ice
WING ANTI-ICE

Annunciator: WING ANTI-ICE

Condition: The wing anti-ice valve is not in the commanded
position.

1. WING ANTI-ICE switch ................................................................ OFF
Avoid icing conditions.
Do not use wing anti-ice.

Customer Name:
3.3 Pitot Static Heater
PITOT STATIC HEATER

Annunciator: PITOT STATIC HEATER

Condition: The pitot static heater is inoperative.

1. Flight in icing conditions may result in some erroneous flight instrument
indications.

End of Chapter 3.
Customer Name:
Chapter 4 Automatic Flight

TABLE OF CONTENTS

4.1 Autopilot Failure.......................................................................................... 4-1

Customer Name:


Customer Name:
4.1 Autopilot Failure
AUTOPILOT FAILURE

Condition: The CAVALRY CHARGE aural indicates the
autopilot has disconnected.

1. Manual control ..................................................................... RESUME

End of Chapter 4.
Customer Name:


Customer Name:
Chapter 5 Communications

TABLE OF CONTENTS

5.1 Section Not Applicable ............................................................................... 5-1

Customer Name:


Customer Name:
5.1 Section Not Applicable

End of Chapter 5.
Customer Name:


Customer Name:
Chapter 6 Electrical

TABLE OF CONTENTS

6.1 Generator Off ............................................................................................... 6-1
6.2 Dual Generators Off .................................................................................... 6-2
6.3 APU Generator Off....................................................................................... 6-3

Customer Name:


Customer Name:
6.1 Generator Off
GENERATOR OFF

Annunciators: L GEN OFF R GEN OFF

Condition: The affected generator control breaker is open.

1. Generator RESET switch (affected side).................. RESET, then ON
Attempt only one reset.
2. Choose one:
Both GEN OFF annunciators extinguish:
Continue normal operation.

GEN OFF annunciator stays illuminated:
Go to step 3
3. Choose one:
APU is not available:
Plan to land at the nearest suitable airport.
A fully charged battery provides up to 30 minutes of standby
power.

APU is available:
Go to step 4
4. APU..........................................................................................START
5. APU GEN..................................................................ON when AVAIL
[Provides an additional source of electrical power.]

Customer Name:
6.2 Dual Generators Off
DUAL GENERATORS OFF

Annunciators: DUAL GEN OFF L GEN OFF R GEN OFF

Condition: Both generator control breakers are open.

1. Generator RESET switch (one at a time) ................. RESET, then ON
Attempt only one reset per generator.
2. Choose one:
DUAL GEN OFF and BOTH GEN OFF annunciators extinguish:

GEN OFF annunciator(s) stays illuminated:
Go to step 3
3. Choose one:

APU is available:
Go to step 4
4. APU..........................................................................................START
5. APU GEN..................................................................ON when AVAIL
[Provides an additional source of electrical power.]

Customer Name:
6.3 APU Generator Off
APU GENERATOR OFF

Annunciator: APU GEN OFF

Condition: The APU generator control breaker is open.

1. APU GEN switch ........................................................ON when AVAIL
Attempt only one reset.

End of Chapter 6.
Customer Name:


Customer Name:
Chapter 7 Engines and APU

TABLE OF CONTENTS

7.1 Aborted Engine Start................................................................................... 7-1
7.2 Engine Failure or Shutdown....................................................................... 7-1
7.3 Engine Oil Temperature.............................................................................. 7-3
7.4 Engine Oil Pressure .................................................................................... 7-4
7.5 Engine Limit/Surge/Stall ............................................................................. 7-5
7.6 Engine In-Flight Start .................................................................................. 7-6
7.7 Dual Engine Failure..................................................................................... 7-9

Customer Name:


Customer Name:
7.1 Aborted Engine Start
ABORTED ENGINE START

Condition: During a ground start, an abort engine start condition
occurs.

1. Thrust lever (affected side)..................................................SHUTOFF
[Motor the engine for a minimum of 30 seconds and until ITT is 100C or less.]
2. ENGINE START DISG switch ............................................ DEPRESS

7.2 Engine Failure or Shutdown
ENGINE FAILURE OR SHUTDOWN

Condition: One of the following occurs:
An engine failure
An engine flameout
Another checklist directs an engine shutdown

1. Thrust lever (affected side)......................................CONFIRM & IDLE
2. If engine conditions allow operate at idle for two minutes to allow
engine to cool and stabilize.
3. Thrust lever (affected side).............................CONFIRM & SHUTOFF
4. Choose one:
Go to step 7
APU is available:
Go to step 5

Continued on the next page
Customer Name:
Engine Failure or Shutdown continued
5. APU..........................................................................................START
6. APU GEN...................................................................ON when AVAIL
7. GROUND PROXIMITY FLAP OVERRIDE switch............ FLAP OVRD
8. Plan to land at the nearest suitable airport.
9. Checklist complete except deferred items.

------------------------------------------DEFFERED ITEMS----------------------------
Descent Checklist
Pressurization.....................................................................................SET
Landing data.................................................... V
REF
___, Minimums .
Approach briefing..................................................................... Completed

------------------------------------------DEFFERED ITEMS----------------------------
APPROACH
Altimeters...........................................................................................____

------------------------------------------DEFFERED ITEMS----------------------------
LANDING
Landing gear.................................................................................. DOWN
Flaps........................................................................................................3
SEAT BELTS....................................................................................... ON

Customer Name:
7.3 Engine Oil Temperature
ENGINE OIL TEMPERATURE

Condition: The oil temperature is high.

1. Choose one:
Temperature indication in the amber band:
Thrust lever (affected side) confirm and retard to mid position.

Temperature indication above the red line:
Go to the ENGINE FAILURE OR SHUTDOWN checklist.

Customer Name:
7.4 Engine Oil Pressure
ENGINE OIL PRESSURE

Annunciators: L OIL PRESS R OIL PRESS

Condition: The oil pressure is low.

1. Choose one:
Pressure indication in the amber band:
Thrust lever (affected side) confirm and retard to mid position.
Go to step 2
Pressure indication at or below red line limit:

2. Choose one:
Pressure can be maintained above amber band:

Pressure cannot be maintained above amber band:

Customer Name:
7.5 Engine Limit/Surge/Stall
ENGINE LIMIT/SURGE/STALL

Condition: One or more of the following occurs:
Engine RPM or EGT indications are abnormal, approaching or
exceeding limits
No response to thrust lever movement
Abnormal engine noises.

1. Thrust lever (affected side)........................................................Retard
[Retard until indications remain within appropriate limits.]
2. Choose one:
Indications are abnormal or EGT continues to increase:

Indications are stabilized and EGT decreases:
Go to step 2
3. Thrust Lever..........................................................................Advance
[Advance slowly. Check RPM and EGT follow thrust lever movement.]
Operate the engine normally or at a reduced thrust setting which is
surge or stall free.

Customer Name:
7.6 Engine In-Flight Start
ENGINE IN-FLIGHT START

Condition: Engine start is needed after a shutdown with no fire
or apparent damage.

Note: Complete the Engine Failure or Shutdown checklist before attempting an
In-Flight engine start.
1. In-Flight Start Envelope ...................................................................CHECK

Figure 7.6-1 Engine In-Flight Start Envelope
Note: Starts not assured outside of the In-Flight Start Envelope.
2. Thrust lever (affected side) ..........................................CHECK - SHUTOFF
3. Engine Fire Push Button (affected side) ........... CHECK - OUT/ GUARDED
4. Choose one:
Customer Name:
Engine In-Flight Start continued
Crossbleed start is needed:
Go to step 5

Crossbleed start is not needed:
Go to step 6
5. ENG BLEED Switch (running engine) ........................................... CHECK - ON
6. Engine Start Switch (affected side)..........................................................START
7. Motor to a minimum of 20% N2 then ..................................... Thrust Lever IDLE
8. Timing......................................................................................................START
Monitor engine EGT and spool up.
9. Choose one:
EGT does not increase in 30 seconds or another abort start condition
occurs:
Thrust lever (affected side) ...........................SHUTOFF
Engine Start Switch (affected side)........................ OFF
Go to step 18
EGT increases in 30 seconds and another abort start condition does
not occurs:
Go to step 10
10. Choose one:
Engine does not start:
Thrust lever (affected side) ...........................SHUTOFF
Engine Start Switch (affected side)........................ OFF
Go to step 18
Engine starts:
Go to step 11
Customer Name:
Engine In-Flight Start continued
11. Engine Start Switch (affected side)............................................................ OFF
12. Electric GEN (affected side). ....................................................... CHECK - ON
13. Hydraulic ENG PUMP (affected side). ......................................... CHECK - ON
14. ENG BLEED (affected side). ....................................................... CHECK - ON
15. GROUND PROXIMITY FLAP OVRD switch.............................................. OFF
16. Fuel Balance.................................................................................... AS REQD
17. APU. ................................................................................................ AS REQD

19. Checklist complete except deferred items.
------------------------------------------DEFFERED ITEMS-------------------
Descent Checklist
Pressurization............................................................................................... SET
Landing data............................................................... V
REF
___, Minimums .
Approach briefing................................................................................ Completed
------------------------------------------DEFFERED ITEMS-------------------
APPROACH
Altimeters..................................................................................................... ____
------------------------------------------DEFFERED ITEMS-------------------
LANDING
Landing gear............................................................................................. DOWN
Flaps.................................................................................................................. 3
SEAT BELTS.................................................................................................. ON

Customer Name:
7.7 Dual Engine Failure
DUAL ENGINE FAILURE

Condition: One of these occurs on both engines:
Engine flameout
No response to thrust lever movements

1. Engine Start Switch (both) ......................................................... START
2. Thrust lever (both).................................................................SHUTOFF
EGT decreasing:
3. Thrust lever (both)..........................................................................IDLE
4. Choose one:
Go to step 6
APU is available:
Go to step 5
5. APU ......................................................................................................START
6. Choose one:
Either on both engines started:
Go to step 8
Both engines remain failed:
Go to step 7
7. Thrust lever (both) ............................................ SHUTOFF for approximately
.......................................................30 seconds, then IDLE for approximately
.................................................................................................... 30 seconds.
..............................................................Repeat until engine start is achieved


Customer Name:
Dual Engine Failure continued
8. Choose one:
Both engines are started:

An engine stays failed:
Go to Engine failure or Shutdown Checklist

End of Chapter 7.
Customer Name:
Chapter 8 Fire Protection

TABLE OF CONTENTS

8.1 Engine Fire or Severe Damage................................................................... 8-1
8.2 APU Fire ....................................................................................................... 8-2
8.3 Engine Overheat .......................................................................................... 8-3

Customer Name:


Customer Name:
8.1 Engine Fire or Severe Damage
ENGINE FIRE or SEVERE DAMAGE

Annunciators: LH ENG FIRE PUSH RH ENG FIRE PUSH

Condition: Fire is detected in the affected engine.

1. Thrust lever (affected side)......................................CONFIRM & IDLE
2. Thrust lever (affected side).............................CONFIRM & SHUTOFF
3. ENG FIRE PUSH switch (affected side) ................CONFIRM & PUSH
4. Choose one:
ENG FIRE PUSH switch or ENG OVERHEAT annunciator
extinguishes:
Go to step 8
remains illuminated:
Go to step 5
5. BOTTLE ARMED PUSH TO DISCH sw (affected side) ........ DISCHARGE
[Push and hold until bottle light goes out.]
6. Choose one:
After 30 seconds ENG FIRE PUSH switch or ENG OVERHEAT
annunciator (affected side) extinguishes:
Go to step 8
remains illuminated:
Go to step 7

Customer Name:
ENGINE FIRE continued
7. BOTTLE ARMED PUSH TO DISCH sw (remaining bottle) ..... DISCHARGE
[Push and hold until bottle light goes out.]
Note: If high airframe vibration occurs and continues after engine is shut down:
Without delay, reduce airspeed and descend to a safe altitude which results in an
acceptable vibration level. If high vibration returns and further airspeed reduction
and descent are not practicable, increasing airspeed may reduce vibration.
8. ENG BLEED switch (affected side) .............................................. OFF
9. APU BLEED switch ...................................................................... OFF
10. APU (if APU available) ............................................................. START
11. APU GEN switch ........................................................ON when AVAIL
12. Fuel ..................................................................... BALANCE (if Reqd)

8.2 APU Fire
APU FIRE

Annunciator: APU FIRE PUSH

Condition: Fire is detected in APU.

1. APU FIRE PUSH switch.............................................................PUSH
2. BOTTLE ARMED PUSH TO DISCH switch.................... DISCHARGE
3. If APU FIRE PUSH switch remains illuminated.

Customer Name:
8.3 Engine Overheat
ENGINE OVERHEAT

Annunciators: L ENG OVERHEAT R ENG OVERHEAT

Condition: An overheat is detected on the related engine.

1. Thrust lever (affected side)...........................................................IDLE
2. Choose one:
The ENG OVERHEAT annunciator remains illuminated:
Go to the ENGINE FIRE checklist.

The ENG OVERHEAT annunciator extinguishes:
Operate engine at reduced thrust to keep the light extinguished.

End of Chapter 8.
Customer Name:


Customer Name:
Chapter 9 Flight Controls

TABLE OF CONTENTS

9.1 All Flaps Up Landing................................................................................... 9-1
9.2 Trim Runaway.............................................................................................. 9-2

Customer Name:


Customer Name:
9.1 All Flaps Up Landing
ALL FLAPS UP LANDING

Condition : Trailing edge flaps cannot be extended.

1. Burn off fuel to reduce touchdown speed.
2. Set V
REF
DN + 55 knots.
3. Increase landing distance by 1.4
4. Maintain flaps up manoeuvring speed until on final.
5. Limit bank angle to 15 when airspeed is less than the flaps up
manoeuvring speed.
6. Checklist Complete Except Deferred Items.

------------------------------------------DEFFERED ITEMS----------------------------------
Descent Checklist
GROUND PROXIMITY FLAP OVERRIDE switch................. FLAP OVRD
Landing data................................... V
REF
DN + 55 knots, Minimums .
Go-Around procedure.................................................................... Review
Accomplish normal go-around procedure except:
Limit bank angle to 15 when airspeed is less than the flaps up
manoeuvring speed.
Accelerate to flaps up manoeuvring speed.

Customer Name:
All Flaps Up Landing continued

------------------------------------------DEFFERED ITEMS----------------------------
APPROACH
Altimeters...........................................................................................____

------------------------------------------DEFFERED ITEMS----------------------------
LANDING
Landing gear.................................................................................. DOWN
Flaps.....................................................................................................UP
SEAT BELTS....................................................................................... ON

9.2 Trim Runaway
TRIM RUNAWAY

Annunciator: TRIM RUNAWAY

Condition: An uncommanded stabilizer trim motion is detected.

1. Control column ....................................................................Hold firmly
2. Activate trim switches in opposite direction of runaway trim and hold.
3. TRIM CUTOUT switch...........................................................CUTOUT

End of Chapter 9.
Customer Name:
Chapter 10 Flight Instruments, Displays

TABLE OF CONTENTS

10.1 IAS Disagree .............................................................................................. 10-1
10.2 Altitude Disagree....................................................................................... 10-2

Customer Name:


Customer Name:
10.1 IAS Disagree
IAS DISAGREE

Message: IAS DISAGREE

Condition: The captains and first officers airspeed indications
disagree.

airspeed indicator. An airspeed display differing by more than 10 knots
from the standby indicator should be considered unreliable.
2. Pitch Attitude and Thrust ........................................................... Check
3. If pitch attitude or thrust is not normal for phase of flight:
4. Autopilot ....................................................................... DISCONNECT
5. F/D switches (both)....................................................................... OFF
6. Crosscheck ground speed and winds provided by the IRS and FMC
to determine airspeed accuracy.

Customer Name:
10.2 Altitude Disagree
ALTITUDE DISAGREE

Message: ALT DISAGREE

Condition: The captains and first officers altitude indications
disagree by more than 200 feet.

1. Altimeter baro settings............................................................. CHECK
[Check all altimeters set to proper barometric setting for phase of flight.]
2. Flight is not permitted in RVSM airspace.
3. Transponder altitude received by ATC may be unreliable.
4. Maintain visual conditions if possible.
5. Establish landing configuration early.
6. RA reference available below 2,500 feet.
7. Where available, use a visual slope indicators or an ILS for approach
and landing.

End of Chapter 10.
Customer Name:
Chapter 11 Flight Management, Navigation

TABLE OF CONTENTS

11.1 ADC Failure................................................................................................ 11-1
11.2 CDU Message............................................................................................. 11-1
11.3 FMC Failure................................................................................................ 11-2

Customer Name:


Customer Name:
11.1 ADC Failure
ADC FAIL

Condition: Internal failure. ADC information lost on affected side.

1. Choose one:
Using opposite side autopilot:
ADC REV switch (affected side) ............................................. ON

Using same side autopilot:
Go to step 2
2. ADC REV switch (affected side) ..................................................... ON
3. Autopilot .............................................................................ENGAGED

11.2 CDU Message
CDU MESSAGE

Condition: A MSG light illuminated indicate an CDU alerting
message exist in scratchpad.

1. Take action as needed by the message.

Customer Name:
11.3 FMC Failure
FMC FAIL

Annunciator: FMC

Condition: The FMC message indicates the FMC has failed.

1. Choose one:
Left FMC is failed:
Press Autopilot XFR switch in order to select the RIGHT side.
Go to step 2
Right FMC is failed:
Press Autopilot XFR switch in order to select the LEFT side.
Go to step 2

2. During VOR approaches, one pilot must have raw data from the VOR
associated with the approach no later than the final approach fix.

End of Chapter 11.
Customer Name:
Chapter 12 Fuel
Chapter 12 Fuel

TABLE OF CONTENTS

12.1 Engine Fuel Leak....................................................................................... 12-1
12.2 Fuel Low Level........................................................................................... 12-3
12.3 Fuel Low Pressure..................................................................................... 12-4
12.4 Fuel Quantity Indication Inoperative........................................................ 12-4
12.5 Fuel Imbalance........................................................................................... 12-5

Customer Name:
Chapter 12 Fuel


Customer Name:
Chapter 12 Fuel
12.1 Engine Fuel Leak
ENGINE FUEL LEAK

Condition: An in flight engine fuel leak is suspected or confirmed.

One or more of the following may be evidence of a fuel leak:
Visual observation of fuel spray from strut or engine;
Excessive fuel flow;
Total quantity decreasing at an abnormal rate;
Fuel IMBAL indication on the Primary Engine Display;
INSUFFICIENT FUEL message;

1. Identify an engine fuel leak by observing one main fuel tank
decreasing faster than the other.
2. An increase in fuel imbalance of approximately 230 kg or more in 30
minutes should be considered an engine fuel leak.
3. If conditions allow:
Visually check for engine fuel leak.
4. Choose one:
Engine fuel leak confirmed:
Go to step 13
Left and Right main tanks quantities decrease at the same rate:
Go to step 5
FUEL LOW LVL indication is annunciated:
Go to step 20
5. Resume normal fuel management procedures.

Engine Fuel Leak continued
Customer Name:
Chapter 12 Fuel
6. Choose one:
FMC message INSUFFICIENT FUEL is displayed on the CDU
scratchpad:
Go to step 7
Fuel quantity indicator inoperative:
Go to step 10
7. PROGRESS page 1 ...................................................................Select
8. Destination fuel estimate ........................................................... Check
9. Compare FMC fuel quantity with fuel indicators and flight plan.

10. PROGRESS page 1...................................................................Select
11. Destination fuel estimate ........................................................... Check
Compare FMC fuel quantity with fuel indicators and flight plan.
12. FMC FUEL weight (if needed) ..................................................... Enter
Enter and periodically update the manually calculated fuel weight
on the FMC PERF INIT page.

13. Thrust lever (affected side) .....................................CONFIRM & IDLE
14. Thrust lever (affected side) ............................CONFIRM & SHUTOFF
15. APU (if APU available) ............................................................. START
16. APU GEN...................................................................ON when AVAIL
17. After engine shutdown, all remaining fuel can be used for the
operating engine. Resume normal fuel management procedures.
19. Go to the ENGINE FAILURE OR SHUTDOWN checklist.

Engine Fuel Leak continued
Customer Name:
Chapter 12 Fuel

20. FUEL TANK (Left and Right) switches ....................................... ON
21. FUEL TRANSFER selector.................................................... OPEN
22. Apply thrust changes slowly and smoothly. If a climb is needed, maintain
the minimum pitch attitude needed for safe flight.

12.2 Fuel Low Level
FUEL LOW LEVEL

Annunciators: L FUEL LOW LVL R FUEL LOW LVL

Condition: Fuel quantity in the related tank is less than 453 kg.

1. Choose one:
Indication of engine fuel leak:
Go to the ENGINE FUEL LEAK checklist.

No indication of engine fuel leak:
Go to step 2
2. FUEL BOOST (Left and Right) switches ........................................ ON
3. FUEL TRANSFER selector............................................................. ON
[Ensures remaining fuel available for both engines.]
4. Apply thrust changes slowly and smoothly.
5. If a climb is needed, maintain the minimum pitch attitude for safe
flight.
[Minimizes the risk of uncovering the fuel pumps.]

Customer Name:
Chapter 12 Fuel
12.3 Fuel Low Pressure
FUEL LOW PRESSURE

Annunciators: L FUEL LOW PRESS R FUEL LOW PRESS

Condition: The related fuel pump output pressure is low.

1 Choose one:
One FUEL LOW PRESS light illuminated:
FUEL BOOST switch (affected side) ......................................... ON

Both FUEL LOW PRESS lights illuminated:
Go to step 2
2 FUEL BOOST (Left and Right) switches ........................................ ON
3 FUEL TRANSFER selector............................................................. ON
4. Note: At high altitude thrust deterioration or engine flameout may occur.

12.4 Fuel Quantity Indication Inoperative
FUEL QUANTITY INDICATION INOP

Condition: The related fuel quantity indication is blank.

1. FMC fuel weight....................................................................... ENTER
2. Enter and periodically update the manually calculated fuel weight on
the FMC PERF INIT page.

Customer Name:
Chapter 12 Fuel
12.5 Fuel Imbalance
FUEL IMBAL

Annunciator: FUEL IMBAL

Condition: Indicates fuel tank quantities differ by more than 453 kg.

1. Choose one:
Indication of engine fuel leak:
Go to the ENGINE FUEL LEAK checklist.

No indication of engine fuel leak:
Go to step 2
2. Fuel ..................................................................................... BALANCE

End of Chapter 12.
Customer Name:
Chapter 12 Fuel


Customer Name:
Chapter 13 Hydraulics

TABLE OF CONTENTS

13.1 PTU............................................................................................................. 13-1
13.2 Hydraulic Pump Failure ............................................................................ 13-2

Customer Name:


Customer Name:
13.1 PTU
PTU

Annunciator: PTU

Condition: Advisory operation of the PTU due to one hydraulic
pump failure.

1. Verify PTU operation ..................................... GREEN annunciator ON
[Remaining hydraulic system still pressurize through the PTU.]
2. Remaining hydraulic system................................................MONITOR

Customer Name:
13.2 Hydraulic Pump Failure
HYDRAULIC PUMP FAIL

Annunciators: L HYD PUMP R HYD PUMP

Condition: Mechanical failure of engine driven pump shaft and
PTU.

1 Choose one:
L HYD PUMP annunciator illuminates:
Note: Inoperative items:
landing gear, nose wheel steering and left reverser.

R HYD PUMP annunciator illuminates:
Note: Inoperative items:
flaps, speed brakes, right reverser and brakes (only 3
brake applications available from accumulator).
Increase landing distance by 1.4.

End of Chapter 13.
Customer Name:
Chapter 14 Landing Gear, Brakes

TABLE OF CONTENTS

14.1 Anti-Skid Inoperative................................................................................. 14-1
14.2 Brake Low Pressure.................................................................................. 14-1
14.3 Manual Gear Extension............................................................................. 14-2
14.4 Partial or Gear Up Landing....................................................................... 14-2

Customer Name:


Customer Name:
14.1 Anti-Skid Inoperative
ANTI-SKID INOP

Annunciator: ANTI-SKID INOP

Condition: A system fault is detected in the anti-skid system.

1. ANTI-SKID select switch .............................................................. OFF
2. Use minimum braking consistent with runway conditions to
reduce the possibility of a tire blow-out.
3. Increase landing distance by 1.2

14.2 Brake Low Pressure
BRAKE LOW PRESSURE

Annunciator: BRAKE LOW PRESS

Condition: A failure is detected in the brake unit.

1. Accumulator braking only is available.
2. Only 3 brake applications available from the accumulator.
3. Note: Anti-skid system is inoperative.

Customer Name:
14.3 Manual Gear Extension
MANUAL GEAR EXTENSION

Condition: All landing gear do not indicate down and locked
when the landing gear lever is placed in the DOWN
position.

1. If a landing gear green indicator is not illuminated:
2. MANUAL GEAR EXTENSION handle.......................PULL and TURN
[The uplock is released when the handle is rotated.]
3. Choose one:
All landing gear indicates down and locked:
Land normally.

Landing gear does not indicate down and locked:
Go to the PARTIAL OR GEAR UP LANDING checklist.

14.4 Partial or Gear Up Landing
PARTIAL OR GEAR UP LANDING

Condition: All landing gear do not indicate down and locked after
attempting manual gear extension.

1. Brief the crew and passengers on emergency landing and evacuation
procedures.
2. Burn off fuel to reduce touchdown speed.

Customer Name:
Partial or Gear Up Landing continued
------------------------------------------DEFFERED ITEMS----------------------------------
DESCENT
GROUND PROXIMITY GEAR OVERRIDE switch .............. GEAR OVRD

------------------------------------------DEFFERED ITEMS----------------------------------
APPROACH
Altimeters...........................................................................................____
Manual gear extension ............................................................ Completed
L and R ENG BLEED switches.......................................................... OFF
[Ensures the airplane is depressurized at touchdown.]
APU switch ........................................................................................ OFF
Landing procedure......................................................................... Review
Do not extend the speed brakes unless stopping distance is critical,
extend the speed brakes after all gear or the nose or engine nacelle
have contacted the runway.
Do not use thrust reversers unless stopping distance is critical.
Position the L and R TANK pumps to OFF just prior to flare.

------------------------------------------DEFFERED ITEMS----------------------------------
LANDING
Landing gear.......................................................................... ____DOWN
Flaps...................................................................................................SET
EVACUATION CHECKLIST ...............................................IF REQUIRED

End of Chapter 14.
Customer Name:


Customer Name:
Chapter 15 Warning Systems

TABLE OF CONTENTS

15.1 Takeoff Configuration ............................................................................... 15-1

Customer Name:


Customer Name:
15.1 Takeoff Configuration
TAKEOFF CONFIGURATION

Condition: The intermittent configuration warning horn sounds on
the ground when advancing the thrust levers to
takeoff thrust.

1. Assure proper airplane takeoff configuration by verifying:
Flaps setting;
Flight Controls trim;
Speedbrake lever;
Parking Brake;

End of Chapter 15.
Customer Name:


Customer Name:
Chapter 16 Speed Table
Chapter 16 Speed Tables

TABLE OF CONTENTS

16.1 Introduction................................................................................................ 16-1
16.2 Speed Table Legend.................................................................................. 16-1
16.2.1 Sample Speed Table.......................................................................... 16-1
16.3 Speed Tables ............................................................................................. 16-2
16.3.1 Speed Table 42,000 kg...................................................................... 16-2
16.3.2 Speed Table 44,000 kg...................................................................... 16-2
16.3.3 Speed Table 46,000 kg...................................................................... 16-3
16.3.4 Speed Table 48,000 kg...................................................................... 16-3
16.3.5 Speed Table 50,000 kg...................................................................... 16-4
16.3.6 Speed Table 52,000 kg...................................................................... 16-4
16.3.7 Speed Table 54,000 kg...................................................................... 16-5
16.3.8 Speed Table 56,000 kg...................................................................... 16-5
16.3.9 Speed Table 58,000 kg...................................................................... 16-6
16.3.10 Speed Table 60,000 kg...................................................................... 16-6
16.3.11 Speed Table 62,000 kg...................................................................... 16-7
16.3.12 Speed Table 64,000 kg...................................................................... 16-7
16.3.13 Speed Table 66,000 kg...................................................................... 16-8
16.3.14 Speed Table 68,000 kg...................................................................... 16-8
16.3.15 Speed Table 70,000 kg...................................................................... 16-9
16.3.16 Speed Table 72,000 kg...................................................................... 16-9
16.3.17 Speed Table 74,000 kg.................................................................... 16-10
16.3.18 Speed Table 76,000 kg.................................................................... 16-10
16.3.19 Speed Table 78,000 kg.................................................................... 16-11
16.3.20 Speed Table 80,000 kg.................................................................... 16-11

Customer Name:


Customer Name:
16.1 Introduction
The following tables are provided as a quick reference for typical flap and speed
settings according to weights. See the speed table legend for instructions on
usage.
16.2 Speed Table Legend
16.2.1 Sample Speed Table

Aircraft Weight (kg)
42 000 - 80 000kg
Uncorrected Takeoff
Vspeeds
based on ISA
conditions
15C, dry runway
balanced field
length
may be limited at
lower weights to
V
1mcg

Approach Speeds /V
REF
calculated from V
REF

add 10kts for
manoeuvring at that
flap setting
Customer Name:
16.3 Speed Tables
16.3.1 Speed Table 42,000 kg
42 000 kg
FLAP 1 VREF DN
V1= 105 117
Vr = 106 VREF 3
V2 = 123 123

44 000 kg
FLAP 1 VREF DN
V1 = 108 120
Vr = 109 VREF 3
V2 = 125 126
Customer Name:

46 000 kg
FLAP 1 VREF DN
V1 = 110 124
Vr = 111 VREF 3
V2 = 127 129

48 000 kg
FLAP 1 VREF DN
V1 = 114 127
Vr = 115 VREF 3
V2 = 130 134
Customer Name:

50 000 Kg
FLAP 1 VREF DN
V1 = 116 129
Vr = 117 VREF 3
V2 = 132 136

52 000 kg
FLAP 1 VREF DN
V1 = 118 131
Vr = 119 VREF 3
V2 = 134 138
Customer Name:

54 000 kg
FLAP 1 VREF DN
V1 = 120 134
Vr = 121 VREF 3
V2 = 136 142

56 000 kg
FLAP 1 VREF DN
V1 = 124 137
Vr = 125 VREF 3
V2 = 138 145
Customer Name:

58 000 kg
FLAP 1 VREF DN
V1 = 128 140
Vr = 130 VREF 3
V2 = 142 147

60 000 kg
FLAP 1 VREF DN
V1 = 129 142
Vr = 131 VREF 3
V2 = 143 149
Customer Name:

62 000 kg
FLAP 1 VREF DN
V1 = 131 144
Vr = 134 VREF 3
V2 = 144 151

64 000 kg
FLAP 1 VREF DN
V1 = 134 146
Vr = 136 VREF 3
V2 = 146 154
Customer Name:

66 000 kg
FLAP 1 VREF DN
V1 = 137 149
Vr = 140 VREF 3
V2 = 148 157

68 000 kg
FLAP 1 VREF DN
V1 = 139 151
Vr = 142 VREF 3
V2 = 151 159
Customer Name:

70 000 kg
FLAP 1 VREF DN
V1 = 141 153
Vr = 143 VREF 3
V2 = 152 161

72 000 kg
FLAP 1 VREF DN
V1 = 143 155
Vr = 145 VREF 3
V2 = 154 163
Customer Name:

74 000 kg
FLAP 1 VREF DN
V1 = 146 157
Vr = 147 VREF 3
V2 = 155 165

76 000 kg
FLAP 1 VREF DN
V1 = 148 159
Vr = 149 VREF 3
V2 = 156 168

Customer Name:

78 000 kg
FLAP 1 VREF DN
V1 = 150 161
Vr = 152 VREF 3
V2 = 158 171

80 000 kg
FLAP 1 VREF DN
V1 = 152 163
Vr = 154 VREF 3
V2 = 160 172

Customer Name:

End of Chapter 16.
Customer Name:
Chapter 17 Manoeuvres

TABLE OF CONTENTS

17.1 General ....................................................................................................... 17-1
17.2 Non-Normal Manoeuvres.......................................................................... 17-1
17.3 Flight Patterns ........................................................................................... 17-1
17.3.1 Approach to Stall Recovery................................................................ 17-2
17.3.2 Rejected Takeoff (RTO) ..................................................................... 17-2
17.3.3 Terrain Avoidance (Option) ................................................................ 17-5
17.3.4 Traffic Avoidance (Option) ................................................................. 17-7
17.3.5 Upset Recovery.................................................................................. 17-9
17.3.6 Windshear (Option) .......................................................................... 17-12
17.4 Flight Patterns (Illustrated)..................................................................... 17-16
17.4.1 Takeoff ............................................................................................. 17-16
17.4.2 ILS Approach ................................................................................... 17-17
17.4.3 Instrument Approach Using V/S....................................................... 17-18
17.4.4 Circling Approach............................................................................. 17-19
17.4.5 Visual Traffic .................................................................................... 17-20
17.4.6 Go-Around and Missed Approach.................................................... 17-21

Customer Name:


Customer Name:
17.1 General
Non-Normal Manoeuvres and Flight Patterns are included for training and
review purposes.
17.2 Non-Normal Manoeuvres
Flight crews are expected to perform non-normal manoeuvres from memory.
17.3 Flight Patterns
Flight patterns show procedures for some all engine and engine inoperative
situations.
Flight Patterns do not include all procedural items, but show
required/recommended:
configuration changes
thrust changes
Mode Control Panel changes
pitch mode and roll mode changes
checklist calls.

Customer Name:
17.3.1 Approach to Stall Recovery
The following is immediately accomplished at the first indication of stall buffet
or stick shaker:
Table 17.3-1 Approach to Stall Recovery
Pilot Flying Pilot Not Flying
Advance thrust levers to maximum
thrust.
Smoothly adjust pitch attitude* to
avoid ground contact or obstacles.
Level the wings (no change to flaps
or landing gear configuration).
Retract the speedbrakes.
When ground contact is no longer a factor:
Adjust pitch attitude to accelerate
while minimizing altitude loss.
Return to speed appropriate for the
configuration.
Verify maximum thrust.
Monitor altitude and airspeed.
Call out any trend toward terrain or
obstacle contact.
Verify all required actions have been
carried out and call out any
omissions.
Note: *At high altitudes it may be necessary to decrease pitch attitude
below the horizon to achieve acceleration.
17.3.2 Rejected Takeoff (RTO)
The captain has the sole responsibility for the decision to reject the takeoff.
The decision must be made in time to start the rejected takeoff manoeuvre by
V1. If the decision is to reject the takeoff, the captain must clearly announce
"REJECT,"" immediately start the rejected takeoff manoeuvre and assume
control of the airplane. If the first officer is making the takeoff, the first officer
must maintain control of the airplane until the captain makes a positive input
to the controls.
Prior to 80 knots, the takeoff should be rejected for any of the following:
activation of the master caution system
system failure(s)
unusual noise or vibration
tire failure
Customer Name:
abnormally slow acceleration
unsafe takeoff configuration warning
fire or fire warning
engine failure
predictive windshear warning
if a side window opens
if the airplane is unsafe or unable to fly.
Above 80 knots and prior to V1, the takeoff should be rejected for any of the
following:
fire or fire warning
engine failure
predictive windshear warning
if the airplane is unsafe or unable to fly
During the takeoff, the crewmember observing the non-normal situation will
immediately call it out as clearly as possible.
Customer Name:

Table 17.3-2 Rejected Takeoff
Captain First Officer
Without delay:
Simultaneously close the thrust levers, and
apply maximum manual wheel brakes.
Raise SPEED BRAKE lever.
Apply maximum reverse thrust consistent
with conditions.
Continue maximum braking until certain the
airplane will stop on the runway.
Verify actions as follows:
Thrust levers closed.
Maximum brakes applied.
Verify SPEED BRAKE lever UP and call
"SPEEDBRAKES UP." If SPEED BRAKE
lever not up cal "SPEEDBRAKES NOT UP."
Reverse thrust applied.
Call out omitted action items.
Field length permitting:
Initiate movement of the reverse thrust
levers to reach idle detent by taxi speed.
Call out 60 knots.
Communicate the reject decision to the
tower and cabin as soon as practical.
Once the airplane is stopped, perform procedures as required.
Review Brake Cooling Schedule for brake cooling times and precautions (refer to inflight
performance chapter).
Consider the following:
the possibility of wheel fuse plugs melting
the need to clear the runway
the requirement for remote parking
wind direction in case of fire
alerting fire equipment
not setting the parking brake unless passenger evacuation is necessary
alerting ground crew of hot brake hazard
advising passengers to remain seated or to evacuate
completion of the appropriate non-normal checklist (if applicable) for conditions
which led to the RTO.

Customer Name:

17.3.3 Terrain Avoidance (Option)
17.3.3.1 Ground Proximity Caution
Accomplish the following manoeuvre for any of the following aural alerts:
SINK RATE
TERRAIN
DON'T SINK
TOO LOW FLAPS
TOO LOW GEAR
TOO LOW TERRAIN
GLIDESLOPE
BANK ANGLE
CAUTION TERRAIN
Table 17.3-3 Ground Proximity Caution
Correct the flight path or the airplane configuration.
The below glideslope deviation alert may be cancelled or inhibited for:
localizer or backcourse approach
circling approach from an ILS
when conditions require a deliberate approach below glideslope
unreliable glideslope signal.
Note: If a terrain caution occurs when flying under daylight VMC, and a
positive visual verification is made that no obstacle or terrain
hazard exists, the alert may be regarded as cautionary and the
approach may be continued.
Note: Some aural alerts repeat.
Customer Name:
17.3.3.2 Ground Proximity Warning
Accomplish the following manoeuvre for any of the following conditions:
activation of "PULL UP" or "TERRAIN TERRAIN PULL UP" warning
other situations resulting in unacceptable flight toward terrain.
Table 17.3-4 Ground Proximity Warning
Disconnect autopilot.
Aggressively apply maximum thrust.
Simultaneously roll wings level and rotate to
an initial pitch attitude of 20.
Retract speedbrakes.
If terrain remains a threat, continue rotation
up to the pitch limit indicator (if available) or
stick shaker or initial buffet.
Assure maximum thrust.
Verify all required actions have been carried
out and call out any omissions.
Do not change gear or flap configuration
until terrain separation is assured.
Monitor radio altimeter for sustained or
increasing terrain separation.
When clear of terrain, slowly decrease pitch
attitude and accelerate.
Monitor vertical speed and altitude (radio
altitude for terrain clearance and baro
altitude for a minimum safe altitude.)
Call out any trend toward terrain contact.
Note: Aft control column force increases as the airspeed decreases. In
all cases, the pitch attitude that results in intermittent stick shaker or
initial buffet is the upper pitch attitude limit. Flight at intermittent
stick shaker may be required to obtain a positive terrain separation.
Smooth, steady control will avoid a pitch attitude overshoot and
stall.
Note: Do not use flight director commands.
Note: If positive visual verification is made that no obstacle or terrain
hazard exists when flying under daylight VMC conditions prior to
the warning, the alert may be regarded as cautionary and the
approach may be continued.

Customer Name:
17.3.4 Traffic Avoidance (Option)
Immediately accomplish the following by memory whenever a TCAS traffic
advisory (TA) or resolution advisory (RA) occurs:
Warning: Comply with the RA if there is a conflict between the RA and ATC.
Warning: Once an RA has been issued, safe separation could be
compromised if current vertical speed is changed, except as
necessary to comply with the RA. This is because TCAS II to TCAS
II coordination may be in progress with the intruder aircraft, and any
change in vertical speed that does not comply with the RA may
negate the effectiveness of the other aircraft's compliance with the
RA.
Note: If stick shaker or initial buffet occurs during the manoeuvre,
immediately carry out the APPROACH TO STALL RECOVERY
procedure.
Note: If high speed buffet occurs during the manoeuvre, relax pitch force
as necessary to reduce buffet, but continue the manoeuvre.
Note: Do not use flight director commands until clear of conflict.
Table 17.3-5 Terrain Alert (TA)
Look for traffic using traffic display as a guide. Call out any conflicting traffic.
If traffic is sighted, manoeuvre as required.

Customer Name:
For RA, except a climb in landing configuration:
Warning: A DESCEND (fly down) RA issued below 1000 ft AGL should not
be followed.
Table 17.3-6 Resolution Advisory (RA)
If manoeuvring is required, disengage the
autopilot and autothrottle.
Smoothly adjust pitch and thrust to satisfy
the RA command. Follow the planned lateral
flight path unless visual contact with the
conflicting traffic requires further action.

Attempt to establish visual contact. Call out any conflicting traffic.

Table 17.3-7 Climb RA in Landing Configuration
Disengage autopilot.
Advance thrust levers forward to ensure
maximum thrust is attained and call for
FLAPS 3.
Smoothly adjust pitch to satisfy the RA
command.
Follow the planned lateral flight path unless
visual contact with the conflicting traffic
requires other actions.
Verify maximum thrust is set.
Position flap lever to 3 detent.
Verify a positive rate of climb on the
altimeter and call "GEAR UP."
Verify a positive rate of climb on the
altimeter and call "POSITIVE RATE."
Set the landing gear lever to UP.
Attempt to establish visual contact. Call out any conflicting traffic.
NOTE: If Climb RA Warning is activated on final approach (after FAF or below 1000ft RA),
GO AROUND procedure must be performed.

Customer Name:
17.3.5 Upset Recovery
An upset can generally be defined as the unintentional exceeding of one of
the following conditions:
pitch attitude greater than 25 degrees nose up, or
pitch attitude greater than 10 degrees nose down, or
bank angle greater than 45 degrees, or
within above parameters but flying at airspeeds inappropriate for the
conditions.
The following techniques represent a logical progression for recovering the
airplane. The sequence of actions is for guidance only and represents a
series of options to be considered and used depending on the situation. Not
all actions may be necessary once recovery is under way. If needed, use
pitch trim sparingly. Careful use of rudder to aid roll control should be
considered only if roll control is ineffective and the airplane is not stalled.
These techniques assume that the airplane is not stalled. A stalled condition
can exist any attitude and may be recognized by continuous stick shaker
activation accompanied by one or more of the following:
buffeting which could be heavy at times
lack of pitch authority and/or roll control
inability to arrest descent rate.
If the airplane is stalled, recovery from the stall must be accomplished first by
applying and maintaining nose down elevator until the stall recovery is
complete and stick shaker activation ceases.

Customer Name:
17.3.5.1 Nose High Recovery
Table 17.3-8 Nose High Recovery
Recognize and confirm the situation
Disconnect autopilot
Apply as much as full-nose down
elevator
Apply appropriate nose down
stabilizer trim
Reduce thrust
Roll to obtain a nose down pitch rate
Complete the recovery:
o when approaching horizon,
roll to wings level
o check airspeed and adjust
thrust
o establish pitch attitude.
Call out attitude, airspeed and
altitude throughout the recovery
omissions.

Customer Name:
17.3.5.2 Nose Low Recovery
Table 17.3-9 Nose Low Recovery
Recognize and confirm the situation
Recover from stall, if required
Roll in shortest direction to wings
level (unload and roll if bank angle
exceeds 90)
Recover to level flight:
o apply nose up elevator
o apply nose up trim, if
required
o adjust thrust and drag as
required.
Call out attitude, airspeed and
altitude throughout the recovery
omissions.
Warning: Excessive use of pitch trim or rudder may aggravate an upset
situation or may result in loss of control and/or high structural loads.
Customer Name:
17.3.6 Windshear (Option)
17.3.6.1 Windshear Caution
For predictive windshear caution alert: ("MONITOR RADAR DISPLAY"
aural).
Table 17.3-10 Windshear Caution
Manoeuvre as required to avoid the windshear.
17.3.6.2 Windshear Warning
Predictive windshear warning during takeoff roll: ("WINDSHEAR AHEAD,
WINDSHEAR AHEAD" aural)
prior to V1, reject takeoff
after V1, perform the Windshear Escape Manoeuvre.
Windshear encountered during takeoff roll:
if windshear is encountered prior to V1, there may not be sufficient
runway remaining to stop if an RTO is initiated at V1. At VR, rotate at
a normal rate toward a 15 pitch attitude. Once airborne, perform the
Windshear Escape Manoeuvre.
if windshear is encountered near the normal rotation speed and
airspeed suddenly decreases, there may not be sufficient runway left
to accelerate back to normal takeoff speed. If there is insufficient
runway left to stop, initiate a normal rotation at least 2,000 ft before the
end of the runway, even if airspeed is low. Higher than normal
attitudes may be required to lift off in the remaining runway. Ensure
maximum thrust is set.
Predictive windshear warning during approach: ("GO_AROUND'
WINDSHEAR AHEAD" aural)
perform the Windshear Escape Manoeuvre, or, at pilot's discretion,
perform a normal go-around.
Windshear encountered in flight:
perform the Windshear Escape Manoeuvre.

Customer Name:
Note: The following are indications the airplane is in windshear:
windshear warning (two-tone siren followed by "WINDSHEAR,
WINDSHEAR, WINDSHEAR") or
unacceptable flight path deviations.
Note: Unacceptable flight path deviations are recognized as uncontrolled
changes from normal steady state flight conditions below 1,000 ft
AGL, in excess of the following:
15 knots indicated airspeed
500 fpm vertical speed
5 pitch attitude
1 dot displacement from the glideslope
unusual thrust lever position for a significant period of time.
Customer Name:
17.3.6.3 Windshear Escape Manoeuvre
Table 17.3-11 Windshear Escape Manoeuvre
MANUAL FLIGHT
Press either TO/GA switch
Aggressively apply maximum thrust
Simultaneously roll wings level and
rotate toward an initial pitch attitude of
15
Retract speedbrakes
Follow flight director TO/GA guidance if
available
AUTOMATIC FLIGHT
Press either TO/GA switch
Verify TO/GA mode annunciation
Verify thrust advances to GA power
Retract speedbrakes
Monitor system performance.
Assure maximum thrust
carried out and call out any omissions.
Do not change flap or gear configuration
until windshear is no longer a factor
Monitor vertical speed and altitude
Do not attempt to regain lost airspeed
until windshear is no longer a factor.
Monitor vertical speed and altitude
Call out ant trend toward terrain contact,
descending flight path, or significant
airspeed changes.
Note: Aft control column force increases as the airspeed decreases. In
all cases, the pitch attitude that results in intermittent stick shaker or
initial buffet is the upper pitch attitude limit. Flight at intermittent
stick shaker may be required to obtain a positive terrain separation.
Smooth, steady control will avoid a pitch attitude overshoot and
stall.
Note: If TO/GA is not available, disconnect autopilot and fly manually.
Customer Name:
Warning: Severe windshear may exceed the performance of the AFDS. The
pilot flying must be prepared to disconnect the autopilot and fly
manually.

Customer Name:
17.4 Flight Patterns (Illustrated)
17.4.1 Takeoff

Figure 17.4-1 Takeoff Flight Pattern
Customer Name:
17.4.2 ILS Approach

Figure 17.4-2 ILS Approach Flight Pattern
Customer Name:
17.4.3 Instrument Approach Using V/S

Figure 17.4-3 Instrument Approach Using V/S Flight Pattern
Customer Name:
17.4.4 Circling Approach

Figure 17.4-4 Circling Approach Flight Pattern
Customer Name:
17.4.5 Visual Traffic

Figure 17.4-5 Visual Traffic Pattern
Customer Name:
17.4.6 Go-Around and Missed Approach

Figure 17.4-6 Go-Around and Missed Approach

Customer Name:

End of Chapter 17.
Customer Name:
EVACUATION
QRH-XJ Large Jet
EVACUATION CHECKLIST

Condition: Evacuation is required.

Parking Brake ...................................................................................... Set
ATC ................................................................................................. Notify
Speedbrake Lever ......................................................................... Retract
Flap Lever............................................................................................ DN
Pressurization Alt. Select ................................. Down to aircraft elevation
Differential Cabin Pressure Zero...................................................... Verify
Flaps in DN position......................................................................... Verify
Thrust Levers (both) ................................................................... CUTOFF
LH RH and APU fire pushbutton ....................................................PUSH
If Severe Aircraft Damage LH RH and APU Fire bottles.....PUSH
PA ......................................................................................... EVACUATE
Battery switch .................................................................................... OFF

Customer Name:

MANUAL,
PART-I
for
XJ Large Jet

FCOM-PART-I-XJ Large Jet (Subset XJ-LJ_0001)
Document Source File Prefix: FCOM_PART-I_XJ-LJ_0001
Customer Name:
FCOM-PART-I-XJ Large Jet
Notices

Systems Inc.

Applicability

follows:

Customer Name:
FLIGHT CREW OPERATIONS MANUAL - PART-I
Front Matter
FCOM-PART-I-XJ Large Jet Page i
(TM-95332-00-001as last revised 20090311-1900)


Release 001 February 20, 2009

Page Number or
Page Number Range
Revision
Level

Page Number or
Page Number Range
Revision
Level

Front cover 001
All other pages 001

Customer Name:
Front Matter
Page ii FCOM-PART-I-XJ Large Jet
Table of Contents

Table of Contents.......................................................................................................................................... ii
Abbreviations and Acronyms ........................................................................................................................iii
Conventions Used In This Manual ..............................................................................................................viii
A Note on the Use of Pronouns ..................................................................................................................viii
Disclaimer viii
Chapter 1 Introduction ............................................................................................................................ 1-i
Table of Contents........................................................................................................................................ 1-i
1.1 Purpose and Scope of this Manual ..........................................................................................1-1
1.2 Organization of this Manual .....................................................................................................1-1
Chapter 2 Limitations.............................................................................................................................. 2-i
2.1 Introduction...............................................................................................................................2-1
2.2 Airplane General ......................................................................................................................2-1
2.3 Air Systems ..............................................................................................................................2-3
2.4 Anti-Ice, Rain............................................................................................................................2-3
2.5 Autopilot/Flight Director System...............................................................................................2-3
2.6 Communications ......................................................................................................................2-3
2.7 Engines and APU.....................................................................................................................2-4
2.8 Flight Controls ..........................................................................................................................2-5
2.9 Fuel System.............................................................................................................................2-5
2.10 Landing Gear ...........................................................................................................................2-5
Chapter 3 Normal Procedures................................................................................................................ 3-i
3.1 Introduction...............................................................................................................................3-1
3.2 Normal Procedures Philosophy and Assumptions...................................................................3-1
3.3 Configuration Check.................................................................................................................3-1
3.4 Crew Duties..............................................................................................................................3-2
3.5 CDU procedures ......................................................................................................................3-3
3.6 Autopilot Flight Director System (AFDS) Procedures..............................................................3-3
3.7 Cockpit Check Scan Flow........................................................................................................3-5
3.8 Amplified Procedures...............................................................................................................3-6
3.9 Flight Patterns ........................................................................................................................3-66
Chapter 4 Supplemental Procedures ..................................................................................................... 4-i
4.1 Introduction...............................................................................................................................4-1
Chapter 5 Performance .......................................................................................................................... 5-i
5.1 Introduction...............................................................................................................................5-1
5.2 Takeoff .....................................................................................................................................5-6
5.3 Enroute...................................................................................................................................5-25
5.4 Landing...................................................................................................................................5-41

Customer Name:
Front Matter
FCOM-PART-I-XJ Large Jet Page iii

Abbreviations and Acronyms
The following abbreviations and acronyms may appear in this document. (This list is
not intended to be exhaustive as regards acronyms commonly used by those who pilot
the aircraft being simulated.)
A
AC Alternating current
A/C aircraft
ACARS Aircraft Communications Addressing and Reporting System
ACE Actuator Control Electronics
ACT Active
ADF Automatic Direction Finder
ADIRS Air data Inertial Reference System
ADIRU Air data Inertial Reference Unit
ADM Air Data Module
AFDC Autopilot Flight Director Computer
AFDS Autopilot Flight Director System
AFM Airplane Flight Manual
AGL Above Ground Level
AI Anti-Ice
AIL Aileron
AIMS Airplane Information Management System
ALT Altitude
ALTN Alternate
A/P Autopilot
APU Auxiliary Power Unit
ARINC Aeronautical Radio, Incorporated
ARPT Airport
ATA Actual Time of Arrival
ATC Air Traffic Control
ATT Attitude
AUTO Automatic
AVAIL Available

B
BARO Barometric
BRT Bright
BTL DISCH Bottle Discharge
B/C or BCRS Back Course

C
CANC/RCL Cancel/Recall
CB Circuit Breaker
CCD Cursor Control Device
CG Center of Gravity
CDU Control Display unit
CHKL Checklist
CLB Climb
COMM Communication
CON Continuous
Customer Name:
Front Matter
Page iv FCOM-PART-I-XJ Large Jet
CONFIG Configuration
CRZ Cruise
CTL Control

D
DA(H) Decision Altitude (Height)
DC Direct Current
DDG Dispatch Deviations Guide
DEP ARR Departure Arrival
DES Descent
DISC Disconnect
DME Distance Measuring Equipment
DSP Display Select Panel
DSPL Display

E
E/D End of Descent
ECT EFIS Control Panel
EEC Electronic Engine Control
EFIS Electronic Flight Instrument System
EGT Exhaust Gas Temperature
EICAS Engine Indicating and Crew alerting System
ELEC Electrical
ELEV Elevator
ENG Engine
EO Engine Out
EPR Engine Pressure Ratio
EXEC Execute
EXT Extend or External
E/E Electrical and Electronic

F
F Fahrenheit
FCOM Flight Crew Operating Manual
FCTL Flight Control
F/D or FLT DIR Flight Director
FLPRN Flaperon
FMC Flight Management Computer
FMS Flight Management System
FO First Officer
FPA Flight Path Angle
FPV Flight Path Vector

G
GA Go-Around
GEN Generator
GPS Global Positioning System
GPWS Ground Proximity Warning System
G/S Glide Slope

H
Customer Name:
Front Matter
FCOM-PART-I-XJ Large Jet Page v
HDG Heading
HDG REF Heading Reference
HDG SEL Heading Select
HPA Hectopascals

I
IAS Indicated Airspeed
IDENT Identification
IN Inches
IND LTS Indicator Lights
ILS Instrument Landing System
INBD Inboard
INOP Inoperative
INTC CRS Intercept Course
ISLN Isolation
ISFD Integrated Standby Flight Display

K
K Knots
KGS Kilograms

L
L Left
LBS Pounds
LDA Localizer-Type Directional Aid
LDG ALT Landing Altitude
LIM Limit
LKD Locked
LNAV Lateral Navigation
LWR CTR Lower Center
LWR DSPL Lower Display

M
MAG Magnetic
MAN Manual
MCP Mode Control Panel
MDA(H) Minimum Descent Altitude (Height)
MEL Minimum Equipment List
MFD Multifunction Display
MIN Minimum
MMO Maximum Mach Operating Speed
MOD Modify
MTRS Meters

N
NAV RAD Navigation Radio
ND Navigation Display
NM Nautical Miles
NORM Normal
N1 Low Pressure Rotor Speed
N2 High Pressure or Intermediate Pressure Rotor Speed
Customer Name:
Front Matter
Page vi FCOM-PART-I-XJ Large Jet
N/A Not Applicable
O
OUTB DSPL Outboard Display
OVHD Overhead
OVRD Override

P
PASS Passenger
PC Personal Computer
PERF INIT Performance Initialization
PF Pilot Flying
PFC Primary Flight Computer
PFD Primary Flight Display
PNF Pilot Not Flying
PNL Panel
POS Position
POS INIT Position Initialization

Q
QRH Quick-Reference Handbook

R
R Right
RALT Radio Altitude
RA Resolution Advisory
RAT Ram Air Turbine
RECIRC Recirculation
REF Reference
RET Retract
RF Refill or Radio Frequency
RNV or RNAV Area Navigation
RVSM Reduced Vertical Separation Minimum

S
SAARU Secondary Attitude Air Data Reference Unit
SAT Static Air Temperature
S/C Step Climb
SDF Simplified Directional Facility
SEL Select
SPD Speed
STA Station
STAB Stabilizer
STAT Status
STD Standard

T
T or TRU True
T, TK or TRK Track
TA Traffic Advisory
TAC Thrust Asymmetry Compensation
TAI Thermal Anti-Ice
Customer Name:
Front Matter
FCOM-PART-I-XJ Large Jet Page vii
TAT Total Air temperature
TCAS Traffic Alert and Collision Avoidance System
T/D Top of Descent
TFC Traffic
TO Takeoff
TO/GA Takeoff/Go-Around

U
UNLKD Unlocked
UPR DSPL Upper Display
UTC Universal Time Coordinated

V
V
A
Design Manoeuvring Speed
V
MO
Maximum Operating Speed
VNAV Vertical Navigation
VOR VHF Omnidirectional Range
V
R
Rotation Speed
V
REF
Reference Speed
VTK Vertical Track
V/S Vertical Speed
V
1
Takeoff Decision Speed
V
2
Scheduled Takeoff Target Speed

W
WPT Waypoint
WXR Weather Radar

X
XTK Cross Track
Customer Name:
Front Matter
Page viii FCOM-PART-I-XJ Large Jet

parentheses. Imperial units may be used where this is the accepted norm in the aircraft
industry (altitudes, air pressures and flow rates, for example).



Disclaimer

training..

End of Front Matter

Customer Name:
Chapter 1 Introduction
FCOM-PART-I-XJ Large Jet Page 1-i
Table of Contents

1.1 Purpose and Scope of this Manual ..........................................................................................1-1
1.2 Organization of this Manual .....................................................................................................1-1

Customer Name:
Page 1-ii FCOM-PART-I-XJ Large Jet


Customer Name:
FCOM-PART-I-XJ Large Jet Page 1-1
1.1 Purpose and Scope of this Manual
This Flight Crew Operations Manual for the XJ Large Jet has been prepared by
Mechtronix Systems Inc. (MSI), the manufacturer. The information in this manual
is intended for the following:
provide the operating limitations, procedures, performance, and systems
information the flight crew needs to safely and efficiently operate the XJ Large
Jet during all anticipated operations.
serve as a comprehensive reference for use during transition training for the XJ
Large Jet .
serve as a review guide for use in recurrent training and proficiency checks
establish standardized procedures and practices to enhance operational
competence.
This manual is prepared specifically for the aircraft listed at the beginning of the
manual. It contains operational procedures and information, which apply only to
this aircraft. The manual covers the delivered configuration of this aircraft.
Changes to the delivered configuration are incorporated when covered by
contractual revision agreements between the owner/operator and Mechtronix
Systems Inc.. This manual is not suitable for use for any aircraft not listed.
This manual contains systems information on all aircraft systems. This manual is
meant to be used in conjunction with a Quick Reference Handbook (QRH). The
QRH contains all checklists necessary for normal and non-normal procedures.
Target Audience
This manual is written under the assumption that the user has had previous
multiengine jet aircraft experience and is familiar with basic jet airplane systems
and basic pilot techniques common to airplanes of this type. Therefore, the
manual does not contain basic flight information that is considered prerequisite
training.
1.2 Organization of this Manual
Part 1 of the FCOM contains a list of abbreviations and acronyms. Chapter 1
(this chapter) provides an introduction, and contains general information
regarding the manual's purpose, structure and content. Chapters 2 through 5
cover limitations, normal procedures, abnormal procedures and performance.
All operating procedures are based on a thorough analysis of crew activity
required to operate the aircraft.
Customer Name:
Page 1-2 FCOM-PART-I-XJ Large Jet
In Part 2, Chapters 1 through 15 contain general aircraft and systems
information. These chapters are generally subdivided into sections covering
controls and indicators and systems descriptions.

End of Chapter 1.
Customer Name:
Chapter 2 Limitations
Table of Contents

2.1 Introduction...............................................................................................................................2-1
2.2 Airplane General ......................................................................................................................2-1
2.2.1 Operational Limitations.........................................................................................................2-1
2.2.2 Narrow Runway Operations.................................................................................................2-1
2.2.3 Altitude Display Limitations for RVSM Operations...............................................................2-2
2.2.4 Weight Limitations................................................................................................................2-2
2.3 Air Systems ..............................................................................................................................2-3
2.3.1 Pressurisation.......................................................................................................................2-3
2.4 Anti-Ice, Rain............................................................................................................................2-3
2.5 Autopilot/Flight Director System...............................................................................................2-3
2.6 Communications ......................................................................................................................2-3
2.7 Engines and APU.....................................................................................................................2-4
2.7.1 Engine Limit Display Markings .............................................................................................2-4
2.7.2 Engine Ignition......................................................................................................................2-4
2.7.3 Reverse Thrust .....................................................................................................................2-4
2.7.4 APU......................................................................................................................................2-4
2.8 Flight Controls ..........................................................................................................................2-5
2.9 Fuel System.............................................................................................................................2-5
2.10 Landing Gear ...........................................................................................................................2-5

Customer Name:


Customer Name:
2.1 Introduction
This chapter contains recommended operating limitations for the XJ Large Jet .
Limitations that are obvious, shown on displays or placards, or incorporated
within an operating procedure are not contained within this chapter,
2.2 Airplane General
2.2.1 Operational Limitations
Table 2.2-1
Runway Slope 2%
Maximum Takeoff and Landing Tailwind
Component
15 knots
Maximum Speeds Observe gear and flap placards
Maximum Operating Altitude 41,000 ft
Maximum Takeoff and Landing Altitude 8,400 ft
Maximum flight operating latitude: 82 North and 82 South, except for the
region between 80 West and 130 West longitude, where the maximum flight
operating latitude is 70 North, and the region between 120 East and 160
East longitude, where the maximum flight operating latitude is 60 South.
2.2.2 Narrow Runway Operations
The maximum crosswind component at 10 meter (32.8 ft) height for takeoff
and landing is:
Table 2.2-2 Narrow Runway Crosswinds
Dry Runway Wet Runway
Snow
Covered (No
Melting)
Flooded
Runway
Icy Runway
26 knots 16 knots 12 knots 6 knots 4 knots
Runway centerline shall remain clearly visible in the prevailing conditions.
All landing gear steering, thrust reverser, braking and flight control systems,
other than yaw damper, shall be operational.
The maximum demonstrated takeoff and landing crosswind is 35 knots.
Customer Name:
2.2.3 Altitude Display Limitations for RVSM Operations
Standby altimeter does not meet altimeter accuracy requirements of RVSM
airspace.
The maximum allowable in-flight difference between Captain and FO altitude
displays for RVSM operations is 200 ft.
The maximum allowable on-ground altitude differences for RVSM operations
are:
Table 2.2-3 RVSM Altimeter Difference Limits
Field Elevation
Max Difference Between
Captain and FO
Max Difference Between
Captain or FO and Field
Elevation
Sea Level to 5,000 feet 50 feet 75 feet
5,001 to 10,000 feet 60 feet 75 feet
2.2.4 Weight Limitations
Table 2.2-4 Weight Limitations
Weights Pounds / Kilograms
Maximum Taxi Weight 133,500 / 60,550
Maximum Takeoff Weight 133,000 / 60,320
Maximum Landing Weight 128,000 / 58,050
Maximum Zero Fuel Weight 120,500 / 54,650
Note: Minimum Takeoff Weight - 125,000 lbs / 56,700 kg. Lower minimum
takeoff weights that account for actual pressure altitude and outside air
temperature may be achieved by using the Minimum Takeoff Weight
table in the Takeoff section of the Performance chapter.

Customer Name:
2.3 Air Systems
2.3.1 Pressurisation
The maximum cabin differential pressure (relief valves) is 9.1 psi.

2.4 Anti-Ice, Rain
Engine TAI must be on when icing conditions exist or are anticipated, except
during climb and cruise below -40C SAT.

2.5 Autopilot/Flight Director System
Do not engage the autopilot for takeoff below 400 feet AGL.
Do not use the autopilot below 100 feet radio altitude.
Maximum and minimum glideslope angles are 3.25 degrees and 2.5 degrees
respectively.
2.5.1.1 JAA Rules
The autopilot must be disengaged before the airplane descends more than 50
feet below the minimum descent altitude (MDA) unless it is coupled to an ILS
glide slope and localizer or in the go-around mode.
2.5.1.2 FAA Rules
During approach, the autopilot shall not remain engaged below 50 feet AGL.
Use of aileron trim with the autopilot engaged is prohibited.

2.6 Communications
Use the VHF radio connected to the top of fuselage antenna for primary ATC
communications on the ground.
Customer Name:
2.7 Engines and APU
2.7.1 Engine Limit Display Markings
Maximum and minimum limits are red.
Caution limits are amber.
2.7.2 Engine Ignition
Engine ignition must be on for:
takeoff
landing
operation in heavy rain
anti-ice operation
2.7.3 Reverse Thrust
Intentional selection of reverse thrust in flight is prohibited.
2.7.4 APU
APU bleed: maximum altitude 26,000 feet.
APU electrical load: maximum altitude 41,000 feet.
APU bleed valve must be closed when:
Left engine bleed valve open, and/or
Right engine bleed valve open.
APU bleed valve may be open during engine start, but avoid engine power
above idle.

Customer Name:
2.8 Flight Controls
Maximum flap extension altitude is 20,000 feet.
Holding in icing conditions with flaps extended is prohibited.
Do not deploy speedbrakes in flight at radio altitudes below 1,000 feet.
WARNING: Use of speedbrakes at speeds exceeding 320 KIAS could
result in severe vibration, which in turn could cause
extreme damage to the horizontal stabilizer.
Avoid rapid and large alternating control inputs, especially in combination with
large changes in pitch, roll, or yaw (i.e. large side slip angles) as they may result
in structural failure at any speed, including VA.

2.9 Fuel System
The use of Wide Cut Fuels per Class B of GE Specification D50TF2, JP-4 or Jet
B, is prohibited.
Maximum tank fuel temperature: 49C.
Minimum in-flight tank fuel temperature: 3C above the freezing point of the fuel
being used or -43C, whichever is highest.
Allowable lateral imbalance between left tank and right tank must be scheduled
to be zero. Random fuel imbalance must not exceed 1000 lbs (453 kg) for taxi,
takeoff, flight or landing.
Fuel crossfeed valve must be closed for takeoff and landing.

2.10 Landing Gear
Operation with assumed temperature reduced takeoff thrust is not permitted with
anti-skid inoperative.
Towbarless towing operations are restricted to tow vehicles that are designed
and operated to preclude damage to the airplane steering system or which
provide a reliable and unmistakable warning when damage to the steering
system may have occurred.
Do not apply brakes until after touchdown.
Customer Name:

End of Chapter 2.
Customer Name:
Chapter 3 Normal Procedures
Table of Contents

3.1 Introduction...............................................................................................................................3-1
3.2 Normal Procedures Philosophy and Assumptions...................................................................3-1
3.3 Configuration Check.................................................................................................................3-1
3.4 Crew Duties..............................................................................................................................3-2
3.5 CDU procedures ......................................................................................................................3-3
3.6 Autopilot Flight Director System (AFDS) Procedures..............................................................3-3
3.7 Cockpit Check Scan Flow........................................................................................................3-5
3.8.1 ENTERING THE FLIGHT COMPARTMENT .......................................................................3-6
3.8.2 CONFIGURATION SAFETY CHECK ..................................................................................3-6
3.8.3 ESTABLISHING POWER ON EXTERNAL..........................................................................3-7
3.8.4 ESTABLISHING POWER ON APU......................................................................................3-7
3.8.5 PRELIMINARY FLIGHT COMPARTMENT CHECK............................................................3-8
3.8.6 FMS INITIALIZATION ..........................................................................................................3-9
3.8.7 COCKPIT CHECK..............................................................................................................3-10
3.8.8 CLEARANCE .....................................................................................................................3-19
3.8.9 FMS PROGRAMMING.......................................................................................................3-20
3.8.10 DEPARTURE BRIEFING...................................................................................................3-23
3.8.11 EMERGENCY REVIEW.....................................................................................................3-24
3.8.11.1 CONTINUED TAKE-OFF / REJECTED TAKE-OFF BRIEFING.................................3-24
3.8.11.2 ENGINE FIRE/FAILURE AFTER V
1
BRIEFING.........................................................3-25
3.8.11.3 RAPID DEPRESSURIZATION AND EMERGENCY DESCENT BRIEFING..............3-26
3.8.12 PRIOR TO START .............................................................................................................3-27
3.8.13 FLIGHT CREW / RAMP COMMUNICATIONS ..................................................................3-27
3.8.14 BEFORE START CHECKLIST...........................................................................................3-28
3.8.15 PUSHBACK / START COMMUNICATIONS.....................................................................3-29
3.8.16 STARTING PROCEDURE.................................................................................................3-31
3.8.17 AFTER START CHECKLIST..............................................................................................3-33
3.8.18 LEAVING THE RAMP........................................................................................................3-33
3.8.19 TAXIING PROCEDURE.....................................................................................................3-34
3.8.20 BEFORE TAKE-OFF CHECKLIST ....................................................................................3-35
3.8.21 TAKE-OFF..........................................................................................................................3-37
3.8.22 REJECTED TAKE-OFF......................................................................................................3-39
3.8.23 CLIMB-OUT PROCEDURES.............................................................................................3-41
3.8.24 AFTER TAKE-OFF CHECK...............................................................................................3-43
3.8.25 CRUISE PROCEDURE......................................................................................................3-45
3.8.26 DESCENT PREPARATION ...............................................................................................3-47
3.8.27 PRE-DESCENT..................................................................................................................3-49
3.8.28 IN-RANGE..........................................................................................................................3-50
3.8.29 APPROACH .......................................................................................................................3-51
3.8.29.1 PRECISION APPROACH...........................................................................................3-53
3.8.29.2 NON PRECISION APPROACH..................................................................................3-57
3.8.30 GO-AROUND.....................................................................................................................3-61
3.8.31 BEFORE LANDING CHECKLIST ......................................................................................3-61
3.8.32 NORMAL LANDING...........................................................................................................3-62
3.8.33 AFTER LANDING PROCEDURES....................................................................................3-63
3.8.34 APPROACHING THE RAMP.............................................................................................3-63
3.8.35 SHUTDOWN......................................................................................................................3-64
3.8.36 PARKING / TERMINATION CHECKLIST..........................................................................3-65
3.9 Flight Patterns ........................................................................................................................3-66
Customer Name:
3.9.1 Takeoff................................................................................................................................3-66
3.9.2 ILS Approach......................................................................................................................3-67
3.9.3 Instrument Approach Using V/S.........................................................................................3-68
3.9.4 Circling Approach...............................................................................................................3-69
3.9.5 Visual Traffic.......................................................................................................................3-70
3.9.6 Go-Around / Missed Approach...........................................................................................3-71

Customer Name:
3.1 Introduction
This chapter covers:
an introduction to normal procedures philosophy and assumptions
step by step normal procedures.
3.2 Normal Procedures Philosophy and Assumptions
Normal procedures verify for each phase of flight that:
the airplane condition is satisfactory
the flight deck configuration is correct.
Normal procedures are carried out on every flight unless specified as First Flight
of the Day. Refer to the Supplemental Procedures chapter for procedures that
are carried out as needed, for example adverse weather procedures.
Normal procedures are used by a trained flight crew and assume:
all systems operate normally
the full use of all automated features (NAV, autopilot)
Normal procedures also assume coordination with the ground crew before:
hydraulic systems pressurization, or
flight control surface movement, or
aircraft movement
Normal procedures do not include flight deck lighting and crew comfort actions.
The Cockpit Check procedures are performed from memory by one pilot and
monitored throughout by the other pilot.
The panel illustration in section 3.7 shows a typical scan flow. The scan flow
sequence may be modified as needed by the operator.
3.3 Configuration Check
It is the crew member's responsibility to verify correct system response. Before
engine start, use the system lights to verify each system's condition or
configuration. After engine start, the master caution and master warning systems
alert the crew to warnings or cautions away from the normal field of view.
Customer Name:
If there is an incorrect configuration or response:
verify that the system controls are set correctly
test the respective system light as necessary.
Prior to engine start, use individual system lights to verify the system status. If an
individual system light indicates an improper condition:
check the operator's operations manual to determine if the condition has
an effect on airworthiness
determine if maintenance is needed
If, during or after an engine start, a red warning or amber caution illuminates:
carry out the corresponding non-normal checklist (NNC)
on the ground, check the operator's operations manual to determine if the
condition has an effect on airworthiness.
3.4 Crew Duties
Preflight and postflight crew duties are shared between the captain and first
officer. Phase of flight duties are shared between the Pilot Flying (PF) and Pilot
Not Flying (PNF).
The general PF phase of flight responsibilities are:
taxiing (may be performed by FO only if optional tiller installed on FO side
console)
flight path and airspeed control
airplane configuration
navigation
The general PNF phase of flight responsibilities are:
checklist reading
communications
any other tasks assigned by the PF
PF and PNF duties may change during a flight. For example, the captain could
be the PF during taxi, but the PNF during takeoff and landing.
Customer Name:
Normal procedures show if necessary, who does a step by crew position (C, FO,
PF or PNF):
in the procedure line, or
in the heading of a table
The mode control panel is the PF's responsibility. When flying manually, the PF
directs the PNF to make the changes on the mode control panel.
The captain is the final authority for all tasks directed and carried out.
3.5 CDU procedures
Before taxi, the captain or the first officer may make FMS-CDU entries. The other
pilot must verify the entries.
Make FMS-CDU entries before taxi or when stopped, whenever possible. If the
CDU entries must be made during taxi, the PNF makes the entries. The PF must
verify the entries before they are executed.
In flight, the PNF usually makes the CDU entries. The PF may also make simple
CDU entries when the workload allows. The pilot making the entries executes the
changes only after the other pilot verifies them.
During high workload times, for example departure or arrival, try to reduce the
need for CDU entries. Do this by using the MCP heading, altitude, and speed
control modes. The MCP can be easier to use than entering complex route
modifications into the CDU.
3.6 Autopilot Flight Director System (AFDS) Procedures
The crew must constantly monitor:
aircraft course
vertical path
speed
When selecting a value on the MCP, verify that the corresponding value
changes on the flight instruments, as applicable.
The crew must verify manually selected or automatic AFDS changes. Use the
FMA to verify mode changes for the:
autopilot
Customer Name:
flight director
During NAV operations, verify all changes to the airplane's:
course
vertical path
thrust
speed
Announcing changes on the FMA and thrust mode display when they occur is a
desirable CRM practice.
It is strongly recommended that the autopilot be engaged as early as possible
when operating in busy terminal areas, to allow the PNF to assist more with
monitoring duties.
Customer Name:
3.7 Cockpit Check Scan Flow

Figure 3.7-1 Cockpit Check Scan Flow
Customer Name:
3.8 Amplified Procedures

3.8.1 ENTERING THE FLIGHT COMPARTMENT
The following items are normally accomplished by the Captain:
Logbook........................................................................................................... EXAMINE
Determine:
Outstanding aircraft snags,
Whether it is the Aircraft's First Flight of the Day
Whether the aircraft is powered or unpowered.
If unpowered, complete the following CONFIGURATION SAFETY CHECK

3.8.2 CONFIGURATION SAFETY CHECK
LDG GEAR lever......................................................................................................... DN
PARK BRAKE ........................................................................................................... SET
SPEED BRAKE lever ...................................................................................... RETRACT
Thrust Levers ................................................................................................ SHUT OFF
Flap Lever ................................................................................................................... UP
Caution: If spoiler or flap lever positions are not in UP positions, check with
maintenance before applying hydraulic power.
Transponder ...........................................................................................................STBY
Customer Name:
3.8.3 ESTABLISHING POWER ON EXTERNAL
VOLTAGE SEL .......................................................................................................BATT
Verify Battery voltage above 24.5 Volts. If less than 24.5 Volts, request External
Power to be connected before selecting Battery Switch to ON.
BATT Switch............................................................................................................... ON
If external Power is available:
EXT Pwr. Switch............................................................... CHECK AVAIL LIGHT IS ON
EXT PWR. Switch ....................................................................................................... ON
Verify EXT PWR. Switch AVAIL and ON lights are illuminated.

3.8.4 ESTABLISHING POWER ON APU
If no external power is available, start the APU.
APU START Switch.................................................................................................... ON
Verify APU START light flashes.
APU switch ............................................................. CHANGES FROM START TO RUN
APU GEN switch......................................................................check AVAIL light is ON
APU GEN switch......................................................................................................... ON
Verify APU GEN switch AVAIL and ON lights are illuminated.
VOLTAGE SEL .........................................................................................................APU
VOLTS and AMPS gauges ..........................................................verify VOLTS / AMPS
If required for air conditioning:
APU BLEED switch .................................................................................................... ON
Verify APU BLEED switch light is illuminated.
Customer Name:
3.8.5 PRELIMINARY FLIGHT COMPARTMENT CHECK
Flight Crew Baggage........................................................................................STOWED
Seat, Rudder Pedals, Harness ......................................................................... ADJUST
Headset/Boom mic............................................................................................ ADJUST
OUTBD DU / INBD DU / CTR DU / FLOOD lights............................................. ADJUST
LIGHTS TEST switch on overhead panel ................................................................. ON
Verify that all the overhead, annunciator panel and FMS annunciator lights are
illuminated.
LIGHTS TEST switch on overhead panel ............................................................... OFF
ATIS........................................................................................................................ COPY
PERFORMANCE DATA ............................................ OPEN TO APPROPRIATE PAGE

Customer Name:
3.8.6 FMS INITIALIZATION
FMS Initialization may be carried out by the captain or by the first officer. The
Initial Data entries must be complete before the flight instruments crosscheck of
the Ramp Check. The Performance Data entries must be complete before the
Before Start Checklist. The Captain or First officer may make FMS entries. The
other pilot must verify the entries.
Enter data in the Boxes and Dashes on the following FMS-CDU pages.
INIT REF Page.................................................................................................... SELECT
INDEX Page (LSK-6L)........................................................................................ SELECT
IDENT Page (LSK-1L) ........................................................................................ SELECT
Verify model
Verify Nav Data and active Date is valid. If date is not valid, line select the valid
database (LSK 3R) to the scratchpad and line select it to the active line (LSK
2R).
POS INIT Page (LSK-6R) ................................................................................... SELECT
Enter ICAO airport identification.
Gate number (if available).
Verify UTC time (the FMS accepts the first two (2) digits).
ROUTE (LSK-6R) ............................................................................................... SELECT
Leave at this page and proceed to the COCKPIT CHECK.
Customer Name:
3.8.7 COCKPIT CHECK
The COCKPIT CHECK is performed by the PF unless otherwise noted and the
PNF will monitor.
On first flight of the day perform the oxygen mask test :
INT on Audio Control Panel........................................................................PUSH to ON
INT/RAD transmit switch .......................................................................................... INT
MIC selector above oxygen storage box........................................................ OXYGEN
Oxygen mask..................................................................................................... Retrieve
N / 100% selector..................................................................................... PUSH to 100%
Emergency selector ................................................................................ PUSH to TEST
Verify airflow flowing through the mask.
Verify sound of airflow through the overhead panel
Oxygen mask release levers ............................................................................Squeeze
Observe harness inflation.
Oxygen mask...........................................................................................................Stow
MIC selector above oxygen storage box........................................................NORMAL
INT on Audio Control Panel.............................................................................. As reqd
INT/RAD transmit switch .................................................................................. As reqd
OVERHEAD PANEL
Air Data Panel
ADC 1 REV switch..................................................................................OFF / Light out
ADC 2 REV switch..................................................................................OFF / Light out
Fuel Transfer and Boost Pumps Panel
L TANK selector switch............................................................................................. ON
Verify L Tank selector light turns green.
Customer Name:
Verify FUEL TRANSFER valve arrow to the L TANK.
R TANK selector switch............................................................................................. ON
Verify R TANK selector light turns green.
Verify FUEL TRANSFER valve arrow to the R TANK.
FUEL TRANSFER OFF selector switch .................................................................. OFF
Verify OFF selector light turns white.
Verify fuel transfer valve closes (12 o'clock).
L FUEL BOOST switch...........................................................................OFF / Light out
R FUEL BOOST switch ..........................................................................OFF / Light out
VOLTAGE SEL and POWER panel
L GEN selector ........................................................................................................... ON
Verify L GEN DC VOLTS and AMPS reads 0.
BATT selector............................................................................................................. ON
Verify DC volt reads battery voltage
R GEN selector ........................................................................................................... ON
Verify R GEN DC VOLTS and AMPS reads 0.
APU selector............................................................................................................... ON
Verify DC VOLTS reads 0 or APU voltage if APU is running.
Verify DC AMPS reads 0 or APU load if APU is running.
OFF selector ............................................................................................................... ON
Verify DC VOLTS reads 0.
VOLTAGE SEL................................................................................................... As reqd
BATT switch ........................................................................Check ON - GREEN LIGHT
EXT PWR AVAIL / ON switch............................................................................ As reqd
L GEN switch.............................................................................................................. ON
Customer Name:
Verify amber light ON.
APU GEN AVAIL / ON switch............................................................................ As reqd
R GEN switch.............................................................................................................. ON
L and R GEN RESET switch ................................................................. OFF / Light Out
SEAT BELTS FIRE TEST LIGHT TEST Panel
SEAT BELT switch............................................................. OFF / Light Out or as reqd
FIRE TEST switch..............................................................................PRESS and HOLD
Observe:
Left and Right MASTER WARNING lights illuminate.
LH and RH ENG FIRE PUSH button lights illuminate.
APU FIRE PUSH button light illuminates
Fire bell rings
FIRE TEST switch......................................................................... RELEASE / Light out
LIGHT TEST switch................................................................................OFF / Light out
HYDRAULICS panel
L ENG PUMP switch................................................................................................... ON
PTU indicator.................................................................................................... Light out
R ENG PUMP switch .................................................................................................. ON
ANTI-ICE panel
L ENG anti-ice switch ............................................................................OFF / Light out
WING anti-ice switch..............................................................................OFF / Light out
R ENG anti-ice switch............................................................................OFF / Light out
Customer Name:
PITOT STATIC switch................................................................................ON / Light on
Verify green light ON.
YAW DAMPER panel
YAW DAMPER switch................................................................................................ ON
Verify YAW DAMPER switch light turns amber (green when either hydraulic is
pressurized at engine start).
ALTITUDE SELECTOR panel
FLT ALT selector.......................................................... Adjust to initial cruise altitude
FLT ALT display ......................................................Verify cruise altitude is displayed
PNEUMATICS panel
L ENG BLEED switch.............................................................................OFF / Light out
APU BLEED switch ............................................................ OFF / Light Out or as reqd
R ENG BLEED switch.............................................................................OFF / Light out
Weather Radar Panel
WEATHER RADAR switch.....................................................................OFF / Light out
TEST switch............................................................................................OFF / Light out
On first flight of the day, proceed with a weather radar test and observe the test
pattern on the ND with the WXR button on the ECP pressed.
GROUND PROXIMITY Panel
INOP switch ............................................................................................OFF / Light out
GEAR OVRD ...........................................................................................OFF / Light out
FLAP OVRD ............................................................................................OFF / Light out
SYST TEST..............................................................................................OFF / Light out
TERRAIN INHIBIT ...................................................................................OFF / Light out
PRESSURIZATION Panel
DIFF PRESS...................................................................................................Indicates 0
Customer Name:
CABIN ALT........................................................................................... Airport elevation
ALT HORN CUTOUT switch..................................................................................... OFF
CABIN CLIMB indicator ................................................................................Indicates 0
LANDING / TAXI LIGHTS Panel
L switch..................................................................................................................... OFF
R switch .................................................................................................................... OFF
TAXI switch............................................................................................................... OFF
APU panel
APU START switch..............................................................OFF / Light out or as reqd
ENGINE START and IGNITION Panel
L ENGINE START switch .......................................................................OFF / Light out
START DISG switch ...............................................................................OFF / Light out
R ENGINE START switch.......................................................................OFF / Light out
L IGNITION switch..................................................................................OFF / Light out
R IGNITION switch .................................................................................OFF / Light out
EXTERIOR LIGHTS Panel
NAV switch ................................................................................................................. ON
BEACON switch ....................................................................................................... OFF
STROBE switch........................................................................................................ OFF
WING switch .......................................................................................... OFF or as reqd
Compass
Verify to be within reasonable limits.
GLARESHIELD
Left Side of Glareshield
Left side of glareshield to be completed by the Capt.
Customer Name:
MASTER WARNING switch and light................................................... OUT / Light out
MASTER CAUTION switch and light.................................................... OUT / Light out
LH ENG FIRE PUSH switch and light......................................... GUARDED / Light out
BOTTLE 1 ARMED PUSH TO DISCH switch and light....................... OUT / Light out
EFIS CONTROL Panel
RADIO / BARO MINS selector ..............................................................................BARO
MINS SET knob....................................................................................................Set at 0
MDA or DH appears on ND if not set at 0.
NAV / SRC switch.....................................................................................................OUT
MTRS switch...................................................................................................... As reqd
BARO SET knob............................................................................ Set altimeter setting
IN / HPA switch.................................................................................................. As reqd
VOR1 / ADF1 switch.......................................................................................... As reqd
MODE selector knob......................................................................................... As reqd
CTR switch................................................................................................................OUT
RANGE selector knob....................................................................................... As reqd
VOR 2 / ADF2 switch......................................................................................... As reqd
MODE switches ................................................................................................. As req'd
MODE CONTROL Panel
To be completed by the PF.
CRS1 select knob.................................................................. If reqd, set for departure
Capt's FD switch ...................................................................................................... OFF
AP ENG switch ......................................................................................................... OFF
AP XFR switch............................................................................................. CAPT or FO
Observe < > display on PFD.
Customer Name:
AP DISC switch ......................................................................................................... UP
MODE Switches (9) .................................................................................. All lights OFF
SPEED knob ....................................................................................................200 KIAS
HDG knob........................................................................................................... As req'd
ALT knob........................................................................................................................ 0
SPEED/PITCH Wheel .......................................................................................NORMAL
CRS2 select knob.................................................................. If reqd, set for departure
FO's FD switch ......................................................................................................... OFF
Right Side of Glareshield
Right side of glareshield to be completed simultaneously by the FO.
Same as left side of glareshield.
CENTER INSTRUMENT Panel
Integrated Standby Instrument System (ISIS)..................... CHECK and set altimeter
Annunciator panel......................................................NORMAL for aircraft conditions
ENGINES and FLIGHT CONTROLS Display
N1.................................................................................................................................... 0
EGT.............................................................................................................same as OAT
N2.................................................................................................................................... 0
FF.................................................................................................................................... 0
FUEL QTY .............................................................................. Compare with flight plan
OIL PRESS........................................................................................................NORMAL
VIB.................................................................................................................................. 0
AILERON TRIM..................................................................................... Neutral position
STABILISER TRIM.................................................................................... In green band
RUDDER TRIM...................................................................................... Neutral position
Customer Name:
SPEED BRAKE Indicator ........................................................................................... 0.0
FLAP POSITION Indicator.......................................................................................... UP
LANDING GEAR Panel
ANTI-SKID switch....................................................................................................... ON
NOZE LH and RH gear down lights.................................................................3 GREEN
GEAR UNLOCK light ................................................................................................ OFF
LDG GEAR lever......................................................................................................... DN
HORN SILENCE PUSH switch.................................................................................OUT
PEDESTAL
FORWARD PEDESTAL
LIGHT CONTROLS ............................................................................................... Adjust
CENTER PEDESTAL
PARK BRAKE ........................................................................................................... SET
SPEED BRAKE lever ...................................................................................... RETRACT
Thrust levers................................................................................................... SHUTOFF
Thrust reversers...............................................................................................STOWED
TRIM CUTOUT switch ................................................................................... GUARDED
FLAPS lever ................................................................................................................ UP
COM and NAV Panels
COM and NAV.................................................................... SET as per company policy
AUDIO CONTROL and ATC Panels
COM and NAV switches..................................... Each pilot adjusts his own selection
ATC..........................................................................................................................STBY
LOWER PEDESTAL
AIL TRIM.......................................................................................................... NEUTRAL
Customer Name:
Observe neutral position on center display.
RUD TRIM........................................................................................................ NEUTRAL
Observe Neutral position on center display.
EMERG GEAR handle ..................................................................................................IN
CAPTAIN / FIRST OFFICER INSTRUMENTS Panel
To be completed simultaneously by the Captain and First Officer.
CHRONOMETER................................................................................................... Adjust
MAP....................................................................................................................... Adjust
Main Panel DU...................................................................................................... NORM
Outbd DU Brt ........................................................................................................ Adjust
Inbdf DU Brt .......................................................................................................... Adjust
CRT DU Brt ........................................................................................................... Adjust
PFD and ND
PFD............................................ CAPT then FO..................................................CHECK
When HDG and ATT are available, scan the peripheral information from the
bottom left of the screen, in a clockwise direction and then to the center. Verbal
cross checks are made regarding the Indicated Airspeeds (3), Altitudes/Airport
Elevation (3) and Headings (5). The Standby Compass is included in the cross
check.
ND.........................................................................................................................CHECK
Scan the peripheral information from the bottom left of the screen, in a clockwise
direction. (ADF/VOR 1 indication, heading, ADF/VOR 2 indication, map display
and range marks).

Customer Name:
3.8.8 CLEARANCE
Prior to loading the FMS, the First Officer obtains the ATC clearance. When clearance
is received:
Clearance....................................... Capt-FO.............. Cross check against flight plan
MCP ALT ............................................. PF.................... Set SID or initial target altitude
ATC panel ........................................... PF......................................................... Set code
SID....................................................... PF................................................................ Brief
Perform a complete SID briefing using the applicable SID chart. Review noise
abatement procedures as required.
Flight plan routing may be used for loading preliminary parameters into the FMS if an
ATC clearance is not readily available.
Using the following sequence, the PF reads and verifies the flight plan, clearance and
performance information to be loaded into the FMS by the PNF. The PF utilizes the
FMS to verify cross talk between FMS 1 and 2 as data is entered on the PNF's FMS.
Use the Speed Tables found in QRH Chapter 16 to load the appropriate speed into the
FMS.

Customer Name:
3.8.9 FMS PROGRAMMING
Use the following procedures for entering and verifying route segments.
The PF reads the required information from the flight plan to the PNF. The PNF loads
the FMS.
RTE 1 page.............................................................................................................Select
ORIGIN and DEST (ICAO) ........................................................................... Enter
FLT NO ......................................................................................................... Enter
If CO ROUTE available ................................................................................ Enter
DEP/ARR key.........................................................................................................Select
On DEP/ARR index page ......................................................... Select DEP from RTE 1
On DEPARTURE page
Departure RUNWAY ...................................................................................Select
SID ...............................................................................................................Select
TRANSITION if reqd...................................................................................Select
Use NEXT / PREV page keys to navigate through the available pages.
RTE prompt (LSK6R).............................................................................................Select
NEXT PAGE key.....................................................................................................Select
Flight plan route................................................................................... Enter flight plan
DEP / ARR key.......................................................................................................Select
On DEP / ARR index page ...............................................................Select ARR airport
On Arrivals page
Arrival APPROACHES................................................................................Select
STAR............................................................................................................Select
Transition if reqd .......................................................................................Select
Use NEXT / PREV page keys to navigate through the available pages.
RTE Prompt (LSK6R) ............................................................................................Select
Use NEXT / PREV page keys to navigate through the route pages and compare FMS
routing with flight plan. Pay particular attention to duplication of way points and route
discontinuity.
ALTN prompt .........................................................................................................Select
Customer Name:
Select the required alternate then return to the Route page.
READBACK
PNF then reads back the FMS route and the PF cross checks against the flight plan.
Both pilots confirm correct loading of FMS route.
When satisfied with the route entered:
ACTIVATE prompt (LSK6R) ..................................................................................Select
Confirm with PF then EXEC KEY.........................................................................Select
On Page 1 of ACT RTE 1
RTE COPY prompt (LSK4R) .................................................................................Select
Verify RTE COPY COMPLETE.
PROG key...............................................................................................................Select
On PROGRESS page, compare total distance with flight plan.
LEGS key ...............................................................................................................Select
Confirm the logical sequence of legs and perform a gross error check of bearing and
distance between waypoints.
RTE key...................................................................................................................Press
FMS return to ACT RTE1 page.
PERF INIT prompt (LSK6R) ..................................................................................Select
GW................................................................................................................ Enter
Value is automatically entered if ZFW is entered.
FUEL.................................................. Compare value with FOB and flight plan
ZFW............................................................................................................... Enter
Value is automatically entered if GW is entered.
RESERVES................................................................................................... Enter
CRZ ALT....................................................................................................... Enter
COST INDEX................................................................................................ Enter
TAKE-OFF prompt (LSK6R)..................................................................................Select
FLAPS Selection....................................................................................... Enter 1
Using Speed Tables from QRH
Customer Name:
V
1
V
R
V
2
................................................................................................... Enter
C.G. ............................................................................................................... Enter
LSK6R ............................................................................... Verify PRE-FLT COMPLETE
FMS RESTING POSITION
The suggested FMS resting pages for departure are:
PF on TAKEOFF page
PNF on LEGS page.

Customer Name:
3.8.10 DEPARTURE BRIEFING
The PF briefs the departure and both pilots ensure that the FMS LEGS page
information accurately reflects the charted SID procedure as applicable, and that MCP
heading and altitude, and transponder code are correct.
Navigation radios, course and ADF/VOR selectors are to be tuned, identified and set for
the initial phase of the departure. This preparation supports initial departure routings
where NAV is not appropriate or where the MAP initially does not meet the accuracy
requirements for NAV utilization, in which case raw data must be displayed and flown.
The briefing should also include the speed and performance required for take-off.

Customer Name:
3.8.11 EMERGENCY REVIEW
Refer to your Company Operating Manual for the requirements. The following show
examples of how an emergency briefing can take place.
3.8.11.1 CONTINUED TAKE-OFF / REJECTED TAKE-OFF BRIEFING
CAPTAIN FIRST OFFICER
In the event of an abnormality prior to V
1
, I will
call CONTINUE or REJECT.
If the decision is to reject, I will immediately
close the thrust levers, apply maximum
braking, and select thrust reverse.
I will monitor your actions and call,
"SPEEDBRAKES UP" or "NO
SPEEDBRAKES",
NO LEFT (OR RIGHT) REVERSE, as
appropriate,

I will call 80 KNOTS and advise ATC.
I will ensure maximum braking and reverse
consistent with conditions until stopped.
I will set the parking brake and call for the
appropriate drill or checklist.
I will complete the drill or checklist.
If an immediate evacuation is not required I
will PA:
"REMAIN SEATED REMAIN SEATED.
If urgent contact with the In-Charge is
required, I will PA:
IN-CHARGE FLIGHT ATTENDANT CALL
(OR REPORT TO)
THE FLIGHT DECK".
If an evacuation is required I will call:
" EVACUATION CHECKLIST.
I will carry out the EVACUATION
CHECKLIST.

Customer Name:
3.8.11.2 ENGINE FIRE/FAILURE AFTER V
1
BRIEFING
PF PNF
If we have an engine fire or failure at or after V
1
, I
will continue the take-off and rotate normally at V
R
.
I will call "ENGINE FIRE" or "POWER LOSS" and
cancel any warnings.
When established in a definite climb I will call
"POSITIVE RATE".
I will call "POWER, GEAR UP". I will check the appropriate thrust is set and select
the gear up.
At minimum V
2
, I will call SPEED MODE. I will select speed mode and check appropriate
minimum speed is set.
When stabilized in a climb at a minimum of 400 ft
AGL and a minimum of V
2
, I will call AUTOPILOT
ON, select the required lateral mode and 1/2 bank
if a turn is required.
I will select the autopilot ON, monitor the profile and
advise of any deviations.
I will call FIRE DRILL (or other as applicable). I will check the POWER IS SET and the GEAR IS
UP and call CONFIRM LEFT (RIGHT) THRUST
LEVER.
I will confirm the correct thrust lever is selected and
call IDLE.
I will pull the thrust lever to idle and call CONFIRM
LEFT (RIGHT) THRUST LEVER.
I will confirm the correct thrust lever is selected and
call SHUT OFF.
I will select the thrust lever to shut off and call
CONFIRM LEFT (RIGHT) ENG FIRE SWITCH.
I will confirm the correct fire switch is selected and
call PUSH.
I will lift the guard and push the switch. If the fire
persists after 10 seconds, I will push the First Eng
Bottle Armed switch and call FIRST BOTTLE
DISCHARGED. If the fire persists after an
additional 30 seconds, I will push the second Eng
Bottle Armed switch and call SECOND BOTTLE
DISCHARGED.
I will call FIRE OUT or FIRE NOT OUT.
If the fire is not out, we will land as soon as
possible.
At 1000 ft AGL or TOCA, whichever is higher, I will
select ALT mode, accelerate and call for flap
retraction on schedule.
At V
FTO
I will select SPEED mode and call MAX
CONTINUOUS THRUST.
I will set max continuous thrust.
I will call for CHECKLIST, ENGINE FIRE or as
applicable.
I will complete the checklist, check for relevant
annunciator messages and call "CHECKLIST
ENGINE FIRE COMPLETE".

Customer Name:
3.8.11.3 RAPID DEPRESSURIZATION AND EMERGENCY DESCENT BRIEFING
CAPTAIN FIRST OFFICER
In the event of a rapid depressurization I will
assume control and call RAPID
DEPRESSURIZATION DRILL.
I will don my oxygen mask and communicate
on the interphone:
CAPTAIN ON OXYGEN.
I will don my oxygen mask and communicate
on the interphone:
FIRST OFFICER ON OXYGEN.
I will select the cabin signs to ON. I will assess the cabin altitude.
If appropriate I will PA:
ATTENTION FLIGHT ATTENDANTS,
SECURE THE CABIN, PASSENGERS TAKE
YOUR SEATS.
I will call
CABIN OK
or CABIN UNCONTROLLABLE.
If the cabin is uncontrollable I will call
EMERGENCY DESCENT, set the lowest
safe altitude or 10,000 ft, whichever is higher,
through the MCP, select SPEED MODE ensure
FL CH is displayed on PFD, ensure the thrust
levers are closed, extend the speed brakes
and target Mmo/Vmo on the speed tape.
I will select or confirm the passenger cabin
signs is ON,
PA: ATTENTION - PUT ON YOUR OXYGEN
MASKS IMMEDIATELY, advise ATC and set
transponder 7700.
I will call CHECKLIST, RAPID
DEPRESSURIZATION.
I will silently read all items on the checklist,
correcting or drawing attention to any missed
items.
Once levelled off I will PA:
IN-CHARGE FLIGHT ATTENDANT CALL
(OR REPORT TO) THE FLIGHT DECK.

Customer Name:
3.8.12 PRIOR TO START
Logbook........................................................................................................... On board
Fuel slip.......................................................................................... On board and check
Passenger announcement.......................................................................... Accomplish
APU........................................................................................................................... Start

3.8.13 FLIGHT CREW / RAMP COMMUNICATIONS
Ramp .............................................................................."COMMUNICATIONS CHECK"
The ramp lead should initiate the Communications Check approximately 5 minutes prior
to departure.
Captain......................................................... "COMMUNICATIONS OK, BRAKES SET"
Ramp ..................................................................................... "COMMUNICATIONS OK"

Customer Name:
3.8.14 BEFORE START CHECKLIST
Captain........................................................................ "BEFORE START CHECKLIST"
The First Officer reads the BEFORE START CHECKLIST and the appropriate crew
member completes and/or confirms the correct action and responds. If the appropriate
action has not been completed the response is modified accordingly.
FMS................................................................................................. "READY FOR NAV"
Cabin ............................................................................................................. "SECURE"
Seat belt signs....................................................................................................... "ON"
External power ............................................................................... "DISCONNECTED"
Fuel............................................................................................. "___KGS PUMPS ON"
APU bleed .............................................................................................................. "ON"
Beacon ................................................................................................................... "ON"
Windows and doors..................................................................................... "CLOSED"
Both Captain and First Officer will confirm that their respective window is closed, the
DOOR NOT LOCKED annunciator is not illuminated and the flight deck door is closed
and secure.
Thrust levers............................................................................................... "SHUTOFF"
Before start checklist.............................................................................. "COMPLETE"

Customer Name:
3.8.15 PUSHBACK / START COMMUNICATIONS
If starting during pushback:
Ramp ..................................................................................."READY FOR PUSHBACK"
Captain........................................................................................................ "STANDBY"
Obtain pushback clearance, release PARK BRAKE.
Captain....................................................... "BRAKES OFF,READY FOR PUSHBACK"
Ramp ............................. "COMMENCING PUSHBACK,CLEAR TO START ENGINES"
Captain....................................................... "STARTING ENGINES LEFT AND RIGHT"
When aircraft has been pushed back:
Ramp ...................................................................................................... "BRAKES SET"
After the start sequence has been completed the Captain applies PARK BRAKE. If start
sequence not yet complete, the Captain will apply toe brakes and continue to monitor
the start sequence. After the start sequence has been completed, the captain applies
the PARK BRAKE.
Captain..................................................................................................."BRAKES SET"
If delayed start during pushback:
Ramp .......................................... "READY FOR PUSHBACK,DELAY ENGINE START"
Captain........................................................................................................."STANDBY"
Obtain pushback clearance.
Captain...................................................... "BRAKES OFF, READY FOR PUSHBACK,
DELAYING ENGINE START UNTIL ADVISED"
Ramp .............................................................................. "COMMENCING PUSHBACK"
Ramp ............................................................................."CLEAR TO START ENGINES"
Captain....................................................... "STARTING ENGINES LEFT AND RIGHT"
When aircraft has been pushed back:
Ramp ...................................................................................................... "BRAKES SET"
Customer Name:
After the start sequence has been completed the Captain applies PARK BRAKE. If start
sequence not yet complete, the captain will apply toe brakes and continue to monitor
the start sequence. After the start sequence has been completed, the Captain applies
the PARK BRAKE.
Captain..................................................................................................."BRAKES SET"
If starting at the gate or open ramp:
Ramp ............................................................................."CLEAR TO START ENGINES"
Complete the BEFORE START checklist.
Captain...............................BRAKES SET, STARTING ENGINES LEFT AND RIGHT"

Customer Name:
3.8.16 STARTING PROCEDURE
Captain............................................................................................. "STARTING LEFT"
L START switch ......................................................................................................... ON
Captain checks and calls:
"N2"
"OIL PRESSURE"
"N1"
At 20% N2
Captain..............................................................THRUST LEVER TO IDLE, "FUEL ON"
Captain............................................................................................... "LIGHT ON LEFT"
At 50% N2 verify starter disengages
Commence right engine start when left engine has stabilized.
First Officer monitors engine displays for normal idle indications:
N1 ......................................................................................................... APPROX 22-25%
EGT............................................................................................. APPROX 350C- 450C
N2 ........................................................................................................................ 55- 65%
FF....................................................................................................APPROX 300 KG/HR
First Officer..........................................................................."LEFT ENGINE NORMAL"
Start remaining engine using sequence as above.
When pushback is complete and the engine(s) to be used for taxi have been started,
consider releasing the Ramp to hand signals in order to expedite ramp departure.
When the AFTER START checklist is complete or if the ramp is being released
early:
Captain............................................................................. "CONFIRM PINS REMOVED"
Ramp ................................................................................................. "PINS REMOVED"
Customer Name:
Captain......................................................................... "REVERT TO HAND SIGNALS"
Ramp ...................................................................... "REVERTING TO HAND SIGNALS"
After engine(s) stabilization at idle:
Captain............................................................................"AFTER START CHECKLIST"

Customer Name:
3.8.17 AFTER START CHECKLIST
With brakes set and after engine(s) have been started the Captain calls for the AFTER
START checklist. The First Officer reads each item from the After Start checklist. The
Captain actions the appropriate items and responds.
Generators and loads ..................................................................... "ON AND CHECK"
Hydraulics....................................................................................... "CHECK NORMAL"
Engine bleed.............................................................................................. "ON or OFF"
APU bleed .................................................................................................. "ON or OFF"
Engine anti-ice........................................................................................... "ON or OFF"
Fuel transfer ......................................................................................................... "OFF"
APU............................................................................................................. "ON or OFF"
Ignition ....................................................................................................... "ON or OFF"
Flaps....................................................................................................... "1 SELECTED"
Ground equipment .......................................................................................... "CLEAR"
After start checklist.................................................................................. COMPLETE

3.8.18 LEAVING THE RAMP
The signal man takes a position visible to both crew members (10 o'clock or 2 o'clock),
holds the BRAKE SET hand signal and stands by for the THUMB UP hand signal from
the Captain. The Captain gives the THUMB UP hand signal when the ramp crew is no
longer required. Once the THUMB UP hand signal is received and the area is clear for
the aircraft to taxi, the signal man gives the PROCEED AT YOUR OWN DISCRETION
hand signal. Do not taxi until the hand signal is received.

Customer Name:
3.8.19 TAXIING PROCEDURE
Captain.............................................................................................. "REQUEST TAXI"
Park Brake ................................................................................................................ OFF
The pilot's seat and rudder pedals should be adjusted so that pilots can apply maximum
braking with full rudder deflection.
During taxiing, the pilot's heels should be on the floor, sliding the feet up on the rudder
pedals only when required to apply brakes to slow the taxi speed, or when manoeuvring
in close quarters on the parking ramp.
Airplane response to thrust change is positive. Idle thrust is more than adequate for
taxiing under most conditions. A slightly higher thrust setting is required to start taxiing.
Pilots should allow time for airplane response to each thrust change.
To break away from the ramp, release the brakes, smoothly increase thrust to the
minimum required for the airplane to roll forward, and reduce thrust to idle.
Thrust use during ground operation demands sound judgment and techniques. The air
blast effects at relatively low thrust can be destructive and cause injury.
The tendency is to taxi faster than desired. The appropriate taxi speed will depend on
turn radius and surface conditions.
The normal straight-away taxi speed should not exceed approximately 20 kt. Speeds in
excess of 20 kt when combined with long taxi distances cause heat build-up in the tires.
When approaching a turn, speed should be slowed to the appropriate speed for
conditions.
Whenever practical, wheel brakes should be used to control taxi speed.

Customer Name:
3.8.20 BEFORE TAKE-OFF CHECKLIST
Manage the BEFORE TAKE-OFF checklist so that the cabin is advised between one
and three minutes before take-off.
The Captain calls for the BEFORE TAKE-OFF checklist and the First Officer reads each
item from the BEFORE TAKE-OFF checklist. The First Officer selects any required
switches, and the Captain monitors switch operation.
Before Take-Off Checklist
Flight controls ................................. CAPT.....AILERONS LEFT, AILERONS RIGHT
ELEVATOR UP, ELEVATOR DOWN
RUDDER LEFT, RUDDER RIGHT
Note: FO follows on his flight controls
Speed brake............................................................................................RETRACTED
Thrust reverser............................................................................................. STOWED
Flaps.......................................... FO....1 REQUIRED 1 SELECTED 1 INDICATED
CAPT ........................ 1 SELECTED 1 INDICATED
Trims ....... FO, CAPT... ___UNITS N.UPDN, AILERONS AND RUDDER NEUTRAL
Push TOGA switch on the Thrust Levers verifying HDG HLD and TOGA displayed on
the FMA.
Take-off data...............FO ......... ECP, MCP, PFD , ND, STBY REVIEWED AND SET
CAPT ..................................................... REVIEWED AND SET
Push TOGA switch on the thrust levers verifying HDG HLD and TOGA displayed on the
FMA.
If there has been any significant change to the take-off runway, SID, initial altitude or
transition, the PF gives a new take-off briefing including all items in the format of the
departure briefing during the cockpit check.
Verify on every panel that all the modes and settings are set for take-off.
Engine APU bleed................. ON ENGINES or ON APU SET FOR TAKE-OFF
Ignition ............................................................................................ L or R ON or OFF
Customer Name:
Cabin ............................................................................................................. ADVISED
FO............................................................................................................"TO THE LINE"

When cleared to position:
CAPT .............................................................................................. "BELOW THE LINE"
Engine and wing anti-ice ...................................................... ON or OFF ON or OFF
Weather radar .............................................................................................ON or OFF
When cleared for Take-Off:
Lights and strobes ......................................................................................... ON / ON
Transponder ..........................................................................................................ALT
Before take-off checklist.......................................................................... COMPLETE

Customer Name:
3.8.21 TAKE-OFF
The PF reads aloud the V
1
- V
R
V
2
speeds and the first part of the SID departure or
initial heading if no SID and up to the first level off altitude.
The normal procedure is to initially set about 70% N1 and then set final take-off thrust
as the airplane accelerates to 60 KIAS.
The following describes the normal procedure:
Advance the thrust levers to near vertical (just above IDLE - approximately 70% N1).
This setting permits the engines to accelerate to a point from where uniform
acceleration to take-off thrust will occur on both engines.
The exact amount of the initial setting is not as important as setting symmetrical thrust.
When N1 stable:
PF ........................................................................................................... "SET THRUST"
PNF advances thrust levers to the T/O setting prior to 60 KIAS.
PNF ........................................................................................................ "THRUST SET"
The PNF should monitor engine instruments and annunciator messages.
The captain then places his hand on the thrust levers.
At 100 KIAS:
PNF ......................................................................................................................... "100"
PF ....................................................................................................................."ROGER"
At V
1
:
PNF ........................................................................................................................... "V
1
"
At V
R
:
PNF................................................................................................................ "ROTATE"
The thrust levers should not be locked tightly for take-off.
The rudder becomes effective between 40 and 60 KIAS.
Smooth rudder control inputs combined with opposite aileron inputs will result in a
normal take-off with no over controlling directionally or laterally.
Customer Name:
Large aileron inputs can have an adverse effect on the acceleration and directional
control due to the additional drag of the extended spoiler.
ROTATION
At V
R
, rotate smoothly with one continuous motion at a rate of no more than 3 per
second towards the target pitch attitude of 15 (10 for single engine). Correct rotation
technique is important to ensure adequate performance is obtained.
Due to the geometry of the XJ, aft fuselage contact with the runway is possible if take-
off attitudes higher than normal are reached before lift-off.
The usual causes for aft fuselage contact with the runway during take-off are early
rotation (prior to V
R
) and/or a rapid rotation rate in excess of 3 per second.
Airplane acceleration characteristics at light gross weights may result in the pilot
initiating early and/or fast rotation in an effort to prevent overshooting the initial climb
speed of V
2
+ 10 to 15 kt after lift-off.

Customer Name:
3.8.22 REJECTED TAKE-OFF
A high speed rejected take-off is an extremely serious emergency procedure. It should
be remembered that the performance values and associated limiting weights listed in
the performance charts for dry runways are based on data from flight tests. The actual
accelerate stop distance of an aircraft in line service may be greater than that achieved
in a test environment.
There are numerous reasons that the pilots accelerate-stop distance may exceed the
manufacturers value obtained from flight test. A test pilot knows in advance when the
reject is going to occur and has already decided on the course of action to be taken. In
line operations the pilot must first identify the problem, then decide on the course of
action and only then physically initiates the stopping procedure.
There are numerous other factors which could result in increased accelerate stop
distances:
delay in initiating the reject procedure
damaged tires
worn brakes or brakes at a high temperature
brakes not fully applied or brakes not working correctly
error in gross weight determination
runway friction coefficient lower than expected due to wet, contaminated runway.
MANAGING THE GO/NO GO DECISION
The decision to reject the take-off is made by the Captain. In addition, the Captain also
performs the action of bringing the aircraft to a stop during a rejected take-off. Therefore
the Captain should keep his hand on the thrust levers until V
1
is reached - whether he is
PF or PNF. At V
1
the Captain removes his hand from the thrust levers.
Below 100 Knots - The Low Speed Regime
There are many acceptable reasons for a take-off to be rejected while at low speed
when taking off from a non-contaminated runway. While at low speed, the Captain may
reject the take-off, according to his/her best judgment of the circumstances.
It should be noted that during contaminated runway operations, take-offs should not be
rejected for minor problems.
Above 100 Knots and Below V
1
- The High Speed Regime
The value of 100 knots has been selected to help the Captain to determine that he has
entered the high-speed range. Rejecting the take-off from high speed is an extremely
Customer Name:
serious matter. Approaching V
1
there are only a limited number of reasons that would
justify a rejected take-off.
At these speeds, a take-off shall only be rejected in case of a SERIOUS malfunction.
The major reasons that would justify a high speed RTO are:
Engine failures or thrust reverser deployment
Fires
Obstacle on the runway
Windshear
Conditions that render the aircraft unsafe for flight
Tire failure is not a reason for a high speed RTO. In the event of a tire failure at high
speed, the preferred course of action is to continue the take-off, reduce the fuel load
(aircraft weight) once airborne and then return for a landing on the longest available
runway. Full runway length will therefore be available. Failed tires compromise
accelerate-stop distance.
At or Above V
1

If a serious malfunction is recognized at or after V
1
, the take-off must be continued if the
aircraft is deemed flyable.
At V
1
there is no time available to make the go/no go decision. V
1
can be thought of as
the speed at which you are committed to take-off. If a rejected take-off is attempted at
or beyond V
1
a runway overrun may occur.
Customer Name:
3.8.23 CLIMB-OUT PROCEDURES
When the aircraft is established in a positive rate of climb:
PNF.................................................................................................... "POSITIVE RATE"
PF .................................................................................................................."GEAR UP"
If taxi or take-off was through slush, delay gear retraction for approximately 30 sec if
flight conditions permit.
With all engines operating, maintain V
2
+ 10 to 15 speed and take-off flaps to the flap
retraction altitude. V
2
+ 10 is approximately the maximum angle climb speed with take-
off flaps. A speed of up to approximately V
2
+ 20 kt will not significantly affect the climb
profile.
If airspeed exceeds V
2
+ 15 kt during the initial climb, increase body angle up to the FD
target pitch attitude to stop the acceleration and climb at the slightly higher speed.
Obstruction clearance, noise abatement or airport departure procedures may require an
immediate turn after take-off. Initiate the turn at the appropriate altitude and maintain a
minimum of V
2
+ 10 to 15 with take-off flaps.
At V
2
+ 10 to 15:
PF ......................................................................................................... "SPEED MODE"
PNF............................................................................................ SELECT SPEED MODE
At a minimum of 400 ft AGL:
PF ...................................................................................................... "AUTOPILOT ON"
PNF ........................................................................................ SELECT AUTOPILOT ON
PF........................................................ SELECT OR CALL HDG/NAV MODE AS REQ'D
Note: HDG/NAV mode may be selected earlier if required.
At 1000 ft AGL or TOCA, whichever is higher:
PF........................................................ SELECT OR CALL SPEED MODE TO 200 KIAS
At FLAPS UP retract speed:
PF................................................................................................................ "FLAPS UP"
PNF...................................................................................................SELECT FLAPS UP
Customer Name:
PF........................................................................................................ "CLIMB THRUST"
PNF......................................................................................... SELECT CLIMB THRUST
Above 3000 ft AGL accelerate to initial climb speed.
If not within 90 of en route heading, delay acceleration to initial climb speed until
commencement of turn.

Customer Name:
3.8.24 AFTER TAKE-OFF CHECK
The PF calls for the "AFTER TAKE-OFF CHECKLIST". The PNF completes the
required items and reads the checklist.
After Take-Off Checklist
Engine APU Bleed ...........................................................ON ENGINE or ON APU
Weather radar .............................................................................................OFF or ON
APU..............................................................................................................OFF or ON
Ignition ............................................................................................ OFF or L or R ON
Landing gear............................................................................................................UP
Speed brake............................................................................................... "DISARMED"
Flaps.........................................................................................................................UP
After take-off checklist............................................................................. COMPLETE
THRUST
With all engines operating, set initial N1 climb thrust in accordance with performance
charts. During climb, through each 5000 ft, the PF calls the altitude. The PNF sets the
correct N1 to prevent exceeding maximum climb thrust and to ensure that full climb
thrust is maintained.
SPEEDS
Normal Climb:
280 KIAS to Mach M.76.
Rough Air Climb: Maximum speed is 280 KIAS / M.75
PRESSURIZATION
Check pressurization normal through each 10,000 ft, refer to the FCOM.
LIGHTS
Landing lights should remain on below 10,000 ft ASL .
Customer Name:
LEVELLING OFF
Level off at cruise altitude and maintain climb thrust until established at the desired
Mach. If after 5 minutes the desired Mach has not been achieved and the aircraft is no
longer accelerating, consider descending to a lower altitude.
CRUISE CONTROL
Fly the cruise index Mach number as determined from the performance data or the flight
plan.

Customer Name:
3.8.25 CRUISE PROCEDURE
After the airplane is stabilized in cruise configuration, the PNF completes a cockpit scan
in the standard geographic COCKPIT Check sequence calling out the following specific
items:
HEADINGS.............................................................................................. CHECKED
Check that the Standby Compass heading is within 10 of both HSI headings.
Differences of more than 10 should be recorded in the Aircraft Defect Log.
ALTIMETERS(3) ...................................................................................... CHECKED
FUEL ....................................................................................................... CHECKED
Check that the sum of the fuel on board and the fuel used is consistent with the fuel on
board at departure. At each suitable flight plan waypoint, consistent with FCOM policy,
record fuel on board. Compare with flight plan MFOB, fuel used and check for lateral
imbalance.
THRUST LIMIT............................................................................................ CRUISE
RADAR (first flight of day) .................................................................... CHECKED
When cruise thrust is established, adjust lateral and directional trim as required. The
aileron trim index on the control wheel should be used as the primary indication of trim
condition.
If required, use the following procedure:
Check for thrust asymmetry and adjust N1 as necessary to set even thrust.
Check for lateral fuel balance and, if required, control fuel feed to regain lateral balance.
Verify rudder and aileron trim are zero.
With autopilot engaged:
Stabilize the airplane on a constant heading with HDG SEL.
Trim the rudder in the direction of the down wing. Apply rudder trim incrementally,
allowing the bank to stabilize after each trim input.
The airplane is properly trimmed when the bank angle is zero.
If the airplane is properly rigged, this should result in an approximately neutral wheel.
Disengage the autopilot:
Hold the wings level with the control wheel using the ADI for reference.
Customer Name:
Trim out any control wheel forces using aileron trim.
Re-engage autopilot (and appropriate modes as required).

Customer Name:
3.8.26 DESCENT PREPARATION
PRE-DESCENT procedures.
The PNF will obtain the ATIS.
The pilots review relevant NOTAMS and fuel on board required.
Both pilots will confirm type of approach planned.
PNF selects appropriate FMS star/transition approach.
DEP / ARR page.....................................................PNF.................................... SELECT
Planned runway and approach ............................PNF.................................... SELECT
Planned STAR profile descent or FMS arrival ....PNF.................................... SELECT
Planned approach transition (if applicable)........PNF.................................... SELECT
LEGS page Discontinuities and Restrictions .....PNF.................................... VERIFY
PF confirms approach procedure and commands "EXECUTE".
EXEC Key...............................................................PNF...................................... PRESS
PNF tunes and identifies appropriate navaids for the approach and both pilots
verifiy selected course and frequency with reference to charted information and
FMS APPROACH page.
Both pilots select VOR/ADF needles as appropriate.
PF verifies that FMS is correctly set for the approach.
PF then conducts approach briefing according to company procedures
Both pilots will set MDA/DH on PFD.
Brief the go-around procedure as required.
LANDING DATA:
The PNF will determine the landing data requirements and place the applicable landing
data booklet page in view.
Captain will confirm that the runway distance available is adequate for landing.
GO-AROUND BRIEFING
Customer Name:
Aircraft handling during a two engine go-around is outlined in the following table and
must be completed from memory. The information is arranged in two-column format to
indicate the crew member responsible for the actions and related verbal calls.
"CAPITAL LETTERS" in quotation marks indicate the standard calls made during an
actual go-around procedure. A go-around procedure review should include:
PF PNF
Call "GO AROUND, FLAPS".
Apply go around thrust.
Press the TOGA buttons.
Smoothly rotate to arrest the rate of descent,
ensuring a minimum speed of V
REF
.
Continue to rotate to the command bar or 15
degrees NU.

Call "GEAR UP" and follow the normal take-off
profile.

Check thrust levers are advanced
appropriately.
Select FLAP one selection up.
When established in a definite climb I will call
"POSITIVE RATE".

Select the gear up and call THRUST SET.

Customer Name:
3.8.27 PRE-DESCENT
Approaching top of descent, the PF calls "PRE-DESCENT CHECKLIST". The PNF calls
out and confirms the following items:
Pre-Descent Checklist
Approach Briefing................................................................................. COMPLETED
Landing Data ................................. PNF, PF............................ REVIEWED AND SET
FMS......................................................................................................... COMPLETED
Fuel Transfer .........................................................................................................OFF
Pressurization ................................................................................................. CHECK
Nav Accuracy................................. PNF, PF.............................................. CHECKED
Pre-Descent Checklist ............................................................................ COMPLETE
DESCENT PROCEDURES
Maintain cruise mach until 280 KIAS.
Check pressurization normal through each 10,000 ft.
When cleared for descent:
MCP ALT ................................................................................................................... SET
MCP Speed Mode .................................................................................................. PUSH
FMA ............................................................................................................. VERIFY FLC
Thrust Levers .......................................................................................................... IDLE

Customer Name:
3.8.28 IN-RANGE
IN RANGE CHECKLIST
The IN RANGE CHECKLIST is routinely done at 10,000 ft or when approximately 30
track miles to touchdown. Due regard of time to touchdown must be given the Flight
Attendants in order for them to prepare the cabin for landing.
The PF calls for the "IN RANGE CHECKLIST". The PNF reads the checklist.
Lights ...................................................................................................................... ON
Seat Belts Signs..................................................................................................... ON
Landing Data ................................. PNF, PF............................ REVIEWED AND SET
Nav Accuracy................................. PNF, PF.............................................. CHECKED
In-Range Checklist ................................................................................... COMPLETE

Customer Name:
3.8.29 APPROACH
FMS (RNAV) ARRIVAL
The following procedure must be followed when doing an FMS (RNAV) ARRIVAL:
FMS open arrivals may be flown to the Downwind Termination Waypoint (DTW)
without restriction. At the DTW, ATC will provide radar vectors.
FMS arrivals may also be closed by ATC. In this case, crews must navigate from
the DTW to the Final Approach Course Fix (FACF).
When doing a closed procedure, select HDG mode when established on
intercept leg. Intercept final approach course on raw data.
INITIAL APPROACH
Using speed brakes rather than flaps to slow the aircraft for approach reduces wear on
the assembly and is more cost effective. This is particularly important in icing conditions.
Be aware of the increase in the minimum allowable speed with speed brakes extended.
The PF should keep his hand on the speedbrake lever when they are used in-flight. This
will preclude leaving the speedbrakes extended.
The aircraft should be flown in a clean configuration (V
REF
DN+70) as long as
practicable.
As a guideline it is recommended to select more flaps when within 10 kt. of the
manoeuvre speed for the flap selection.
The PF calls for each flap selection. When the flap position agrees with the selection the
PNF calls the indication and the manoeuvre speed.
Both pilots must ensure proper FMA modes are annunciated and PF must call out the
changes.
Precision approaches utilizing the autopilot or the flight director are essentially the
same. When performing an ILS autopilot-coupled approach, ensure that both flight
directors are displayed.
INTERMEDIATE APPROACH
The intermediate approach is that portion during which maneuvering, to become
established on final, is commenced.
A full instrument approach commences when crossing the initial fix outbound. On radar
vectors, it commences when the aircraft is abeam the runway end on downwind and/or
abeam the final approach fix. If flying straight in, it commences about 12 or 13 miles
from the runway end.
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The aircraft should be maneuvered at the flap up optimum speed as long as practicable
with due consideration to legislated maximum speeds and ATC instructions.
Flaps should be extended while on base or final approach permitting smooth
deceleration to flap optimum speed.
At the intermediate approach position, speed should be V
REF
DN+50 and Flaps 1.
FINAL APPROACH
Just prior to commencing descent (intercepting the glide path on an ILS approach)
select Flaps 2.
Speed should be V
REF
DN+30.
On final approach landing flap should be selected so as to permit deceleration to target
speed by 1000 ft AGL.
FLAPS MANOEUVRE SPEEDS
Manoeuvring Speeds are based on V
REF
DN (Flaps Full)
Table 3.8-1 Flap Manoeuvre Speeds
FLAP POSITION MANOEUVRING SPEED
UP V
REF
DN + 70
1 V
REF
DN + 50
2 V
REF
DN + 30
3 V
REF
DN + 20
DN V
REF
DN

TARGET SPEED (final approach speed calculation)
Normally the Target Speed (final approach speed) is based on the V
REF
for the landing
flaps setting plus wind additive. The wind additive is half of the steady headwind
component plus the entire gust. The wind additive is always a minimum of 5 and
normally a maximum of 20 kt
Example: V
REF
DN 120 KIAS
Landing runway 240
Wind 250
o
at 10 kts gusting 20 kts
Target Speed (final approach speed) is: 120 + 5 + 10 = 135 KIAS
Customer Name:
3.8.29.1 PRECISION APPROACH
When conducting and ILS approach, the following sequence will ensure that all the
radios and modes are set properly. This can be set prior starting the descent.
Tune and identify the ILS frequency (from both NAV selector panels),
Select HDG mode on MCP (confirm HDG on FMA),
On ECP select NAV SRC to ILS,
On MCP use the CRS selectors to set the inbound course of the ILS,
Return to FMS navigation after the course has been selected by selecting NAV
SRC to FMS,
On MCP select NAV mode (confirm NAV on PFD).
When on intercept heading for the approach:
Verify HDG mode is selected on the MCP (confirm HDG on FMA).
On NAV selector panels:
Confirm the ILS frequency.
On ECP Panel:
Select NAV SRC to ILS (confirm LOC and G/S on PFD).
On MCP Panel:
Verify or set the approach course (confirm the appropriate course on ND).
When clear for the approach:
On MCP Panel:
AAPPR mode button PUSH.
Confirm LOC and G/S in white armed mode on FMA.
GENERAL
Category I, approaches are described and assume all preparations for the approach
were completed during the cruise or descent phase. It focuses generally on crew
actions and observations, and avionic systems information.
Customer Name:
The MAP display may be used for precision approaches. However, continuous
reference to raw data displays, DME, LOC, ILS etc, is recommended.
INITIAL APPROACH
The initial approach phase may be completed using NAV FMS procedure to the final
intercept heading then selecting HDG mode before arming the approach to intercept the
localizer and glideslope.
Altitude restrictions must reflect the ATC clearance. Prior to each altitude change point
in the approach procedure, a lower altitude must be set with the MCP ALT.
If the approach procedure is not in the Flight Management Computer Data Base, use
the HDG mode or NAV mode for lateral tracking and SPEED mode or V/S for altitude
changes.
During the approach, adjust the MAP display range to provide an appropriately scaled
plan view of the area.
FINAL APPROACH
Observe the LOC annunciation and capture. The HDG mode disengages.
When established on the localizer and cleared for the approach, the G/S intercept is
armed. If descending to intercept the glide path from above, the MCP ALT must be set
to the appropriate lower altitudes (e.g., sector, GPI, FAF crossing) to prevent aircraft
level off prior to glide path capture.
Observe the FMA on the PFD for annunciation change at glideslope capture.
On final approach the pilot flying shall follow through on the controls and thrust levers.
APPROACH PROFILE
AT MANOEUVRING SPEED
At the appropriate position and speeds the PF calls for each Flap selection. The PNF
ensures the speed is below 'V
FE
next' then selects the required configuration.
PF ................................................................................................................... "FLAPS 1"
PNF....................................................................................................... " FLAPS 1, 184
(Example speed)
The APPR pushbutton is to be pressed only after ATC has cleared the aircraft for the
approach.
APPR pushbutton on MCP ................ PF............................................................ PRESS
Customer Name:
Just prior to glideslope intercept
PF ................................................................................................................... "FLAPS 2"
PNF....................................................................................................... " FLAPS 2, 154
Establish on the Glideslope
PF....................................................."GEAR DOWN, BEFORE LANDING CHECKLIST
PF ................................................................................................................... "FLAPS 3
PNF......................................................................................................... FLAPS 3, 144
(Example speed)
Check deceleration toward the Minimum Drag Speed.
PF ................................................................................................................ "FLAPS DN
PNF............................................................................................ FLAPS DN, V
REF
134
PF ................................................................................................ "V
REF
134 Target 139
AT FAF
Set preselected altitude to MA.
AT MDA
If runway visual cues in sight: continue normal descent profile.
If runway visual cues not in sight: call GO AROUND, FLAPS.
CAPTURING THE G/S FROM ABOVE
Select APPR pushbutton on the MCP.
Confirm LOC capture and G/S armed.
Select preselected altitude to FAF or cleared altitude.
Select MCP VS mode and using the DOWN/UP wheel, descend at twice the
glideslope rate (approximately 1500 fpm, but at a maximum of 2000 fpm) to
capture the glideslope prior to the FAF (ensure proper VSI FMA annunciations).
If the glideslope is not captured by the FAF or if the flight is in IMC and not
stabilized by 1000 ft AGL: set Go-around altitude and call GO AROUND,
FLAPS.
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IF AUTOPILOT USED
Disconnect no lower than 80 ft AGL.

Figure 3.8-1 Precision Approach - All Engines Operating
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3.8.29.2 NON PRECISION APPROACH
When conducting and Non Precision approach, the following sequence will ensure that
all the radios and modes are set properly. This can be set prior starting the descent.
Tune and identify the NAV frequency (from both NAV selector panels),
If conducting a Back Course approach, select B/C on MCP
Select HDG Mode on MCP (confirm HDG on FMA),
On ECP select NAV SRC to ILS or VOR,
On MCP use the CRS selectors to set the approach course required,
Return to FMS navigation after the course has been selected by selecting NAV
SRC to FMS,
On MCP select NAV mode (confirm NAV on PFD).
When on intercept heading for the approach:
Verify HDG mode is selected on the MCP (confirm HDG on FMA).
On NAV selector panels:
Confirm the NAV frequency.
On ECP Panel:
Select NAV SRC to ILS or VOR .
On MCP Panel:
Verify or set the approach course (confirm the appropriate course on ND).
When clear for the approach:
On MCP Panel:
NAV mode button PUSH.
Confirm LOC or VOR in white armed mode on FMA.
GENERAL
Non precision approaches use VS mode from the initial approach altitude down to the
MDA.
Customer Name:
In all cases the FMS LEGS page should have the altitude constraints built in for the
appropriate fixes throughout. This will help the pilots follow through during the approach.
The AFDS should be used for non-precision approaches.
AT MANOEUVRING SPEED
At the appropriate position and speeds the PF calls for each Flap selection. The PNF
ensures the speed is below 'V
FE
next' then selects the required configuration.
PF ................................................................................................................... "FLAPS 1"
PNF........................................................................................................ "FLAPS 1, 184
(Example speed)
The NAV Pushbutton is to be pressed only after ATC has cleared the aircraft for the
approach.
NAV pushbutton on MCP................... PF............................................................ PRESS
PF ................................................................................................................... "FLAPS 2"
PNF........................................................................................................ "FLAPS 2, 154
Set the MCP ALT to each segment minimum altitude. When that altitude is captured set
the next segment minimum. This continues until the FAF minimum is set in MCP ALT.
Adjust the vertical speed to provide the smoothest descent profile.
3 MILES FROM FAF
PF...................................................." GEAR DOWN, BEFORE LANDING CHECKLIST
1 MILES FROM FAF
PF ................................................................................................................... "FLAPS 3
PNF......................................................................................................... FLAPS 3, 144
AT FAF
At the FAF, set the MCP ALT to the missed approach altitude. Crossing the FAF
commence timing.
PF ................................................................................................................ "FLAPS DN
PNF............................................................................................ FLAPS DN, V
REF
134
PF ................................................................................................ "V
REF
134 Target 139
Customer Name:
AT MDA
If runway visual cues in sight: continue normal descent profile.
If runway visual cues not in sight: call GO AROUND, FLAPS.
IF AUTOPILOT USED
If runway visual cues in sight: disconnect autopilot at MDA.
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Figure 3.8-2 Non-Precision Approach - All Engines Operating
Customer Name:
3.8.30 GO-AROUND
PF calls "GO AROUND, FLAPS" while simultaneously advancing the thrust levers to
the go-around thrust position, pressing the go-around button on the thrust lever and
smoothly rotating to arrest the rate of descent, ensuring a minimum speed of V
REF
.
At a minimum speed of V
REF
, smoothly continue the rotation toward the flight director
target attitude (15 NU) to achieve a speed of not less than V
2
+ 10.
The PNF checks that the thrust levers are advanced while simultaneously selecting the
flaps to the next up position while ensuring go-around button is pushed and monitors
the profile, calling out any deviations.
When in stabilized climb, PNF calls "POSITIVE RATE". PF then calls "GEAR UP". PNF
selects gear up and confirms go around thrust is accurately set. PNF calls THRUST
SET. Proceed as per normal take-off profile.
Note: THRUST SET means that engines are spooled up and both N1s are
approaching go around thrust.

3.8.31 BEFORE LANDING CHECKLIST
The "GEAR DOWN" may be called for at any time during the approach in order to aid in
deceleration and/or descent. It is routinely requested along with the LANDING
CHECKLIST. Due regard must be given to the additional drag and resultant increase in
power and fuel consumption by selecting the landing gear down unnecessarily early.
Cabin .................................................................................................................... Alerted
Altimeters........................................................................................... ______ INCHES
Landing Gear ................................. PNF, PF.................... LEVER DOWN 3 GREENS
Speed Brake ....................................................................................................ARMED
Before Landing Checklist ........................................................................ COMPLETE
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3.8.32 NORMAL LANDING
Final approach airspeed is maintained until crossing runway threshold.
Flare is initiated when the main gear is approximately 30 ft above the runway. Increase
pitch attitude by approximately 2, then smoothly reduce thrust levers to idle. Maintain
this pitch attitude until touchdown. Do not allow the airplane to float, but fly the aircraft
onto the runway and accomplish the landing roll procedure.
On touchdown, the PNF calls SPOILERS UP, or "NO SPOILERS", and if required the
PF extends them manually.
When the main gear is firmly on the runway and spoilers have deployed, the PF selects
the reverse thrust levers and lowers the nose wheel onto the runway.
The PNF monitors reverse thrust and braking.
If one or both reversers do not operate, the PNF advises the PF of the condition, e.g.,
calls "NO LEFT REVERSE". The PF controls reverse thrust and wheel braking as
necessary.
WARNING
Do not attempt go-around after reverse deployed.
The PF maintains the desired level of reverse thrust. The PNF monitors engine
operating limits and advises immediately if any limit is approached or exceeded.
At 80 KIAS the PNF calls "80 KNOTS".
The reverse levers should normally be at idle reverse by 60 KIAS and forward idle as
soon as practicable after 60 KIAS. To avoid surge allow the engines to decelerate to
reverse idle speed before selecting forward thrust.
The use of reverse thrust below 60 kt should be avoided unless required for adverse
conditions.

Customer Name:
3.8.33 AFTER LANDING PROCEDURES
The AFTER LANDING Procedure is completed silently by the First Officer once the
aircraft has cleared the runway and the Captain has selected the speed brake lever to
the RETRACT position.
Landing Lights and Strobes.................................................................................... OFF
Weather Radar.......................................................................................................... OFF
Timing ..............................................................................................1 Min. cooling start
Speed Brake ........................................................................................................ Retract
Flaps............................................................................................................................ UP
Transponder ...........................................................................................................STBY
MCP modes........................................................................................................Deselect
Anti-Ice...................................................................................................................... OFF
Ignition ...................................................................................................................... OFF
APU........................................................................................................................... Start

3.8.34 APPROACHING THE RAMP
APU..................................................... FO.............................................Confirm started
The following items are confirmed to ensure the safety of the ground crew as the aircraft
approaches the gate.
All TAXI lights .................................. Capt............................................................... OFF
ANTI-ICE .............................................FO................................................................ OFF
Weather radar ....................................FO................................................................ OFF
Customer Name:
3.8.35 SHUTDOWN
Arriving at the gate:
PARK BRAKE .................................. Capt............................................................... SET
Seat belt sign ................................... Capt............................................................... OFF
Right thrust lever ............................ Capt..................................................... SHUTOFF
If APU is running
Left thrust lever ............................... Capt..................................................... SHUTOFF
If External Power to be used
EXT PWR.............................................FO.................................................................. ON
Left thrust lever ............................... Capt..................................................... SHUTOFF
Beacon ............................................. Capt............................................................... OFF
Capt ............................................................................. BRAKES SET, ENGINES OFF
Advise signalman either verbally through the intercom, or by hand signals.
Fuel Boost pumps .............................FO................................................................ OFF
Hydraulic pumps ...............................FO................................................................ OFF
Engine and APU bleed ......................FO........................................... ON APU OR OFF
Ignition ...............................................FO................................................................ OFF

Customer Name:
3.8.36 PARKING / TERMINATION CHECKLIST
The First Officer reads the PARKING/TERMINATION CHECKLIST and the Captain
completes and/or confirms the correct action and responds. If the appropriate action has
not been completed the response is modified accordingly.
Parking
PARK BRAKE ........................................................................................................SET
Weather radar / transponder .................................................................... OFF/ STBY
Thrust levers................................................................................................ SHUTOFF
Beacon ...................................................................................................................OFF
Seat belts ...............................................................................................................OFF
Fuel boost pumps .................................................................................................OFF
Hydraulic pumps ...................................................................................................OFF
Engine and APU bleed.................................................................. ON APU or OFF
Anti-ice...................................................................................................................OFF
Landing and taxi lights .........................................................................................OFF
Ignition ...................................................................................................................OFF
Speed brake and flaps ............................................................... DISARMED AND UP
Exterior lights.................................................................................................NAV ON
Parking checklist ..................................................................................... COMPLETE
Termination
APU bleed ..............................................................................................................OFF
APU.........................................................................................................................OFF
Battery....................................................................................................................OFF
Termination checklist .............................................................................. COMPLETE

Customer Name:
3.9 Flight Patterns
3.9.1 Takeoff

Figure 3.9-1 Takeoff Flight Pattern
Customer Name:
3.9.2 ILS Approach

Figure 3.9-2 ILS Approach Flight Pattern
Customer Name:
3.9.3 Instrument Approach Using V/S

Figure 3.9-3 Instrument Approach Using V/S Flight Pattern
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3.9.4 Circling Approach

Figure 3.9-4 Circling Approach Flight Pattern
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3.9.5 Visual Traffic

Figure 3.9-5 Visual Traffic Pattern
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3.9.6 Go-Around / Missed Approach

Figure 3.9-6 G-Around / Missed Approach Pattern

Customer Name:

End of Chapter 3.
Customer Name:
Chapter 4 Supplemental Procedures
Table of Contents

4.1 Introduction...............................................................................................................................4-1
4.2.1 AUTOPILOT FUNCTIONS...................................................................................................4-2
4.2.2 NAVIGATION .......................................................................................................................4-3
4.2.3 FMS......................................................................................................................................4-4
4.2.4 TAKE-OFF CONFIGURATION WARNING TEST ...............................................................4-7
4.2.5 TRANSPONDER TEST........................................................................................................4-7
4.2.6 ALTIMETER DIFFERENCE.................................................................................................4-8
4.2.7 TURBULENCE PENETRATION..........................................................................................4-9
4.2.8 ENGINE ANTI-ICE OPERATION.......................................................................................4-11
4.2.9 WING ANTI-ICE .................................................................................................................4-12
4.2.10 ENGINE OPERATION IN HEAVY RAIN OR HAIL ............................................................4-13
4.2.11 WINDSHEAR .....................................................................................................................4-14
4.2.12 FUEL BALANCING ............................................................................................................4-16

Customer Name:


Customer Name:
4.1 Introduction
This chapter contains procedures that are carried out as required rather than for
each flight.
Supplemental procedures may be required because of adverse weather,
unscheduled maintenance or as a result of a procedure referenced in a Non-
Normal Checklist. Additionally, some may be performed if the flight crew must
accomplish preflight actions normally performed by maintenance personnel.
At the discretion of the Captain, procedures may be performed by memory, by
reviewing the procedure prior to accomplishment, or by reference to the
procedure during its accomplishment.
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4.2 Amplified Procedures

4.2.1 AUTOPILOT FUNCTIONS
LEVEL CHANGE CLIMB/DESCENT
Select a lower/higher altitude with the MCP ALT knob.
Push the SEED mode pushbutton.
Observe FLC on the FMA.
Adjust thrust levers accordingly.
VERTICAL SPEED (V/S) CLIMB/DESCENT
Select a lower/higher altitude with the MCP ALT knob.
Push the V/S mode pushbutton.
Observe V/S on the FMA.
Using the MCP DOWN/UP wheel, adjust the rate of climb or descent in FPM.
IMMEDIATE LEVEL-OFF
Push the ALT mode pushbutton.
Observe ALT on the FMA.
The airplane will start an immediate level off.

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4.2.2 NAVIGATION
VOR NAVIGATION
The VOR navigation commonly called Raw Navigation uses the standard VOR
procedures.
Tune and identify the VOR frequency on the NAV selector panel.
Select the MODE selector on ECP to VOR.
Select NAV SRC to VOR
Adjust the course selector to the appropriate Radial.
or
Push on the course selector to indicate the direct to the VOR
If necessary use HDG to navigate towards the selected radial.
Arm the NAV mode button and confirm on FMA.
Navigate inbound or outbound from the VOR.

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4.2.3 FMS
CHANGE ROUTE BY GOING DIRECT
LEGS Key................................................................................................................Press
Desired waypoint.................................................................. Line select to scratchpad
LSK 1L.....................................................................................................................Press
Confirm with the other pilot the correct waypoint is shown at the top of the Legs page.
EXEC key ................................................................................................................Press
NAV mode on MCP..................................................................................................Push
Confirm on FMA that the aircraft is navigating to the selected waypoint.
CHANGE ROUTE BY INSERTING NEW WAYPOINTS
This procedure may be used to insert a new waypoint at any point in the current route,
except between present position and the current active waypoint.
LEGS key ................................................................................................................Press
Desired waypoint................................................................... Type into the scratchpad
From the Scratchpad ............................................ Line select to the desired position
Route Discontinuity ..............................................................................................Delete
Confirm with the other pilot the correct sequences of Waypoint is shown in the Legs
page.
EXEC key ................................................................................................................Press
INTERCEPTING A LEG TO A WAYPOINT
LEGS key ................................................................................................................Press
Desired waypoint............................................ Line select or type into the scratchpad
LSK 1L.....................................................................................................................Press
Observe waypoint displayed on upper left line and INTC CRS prompt displayed.
Leg's inbound course ......................................................................................... ENTER
Customer Name:
Enter desired inbound course on INTC CRS line.
Confirm with the other pilot the correct Waypoint and intercept Course.
EXEC key ................................................................................................................Press
HOLDING
HOLD key................................................................................................................Press
Observe HOLD AT and PPOS (present position) or NEXT HOLD prompt displayed.
NEXT HOLD line select key (if displayed) ........................................................... PUSH
Observe HOLD AT and PPOS prompt displayed.
Holding waypoint. ............................................................................................... ENTER
Push PPOS then HOLD AT line select keys if desired to hold at present position, or
enter waypoint (fix) desired to hold at on HOLD AT line. If holding details displayed are
incorrect or inadequate, enter correct information on appropriate line.
Confirm with the other pilot the correct holding details are correct.
EXEC key ................................................................................................................Press
EXITING HOLDING PATTERN
HOLD key................................................................................................................Press
Observe EXIT HOLD prompt displayed.
EXIT HOLD line select key.....................................................................................Press
Observe EXIT HOLD prompt change to EXIT ARMED.
Confirm with the other pilot then:
EXEC Key............................................................................................................... Press
Observe resumption of active route.
CHANGE DESTINATION
RTE key...................................................................................................................Press
Enter new destination on DEST line and modify route as necessary using the route or
legs page.
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EXEC key ...............................................................................................................Press
INIT REF key ..........................................................................................................Press
PERF LSK ..............................................................................................................Press
Enter new Reserve Fuel.
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4.2.4 TAKE-OFF CONFIGURATION WARNING TEST
During takeoff when power is applied (above 47% N1) the Takeoff Warning will sound if
one or more of the following conditions exist:
Flaps not in take-off position.
Speedbrakes not down.
Stabilizer not in green band.
Park brake set.
Establish appropriate configuration.

4.2.5 TRANSPONDER TEST
The Transponder (ATC panel) has a self test function. With the transponder in the ON
position, pressing the TEST button provides the following:
AL is displayed in the upper part of the transponder display with the light intensity
modulating from minimum to maximum.
Actual altitude in thousands of feet (100 feet increments) is displayed.
TX appears in the lower part of the transponder display.

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4.2.6 ALTIMETER DIFFERENCE
This procedure is accomplished when there is a noticeable difference between the
altimeters. Accomplish this procedure in stabilized level flight or on the ground.
Altimeter barometric settings (3) .........................................................................Check
Check all altimeters set to proper barometric setting for phase of flight.
Altimeters..................................................................................................... Crosscheck
Maximum differences between the altimeter readings:
Note: Above 10,000 feet and 0.4 Mach, position error causes the tolerance to diverge
rapidly and direct crosscheck becomes inconclusive. Differences greater than 400 feet
should be suspect and verified by ground maintenance checks.
Altitude CAPT / FO CAPT / FO v/s STBY
Sea Level 50 feet 50 feet
5,000 feet 50 feet 80 feet
10,000 feet 60 feet 120 feet
15,000 feet 70 feet (see note)

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4.2.7 TURBULENCE PENETRATION
It is suggested that the aircraft be configured for turbulence in the following manner:
SEAT BELTS switch .................................................................................................. ON
Autopilot ..................................................................................................................... ON
PA..................................................................................................................... Complete
Dispatch / ATC reporting............................................................................ As required
The turbulent air penetration speed of 280 KIAS/M.76 provides optimum
controllability and low/high speed buffet margins in turbulent air. In addition,
adequate buffet margin is provided 250 kt below 10,000 ft.
Use the ADI as the primary instrument. In extreme vertical wind currents, large
altitude changes may occur. Do not use sudden or large control inputs.
Adjust thrust to maintain the recommended turbulence penetration airspeed as
required for the phase of flight. Once power is set to maintain the desired
airspeed, avoid further power changes. Change the thrust setting only in case of
extreme airspeed variation
Ignition must be selected ON.
The autopilot may be used when flying through turbulence and in most cases can
be regarded as the primary means of aircraft control in turbulence. To engage
the autopilot in the turbulence mode, select the turbulence (TURB) switch on the
mode control panel (MCP).
Normally no changes to cruise altitude or airspeed are required when
encountering moderate turbulence.
If operating at cruise thrust limits, it may be difficult to maintain cruise speed. Do
not allow the airspeed to decrease and remain below the turbulent penetration
speed as buffet margin will be reduced and considerable time and fuel will be
required to regain cruise speed.
Severe turbulence should be avoided if at all possible. If severe turbulence
cannot be avoided, an increased buffet margin is recommended. This can be
obtained by descending approximately 4000 ft below optimum altitude.
Before entering an area of known turbulence, secure all loose equipment in the
flight compartment.
Shoulder harness should be worn by both flight crews and checked for security.
Customer Name:
Flaps extension in an area of known turbulence should be delayed for as long as
possible because the airplane can withstand higher gust loads in the clean
configuration. If severe turbulence persists in the area, consider diverting to the
alternate station.
Whenever the speed brakes are used, a good practice is to keep a hand on the
flight speed brake lever.
Customer Name:
4.2.8 ENGINE ANTI-ICE OPERATION
Engine anti-ice should be selected ON whenever icing conditions exist or are
anticipated.
Icing conditions should be anticipated when:
Ground operation, take-off and landing OAT is 10C or below when visible
moisture is present in any form, or when operating on ramps, taxiways or
runways where surface snow, slush or standing water may be ingested by the
engines or freeze on engines, nacelles or engine sensor probes.
In flight: Temperature (TAT) is 10C or below, and visible moisture is present in
any form.
Although icing does not normally occur above FL 300, atmospheric conditions
may be encountered which require occasional use of engine anti-ice.
Do not rely on airframe visual icing to turn engine anti-ice on. Use the
temperature and visual moisture criteria specified in this procedure. Delaying the
use of engine anti-ice until ice buildup is visible from the cockpit may result in
severe engine damage and/or flameout.
During ground operation, when engine anti-ice is required and OAT is 3C or
below, periodic engine run-ups are required during taxi out, ground holding and
taxi in.
Run-ups must be to a minimum of 50% N1 and occur at intervals no greater than
15 minutes. Ensure that the area behind the aircraft is clear.
During ground operation in icing conditions, increases in engine vibration
indications may occur due to accumulation of ice on fan blades. After a short
time, this ice will normally shed and vibration will return to normal. If desired,
moving the thrust lever to IDLE and then momentarily advancing the thrust lever
to a high thrust position (approximately 80% N1 if practical) will assist in
shedding the ice.
All take-offs, when engine anti-ice is required, must be preceded by a static run-
up to a minimum of 50% N1 with observation of all primary engine parameters to
ensure normal engine operation.
WHEN ENGINE ANTI-ICE IS REQUIRED:
L and R ENG ANTI-ICE switches............................................................................... ON
WHEN ENGINE ANTI-ICE IS NO LONGER REQUIRED:
L and R ENG ANTI-ICE switches............................................................................. OFF
Customer Name:
4.2.9 WING ANTI-ICE
The wing anti-ice system may be used as a de-icer or anti-icer. The primary
method is to use it as a de-icer by allowing the ice to accumulate before turning
wing anti-ice on. This procedure will provide the cleanest airfoil surface, the least
possible runback ice formation and the least fuel penalty. The second method is
to turn the wing anti-ice switch on when icing is possible and use the system as
an anti-icer.
Ice accumulation on the cockpit front window frames, windshield center post,
windshield wiper post, or side windows can be used as an indication of airframe
icing conditions and the need to turn on the wing anti-ice system.
WHEN WING ANTI-ICE IS REQUIRED:
WING ANTI-ICE switch .............................................................................................. ON
WHEN WING ANTI-ICE IS NO LONGER REQUIRED:
WING ANTI-ICE switch............................................................................................ OFF

Customer Name:
4.2.10 ENGINE OPERATION IN HEAVY RAIN OR HAIL
Should flight in or near heavy rain or hail be encountered or anticipated, accomplish the
following:
Engine IGNITION ....................................................................................................... ON
This selection offers maximum flameout protection.
Thrust Levers .............................................................................. Set 50% N1 minimum
Maintain at least 50% N1. Operating above idle thrust significantly increases the
capability of the engine to ingest water or hail without experiencing rundown,
surge or flameout.
Avoid rapid thrust lever movements to prevent engine surge or flameout.
Do not make thrust changes in extremely heavy precipitation unless excessive
airspeed variations occur. If thrust changes are necessary, move thrust levers
very slowly. Avoid changing thrust lever direction until engines have stabilized at
a selected setting.
In heavy precipitation, engine parameter fluctuations may occur, particularly a
noticeable drop in EGT.
Customer Name:
4.2.11 WINDSHEAR
Windshear
Windshear is a change of wind speed and/or direction over a short distance along the
flight path.
Avoidance
The flight crew should search for any clues to the presence of windshear along the
intended flight path. Presence of windshear may be indicated by:
Thunderstorm activity
Virga (rain that evaporates before reaching the ground)
Pilot reports
Low level windshear alerting system (LLWAS) warnings.
Stay clear of thunderstorm cells and heavy precipitation and areas of known windshear.
If the presence of windshear is confirmed, delay takeoff or do not continue an approach.
Precautions
If windshear is suspected, be especially alert to any of the danger signals and be
prepared for the possibility of an inadvertent encounter. The following precautionary
actions are recommended if windshear is suspected:
Takeoff
Use maximum takeoff thrust instead of reduced thrust.
Use the longest suitable runway provided it is clear of areas of known windshear.
Consider increasing V
R
speed to the performance limited gross weight rotation
speed, not to exceed actual gross weight V
R
+ 20 knots. Set V speeds for the
actual gross weight and use the adjusted (higher) rotation speed. If windshear is
encountered at or beyond the actual gross weight V
R
, do not attempt to
accelerate to the increased V
R
, but rotate without hesitation.
Be alert for any airspeed fluctuations during takeoff and initial climb. Such
fluctuations may be the first indication of windshear.
Know the allengine initial climb pitch attitude. Rotate at the normal rate to this
attitude for all nonengine failure takeoffs.
Customer Name:
Minimize reductions from the initial climb pitch attitude until terrain and
obstruction clearance is assured, unless stick shaker activates
Crew coordination and awareness are very important. Develop an awareness of
normal values of airspeed, attitude, vertical speed, and airspeed buildup.
Closely monitor vertical flight path instruments such as vertical speed and
altimeters. The pilot not flying should be especially aware of vertical flight path
instruments and call out any deviations from normal
Should airspeed fall below the trim airspeed, unusual control column forces may
be required to maintain the desired pitch attitude. Stick shaker must be respected
at all times
If windshear should be encountered near V
R
, and airspeed suddenly decreases,
there may not be sufficient runway left to accelerate back to the normal V
R
. If
there is insufficient runway left to stop, initiate a normal rotation at least 2000 feet
before the end of the runway even if airspeed is low. Higher than normal attitudes
may be required to liftoff in the remaining runway
Approach and Landing
Use flaps 3 for landing.
Establish a stabilized approach no lower than 1000 feet above the airport to
improve windshear recognition capability.
Use the most suitable runway that avoids the areas of suspected windshear and
is compatible with crosswind or tailwind limitations.
Use ILS G/S, or VASI/PAPI indications to detect flight path deviations and help
with timely detection of windshear.
Prior to landing, add an appropriate airspeed correction (correction applied in the
same manner as gust), up to a maximum of 20 knots.
Avoid large thrust reductions or trim changes in response to sudden airspeed
increases as these may be followed by airspeed decreases
Crosscheck flight director commands using vertical flight path instruments.
Crew coordination and awareness are very important, particularly at night or in marginal
weather conditions. Closely monitor the vertical flight path instruments such as vertical
speed, altimeters, and glideslope displacement. The pilot not flying should call out any
deviations from normal. Use of the autopilot for the approach may provide more
monitoring and recognition time.
Customer Name:
4.2.12 FUEL BALANCING
Fuel transfer capability is provided by means of a unidirectional electric fuel transfer
valve and interconnection between the two manifolds. The fuel transfer valve can only
be selected to transfer fuel in one direction at a time. In order to transfer fuel from one
tank to the other, the transfer valve has to be in proper position, the fuel boost pump on
the higher tank side must be on and the fuel boost pump on the lower tank must be off.
FUEL BOOST pump on higher tank ............................................................. Check ON
Tank Selector switch (low quantity side) .............................................................Push
Verify low tank selector light turns green.
Verify FUEL TRANSFER valve arrow points to the low tank.
FUEL BOOST pump on lower tank ............................................................ Check OFF
Once Fuel is balanced:
Fuel Boost Pump on lower Tank .................................................................. Check ON
OFF selector switch................................................................................................Push
Verify OFF selector light turns white.
Verify fuel transfer valve closes.

End of Chapter 4.
Customer Name:
Chapter 5 Performance
Table of Contents

5.1 Introduction...............................................................................................................................5-1
5.1.1 About Performance Data......................................................................................................5-1
5.1.2 Takeoff..................................................................................................................................5-1
5.1.3 Enroute.................................................................................................................................5-2
5.1.4 Landing.................................................................................................................................5-4
5.2 Takeoff .....................................................................................................................................5-6
5.2.1 Takeoff Field Corrections - Dry Runway ..............................................................................5-6
5.2.2 Takeoff Field and Climb Limit Weights - Dry Runway..........................................................5-8
5.2.3 Takeoff Field Corrections - Wet Runway ...........................................................................5-14
5.2.4 Takeoff Field and Climb Limit Weights - Wet Runway.......................................................5-16
5.2.5 Takeoff Obstacle Limit Weight ...........................................................................................5-22
5.3 Enroute...................................................................................................................................5-25
5.3.1 Long Range Cruise Maximum Operating Altitude..............................................................5-25
5.3.2 Long Range Cruise Trip Fuel and Time.............................................................................5-27
5.3.3 Long Range Cruise Step Climb..........................................................................................5-30
5.3.4 Short Trip Fuel and Time....................................................................................................5-32
5.3.5 ENGINE INOP - Max Continuous Thrust ...........................................................................5-36
5.3.6 Long Range Cruise Critical Fuel Reserves - ALL ENGINES.............................................5-37
5.3.7 Long Range Cruise Critical Fuel Reserves - ENGINE INOP.............................................5-39
5.4 Landing...................................................................................................................................5-41
5.4.1 Landing Field Limit Weight - Flaps DN...............................................................................5-41
5.4.2 Landing Climb Limit Weight................................................................................................5-45
5.4.3 ENGINE INOP Advisory Information..................................................................................5-46
5.4.4 Quick Turnaround Limit Weight - Flaps DN.......................................................................5-48

Customer Name:


Customer Name:
5.1 Introduction
This chapter contains performance data intended primarily for use by flight crews
in the event that information cannot be obtained from the operator's dispatch
office. The takeoff data provided is for a single takeoff flap at maximum takeoff
thrust. The range of conditions covered is limited to those normally encountered
in airline operations.
5.1.1 About Performance Data
The data presented in this manual is provided for training purposes only, so as to
allow crews to prepare flights and have realistic information to refer to in the
course of their training..
5.1.2 Takeoff
The maximum allowable takeoff weight shall be the least of the Field, Climb,
and Obstacle Limit Weights as determined from the tables shown in Section
5.2. Tire and Brake Energy Limits are not shown as they are not limiting for the
range of conditions shown in this chapter.
5.1.2.1 Field Limit Weight - Slope and Wind Corrections
These tables for dry and wet runways provide corrections to the field length
available for the effects of runway slope and wind component along the
runway. Enter the appropriate table with the available field length and runway
slope to determine the slope corrected field length. Next enter the
appropriate table with slope corrected field length and wind component to
determine the slope and wind corrected field length.
5.1.2.2 Field and Climb Limit Weight
Tables are presented for the selected airport pressure altitudes and runway
conditions and show both Field and Climb Limit Weights. Enter the
appropriate table for pressure altitude and runway condition with "Slope and
Wind Corrected Field Length" determined above and airport OAT to obtain
Field Limit Weight. Also read Climb Limit Weight for the same OAT.
Intermediate altitudes may be interpolated or use next higher altitude. When
finding a maximum weight for a wet runway, the dry runway limit weight must
also be determined and the lower of the two weights used.
5.1.2.3 Obstacle Limit Weight
The Reference Obstacle Limit Weight table provides obstacle limit weights for
reference airport conditions based on obstacle height above the runway
surface and distance from brake release. Enter the adjustment tables to
adjust the reference Obstacle Limit Weight for the effects of OAT, pressure
Customer Name:
altitude, and wind as indicated. In the case of multiple obstacles, enter the
tables successively with each obstacle and determine the most limiting
weight.
5.1.3 Enroute
5.1.3.1 Long Range Cruise Maximum Operating Altitude
These tables provide the maximum operating altitude in the same manner as
the FMC. Maximum altitudes are shown for a given cruise weight and
manoeuver capability. Note that this table considers both thrust and buffet
limits, providing the more limiting of the two. Any data that is thrust limited is
denoted by an asterisk and represents only a thrust limited condition in level
flight with 100 ft/min residual rate of climb. Flying above these altitudes with
sustained banks in excess of approximately 15 may cause the airplane to
lose speed and/or altitude. The altitudes shown in the tables are limited to the
maximum certified altitude of 41,000 ft.
5.1.3.2 Long Range Cruise Trip Fuel and Time
Long range Cruise Trip Fuel and Time table are provided to determine trip
time and fuel required to destination.
To determine trip fuel and time for a constant altitude cruise, first enter the
Ground to Air Miles Conversion table to convert ground distance and enroute
wind to an equivalent still air distance for use with the Reference Fuel and
Time tables. Next, enter the Reference Fuel and Time table with air distance
from the Ground to Air Miles Conversion table and the desired altitude and
read Reference Fuel and Time Required. Lastly, enter the Fuel Required
Adjustment table with the Reference Fuel and the planned landing weight to
obtain the adjustment to the fuel required at the planned landing weight.
5.1.3.3 Long Range Cruise Step Climb Trip Fuel and Time
The Long Range Cruise Step Climb Trip Fuel and Time tables are provided to
determine trip time and fuel required to destination when flying a step climb
profile. Step climb profiles are based on 4000 ft step climbs to keep the flight
within 2000 ft of the optimum altitude for the current cruise weight. To
determine trip fuel and time, enter the Ground to Air Miles Conversion table
and determine air distance as discussed above. Then enter the Trip Fuel and
Time Required table with air distance and planned landing weight to read trip
fuel. Continue across the table to read trip time.
5.1.3.4 Short Trip Fuel and Time
These tables are provided to determine trip fuel and time for short distances
or alternates. Obtain air distance from the table using the ground distance
Customer Name:
and wind component to the alternate. Enter the Trip Fuel and Time Required
table with air distance and read trip fuel requires for the expected landing
weight, together with time to alternate at right. For distances greater than
shown or other altitudes, use the Long Range cruise Trip Fuel and Time
tables.
5.1.3.5 Holding Planning
This table provides total fuel flow information necessary for planning flaps up
holding and reserve fuel requirements. Data is based on the FMC holding
speed schedule which is the higher of the maximum endurance and flaps up
manoeuvre speeds. As noted, the fuel flow is based on flight in a racetrack
holding pattern. For holding in straight and level flight, reduce table values by
5%.
5.1.3.6 Flight Crew Oxygen Requirements
Regulations require that sufficient oxygen be provided to the flight crew to
account for the greater of supplemental breathing oxygen in the event of a
cabin depressurization or protective breathing in the event of smoke or other
harmful fumes on the flight deck. The oxygen quantity associated with the
above requirements is achieved with the minimum dispatch oxygen cylinder
pressure.
To determine the minimum dispatch oxygen cylinder pressure enter the Flight
Crew Oxygen table with the number of crew plus observers using oxygen and
read the minimum cylinder pressure requires for the cylinder temperature.
5.1.3.7 Net Level Off Weight
The Net Level Off Weight table is provided to determine terrain clearance
capability in straight and level flight following an engine failure. Regulations
require terrain clearance planning based on net performance which is the
gross (or actual) gradient performance degraded by 1.1%. In addition, the net
level off pressure altitude must clear the terrain by 1000 ft.
To determine the maximum weight for terrain clearance, enter the table with
required net level off pressure altitude and expected ISA deviation to obtain
weight. Adjust weight for anti-ice operation as noted below the table.
5.1.3.8 Extended Range Operations
Regulations require that flights conducted over a route that contains a point
further than one hour's time at "normal one engine inoperative speed" from an
adequate diversion airport comply with rules set up specifically for "Extended
Range Operation with Two Engine Airplanes." This section provides reserve
fuel planning information for the "Critical Fuel Scenario" based on two engine
Customer Name:
operation at Long Range Cruise as well as single engine operation at Long
Range Cruise.
5.1.3.8.1 Long Range Cruise Critical Fuel Reserves
Enter the Ground to Air Miles Conversion table with forecast wind and
ground distance to diversion airport from critical point to obtain air distance.
Now enter the Critical Fuel table with air distance and expected weight at
the critical point and read required fuel. Apply the noted fuel adjustments as
necessary. Regulations require a 5% allowance for performance
deterioration unless a value has been established by the operator for in-
service deterioration.
As noted below each table, the fuel required is the greater of the two engine
fuel and the single engine fuel. This fuel is compared to the amount of fuel
normally onboard the airplane at that point in the route. If the fuel required
by the critical fuel reserves exceeds the amount of fuel normally expected,
the fuel load must be adjusted accordingly.
5.1.4 Landing
Tables are provided for determining the maximum landing weight as limited by
field length or climb requirements for a single landing flap.
Maximum landing weight is the lowest of the field length limit weight, climb limit
weight, or maximum certified landing weight.
5.1.4.1 Landing Field Limit Weight
For the expected runway condition and anti-skid system configuration, obtain
wind corrected field length by entering the Wind Corrected Field Length table
with field length available and wind component along the runway. Now enter
the field Limit Weight table with wind corrected field length and pressure
altitude to read field limit weight.
5.1.4.2 Landing Climb Limit Weight
Enter the table with airport OAT and pressure altitude to read landing climb
limit weight. Apply the noted adjustments as required.
5.1.4.3 Go-Around Climb Gradient
Enter the Reference Go-Around Gradient table with airport OAT and pressure
altitude to determine the reference go-around gradient. Then adjust the
reference gradient for airplane weight and speed using the tables provided to
determine the weight and speed adjusted go-around gradient. Apply the
necessary corrections for engine bleed configuration and icing conditions as
noted.
Customer Name:
5.1.4.4 Quick Turnaround Limit Weight
Enter the table with airport pressure altitude and OAT to read maximum quick
turnaround weight. Apply the noted adjustments as required.
If the landing weight exceeds the maximum quick turnaround weight, wait the
specified time and then check that the wheel thermal plugs have not melted
before executing a subsequent takeoff, or ensure the brake temperature is
within limits using the alternate procedure described on the page.
Customer Name:
5.2 Takeoff
5.2.1 Takeoff Field Corrections - Dry Runway
5.2.1.1 Slope Corrections
Table 5.2-1 Dry Runway Slope Corrections
Slope Corrected Field Length (FT)
Runway Slope (%)
Field Length
Available
(FT)
-2.0 -1.5 -1.0 -.5 0.0 0.5 1.0 1.5 2.0
4200 4280 4260 4240 4220 4200 4150 4100 4050 4000
4600 4710 4680 4650 4630 4600 4520 4450 4370 4300
5000 5130 5100 5070 5030 5000 4900 4800 4700 4600
5400 5560 5520 5480 5440 5400 5270 5150 5020 4900
5800 5990 5940 5890 5850 5800 5650 5500 5350 5200
6200 6420 6370 6310 6260 6200 6030 5850 5680 5500
6600 6870 6800 6730 6670 6600 6400 6200 6000 5800
7000 7310 7230 7160 7080 7000 6780 6550 6330 6100
7400 7760 7670 7580 7490 7400 7150 6900 6650 6400
7800 8200 8100 8000 7900 7800 7530 7250 6980 6700
8200 8650 8540 8420 8310 8200 7900 7600 7300 7000
8600 9090 8970 8850 8720 8600 8280 7950 7630 7300
9000 9540 9400 9270 9130 9000 8650 8300 7950 7600
9400 9980 9840 9690 9550 9400 9030 8650 8280 7900
9800 10430 10270 10110 9960 9800 9400 9000 8600 8200
10200 10890 10710 10540 10370 10200 9780 9350 8930 8500
10600 11360 11170 10980 10790 10600 10150 9700 9250 8810
11000 11830 11620 11420 11210 11000 10530 10050 9580 9110
11400 12300 12080 11850 11630 11400 10900 10400 9900 9410
11800 12770 12530 12290 12040 11800 11280 10750 10230 9710

Customer Name:
5.2.1.2 Wind Corrections
Table 5.2-2 Dry Runway Wind Corrections
Slope & Wind Corrected Field Length (FT)
Wind Component (KTS)
Slope Corr'd
Field Length
(FT)
-15 -10 -5 0 10 20 30 40
4200 3130 3490 3840 4200 4430 4670 4900 5140
4600 4600 3460 3840 4220 4600 4840 5090 5340
5000 5000 3800 4200 4600 5000 5250 5510 5770
5400 5400 4130 4550 4980 5400 5670 5930 6210
5800 5800 4470 4910 5360 5800 6080 6360 6640
6200 6200 4800 5270 5730 6200 6490 6780 7080
6600 6600 5130 5620 6110 6600 6900 7200 7510
7000 7000 5470 5980 6490 7000 7310 7630 7950
7400 7400 5800 6340 6870 7400 7720 8050 8380
7800 7800 6140 6690 7250 7800 8130 8470 8820
8200 8200 6470 7050 7620 8200 8540 8890 9250
8600 8600 6810 7400 8000 8600 8960 9320 9680
9000 9000 7140 7760 8380 9000 9370 9740 10120
9400 9400 7470 8120 8760 9400 9780 10160 10550
9800 9800 7810 8470 9140 9800 10190 10590 10990
10200 10200 8140 8830 9510 10200 10600 11010 11420
10600 10600 8480 9180 9890 10600 11010 11430 11860
11000 11000 8810 9540 10270 11000 11420 11850 12290
11400 11400 9140 9900 10650 11400 11830 12280 12730
11800 11800 9480 10250 11030 11800 12250 12700 13160

Customer Name:
5.2.2 Takeoff Field and Climb Limit Weights - Dry Runway
5.2.2.1 Flaps 1 - Sea Level Pressure Altitude
Table 5.2-3 Flaps 2 - Sea Level Pressure Altitude (Dry)
Field Limit Weight (1000 LB)
OAT
Corr'd Field
Length (FT)
C -40 0 11 14 18 22 26 30 35 40 50
4000 123.5 115.5 113.4 112.8 112.0 111.2 110.5 109.7 106.5 103.4 97.1
4200 127.2 119.0 116.8 116.2 115.4 114.6 113.8 113.0 109.8 106.5 100.0
4600 134.4 125.8 123.4 122.8 122.0 121.1 120.3 119.5 116.1 112.7 105.9
5000 141.2 132.2 129.7 129.1 128.2 127.4 126.5 125.7 122.1 118.5 111.4
5400 147.6 138.2 135.6 135.0 134.1 133.2 132.3 131.4 127.6 123.9 116.5
5800 153.8 144.0 141.3 140.6 139.7 138.7 137.8 136.9 133.0 129.1 121.4
6200 159.7 149.5 146.8 146.0 145.0 144.1 143.1 142.1 138.1 134.1 126.0
6600 165.4 154.9 152.0 151.2 150.2 149.2 148.2 147.2 143.0 138.8 130.5
7000 170.9 160.0 157.0 156.2 155.2 154.1 153.1 152.1 147.7 143.4 134.8
7400 176.2 165.0 161.9 161.1 160.0 158.9 157.9 156.8 152.3 147.9 139.0
7800 181.3 169.7 166.5 165.7 164.6 163.5 162.4 161.3 156.7 152.1 142.9
8200 186.2 174.3 171.1 170.2 169.1 167.9 166.8 165.7 160.9 156.3 146.9
8600 189.9 178.7 175.4 174.5 173.3 172.2 171.1 169.9 165.0 160.3 150.6
9000 189.9 182.8 179.4 178.4 177.2 176.1 174.9 173.7 168.8 163.9 154.0
9400 189.9 186.3 182.9 181.9 180.7 179.5 178.3 177.1 172.1 167.1 157.0
9800 189.9 189.7 186.2 185.3 184.0 182.8 181.6 180.3 175.2 170.1 159.8
10200 189.9 189.9 189.3 188.3 187.1 185.8 184.6 183.3 178.1 172.9 162.4
10600 189.9 189.9 189.9 189.9 189.9 188.7 187.4 186.2 180.8 175.6 165.0
CLIMB LIMIT WT
(1000LB)
188.1 187.4 186.8 186.6 186.4 186.1 185.8 185.4 177.7 170.3 155.9

Customer Name:
5.2.2.2 Flaps 1 - 2000 FT Pressure Altitude
Table 5.2-4 Flaps 2 - 2000 FT Pressure Altitude (Dry)
OAT
Corr'd Field
Length (FT)
C -40 0 11 14 18 22 26 30 35 40 50
4000 116.9 108.9 106.9 106.3 105.6 104.9 104.3 102.4 99.5 96.4 90.4
4200 120.4 112.2 110.1 109.6 108.8 108.1 107.4 105.5 102.5 99.4 93.2
4600 127.2 118.6 116.5 115.9 115.1 114.4 113.6 111.6 108.5 105.2 98.7
5000 133.7 124.7 122.5 121.9 121.1 120.3 119.5 117.4 114.1 110.6 103.9
5400 139.8 130.4 128.0 127.4 126.6 125.8 124.9 122.8 119.3 115.7 108.6
5800 145.6 135.9 133.4 132.8 131.9 131.0 130.2 127.9 124.4 120.6 113.2
6200 151.2 141.1 138.5 137.8 136.9 136.1 135.2 132.8 129.1 125.2 117.5
6600 156.6 146.1 143.4 142.7 141.8 140.9 140.0 137.5 133.7 129.6 121.7
7000 161.8 150.9 148.2 147.4 146.5 145.5 144.6 142.1 138.1 133.9 125.7
7400 166.8 155.6 152.8 152.0 151.0 150.1 149.1 146.5 142.4 138.0 129.5
7800 171.6 160.1 157.2 156.4 155.4 154.3 153.3 150.7 146.4 142.0 133.3
8200 176.3 164.5 161.5 160.7 159.6 158.6 157.5 154.8 150.5 145.9 136.9
8600 180.8 168.7 165.6 164.8 163.7 162.6 161.6 158.7 154.3 149.6 140.4
9000 184.8 172.4 169.3 168.4 167.3 166.3 165.2 162.3 157.8 153.0 143.6
9400 188.5 175.8 172.6 171.7 170.6 169.5 168.4 165.5 160.8 155.9 146.4
9800 189.9 179.0 175.7 174.9 173.7 172.6 171.5 168.5 163.7 158.7 149.0
10200 189.9 182.0 178.6 177.8 176.6 175.4 174.3 171.2 166.5 161.4 151.4
10600 189.9 184.8 181.4 180.5 179.3 178.1 177.0 173.9 169.0 163.9 153.8
CLIMB LIMIT WT
(1000LB)
179.3 178.6 178.1 178.0 177.8 177.6 177.3 173.1 166.2 159.2 145.8

Customer Name:
OAT (C)
Corr'd Field
Length (FT)
C -40 0 11 14 18 22 26 30 35 40 50
4000 109.4 101.9 100.0 99.5 98.8 98.1 96.7 95.1 92.5 89.5 84.3
4200 112.7 105.0 103.1 102.6 101.8 101.1 99.7 98.0 95.3 92.3 86.9
4600 119.2 111.1 109.1 108.5 107.8 107.0 105.5 103.8 101.0 97.8 92.1
5000 125.3 116.9 114.7 114.1 113.4 112.6 111.0 109.2 106.2 102.9 97.0
5400 131.0 122.2 120.0 119.4 118.6 117.7 116.1 114.2 111.1 107.7 101.5
5800 136.5 127.3 125.0 124.4 123.5 122.7 121.0 119.0 115.8 112.2 105.7
6200 141.7 132.2 129.8 129.1 128.3 127.4 125.6 123.5 120.2 116.5 109.8
6600 146.8 136.9 134.4 133.7 132.8 131.9 130.0 127.9 124.4 120.6 113.6
7000 151.6 141.4 138.8 138.1 137.2 136.2 134.3 132.1 128.5 124.5 117.3
7400 156.3 145.8 143.1 142.4 141.4 140.5 138.5 136.2 132.5 128.4 121.0
7800 160.8 150.0 147.2 146.5 145.5 144.5 142.5 140.1 136.3 132.1 124.4
8200 165.2 154.1 151.3 150.5 149.5 148.4 146.4 143.9 140.1 135.7 127.9
8600 169.4 158.0 155.1 154.3 153.3 152.2 150.1 147.6 143.7 139.2 131.2
9000 173.2 161.6 158.6 157.8 156.7 155.7 153.5 150.9 146.9 142.3 134.1
9400 176.6 164.7 161.7 160.9 159.8 158.7 156.5 153.9 149.7 145.1 136.7
9800 179.8 167.7 164.6 163.8 162.7 161.5 159.3 156.6 152.4 147.7 139.1
10200 182.8 170.5 167.3 166.5 165.3 164.2 161.9 159.2 154.9 150.1 141.4
10600 185.6 173.1 169.9 169.1 167.9 166.8 164.4 161.7 157.3 152.4 143.6
CLIMB LIMIT WT
(1000LB)
168.6 167.9 167.5 167.4 167.2 167.0 164.5 161.0 155.2 148.5 136.5

Customer Name:
OAT
Corr'd Field
Length (FT)
C -40 0 11 14 18 22 26 30 35 40 50
4000 102.2 95.0 93.1 92.7 92.0 90.8 89.5 88.0 85.6 83.0 78.1
4200 105.3 97.9 96.0 95.5 94.9 93.6 92.3 90.8 88.3 85.6 80.6
4600 111.4 103.7 101.7 101.2 100.5 99.1 97.8 96.1 93.6 90.7 85.5
5000 117.1 109.1 107.0 106.4 105.7 104.3 102.9 101.2 98.5 95.5 90.1
5400 122.5 114.1 111.9 111.3 110.6 109.1 107.6 105.9 103.1 100.0 94.2
5800 127.6 118.9 116.6 116.0 115.2 113.7 112.2 110.3 107.4 104.2 98.2
6200 132.5 123.4 121.1 120.4 119.6 118.1 116.4 114.5 111.5 108.1 101.9
6600 137.2 127.7 125.3 124.7 123.8 122.2 120.5 118.5 115.4 111.9 105.5
7000 141.7 132.0 129.4 128.8 127.9 126.2 124.5 122.4 119.2 115.6 108.9
7400 146.1 136.1 133.5 132.8 131.9 130.1 128.4 126.2 122.9 119.1 112.3
7800 150.3 139.9 137.3 136.6 135.6 133.9 132.0 129.8 126.4 122.6 115.5
8200 154.4 143.8 141.1 140.3 139.4 137.6 135.7 133.4 129.9 125.9 118.7
8600 158.4 147.5 144.7 143.9 143.0 141.1 139.1 136.8 133.2 129.2 121.8
9000 161.9 150.8 147.9 147.2 146.2 144.3 142.3 139.9 136.2 132.1 124.5
9400 165.1 153.7 150.8 150.0 149.0 147.0 145.0 142.6 138.8 134.6 126.9
9800 168.1 156.5 153.5 152.7 151.7 149.7 147.6 145.2 141.3 137.0 129.2
10200 170.9 159.1 156.0 155.2 154.2 152.1 150.0 147.5 143.6 139.3 131.3
10600 173.5 161.5 158.4 157.6 156.5 154.5 152.4 149.8 145.9 141.4 133.3
CLIMB LIMIT WT
(1000LB)
158.1 157.5 157.2 157.1 156.9 154.8 152.5 149.3 143.6 137.3 126.7

Customer Name:
OAT
Corr'd Field
Length (FT)
C -40 0 11 14 18 22 26 30 35 40 50
4000 95.2 88.4 86.7 86.3 85.2 84.1 82.8 81.1 78.5 76.1 71.6
4200 98.1 91.1 89.4 89.0 87.9 86.7 85.4 83.6 81.1 78.6 73.9
4600 103.8 96.5 94.7 94.3 93.1 91.9 90.5 88.7 86.0 83.3 78.5
5000 109.2 101.6 99.7 99.2 98.0 96.8 95.3 93.4 90.6 87.8 82.7
5400 114.3 106.3 104.3 103.8 102.6 101.3 99.7 97.7 94.8 91.9 86.6
5800 119.1 110.8 108.7 108.2 106.9 105.5 103.9 101.8 98.8 95.8 90.3
6200 123.6 115.0 112.9 112.3 110.9 109.5 107.9 105.7 102.5 99.4 93.7
6600 128.0 119.0 116.8 116.2 114.8 113.4 111.6 109.4 106.1 102.8 96.9
7000 132.2 122.9 120.7 120.1 118.6 117.1 115.3 113.0 109.5 106.2 100.1
7400 136.3 126.7 124.4 123.8 122.3 120.7 118.9 116.4 112.9 109.5 103.1
7800 140.2 130.4 128.0 127.3 125.8 124.2 122.2 119.8 116.2 112.6 106.1
8200 144.0 134.0 131.5 130.8 129.2 127.6 125.6 123.1 119.4 115.7 109.1
8600 147.7 137.4 134.9 134.2 132.6 130.9 128.9 126.3 122.5 118.7 111.9
9000 151.0 140.5 137.9 137.2 135.5 133.8 131.8 129.1 125.2 121.4 114.4
9400 154.0 143.2 140.6 139.9 138.2 136.4 134.3 131.6 127.6 123.7 116.6
9800 156.7 145.8 143.1 142.4 140.6 138.8 136.7 133.9 129.9 125.9 118.6
10200 159.3 148.2 145.4 144.7 142.9 141.1 138.9 136.1 132.0 128.0 120.6
10600 161.8 150.4 147.7 146.9 145.1 143.3 141.1 138.2 134.0 129.9 122.4
CLIMB LIMIT WT
(1000LB)
148.0 147.4 147.2 147.0 145.3 143.4 140.6 136.5 130.7 125.3 115.7

Customer Name:
OAT
Corr'd Field
Length (FT)
C -40 0 11 14 18 22 26 30 35 40 50
4000 88.6 82.3 80.7 79.9 78.8 77.8 76.5 74.8 72.4 69.9 65.2
4200 91.3 84.9 83.2 82.4 81.3 80.3 79.0 77.3 74.7 72.2 67.3
4600 96.7 90.0 88.2 87.4 86.3 85.1 83.8 82.0 79.3 76.7 71.6
5000 101.8 94.8 92.9 92.0 90.9 89.7 88.3 86.4 83.6 80.8 75.5
5400 106.5 99.2 97.2 96.3 95.1 93.8 92.4 90.4 87.5 84.6 79.0
5800 111.0 103.4 101.3 100.3 99.1 97.8 96.3 94.2 91.2 88.2 82.4
6200 115.2 107.3 105.2 104.2 102.8 101.5 100.0 97.8 94.6 91.5 85.5
6600 119.3 111.0 108.9 107.8 106.4 105.0 103.4 101.2 97.9 94.7 88.4
7000 123.2 114.7 112.4 111.3 109.9 108.5 106.8 104.5 101.1 97.8 91.3
7400 127.0 118.2 115.9 114.8 113.3 111.8 110.1 107.7 104.2 100.8 94.1
7800 130.6 121.6 119.2 118.0 116.5 115.0 113.3 110.8 107.2 103.7 96.8
8200 134.2 125.0 122.5 121.3 119.8 118.2 116.4 113.9 110.2 106.6 99.5
8600 137.7 128.2 125.7 124.5 122.9 121.3 119.4 116.8 113.1 109.3 102.1
9000 140.8 131.1 128.5 127.2 125.6 124.0 122.1 119.4 115.6 111.8 104.4
9400 143.5 133.6 131.0 129.7 128.0 126.4 124.4 121.7 117.8 113.9 106.3
9800 146.1 136.0 133.3 132.0 130.3 128.6 126.6 123.8 119.8 115.9 108.2
10200 148.5 138.2 135.5 134.1 132.4 130.7 128.7 125.9 121.8 117.8 109.9
10600 150.8 140.3 137.6 136.2 134.5 132.7 130.7 127.8 123.7 119.6 111.6
CLIMB LIMIT WT
(1000 LB)
138.8 137.9 137.2 136.0 134.3 132.4 129.7 125.8 120.3 115.1 104.9

Customer Name:
5.2.3 Takeoff Field Corrections - Wet Runway
5.2.3.1 Slope Corrections
Table 5.2-9 Wet Runway Slope Corrections
Slope Corrected Field Length (FT)
Runway Slope (%)
Field Length
Available
(FT)
-2.0 -1.5 -1.0 -.5 0.0 0.5 1.0 1.5 2.0
4200 4330 4300 4260 4230 4200 4160 4110 4070 4020
4600 4770 4730 4690 4640 4600 4540 4480 4420 4360
5000 5210 5160 5110 5050 5000 4930 4850 4780 4700
5400 5660 5590 5530 5460 5400 5310 5220 5130 5040
5800 6100 6030 5950 5880 5800 5700 5590 5490 5380
6200 6540 6460 6370 6290 6200 6080 5960 5840 5720
6600 6990 6890 6790 6700 6600 6470 6330 6200 6060
7000 7430 7320 7210 7110 7000 6850 6700 6550 6400
7400 7870 7750 7640 7520 7400 7240 7070 6910 6740
7800 8310 8190 8060 7930 7800 7620 7440 7260 7080
8200 8760 8620 8480 8340 8200 8010 7810 7620 7420
8600 9200 9050 8900 8750 8600 8390 8180 7970 7760
9000 9640 9480 9320 9160 9000 8780 8550 8330 8100
9400 10090 9910 9740 9570 9400 9160 8920 8680 8440
9800 10530 10350 10160 9980 9800 9550 9290 9040 8780
10200 11000 10800 10600 10400 10200 9930 9660 9390 9120
10600 11500 11270 11050 10820 10600 10320 10030 9750 9460
11000 11990 11740 11500 11250 11000 10700 10400 10100 9800
11400 12490 12220 11940 11670 11400 11090 10770 10460 10140
11800 12990 12690 12390 12100 11800 11470 11140 10810 10480

Customer Name:
5.2.3.2 Wind Corrections
Table 5.2-10 Wet Runway Wind Corrections
Slope & Wind Corrected Field Length (FT)
Wind Component (KTS)
Slope Corr'd
Field Length
(FT)
-15 -10 -5 0 10 20 30 40
4200 3050 3430 3820 4200 4460 4730 5000 5280
4600 3390 3790 4200 4600 4870 5160 5440 5740
5000 3730 4150 4580 5000 5290 5580 5890 6190
5400 4070 4520 4960 5400 5700 6010 6330 6650
5800 4410 4880 5340 5800 6120 6440 6770 7110
6200 4750 5240 5720 6200 6530 6870 7220 7570
6600 5100 5600 6100 6600 6940 7300 7660 8030
7000 5440 5960 6480 7000 7360 7730 8100 8490
7400 5780 6320 6860 7400 7770 8150 8550 8950
7800 6120 6680 7240 7800 8190 8580 8990 9410
8200 6460 7040 7620 8200 8600 9010 9430 9870
8600 6800 7400 8000 8600 9010 9440 9880 10320
9000 7140 7760 8380 9000 9430 9870 10320 10780
9400 7480 8120 8760 9400 9840 10300 10760 11240
9800 7820 8480 9140 9800 10260 10720 11210 11700
10200 8160 8840 9520 10200 10670 11150 11650 12160
10600 8500 9200 9900 10600 11080 11580 12090 12620
11000 8840 9560 10280 11000 11500 12010 12540 13080
11400 9180 9920 10660 11400 11910 12440 12980 13540
11800 9520 10280 11040 11800 12330 12870 13420 14000

Customer Name:
5.2.4 Takeoff Field and Climb Limit Weights - Wet Runway
5.2.4.1 Flaps 1 - Sea Level Pressure Altitude
Table 5.2-11 Flaps 1 - Sea Level Pressure Altitude (Wet)
OAT
Corr'd Field
Length (FT)
C -40 0 11 14 18 22 26 30 35 40 50
4000 124.0 115.5 113.2 112.6 111.8 111.0 110.2 109.4 106.1 103.0 96.8
4200 127.6 118.8 116.4 115.8 114.9 114.1 113.3 112.5 109.2 105.9 99.5
4600 134.6 125.3 122.8 122.1 121.2 120.3 119.5 118.6 115.1 111.6 104.8
5000 141.2 131.4 128.8 128.1 127.1 126.2 125.3 124.4 120.7 117.0 109.9
5400 147.5 137.2 134.5 133.7 132.7 131.8 130.8 129.9 126.0 122.2 114.7
5800 153.5 142.8 139.9 139.1 138.1 137.1 136.1 135.1 131.1 127.1 119.3
6200 159.1 148.0 145.0 144.2 143.2 142.1 141.1 140.1 135.9 131.7 123.6
6600 164.6 153.1 150.0 149.1 148.0 147.0 145.9 144.8 140.5 136.2 127.8
7000 169.9 157.9 154.7 153.9 152.8 151.6 150.6 149.4 144.9 140.5 131.8
7400 175.0 162.7 159.4 158.5 157.3 156.2 155.1 153.9 149.3 144.7 135.8
7800 179.9 167.3 163.9 163.0 161.8 160.6 159.4 158.2 153.4 148.7 139.5
8200 184.8 171.7 168.2 167.3 166.1 164.9 163.7 162.4 157.5 152.7 143.2
8600 189.4 176.0 172.4 171.5 170.2 169.0 167.7 166.5 161.4 156.5 146.7
9000 189.9 180.0 176.3 175.3 174.0 172.8 171.5 170.2 165.0 160.0 150.0
9400 189.9 183.7 180.0 179.0 177.6 176.3 175.0 173.7 168.4 163.2 153.0
9800 189.9 187.4 183.5 182.5 181.1 179.8 178.5 177.2 171.7 166.4 156.0
10200 189.9 189.9 187.0 185.9 184.5 183.2 181.8 180.5 174.9 169.5 158.8
10600 189.9 189.9 189.9 189.2 187.8 186.4 185.1 183.7 178.0 172.4 161.6
CLIMB LIMIT WT
(1000 LB)
188.1 187.4 186.8 186.6 186.4 186.1 185.8 185.4 177.7 170.3 155.9

Customer Name:
Table 5.2-12 Flaps 1 - 2000 FT Pressure Altitude (Wet)
OAT
Corr'd Field
Length (FT)
C -40 0 11 14 18 22 26 30 35 40 50
4000 117.0 108.6 106.5 105.9 105.2 104.4 103.7 101.8 98.9 96.0 90.3
4200 120.4 111.7 109.5 108.9 108.1 107.4 106.6 104.7 101.7 98.7 92.8
4600 127.0 117.8 115.4 114.8 114.0 113.2 112.4 110.4 107.2 104.0 97.7
5000 133.2 123.5 121.1 120.4 119.6 118.7 117.9 115.7 112.4 109.0 102.5
5400 139.1 128.9 126.4 125.7 124.8 123.9 123.1 120.8 117.3 113.8 106.9
5800 144.7 134.1 131.5 130.8 129.8 128.9 128.0 125.7 122.0 118.3 111.2
6200 150.0 139.1 136.3 135.6 134.6 133.6 132.7 130.2 126.5 122.6 115.2
6600 155.1 143.8 140.9 140.1 139.1 138.2 137.2 134.6 130.7 126.7 119.1
7000 160.1 148.4 145.4 144.6 143.6 142.5 141.5 138.9 134.9 130.7 122.8
7400 164.9 152.8 149.7 148.9 147.9 146.8 145.8 143.1 138.9 134.6 126.5
7800 169.6 157.1 153.9 153.1 152.0 150.9 149.8 147.1 142.8 138.4 130.0
8200 174.1 161.3 158.0 157.2 156.0 154.9 153.8 151.0 146.5 142.0 133.4
8600 178.4 165.3 161.9 161.1 159.9 158.8 157.6 154.7 150.2 145.5 136.6
9000 182.5 169.0 165.6 164.7 163.5 162.3 161.2 158.1 153.5 148.8 139.7
9400 186.3 172.5 169.0 168.0 166.8 165.6 164.5 161.4 156.6 151.8 142.4
9800 189.9 175.9 172.3 171.3 170.1 168.9 167.7 164.5 159.6 154.7 145.1
10200 189.9 179.1 175.5 174.5 173.2 172.0 170.8 167.5 162.6 157.5 147.8
10600 189.9 182.3 178.6 177.6 176.3 175.0 173.8 170.5 165.4 160.2 150.3
CLIMB LIMIT WT
(1000 LB)
179.3 178.6 178.1 178.0 177.8 177.6 177.3 173.1 166.2 159.2 145.8

Customer Name:
OAT
Corr'd Field
Length (FT)
C -40 0 11 14 18 22 26 30 35 40 50
4000 109.3 101.4 99.4 98.9 98.2 97.6 96.2 94.6 92.1 89.4 84.4
4200 112.4 104.3 102.2 101.7 101.0 100.3 98.9 97.3 94.7 91.9 86.8
4600 118.5 109.9 107.7 107.2 106.4 105.7 104.2 102.5 99.8 96.8 91.4
5000 124.3 115.2 113.0 112.4 111.6 110.8 109.3 107.5 104.6 101.5 95.7
5400 129.8 120.3 117.9 117.3 116.5 115.7 114.1 112.2 109.2 105.9 99.9
5800 135.0 125.1 122.7 122.0 121.1 120.3 118.6 116.6 113.5 110.1 103.9
6200 140.0 129.7 127.1 126.5 125.6 124.7 122.9 120.9 117.6 114.1 107.6
6600 144.7 134.1 131.4 130.7 129.8 128.9 127.1 124.9 121.6 117.9 111.2
7000 149.3 138.3 135.6 134.8 133.9 133.0 131.1 128.9 125.4 121.6 114.7
7400 153.8 142.5 139.6 138.9 137.9 136.9 135.0 132.7 129.1 125.2 118.0
7800 158.1 146.4 143.5 142.7 141.7 140.7 138.7 136.4 132.7 128.7 121.3
8200 162.4 150.3 147.3 146.5 145.5 144.5 142.4 140.0 136.2 132.1 124.5
8600 166.4 154.0 150.9 150.1 149.1 148.0 145.9 143.5 139.6 135.3 127.5
9000 170.1 157.5 154.3 153.5 152.4 151.3 149.2 146.6 142.6 138.3 130.3
9400 173.6 160.7 157.4 156.6 155.5 154.4 152.2 149.6 145.5 141.0 132.9
9800 177.0 163.8 160.5 159.6 158.5 157.3 155.1 152.4 148.3 143.7 135.4
10200 180.3 166.8 163.4 162.5 161.4 160.2 157.9 155.2 150.9 146.3 137.8
10600 183.5 169.7 166.3 165.4 164.2 163.0 160.7 157.9 153.5 148.8 140.1
CLIMB LIMIT WT
(1000 LB)
168.6 167.9 167.5 167.4 167.2 167.0 164.5 161.0 155.2 148.5 136.5

Customer Name:
OAT
Corr'd Field
Length (FT)
C -40 0 11 14 18 22 26 30 35 40 50
4000 101.9 94.6 92.8
92.3 91.7 90.5 89.3 87.9 85.6 83.1 78.6
4200 104.8 97.2 95.4
94.9 94.2 93.0 91.8 90.3 88.0 85.4 80.8
4600 110.4 102.4 100.4
99.9 99.2 98.0 96.7 95.1 92.6 89.9 85.0
5000 115.8 107.4 105.3 104.8 104.0 102.7 101.3 99.7 97.1 94.2 89.1
5400 120.9 112.1 109.9 109.3 108.6 107.2 105.8 104.0 101.3 98.3 92.9
5800 125.7 116.6 114.3 113.7 112.9 111.5 110.0 108.2 105.3 102.2 96.6
6200 130.3 120.8 118.4 117.8 117.0 115.5 114.0 112.1 109.1 105.9 100.0
6600 134.7 124.9 122.4 121.8 120.9 119.4 117.8 115.8 112.8 109.4 103.3
7000 139.0 128.8 126.3 125.6 124.7 123.1 121.5 119.5 116.3 112.8 106.5
7400 143.2 132.6 130.0 129.3 128.4 126.8 125.1 123.0 119.7 116.1 109.7
7800 147.2 136.3 133.6 132.9 132.0 130.3 128.5 126.4 123.0 119.3 112.7
8200 151.1 139.9 137.2 136.4 135.5 133.7 131.9 129.7 126.3 122.5 115.6
8600 154.8 143.4 140.5 139.8 138.8 137.0 135.1 132.9 129.4 125.4 118.4
9000 158.3 146.5 143.6 142.9 141.8 140.0 138.1 135.8 132.2 128.2 121.0
9400 161.5 149.5 146.5 145.7 144.7 142.8 140.9 138.5 134.8 130.7 123.3
9800 164.6 152.4 149.3 148.5 147.4 145.5 143.5 141.1 137.3 133.1 125.6
10200 167.6 155.1 152.0 151.2 150.1 148.1 146.1 143.6 139.8 135.5 127.8
10600 170.6 157.8 154.6 153.8 152.7 150.7 148.6 146.1 142.2 137.8 129.9
CLIMB LIMIT WT
(1000 LB)
158.1 157.5 157.2 157.1 156.9 154.8 152.5 149.3 143.6 137.3 126.7

Customer Name:
OAT
Corr'd Field
Length (FT)
C -40 0 11 14 18 22 26 30 35 40 50
4000 95.0 88.3 86.6 86.2 85.2 84.1 82.8 81.2 78.8 76.6 72.5
4200 97.7 90.7 89.0 88.6 87.5 86.4 85.1 83.4 81.0 78.7 74.5
4600 102.9 95.5 93.7 93.3 92.1 91.0 89.6 87.8 85.2 82.8 78.3
5000 107.9 100.1 98.2 97.7 96.6 95.3 93.9 92.0 89.3 86.7 82.0
5400 112.6 104.5 102.5 102.0 100.8 99.5 97.9 96.0 93.1 90.5 85.6
5800 117.1 108.7 106.6 106.1 104.8 103.4 101.8 99.8 96.8 94.0 88.9
6200 121.3 112.6 110.5 109.9 108.5 107.2 105.5 103.4 100.3 97.4 92.1
6600 125.4 116.3 114.1 113.5 112.2 110.7 109.0 106.8 103.6 100.6 95.1
7000 129.4 120.0 117.7 117.1 115.7 114.2 112.4 110.1 106.8 103.7 98.0
7400 133.2 123.6 121.2 120.6 119.1 117.6 115.7 113.4 110.0 106.8 100.9
7800 136.9 127.0 124.5 123.9 122.4 120.8 118.9 116.5 113.0 109.7 103.7
8200 140.6 130.3 127.8 127.1 125.6 124.0 122.0 119.5 115.9 112.6 106.4
8600 144.0 133.5 130.9 130.3 128.6 127.0 125.0 122.5 118.8 115.3 108.9
9000 147.2 136.4 133.8 133.1 131.4 129.7 127.7 125.1 121.3 117.8 111.2
9400 150.2 139.1 136.4 135.7 134.0 132.3 130.2 127.5 123.7 120.0 113.3
9800 153.0 141.8 139.0 138.3 136.6 134.8 132.6 129.9 125.9 122.2 115.4
10200 155.8 144.3 141.5 140.8 139.0 137.2 135.0 132.2 128.1 124.3 117.4
10600 158.5 146.8 143.9 143.1 141.3 139.5 137.3 134.4 130.3 126.4 119.3
CLIMB LIMIT WT
(1000 LB)
148.0 147.4 147.2 147.0 145.3 143.4 140.6 136.5 130.7 125.3 115.7

Customer Name:
OAT
Corr'd Field
Length (FT)
C -40 0 11 14 18 22 26 30 35 40 50
4000 88.7 82.4 80.8 80.0 79.0 78.0 76.8 75.2 73.0 70.8 66.5
4200 91.2 84.7 83.0 82.2 81.2 80.1 78.9 77.3 75.0 72.7 68.3
4600 96.0 89.1 87.4 86.5 85.4 84.3 83.0 81.3 78.9 76.5 71.8
5000 100.7 93.4 91.5 90.6 89.5 88.3 87.0 85.1 82.6 80.1 75.1
5400 105.0 97.5 95.5 94.6 93.4 92.1 90.7 88.8 86.1 83.5 78.3
5800 109.2 101.3 99.3 98.3 97.1 95.8 94.3 92.3 89.5 86.8 81.4
6200 113.2 105.0 102.8 101.8 100.5 99.2 97.7 95.6 92.7 89.9 84.3
6600 117.0 108.4 106.2 105.2 103.9 102.5 100.9 98.8 95.8 92.8 87.0
7000 120.6 111.8 109.6 108.5 107.1 105.7 104.0 101.8 98.7 95.6 89.7
7400 124.2 115.1 112.8 111.7 110.2 108.8 107.1 104.8 101.6 98.4 92.3
7800 127.6 118.3 115.9 114.7 113.3 111.8 110.0 107.7 104.4 101.1 94.8
8200 131.0 121.4 118.9 117.7 116.2 114.7 112.9 110.5 107.1 103.7 97.2
8600 134.2 124.3 121.8 120.6 119.0 117.5 115.6 113.1 109.6 106.2 99.5
9000 137.2 127.0 124.4 123.2 121.6 120.0 118.1 115.5 112.0 108.5 101.6
9400 139.9 129.5 126.9 125.6 124.0 122.3 120.4 117.8 114.1 110.5 103.5
9800 142.5 131.9 129.2 127.9 126.3 124.6 122.6 119.9 116.2 112.5 105.3
10200 145.1 134.3 131.5 130.2 128.5 126.7 124.7 122.0 118.2 114.4 107.1
10600 147.6 136.5 133.7 132.3 130.6 128.8 126.8 124.0 120.1 116.3 108.8
CLIMB LIMIT WT
(1000 LB)
138.8 137.9 137.2 136.0 134.3 132.4 129.7 125.8 120.3 115.1 104.9

Customer Name:
5.2.5 Takeoff Obstacle Limit Weight
5.2.5.1 Flaps 1 - Sea Level 30C & below, Zero Wind
Based on anti-ice off.
Table 5.2-17 Reference Obstacle Limit Weight (1000 LB)
Distance From brake Release (1000 FT)
Obstacle
Height (FT)
8 10 12 14 16 18 20 22 24
10 157.5 175.5 188.6
50 147.5 163.9 176.8 186.3
100 138.4 153.9 166.1 175.5 182.9 187.9
150 131.4 146.1 158.0 167.3 174.7 180.7 185.3 188.6
200 125.4 139.7 151.3 160.6 168.1 174.2 179.2 183.2 186.5
250 120.2 134.2 145.5 154.8 162.4 168.6 173.8 178.1 181.7
300 115.6 129.3 140.4 149.6 157.3 163.6 168.9 173.4 177.2
350 111.4 124.9 135.8 145.0 152.7 159.1 164.6 169.2 173.1
400 107.5 120.8 131.7 140.8 148.5 155.0 160.5 165.3 169.3
450 103.9 117.2 127.9 136.9 144.6 151.2 156.8 161.6 165.8
500 100.6 113.7 124.4 133.4 141.0 147.6 153.3 158.2 162.5
550 97.5 110.6 121.2 130.1 137.7 144.3 150.0 155.0 159.3
600 94.6 107.6 118.1 127.0 134.6 141.1 146.9 151.9 156.3
650 91.9 104.7 115.2 124.1 131.6 138.2 144.0 149.0 153.5
700 102.1 112.5 121.3 128.9 135.4 141.2 146.3 150.8
750 99.5 109.9 118.7 126.2 132.8 138.6 143.7 148.3
800 97.2 107.5 116.2 123.7 130.3 136.1 141.2 145.8
850 94.9 105.2 113.9 121.3 127.9 133.7 138.8 143.4
900 92.7 102.9 111.6 119.1 125.6 131.4 136.6 141.2
950 90.7 100.8 109.4 116.9 123.4 129.2 134.4 139.0
1000 98.8 107.4 114.8 121.3 127.1 132.3 136.9
Obstacle height must be calculated from lowest point of the runway to conservatively
account for runway slope.
Customer Name:
5.2.5.2 OAT Adjustments
Table 5.2-18 OAT Adjustments
Reference Obstacle Limit Weight (1000 FT)
OAT (C)
90 110 130 150 170 190
30 & BELOW 0 0 0 0 0 0
32 1.3 1.7 2.0 2.3 2.7 3.0
34 2.6 3.3 4.0 4.7 5.4 6.0
36 4.0 5.0 6.0 7.0 8.0 9.1
38 5.3 6.6 8.0 9.4 10.7 12.1
40 6.5 8.2 9.9 11.6 13.3 14.9
42 7.7 9.8 11.8 13.8 15.8 17.8
44 9.0 11.3 13.6 16.0 18.3 20.7

5.2.5.3 Pressure Altitude Adjustments
Table 5.2-19 Pressure Altitude Adjustments
OAT Adjusted Obstacle Limit Weight (1000 FT)
ALT (FT)
90 110 130 150 170 190
S.L.& BELOW 0 0 0 0 0 0
1000 -3.3 -4.0 -4.6 -5.3 -6.0 -6.7
2000 -6.5 -7.9 -9.3 -10.6 -12.0 -13.4
3000 -9.6 -11.6 -13.7 -15.7 -17.8 -19.8
4000 -12.6 -15.3 -18.1 -20.8 -23.5 -26.2
5000 -15.5 -18.8 -22.2 -25.6 -29.0 -32.3
6000 -18.3 -22.4 -26.4 -30.4 -34.4 -38.4
7000 -20.9 -25.6 -30.3 -35.1 -39.8 -44.5
8000 -23.4 -28.9 -34.3 -39.8 -45.2 -50.6
9000 -26.0 -32.0 -38.0 -44.0 -50.1 -56.1
10000 -28.5 -35.1 -41.7 -48.3 -54.9 -61.5

Customer Name:
5.2.5.4 Wind Adjustments
Table 5.2-20 Wind Adjustments
OAT & Altitude Adjusted Obstacle Limit Weight (1000 FT)
Wind (KTS)
90 110 130 150 170 190
15 TW -19.2 -18.8 -18.3 -17.9 -17.4 -16.9
10 TW -12.8 -12.5 -12.2 -11.9 -11.6 -11.3
5 TW -6.4 -6.3 -6.1 -6.0 -5.8 -5.6
0 0 0 0 0 0 0
10 HW 2.3 2.1 1.9 1.7 1.5 1.3
20 HW 4.5 4.1 3.8 3.4 3.0 2.6
30 HW 7.0 6.5 5.9 5.3 4.7 4.1
40 HW 9.5 8.8 8.0 7.2 6.4 5.6
With engine anti-ice on, decrease weight by 400 lbs.
With engine and wing anti-ice on, decrease weight by 2000 lbs.
Customer Name:
5.3 Enroute
5.3.1 Long Range Cruise Maximum Operating Altitude
Max Cruise Thrust
5.3.1.1 ISA + 10C and below
Table 5.3-1 Max Cruise Thrust ISA +10C & Below
Margin to Initial Buffet 'G' (Bank Angle)
Weight
(1000 LB)
Optimum
ALT (FT)
TAT
(C)
1.20 (33) 1.25 (36) 1.30 (39) 1.40 (44) 1.50 (48)
190 30000 -5 31900* 31900* 31900* 31500 30100
180 31200 -7 33500* 33500* 33500* 32600 31300
170 32400 -10 35000* 35000* 35000* 33900 32500
160 33700 -13 36300* 36300* 36300* 35100 33800
150 35100 -16 37600* 37600* 37600* 36500 35100
140 36500 -18 38900* 38900* 38900* 37900 36600
130 38100 -18 40300* 40300* 40300* 39500 38100
120 39700 -18 41000 41000 41000 41000 39800
110 41000 -18 41000 41000 41000 41000 41000
100 41000 -18 41000 41000 41000 41000 41000
90 41000 -18 41000 41000 41000 41000 41000

Table 5.3-2 Max Cruise Thrust ISA +15C
Weight
(1000 LB)
Optimum
ALT (FT)
TAT
(C)
1.20 (33) 1.25 (36) 1.30 (39) 1.40 (44) 1.50 (48)
190 30000 1 29300* 29300* 29300* 29300* 29300*
180 31200 -2 31500* 31500* 31500* 31500* 31300
170 32400 -4 33600* 33600* 33600* 33600* 32500
160 33700 -7 35300* 35300* 35300* 35100 33800
150 35100 -10 36700* 36700* 36700* 36500 35100
140 36500 -13 38000* 38000* 38000* 37900 36600
130 38100 -13 39300* 39300* 39300* 39300* 38100
120 39700 -13 40700* 40700* 40700* 40700* 39800
110 41000 -13 41000 41000 41000 41000 41000
100 41000 -13 41000 41000 41000 41000 41000
90 41000 -13 41000 41000 41000 41000 41000

Customer Name:
Table 5.3-3 Max Cruise Thrust ISA +20C
Weight
(1000 LB)
Optimum
ALT (FT)
TAT
(C)
1.20 (33) 1.25 (36) 1.30 (39) 1.40 (44) 1.50 (48)
190 30000 7 26000* 26000* 26000* 26000* 26000*
180 31200 4 28200* 28200* 28200* 28200* 28200*
170 32400 1 30600* 30600* 30600* 30600* 30600*
160 33700 -2 33200* 33200* 33200* 33200* 33200*
150 35100 -5 35200* 35200* 35200* 35200* 35100
140 36500 -7 36600* 36600* 36600* 36600* 36600
130 38100 -7 38000* 38000* 38000* 38000* 38000*
120 39700 -7 39400* 39400* 39400* 39400* 39400*
110 41000 -7 40900* 40900* 40900* 40900* 40900*
100 41000 -7 41000 41000 41000 41000 41000
90 41000 -7 41000 41000 41000 41000 41000

Customer Name:
5.3.2 Long Range Cruise Trip Fuel and Time
5.3.2.1 Ground to Air Miles Conversion
Table 5.3-4 Ground to Air Miles Conversion Table (Trip)
Air Distance (NM) Air Distance (NM)
Headwind Component (KTS) Tailwind Component (KTS)
100 80 60 40 20
Ground
Distance
(NM)
20 40 60 80 100
276 257 240 225 212 200 190 181 173 165 158
544 508 475 447 423 400 381 364 348 333 320
810 758 711 670 633 600 572 547 523 502 482
1077 1008 946 892 844 800 763 730 699 670 645
1342 1258 1181 1114 1054 1000 955 913 874 839 807
1606 1506 1416 1336 1265 1200 1146 1096 1050 1008 969
1870 1754 1650 1557 1475 1400 1337 1279 1225 1176 1132
2133 2002 1883 1779 1685 1600 1528 1462 1401 1345 1295
2395 2249 2117 2000 1895 1800 1720 1645 1577 1514 1458
2657 2496 2350 2221 2105 2000 1911 1829 1753 1684 1621
2917 2741 2582 2441 2315 2200 2103 2012 1929 1853 1784
3177 2987 2814 2661 2525 2400 2294 2196 2106 2023 1948
3437 3232 3046 2882 2735 2600 2486 2380 2282 2193 2111
3696 3477 3278 3102 2944 2800 2677 2563 2458 2362 2275
3955 3721 3509 3322 3154 3000 2869 2747 2635 2532 2439
4213 3966 3741 3542 3363 3200 3061 2931 2812 2703 2603
4471 4210 3972 3762 3573 3400 3252 3115 2989 2873 2767
4729 4454 4203 3981 3782 3600 3444 3299 3166 3043 2931
4986 4697 4434 4201 3992 3800 3636 3483 3343 3213 3096
5243 4940 4665 4420 4201 4000 3828 3668 3520 3384 3260
5500 5183 4895 4640 4410 4200 4019 3852 3696 3554 3424
5756 5426 5126 4859 4620 4400 4211 4036 3873 3724 3589
6011 5669 5356 5079 4829 4600 4403 4220 4050 3895 3753
6267 5911 5586 5298 5038 4800 4595 4404 4227 4065 3918
6522 6153 5816 5517 5247 5000 4786 4588 4404 4236 4082

Customer Name:
5.3.2.2 Reference Fuel and Time Required
Table 5.3-5 Reference Fuel and Time Required
Pressure Altitude (1000 FT)
29 31 33 35 37
Air
Dist
(NM)
Fuel
(1000 LB)
Time
(Hr:Min)
Fuel
(1000 LB)
Time
(Hr:Min)
Fuel
(1000 LB)
Time
(Hr:Min)
Fuel
(1000 LB)
Time
(Hr:Min)
Fuel
(1000 LB)
Time
(Hr:Min)
200 3.7 0:38 3.7 0:38 3.7 0:37 3.7 0:38 3.7 0:38
400 6.3 1:06 6.2 1:05 6.2 1:05 6.1 1:04 6.1 1:04
600 8.8 1:35 8.7 1:33 8.6 1:32 8.5 1:31 8.4 1:31
800 11.4 2:03 11.2 2:01 11 1:59 10.9 1:58 10.8 1:57
1000 14.1 2:31 13.8 2:28 13.5 2:26 13.3 2:25 13.2 2:24
1200 16.8 2:59 16.4 2:55 16.1 2:53 15.8 2:51 15.7 2:50
1400 19.5 3:26 19.1 3:22 18.6 3:20 18.3 3:18 18.3 3:17
1600 22.2 3:54 21.7 3:50 21.2 3:47 20.8 3:44 20.8 3:43
1800 24.9 4:21 24.3 4:17 23.8 4:13 23.3 4:11 23.3 4:09
2000 27.6 4:49 27 4:44 26.3 4:40 25.8 4:38 25.8 4:36
2200 30.5 5:15 29.7 5:10 29 5:06 28.5 5:04
2400 33.3 5:42 32.5 5:37 31.8 5:33 31.3 5:30
2600 36.2 6:09 35.3 6:03 34.5 5:59 34 5:57
2800 39 6:36 38.1 6:30 37.2 6:25 36.7 6:23
3000 41.9 7:03 40.9 6:56 39.9 6:52 39.4 6:49
3200 44.9 7:29 43.8 7:23 42.9 7:18
3400 47.9 7:56 46.8 7:49 45.8 7:44
3600 51 8:22 49.7 8:15 48.7 8:10
3800 54 8:48 52.7 8:41 51.7 8:36
4000 57 9:15 55.6 9:07 54.6 9:02
4200 60.2 9:40 58.8 9:33
4400 63.4 10:06 62 9:59
4600 66.6 10:32 65.2 10:25
4800 69.8 10:58 68.3 10:51
5000 73.1 11:24 71.5 11:17
Customer Name:
5.3.2.3 Fuel Required Adjustments
Table 5.3-6 Fuel Required Adjustments
Landing Weight (1000 LB)
Reference Fuel
Required (1000 LB)
90 110 130 150 170
5 -0.8 -0.4 0 0.5 1
10 -1.6 -0.8 0 0.9 2.1
15 -2.4 -1.3 0 1.4 3.3
20 -3.2 -1.7 0 2 4.6
25 -4 -2.1 0 2.6 5.9
30 -4.8 -2.5 0 3.2 7.4
35 -5.6 -2.9 0 3.8 9
40 -6.4 -3.3 0 4.6 10.7
45 -7.2 -3.7 0 5.3 12.4
50 -8 -4.1 0 6.1 14.3
55 -8.8 -4.5 0 7 16.3
60 -9.6 -4.9 0 7.9 18.3
65 -10.4 -5.3 0 8.8 20.5
70 -11.2 -5.7 0 9.8 22.8
75 -12 -6.1 0 10.8 25.1
80 -12.8 -6.5 0 11.9 27.6
Based on 280/.78 climb, Long Range Cruise and .78/280/250 descent.
Customer Name:
5.3.3 Long Range Cruise Step Climb
Table 5.3-7 Ground to Air Miles Conversion (Step Climb)
100 80 60 40 20
Ground
Distance
(NM)
20 40 60 80 100
1317 1239 1169 1107 1051 1000 954 912 874 838 806
1832 1725 1631 1546 1469 1400 1337 1279 1227 1178 1133
2346 2212 2092 1985 1888 1800 1720 1647 1580 1518 1460
2859 2698 2553 2424 2306 2200 2103 2014 1933 1857 1788
3372 3183 3014 2862 2725 2600 2486 2382 2286 2197 2115
3885 3669 3475 3301 3143 3000 2869 2749 2639 2538 2443
4397 4154 3936 3739 3562 3400 3252 3117 2993 2878 2771
4909 4638 4396 4178 3980 3800 3636 3485 3346 3218 3100
5421 5123 4856 4616 4398 4200 4019 3853 3700 3559 3428
5932 5607 5316 5054 4816 4600 4402 4221 4054 3900 3757
6443 6091 5776 5492 5234 5000 4786 4589 4408 4240 4085

Customer Name:
5.3.3.2 Fuel Trip and Time Required
Table 5.3-8 Fuel Trip and Time Required (Step Climb)
Trip Fuel (1000 LB)
Landing Weight (1000 LB)
Air Dist
(NM)
90 100 110 120 130 140 150
Time
(Hrs:Min)
1000 10.4 11 11.7 12.4 13.3 14 14.8 2:25
1400 14.2 15 15.9 17.1 18.2 19.2 20.4 3:18
1800 18 19.1 20.3 21.8 23.3 24.6 26.1 4:11
2200 22 23.3 24.9 26.7 28.5 30.2 32.1 5:04
2600 26 27.6 29.6 31.7 33.9 35.9 38.2 5:57
3000 30.1 32.1 34.4 36.9 39.4 41.9 44.5 6:50
3400 34.4 36.7 39.4 42.2 45.2 48 50.9 7:43
3800 38.7 41.5 44.5 47.7 51.1 54.3 57.6 8:35
4200 43.2 46.4 49.7 53.4 57.1 60.7 64.5 9:28
4600 47.9 51.4 55.2 59.3 63.4 67.4 71.6 10:20
5000 52.7 56.5 60.8 65.3 69.8 74.3 78.9 11:12
Based on 280/.78 climb, Long Range Cruise or .78 Cruise and .78/280/250 descent.
Valid for all pressure altitudes with 4000 ft step climb to 2000 ft above optimum altitude.
Customer Name:
5.3.4 Short Trip Fuel and Time
Table 5.3-9 Ground to Air Miles Conversion (Short Trip)
100 80 60 40 20
Ground
Distance
(NM)
20 40 60 80 100
94 80 69 61 55 50 46 42 39 36 34
160 143 129 118 108 100 93 87 82 77 73
226 205 188 173 161 150 141 132 125 118 112
291 267 246 229 213 200 188 178 168 160 152
354 327 304 283 266 250 236 224 213 202 193
417 387 361 338 318 300 284 270 257 245 234
480 447 418 392 370 350 332 316 301 288 276
543 507 475 447 422 400 380 362 345 330 317
607 567 533 502 475 450 428 408 390 373 358
673 629 591 557 527 500 476 453 433 415 398

Customer Name:
5.3.4.2 Trip Fuel and Time Required
Table 5.3-10 Trip Fuel and Time Required (Short Trip)
landing Weight (1000 LB)
Air Distance (NM)
90 110 130 150 170
Time
(Hrs:Min)
Fuel (1000 LB) 1.2 1.3 1.5 1.6 1.7
50
Altitude (FT) 12000 11000 9000 8000 7000
0:14
Fuel (1000 LB) 1.9 2.1 2.3 2.5 2.7
100
Altitude (FT) 19000 17000 17000 16000 15000
0:23
Fuel (1000 LB) 2.5 2.7 3.0 3.3 3.5
150
Altitude (FT) 25000 24000 23000 22000 20000
0:30
Fuel (1000 LB) 3.0 3.3 3.7 4.0 4.3
200
Altitude (FT) 31000 27000 26000 26000 24000
0:37
Fuel (1000 LB) 3.5 3.9 4.3 4.7 5.1
250
Altitude (FT) 39000 35000 31000 31000 27000
0:44
Fuel (1000 LB) 3.9 4.4 4.9 5.4 5.8
300
Altitude (FT) 41000 39000 35000 33000 29000
0:50
Fuel (1000 LB) 4.4 4.9 5.5 6.0 6.6
350
Altitude (FT) 41000 39000 37000 33000 31000
0:57
Fuel (1000 LB) 4.8 5.4 6.0 6.7 7.3
400
Altitude (FT) 41000 39000 37000 33000 31000
1:03
Fuel (1000 LB) 5.3 5.9 6.6 7.3 8.1
450
Altitude (FT) 41000 41000 37000 35000 31000
1:10
Fuel (1000 LB) 5.7 6.4 7.2 8.0 8.8
500
Altitude (FT) 41000 41000 37000 35000 31000
1:17

Customer Name:
5.3.4.3 Holding Planning - Flaps Up
Table 5.3-11 Holding Planning - Flaps Up
Total Fuel Flow (LB/HR)
Pressure Altitude (FT)
Weight
(1000 LB)
1500 5000 10000 15000 20000 25000 30000 35000 41000
190 6890 6790 6760 6720 6690 6750 7040
180 6560 6460 6400 6370 6300 6360 6570
170 6240 6130 6060 6030 5930 5970 6140 6640
160 5910 5800 5720 5680 5580 5590 5740 6040
150 5590 5480 5400 5330 5240 5200 5340 5540
140 5260 5150 5070 4990 4910 4830 4950 5080
130 4940 4830 4740 4660 4580 4470 4570 4670 5360
120 4620 4510 4420 4330 4250 4140 4190 4270 4690
110 4310 4190 4090 4000 3920 3830 3880 3940 4220
100 4010 3880 3770 3750 3660 3590 3540 3570 3770
90 3800 3670 3540 3440 3350 3280 3240 3210 3360
This table includes 5% additional fuel for holding in a racetrack pattern.
Customer Name:
5.3.4.4 Flight Crew Oxygen Requirements
Table 5.3-12 Flight Crew Oxygen Requirements (Required PSI)
Bottle Temp Number of Crew Using Oxygen
F C 2 3 4
122 50 735 1055 1360
113 45 725 1040 1340
104 40 715 1020 1320
92 35 700 1005 1300
86 30 690 990 1280
77 25 680 975 1255
68 20 670 960 1240
59 15 655 940 1215
50 10 645 925 1195
41 5 635 910 1175
32 0 620 890 1150
23 -5 610 875 1130
14 -10 600 860 1110

Customer Name:
5.3.5 ENGINE INOP - Max Continuous Thrust
5.3.5.1 Net Level Off Weight
Table 5.3-13 Net Level Off Weight (Engine Inop)
Level Off Weight (1000 LB)
Pressure Altitude
(1000 FT)
ISA + 10C & below ISA + 15C ISA + 20C
30 92.5
28 100.7 97.7 94.6
26 109.5 106.1 102.9
24 119 115.2 111.6
22 129.2 124.9 120.8
20 140 135.3 130.7
18 151 145.6 140.1
16 161.6 156.2 151
14 170 166.2 161.9
12 181.5 176.5 170.2

5.3.5.2 Anti-Ice Adjustments
Table 5.3-14 Anti-Ice Adjustments (Engine Inop)
Level Off Weight Adjustments (1000 LB)
Pressure Altitude (1000 FT)
Anti-Ice
Configuration
12 14 16 18 20 22 24 26 28
Engine Only -3.9 -3.7 -3.7 -3.7 -3.3 -3.2 -3 -2.7 -2.5
Engine & Wing -15.4 -14.7 -14.2 -14.4 -13.3 -12.1 -11 -10.2 -9.3

Customer Name:
5.3.6 Long Range Cruise Critical Fuel Reserves - ALL ENGINES
Table 5.3-15 Ground to Air Miles Conversion (LRC Fuel Reserves - ALL ENGINES)
100 80 60 40 20
Ground
Distance
(NM)
20 40 60 80 100
287 264 244 228 213 200 189 178 169 161 154
582 533 492 457 427 400 376 356 337 320 305
877 803 740 687 640 600 564 533 504 479 456
1172 1072 988 916 854 800 752 710 672 638 607
1467 1341 1236 1146 1068 1000 940 887 840 797 759
1762 1611 1484 1375 1282 1200 1128 1064 1007 956 910
2057 1880 1732 1605 1496 1400 1316 1241 1175 1115 1061
2352 2150 1980 1835 1709 1600 1504 1419 1343 1274 1212
2647 2419 2228 2064 1923 1800 1692 1596 1510 1433 1364

Customer Name:
5.3.6.2 Critical Fuel (1000 LB)
Table 5.3-16 Critical Fuel (1000 LB) - LRC Fuel Reserves (All engines)
Weight at Critical Point (1000 LB)
Air Distance
(NM)
100 110 120 130 140 150 160 170 180 190
200 4.2 4.4 4.5 4.7 4.8 5 5.1 5.3 5.4 5.6
300 5.9 6.1 6.3 6.5 6.7 6.9 7.1 7.3 7.5 7.7
400 7.7 7.9 8.1 8.4 8.6 8.9 9.2 9.4 9.7 9.9
500 9.4 9.6 9.9 10.2 10.5 10.9 11.2 11.5 11.8 12.1
600 11.1 11.4 11.8 12.1 12.5 12.8 13.2 13.6 13.9 14.3
700 12.8 13.1 13.5 13.9 14.3 14.7 15.2 15.6 16 16.5
800 14.5 14.8 15.3 15.7 16.2 16.7 17.1 17.6 18.1 18.6
900 16.2 16.5 17 17.5 18 18.6 19.1 19.7 20.2 20.7
1000 17.9 18.2 18.8 19.3 19.9 20.5 21.1 21.7 22.3 22.9
1100 19.6 20 20.6 21.2 21.8 22.4 23 23.7 24.3 25
1200 21.3 21.7 22.3 22.9 23.6 24.3 25 25.7 26.4 27.1
1300 23 23.4 24 24.7 25.4 26.1 26.9 27.6 28.4 29.1
1400 24.7 25.1 25.7 26.5 27.2 28 28.8 29.6 30.4 31.2
1500 26.4 26.8 27.4 28.2 29 29.8 30.7 31.6 32.5 33.3
1600 28.1 28.5 29.1 30 30.8 31.7 32.6 33.5 34.4 35.3
1700 29.8 30.2 30.8 31.7 32.6 33.5 34.5 35.4 36.4 37.4
1800 31.5 31.9 32.5 33.4 34.4 35.3 36.3 37.3 38.4 39.4
Based on: Emergency descent to 10000 ft. Level Cruise at 10000 ft. 250 KIAS descent
to 1500 ft. 15 minute hold at 1500 ft. One missed approach; approach and land. 5%
allowance for wind errors.
Increase fuel required 0.5% for each 10C hotter than ISA conditions.
If icing conditions exist, increase fuel by 16% to account for engine and wing anti-ice on
(6%) and ice accumulation on unheated surfaces (10%).
Allowance for performance deterioration not included.
Compare the fuel required from this chart with critical fuel reserves for one engine
inoperative and use the higher of the two.

Customer Name:
5.3.7 Long Range Cruise Critical Fuel Reserves - ENGINE INOP
Table 5.3-17 Ground to Air Miles Conversion (LRC Fuel Reserves - ENGINE INOP)
100 80 60 40 20
Ground
Distance
(NM)
20 40 60 80 100
291 267 246 229 213 200 188 178 168 160 152
591 539 496 459 428 400 376 354 335 318 302
890 812 746 690 642 600 563 531 502 476 452
1190 1085 996 921 856 800 751 707 668 634 602
1490 1357 1246 1152 1070 1000 938 884 835 792 752
1790 1630 1496 1382 1285 1200 1126 1060 1002 950 902
2090 1903 1746 1613 1499 1400 1313 1237 1169 1107 1052
2390 2175 1996 1844 1713 1600 1501 1413 1335 1265 1203
2690 2448 2246 2075 1928 1800 1688 1590 1502 1423 1353

Customer Name:
5.3.7.2 Critical Fuel (1000 LB)
Table 5.3-18 Critical Fuel (1000 LB) - LRC Fuel Reserves (Engine Inop)
Weight at Critical Point (1000 LB)
Air Distance
(NM)
100 110 120 130 140 150 160 170 180 190
200 3.7 3.9 4.1 4.2 4.4 4.5 4.7 4.8 5 5.2
300 5.3 5.5 5.7 5.9 6.1 6.4 6.6 6.8 7 7.2
400 6.8 7.1 7.3 7.6 7.9 8.2 8.5 8.8 9 9.3
500 8.3 8.6 9 9.3 9.7 10 10.4 10.7 11.1 11.4
600 9.8 10.2 10.6 11 11.5 11.9 12.3 12.7 13.1 13.5
700 11.3 11.8 12.3 12.7 13.2 13.6 14.1 14.6 15 15.5
800 12.9 13.3 13.9 14.4 14.9 15.4 15.9 16.5 17 17.5
900 14.4 14.9 15.4 16 16.6 17.2 17.8 18.4 18.9 19.5
1000 15.9 16.4 17 17.7 18.3 19 19.6 20.3 20.9 21.6
1100 17.4 17.9 18.6 19.3 20 20.7 21.4 22.1 22.8 23.5
1200 19 19.4 20.2 21 21.7 22.5 23.2 24 24.7 25.5
1300 20.5 20.9 21.8 22.6 23.4 24.2 25 25.8 26.6 27.5
1400 22 22.5 23.3 24.2 25 25.9 26.8 27.7 28.5 29.4
1500 23.5 24 24.8 25.7 26.7 27.6 28.6 29.5 30.4 31.4
1600 25 25.5 26.3 27.3 28.3 29.3 30.3 31.3 32.3 33.3
1700 26.6 27 27.9 28.9 30 31 32.1 33.1 34.2 35.2
1800 28.1 28.5 29.4 30.5 31.6 32.7 33.8 34.9 36 37.1
Based on: Emergency descent to 10000 ft. Level Cruise at 10000 ft. 250 KIAS descent
to 1500 ft. 15 minute hold at 1500 ft. One missed approach; approach and land. 5%
allowance for wind errors.
Increase fuel required 0.5% for each 10C hotter than ISA conditions.
If icing conditions exist, increase fuel by 15% to account for engine and wing anti-ice on
(7%) and ice accumulation on unheated surfaces (8%).
Allowance for performance deterioration not included.
Compare the fuel required from this chart with critical fuel reserves for all engines
operative and use the higher of the two.

Customer Name:
5.4 Landing
5.4.1 Landing Field Limit Weight - Flaps DN
Based on anti-skid operative and manual speedbrakes.
5.4.1.1 Wind Corrected Field Length (FT) - Dry Runway
Table 5.4-1 Wind Corrected Field Length (Landing) - Dry Runway
Wind Component (KTS) Field Length
Available
(FT) -15 -10 -5 0 10 20 30 40
3000 3430 3650 3880
3400 3620 3850 4090 4320
3800 3440 3800 4030 4270 4520 4770
4200 3490 3830 4200 4440 4690 4950 5210
4600 3520 3860 4220 4600 4850 5110 5380 5660
5000 3870 4230 4610 5000 5260 5530 5810 6100
5400 4220 4600 4990 5400 5670 5950 6240 6540
5800 4560 4970 5380 5800 6080 6370 6680 6990
6200 4910 5340 5770 6200 6490 6790 7110 7430
6600 5260 5710 6160 6600 6900 7210 7540 7880
7000 5610 6090 6550 7000 7310 7630 7970 8320
7400 5950 6460 6940 7400 7720 8060 8400 8770
7800 6300 6830 7330 7800 8130 8480 8840 9210
8200 6650 7200 7720 8200 8540 8900 9270 9650
8600 6860 7410 7990 8600 8950 9320 9700
9000 7070 7620 8260 9000 9360 9740
9400 7280 7830 8540 9400 9770
9800 7490 8040 8810
10200 7710 8260 9090
10600 7920 8470 9360

Customer Name:
5.4.1.2 Field Limit Weight (1000 LB)
Table 5.4-2 Field Limit Weight (Landing, Dry Runway)
Airport Pressure Altitude (FT) Wind Corr'd
Field Length
(FT) 0 2000 4000 6000 8000 10000
3800 93.3 87.8
4200 107.1 100.8 94.7 88.9
4600 121 114 107.1 100.6 94.3 88.3
5000 132.2 125.9 119.8 112.5 105.5 98.8
5400 143.5 136.5 130 123.7 116.8 109.4
5800 159.6 151.9 140 133.2 126.6 120.2
6200 171.1 162.9 154.9 142.7 135.6 128.8
6600 182.7 173.8 165.2 157.1 146.7 137.3
7000 191.9 184.8 175.6 166.9 158.5 150.4
7400 193 186 176.7 167.8 159.2
7800 193.3 186.5 177.1 168
8200 193.3 186.3 176.7
8600 190.7 183.1
9000 194.3 187.2
9400 191.3

Customer Name:
5.4.1.3 Wind Corrected Field Length (FT) - Wet Runway
Table 5.4-3 Wind Corrected Field Length (Landing) - Wet Runway
Wind Component (KTS) Field Length
Available
(FT) -15 -10 -5 0 10 20 30 40
3000 3960
3400 3900 4150 4400
3800 4060 4320 4580 4850
4200 4200 4460 4740 5010 5290
4600 4180 4600 4870 5160 5440 5740
5000 4170 4570 5000 5280 5580 5880 6180
5400 4150 4540 4960 5400 5690 6000 6310 6630
5800 4490 4910 5340 5800 6100 6420 6740 7070
6200 4840 5280 5730 6200 6510 6840 7170 7510
6600 5190 5650 6120 6600 6920 7260 7600 7960
7000 5540 6020 6510 7000 7330 7680 8030 8400
7400 5880 6400 6900 7400 7740 8100 8470 8850
7800 6230 6770 7290 7800 8150 8520 8900 9290
8200 6580 7140 7680 8200 8560 8940 9330 9740
8600 6930 7510 8070 8600 8970 9360 9760 10180
9000 7270 7880 8460 9000 9380 9780 10190 10630
9400 7620 8250 8840 9400 9790 10200 10620 11070
9800 7840 8480 9130 9800 10200 10620 11060
10200 8050 8690 9400 10200 10610 11040
10600 8270 8900 9680 10600 11020

Customer Name:
5.4.1.4 Field Limit Weight (1000 LB) - Wet Runway
Table 5.4-4 Field Limit Weight (Landing, Wet Runway)
Airport Pressure Altitude (FT) Wind Corr'd
Field Length
(FT) 0 2000 4000 6000 8000 10000
4200 88.3
4600 100.2 94.3 88.6
5000 112.3 105.6 99.3 93.2 87.4
5400 123.7 117.2 110.1 103.5 97 90.8
5800 133.4 127.1 120.9 113.8 106.7 100
6200 143.2 136.3 129.7 123.5 116.6 109.2
6600 157.8 148.5 138.5 131.7 125.2 118.6
7000 167.9 159.8 151.8 140 133 126.4
7400 177.9 169.3 161 153 140.9 133.8
7800 187.5 178.8 170 161.6 153.5 141.1
8200 194.6 187.8 179 170.1 161.5 153.3
8600 194.5 187.5 178.6 169.6 160.9
9000 193.8 186.9 177.7 168.5
9400 192.9 185.7 176.1
9800 189.9 182.3
10200 193.1 185.9
10600 189.4
11000 192.9

Customer Name:
5.4.2 Landing Climb Limit Weight
Valid for approach with Flaps 3 and landing with Flaps DN. Based on anti-ice
off.
Table 5.4-5 Landing Climb Limit Weight
Landing Climb Limit Weight (1000 LB)
Airport Pressure Altitude (FT)
Airport OAT
(C)
-2000 0 2000 4000 6000 8000 10000
54 150.1 140.6
52 152.8 144.3
50 155.5 148.6 136.4
48 158.4 151.4 140
46 161.4 154.2 143.5 132.1
44 164.3 156.8 146.5 135.3
42 167 159.5 149.2 138.6 127.1
40 169.8 162.3 151.8 141 130
38 172.6 165.1 154.5 143.5 132.9 121
36 175.4 168 157.1 146.6 135.3 123.1
34 178 170.9 160.1 149.5 137.7 125.2 115
32 178.2 174 162.8 151.9 139.8 127.6 117.4
30 178.4 176.9 165.2 153.7 141.9 129.8 119.6
28 178.6 177.1 167.2 155.5 143.9 131.8 121.5
26 178.8 177.3 169.3 157 145.3 133.8 123.4
24 178.9 177.4 169.4 158.3 146.6 135.5 124.8
22 179.1 177.6 169.5 159.4 147.8 136.5 125.9
With engine anti-ice on, decrease weight by 500 lb.
With engine and wing anti-ice on, decrease weight by 1600 lb.
When operating in icing conditions during any part of the flight with forecast landing
temperature below 10C, decrease weight by 10900 lb.
Customer Name:
5.4.3 ENGINE INOP Advisory Information
5.4.3.1 Go-Around Climb Gradient - Flaps 3
Based on anti-ice off.
Table 5.4-6 Go-Around Climb Gradient
Reference Go-Around Gradient (%)
Pressure Altitude (FT) OAT (C)
0 2000 4000 6000 8000 10000
54 2.88
50 3.57 2.48
46 4.08 3.14 2.08
42 4.6 3.62 2.68 1.61
38 5.13 4.11 3.14 2.14 1.03
34 5.66 4.63 3.61 2.58 1.42 0.49
30 6.22 5.1 4.01 2.97 1.84 0.91
26 6.26 5.46 4.31 3.25 2.2 1.25
22 6.28 5.48 4.53 3.44 2.45 1.48
18 6.31 5.5 4.54 3.62 2.61 1.65
14 6.33 5.52 4.56 3.63 2.75 1.79
10 6.35 5.53 4.57 3.64 2.76 1.93
54 2.88
50 3.57 2.48
46 4.08 3.14 2.08

Customer Name:
5.4.3.2 Gradient Adjustment for Weight (%)
Table 5.4-7 Gradient Adjustment for Weight (%)
Reference Go-Around Gradient (%)
Weight
(1000 LB)
0 1 2 3 4 5 6 7
180 -2.85 -3.06 -3.37 -3.69 -3.99 -4.29 -4.57 -4.93
170 -2.42 -2.59 -2.86 -3.13 -3.38 -3.64 -3.88 -4.18
160 -1.92 -2.07 -2.29 -2.5 -2.7 -2.91 -3.1 -3.32
150 -1.35 -1.48 -1.64 -1.79 -1.93 -2.07 -2.21 -2.38
140 -0.73 -0.8 -0.88 -0.96 -1.04 -1.12 -1.19 -1.29
130 0 0 0 0 0 0 0 0
120 0.86 0.93 1.02 1.12 1.21 1.3 1.4 1.51
110 1.89 2.04 2.24 2.44 2.64 2.85 3.06 3.33

5.4.3.3 Gradient Adjustment for Speed (%)
Table 5.4-8 Gradient Adjustment for Speed (%)
Weight Adjusted Go-Around Gradient (%)
Speed
(KIAS)
0 1 2 3 4 5 6 7
V
REF
40 -0.24 -0.24 -0.24 -0.25 -0.25 -0.25 -0.25 -0.25
V
REF
40+5 0 0 0 0 0 0 0 0
V
REF
40+10 0.14 0.14 0.13 0.12 0.11 0.1 0.09 0.08
V
REF
40+20 0.27 0.24 0.2 0.16 0.12 0.08 0.05 0.03
V
REF
40+30 0.14 0.07 -0.01 -0.08 -0.15 -0.21 -0.26 -0.28
With engine anti-ice on, decrease gradient by 0.1%.
With engine and wing anti-ice on, decrease gradient by 0.4%.
When operating in icing conditions during any part of the flight with forecast landing
temperatures below 10C, decrease gradient by 0.9%.
Customer Name:
5.4.4 Quick Turnaround Limit Weight - Flaps DN
Table 5.4-9 Quick Turnaround Limit Weight
Limit Weight (1000 LB)
Airport Pressure Altitude (FT) OAT (C)
0 2000 4000 6000 8000 10000
54 176.6
50 177.7 171.2
45 179.2 172.6 166.1
40 180.7 174.1 167.5 161.1
35 182.3 175.6 168.9 162.5 156.2
30 183.8 177.1 170.4 163.9 157.5 151.3
25 185.4 178.6 171.8 165.3 158.9 152.6
20 187.1 180.2 173.3 166.8 160.3 154
15 188.9 181.8 174.9 168.3 161.7 155.4
10 190 183.4 176.5 169.8 163.2 156.8
5 190 185.1 178.2 171.4 164.7 158.2
0 190 186.9 179.8 173 166.3 159.8
-5 190 188.8 181.6 174.7 167.9 161.3
-10 190 190 183.3 176.4 169.6 162.9
-15 190 190 185.2 178.2 171.3 164.5
-20 190 190 187.1 180 173 166.2
-30 190 190 190 183.8 176.7 169.7
-40 190 190 190 187.9 180.6 173.5
-50 190 190 190 190 184.7 177.4
-54 190 190 190 190 186.4 179.1
Increase weight by 1400 lb per 1% uphill slope. Decrease weight by 2400 lb per 1%
downhill slope. Increase weight by 3500 lb per 10 kt headwind. Decrease weight by
17100 lb per 10 kt tailwind.
After landing at weights exceeding those shown above, adjusted for slope and wind,
wait at least 62 minutes and check that wheel thermal plugs have not melted before
executing a subsequent takeoff.
As an alternate procedure, ensure that each brake pressure plate surface temperature,
without artificial cooling, is less than 218C as follows: No sooner than 10 and no later
than 15 minutes after parking, measure each brake pressure plate surface temperature
at a minimum of two points per brake by an accurate method. If each measured
temperature is less than 218C, immediate dispatch is allowed; otherwise, the minimum
ground wait period of 62 minutes applies.
Customer Name:

End of Chapter 5.
Customer Name:


Customer Name:

MANUAL,
PART-II
for
XJ Large Jet

FCOM-PART-II-XJ Large Jet (Subset XJ-LJ_0001)
Document Source File Prefix: FCOM_PART-II_XJ-LJ_0001
FCOM-PART-II-XJ Large Jet
Notices

Systems Inc.

Applicability

follows:

FLIGHT CREW OPERATIONS MANUAL - PART-II
Front Matter
FCOM-PART-II-XJ Large Jet Page i


Release 001 March 11, 2009
Release 002 August 11, 2009

Page Number or
Page Number Range
Revision
Level

Page Number or
Page Number Range
Revision
Level

Front cover 002
All other pages 002

Front Matter
Page ii FCOM-PART-II-XJ Large Jet

Table of Contents

Table of Contents.......................................................................................................................................... ii
Conventions Used In This Manual ............................................................................................................... iv
A Note on the Use of Pronouns ................................................................................................................... iv
Disclaimer iv
Chapter 1 Airplane General .................................................................................................................... 1-i
1.1 Dimensions ..............................................................................................................................1-1
1.2 Instrument Panels ....................................................................................................................1-3
1.3 Controls and Indicators ..........................................................................................................1-13
1.4 Systems Description ..............................................................................................................1-22
Chapter 2 Air Systems............................................................................................................................ 2-i
2.1 Controls and Indicators ............................................................................................................2-1
2.2 Bleed Air System Description ..................................................................................................2-3
2.3 Pressurization System Description ..........................................................................................2-5
Chapter 3 Ice and Rain Protection ......................................................................................................... 3-i
3.2 System Description ..................................................................................................................3-3
Chapter 4 Automatic Flight ..................................................................................................................... 4-i
4.2 System Description ................................................................................................................4-11
Chapter 5 Communications .................................................................................................................... 5-i
Chapter 6 Electrical ................................................................................................................................ 6-i
Chapter 7 Engines and APU................................................................................................................... 7-i
7.1 Displays....................................................................................................................................7-1
7.2 General Controls and Indicators ............................................................................................7-11
7.3 Engine System Description....................................................................................................7-14
7.4 APU System Description........................................................................................................7-18
Chapter 8 Fire Protection........................................................................................................................ 8-i
Chapter 9 Flight Controls........................................................................................................................ 9-i
Chapter 10 Flight Instruments and Displays........................................................................................... 10-i
Table of Contents...................................................................................................................................... 10-i
10.1 EFIS - Controls and Indicators...............................................................................................10-1
Front Matter
FCOM-PART-II-XJ Large Jet Page iii
10.2 Primary Flight Display (PFD) Indications ............................................................................10-4
10.3 Navigation Displays (ND) - Indications ................................................................................10-19
10.4 EFIS Control Panel ..............................................................................................................10-24
10.5 Standby Flight Instruments ..................................................................................................10-28
10.6 EFIS System Description .....................................................................................................10-37
10.7 Primary Flight Display (PFD)................................................................................................10-39
10.8 Navigation Displays (ND) .....................................................................................................10-42
10.9 ND Symbology .....................................................................................................................10-44
10.10 TCAS Symbology.................................................................................................................10-45
Chapter 11 Flight Management System................................................................................................. 11-i
11.2 System Description ..............................................................................................................11-19
11.3 Flight Management System Description ..............................................................................11-21
11.4 Flight Management Computer .............................................................................................11-34
11.5 FMS Preflight........................................................................................................................11-35
11.6 FMS Takeoff and Climb .......................................................................................................11-59
11.7 FMS Cruise ..........................................................................................................................11-64
Chapter 12 Fuel ...................................................................................................................................... 12-i
Chapter 13 Hydraulics ............................................................................................................................ 13-i
Chapter 14 Landing Gear, Brakes.......................................................................................................... 14-i
Chapter 15 Warning Systems................................................................................................................. 15-i

Front Matter
Page iv FCOM-PART-II-XJ Large Jet


parentheses. Imperial units may be used where this is the accepted norm in the aircraft
industry (altitudes, air pressures and flow rates, for example).



Disclaimer

training.

End of Front Matter

Front Matter
FCOM-PART-II-XJ Large Jet Page v


FCOM-PART-II-XJ Large Jet Page 1-i
Table of Contents

1.1 Dimensions ..............................................................................................................................1-1
1.1.1 Principal Dimensions............................................................................................................1-1
1.1.2 Turning radius ......................................................................................................................1-2
1.2 Instrument Panels ....................................................................................................................1-3
1.2.1 Panel Arrangement ..............................................................................................................1-3
1.2.2 Left Forward Panel ...............................................................................................................1-4
1.2.3 Right Forward Panel.............................................................................................................1-5
1.2.4 Glareshield Panel .................................................................................................................1-6
1.2.5 Center Forward Panel ..........................................................................................................1-7
1.2.6 Forward Stand Panel............................................................................................................1-8
1.2.7 Overhead Panel ...................................................................................................................1-9
1.2.8 Control Stand .....................................................................................................................1-10
1.2.9 Aft Stand Panel...................................................................................................................1-11
1.2.10 Auxiliary Panels..................................................................................................................1-12
1.3.1 Map and Display Unit (DU) Lighting Controls ....................................................................1-13
1.3.2 Main, Flood Instrument and Pedestal Lighting Controls ....................................................1-14
1.3.3 Master Lights Test..............................................................................................................1-15
1.3.4 Exterior Lighting .................................................................................................................1-16
1.3.4.1 Landing and Taxi Lights..............................................................................................1-16
1.3.4.2 Miscellaneous Exterior Lights .....................................................................................1-17
1.3.5 Passenger Signs ................................................................................................................1-18
1.3.5.1 Seat Belt Lights ...........................................................................................................1-18
1.3.6 Exterior Door Annunciator Light .........................................................................................1-19
1.3.7 Oxygen ...............................................................................................................................1-20
1.3.7.1 Oxygen Panel..............................................................................................................1-20
1.3.7.2 Oxygen Mask ..............................................................................................................1-21
1.4 Systems Description ..............................................................................................................1-22
1.4.1 Introduction.........................................................................................................................1-22
1.4.2 Lighting Systems ................................................................................................................1-22
1.4.2.1 Exterior lighting ...........................................................................................................1-22
1.4.2.1.1 Fixed Landing Lights .............................................................................................1-22
1.4.2.1.2 Taxi Lights .............................................................................................................1-23
1.4.2.1.3 Navigation Lights...................................................................................................1-23
1.4.2.1.4 Strobe Lights .........................................................................................................1-23
1.4.2.1.5 Anti-collision Beacon.............................................................................................1-23
1.4.2.1.6 Wing Lights............................................................................................................1-23
1.4.2.1.7 Exterior Lighting Locations....................................................................................1-24
1.4.2.2 Flight Deck Lighting.....................................................................................................1-24
1.4.3 Oxygen System..................................................................................................................1-24
1.4.3.1 Oxygen System Schematic.........................................................................................1-25
1.4.3.2 Flight Crew Oxygen System .......................................................................................1-25
1.4.3.3 Flight Crew Oxygen Mask Usage ...............................................................................1-26
1.4.4 Fire Extinguishers...............................................................................................................1-27
1.4.5 Pilot Seat Adjustment .........................................................................................................1-27
Page 1-ii FCOM-PART-II-XJ Large Jet


FCOM-PART-II-XJ Large Jet Page 1-1
1.1 Dimensions
1.1.1 Principal Dimensions

Figure 1.1-1 Principal Dimensions
Page 1-2 FCOM-PART-II-XJ Large Jet
1.1.2 Turning radius

Figure 1.1-2 Turning Radius
1.2 Instrument Panels
1.2.1 Panel Arrangement

Figure 1.2-1 Panel Arrangement
The panels, controls, and indicators shown in this chapter are representative of installed
units and may not exactly match the latest configuration. Refer to the appropriate
chapter system descriptions for current information.
1.2.2 Left Forward Panel

Figure 1.2-2 Left Forward Panel
1.2.3 Right Forward Panel

Figure 1.2-3 Right Forward Panel
1.2.4 Glareshield Panel

Figure 1.2-4 Glareshield Panel
1.2.5 Center Forward Panel

Figure 1.2-5 Center Forward Panel
1.2.6 Forward Stand Panel

Figure 1.2-6 Forward Stand Panel
1.2.7 Overhead Panel

Figure 1.2-7 Overhead Panel
1.2.8 Control Stand

Figure 1.2-8 Control Stand
1.2.9 Aft Stand Panel

Figure 1.2-9 Aft Stand Panel
1.2.10 Auxiliary Panels

Figure 1.2-10 Auxiliary Panels
- Map Lights - Nose Wheel Steering
- Chart Lights - Oxygen Mask Panel
- Standby Magnetic Compass - Storage Compartment
- Speakers - (Optional) Nose Wheel Steering
1.3 Controls and Indicators
1.3.1 Map and Display Unit (DU) Lighting Controls

Figure 1.3-1 Map and DU Lighting Controls
1 Rotate adjust map light intensity
2 Rotate adjust corresponding DU brightness
1.3.2 Main, Flood Instrument and Pedestal Lighting Controls

Figure 1.3-2 Main, Flood Instrument and Pedestal Lighting Controls
1 Rotate adjust instrument lighting intensity
2 Rotate adjust pedestal lighting intensity
3 Rotate control incandescent lighting brightness for Captain and First Officer
instruments and front panels, pedestal instruments and overhead panel.
1.3.3 Master Lights Test

Figure 1.3-3 Master Lights Test
1 PUSH -
WHITE energizes light test mode and illuminates overhead panel, front panels
and pedestal lights.
GREY de-energizes light test mode..
1.3.4 Exterior Lighting
1.3.4.1 Landing and Taxi Lights

Figure 1.3-4 Landing and Taxi Lights
1 PUSH -
WHITE landing lights are illuminated.
GREY landing lights are extinguished.
2 PUSH -
WHITE nose wheel taxi light is illuminated.
GREY nose wheel taxi light is extinguished.

1.3.4.2 Miscellaneous Exterior Lights

Figure 1.3-5 Miscellaneous Exterior Lights
1 PUSH -
WHITE red rotating beacon lights illuminated.
GREY red rotating beacon lights extinguished Press to turn strobe lights ON.
Press again to turn them OFF. Button turns white when strobe lights are ON.
2 PUSH -
WHITE wing tip and tail strobe lights illuminated.
GREY wing tip and tail strobe lights extinguished Press to turn navigation
position lights ON. Press again to turn them OFF. Button turns white when
navigation position lights are ON.
3 PUSH -
WHITE red, green and white position lights illuminated.
GREY red, green and white position lights extinguished Press to turn wing
lights ON. Press again to turn them OFF. Button turns white when wing lights are
ON.
4 PUSH -
WHITE wing lights illuminated.
GREY wing lights extinguished.
1.3.5 Passenger Signs
1.3.5.1 Seat Belt Lights

Figure 1.3-6 Seat Belt Lights
1 PUSH -
WHITE the FASTEN SEAT BELTS signs are illuminated.
GREY the FASTEN SEAT BELTS signs are extinguished
1.3.6 Exterior Door Annunciator Light

Figure 1.3-7 Exterior Door Annunciator Light
1 Illuminated (amber)
indicates an exterior door is not closed and locked
1.3.7 Oxygen
1.3.7.1 Oxygen Panel

Figure 1.3-8 Oxygen Panel
1.3.7.2 Oxygen Mask

Figure 1.3-9 Oxygen Mask
1 NORMAL / 100% Switch
N (normal) - supplies air/oxygen mixture on demand (ratio depends on
cabin altitude)
100% - supplies 100% oxygen on demand.
2 Oxygen mask EMERGENCY / test selector (rotary)
Rotate - supplies 100% oxygen under positive pressure at all cabin
altitudes
PRESS TO TEST - tests positive pressure supply to regulator.
3 Smoke vent valve selector
Up - vent valve closed
Down - vent valve open, allowing oxygen flow to smoke goggles.
1.4 Systems Description
1.4.1 Introduction
This section describes miscellaneous aircraft systems, including:
Lighting systems
Oxygen systems
Fire extinguishers
Pilot seat adjustment
1.4.2 Lighting Systems
Lighting systems described in this section include:
Exterior lighting
Flight deck lighting
1.4.2.1 Exterior lighting
Exterior lighting consists of the following:
Landing lights
Taxi lights
Navigation lights
Strobe lights
Anti-collision beacon
Wing lights
1.4.2.1.1 Fixed Landing Lights
Two fixed landing lights are in the left and right wing leading edges. The
lights illuminate forward and down in a fixed position.
1.4.2.1.2 Taxi Lights
The taxi light is mounted on the nose wheel strut and points in the same
direction as the nose wheel.
1.4.2.1.3 Navigation Lights
The navigation lights are the standard red (left forward wingtip), green (right
forward wingtip), and white (aft wingtip of both wings) position lights.
1.4.2.1.4 Strobe Lights
Three high intensity white strobe lights are installed. They are located on
the left and right forward wingtips and on the tail cone.
1.4.2.1.5 Anti-collision Beacon
Two red anti-collision beacons are installed and are located on the top and
bottom of the fuselage.
1.4.2.1.6 Wing Lights
Wing illumination lights are located on the left and right of the fuselage just
aft of the flight deck and illuminate wings.
1.4.2.1.7 Exterior Lighting Locations

Figure 1.4-1 Exterior Lighting Locations
1.4.2.2 Flight Deck Lighting
Flight deck lighting is provided for panel illumination, area lighting and
localized illumination. The glareshield supplies background lighting for the
main instrument panels. Each instrument and instrument panel has its own
integral light source.
Map lights are available at the pilot stations, each with individual controls.
1.4.3 Oxygen System
An oxygen system is provided for the flight crew.
1.4.3.1 Oxygen System Schematic

Figure 1.4-2 Oxygen System Schematic
1.4.3.2 Flight Crew Oxygen System
The flight crew oxygen system uses quick-donning, diluter-demand
masks/regulators located at each crew station. Oxygen is supplied by a
single cylinder.
Oxygen flow is controlled by a regulator mounted on the oxygen mask.
1.4.3.3 Flight Crew Oxygen Mask Usage
Donning instructions

Figure 1.4-3 Oxygen Mask Donning
To don the mask, grasp the regulator with the thumb and forefinger and
remove from stowage in the side panel compartment. Squeezing the inflation
levers and removing from the box:
Inflates the mask harness
Momentarily displays a coloured oxygen flow indicator
Place the mask over the head and release the levers. The harness contracts
to fit the mask to head and face.
The observers oxygen mask, regulator and harness unit is the same as the
pilots.
1.4.4 Fire Extinguishers
Fire extinguishers are located in the flight deck.
1.4.5 Pilot Seat Adjustment
Adjust the seat position with the appropriate controls to obtain the optimum
eye reference position. Use the handhold above the forward window to assist.
The following sight references are used:

Figure 1.4-4 Pilot Seat Adjustment
Sight along the upper surface of the glareshield with a small amount of the
airplane nose structure visible (A).
Sight over the control column (in the neutral position) until the bottom edge of
the outboard display unit is visible (B).

End of Chapter 1.


Table of Contents

2.1.1 Bleed Air Control and Indicators ..........................................................................................2-1
2.1.2 Pressurisation.......................................................................................................................2-2
2.2 Bleed Air System Description ..................................................................................................2-3
2.2.1 Engine and APU Bleed Air valves........................................................................................2-3
2.2.2 Bleed Air System Schematic................................................................................................2-4
2.3 Pressurization System Description ..........................................................................................2-5
2.3.1 Pressure Relief Valves.........................................................................................................2-5
2.3.2 Cabin Pressure Controller....................................................................................................2-5
2.3.3 Cabin Pressure Control System Schematic.........................................................................2-6


2.1.1 Bleed Air Control and Indicators

Figure 2.1-1 Bleed Air Controls and Indicators
1 L ENG BLEED and R ENG BLEED switches
PUSH -
GREEN opens engine bleed air valves when engines are running.
GREY closes engine bleed air valves.

2 APU BLEED switch
PUSH -
GREEN opens APU bleed air valves when APU is running.
GREY closes APU bleed air valves.
3 L ENG BLEED and R ENG BLEED Annunciator Lights
Illuminated (amber) indicates respective Left or Right engine bleed valves are
closed or no bleed air is provided by the engines (engines off).
2.1.2 Pressurisation

Figure 2.1-2 Pressurisation
1 Cabin Altimeter/Differential Pressure
Inner scale indicates cabin altitude in feet
Outer scale indicates differential pressure between cabin and ambient in psi.
2 CABIN Rate of CLIMB Indicator
Indicates the cabin rate of climb or descent in feet per minute.
3 Flight Altitude Selector (ALT SELECT)
Use UP or DOWN arrow to set planned cruise altitude in feet (in 50 ft increments)
4 Flight Altitude (FLT ALT) Indicator
Indicates selected cruise altitude. Set before takeoff.
5 Altitude (ALT) HORN CUTOUT Switch
Push cuts out cabin altitude warning horn (horn sounds when cabin altitude
reaches 10 000 feet altitude).
6 CABIN Altitude (ALT) 10 000 ft Annunciator
Illuminated (red) Indicates the cabin altitude has reached 10 000 feet.
2.2 Bleed Air System Description
Air for the bleed air system can be supplied by the engines or the APU. APU
bleed air must be supplied to the bleed air duct prior to engine start. After engine
start, air for the bleed air system is normally supplied by the engines. Either
engine or APU bleed air is sufficient to operate all pneumatics systems.
The following systems rely on the bleed air system for operation:
Pressurization
Wing and engine thermal anti-icing
Engine starting
2.2.1 Engine and APU Bleed Air valves
The engine and APU bleed valve operates as a pressure regulator and shutoff
valve. With the engine or APU bleed switch in the open (Green) position, the
valve is electrically activated and pressure operated. The valve has to be
commanded close for it to lock in the shutoff position.
2.2.2 Bleed Air System Schematic

Figure 2.2-1 Bleed Air System Schematic

2.3 Pressurization System Description
Cabin pressurization is controlled during all phases of operation by the cabin
pressure control system.
The system uses bleed air supplied by any bleed air source. Pressurization is
controlled by modulating the outflow valve.
2.3.1 Pressure Relief Valves
Two pressure relief valves provide safety pressure relief by limiting the
differential pressure to a maximum of 9.1 psi. A negative relief valve prevents
external atmospheric pressure from exceeding internal cabin pressure
2.3.2 Cabin Pressure Controller
Cabin altitude is normally ratecontrolled by the cabin pressure controller up to
a cabin altitude of 8,000 feet at the airplane maximum certified ceiling of
41,000 feet.
The air data unit provides ambient static pressure, baro corrected altitude, non
corrected altitude and calibrated airspeed the automatic controller. The ADU
receive barometric corrections from the Captains and First Officers reference
systems.
2.3.3 Cabin Pressure Control System Schematic

Figure 2.3-1 Cabin Pressure System Schematic

End of Chapter 2.


Table of Contents

3.2.1 Introduction...........................................................................................................................3-3
3.2.2 Anti-Ice Components Diagram.............................................................................................3-3
3.2.3 Engine anti-ice system.........................................................................................................3-4
3.2.4 Wing anti-ice system............................................................................................................3-4
3.2.5 Pitot and Static Anti-Ice System...........................................................................................3-4
3.2.6 Anti-Ice System Schematic ..................................................................................................3-5



Figure 3.1-1 Anti-Ice Controls and Indicators

1 Left and Right Engine Anti-Ice switches
PUSH -
GREEN respective engine anti-ice valve is opens.
GREY respective engine anti-ice valve is closed.
2 Wing Anti-Ice switch
PUSH -
GREEN wing anti-ice valve is opens.
GREY wing anti-ice valve is closed.
3 PITOT and STATIC heater switch
PUSH -
GREEN power is supplied to the pitot and static system.
GREY power off.
4 Left and Right Engine Anti-Ice Annunciator
Illuminated (amber) indicates the associated engine anti-ice valve is not in
the commanded position.
5 WING ANTI-ICE Annunciator
Illuminated (amber) indicates the wing anti-ice valve is not in the
commanded position.
6 PITOT STATIC HEATER Annunciator.
Illuminated (amber) indicates the pitot static heater is inoperative.
7 Thermal Anti-Icing Messages .
Displayed (green) engine anti-ice valve(s) open.
3.2 System Description
3.2.1 Introduction
Thermal anti-icing (TAI) and electrical anti-icing are the systems provided for
ice protection on this aircraft.
The anti-ice system includes:
- Probe and Sensor heat
- Engine Anti-Ice System
- Wing Anti-Ice System.
3.2.2 Anti-Ice Components Diagram

Figure 3.2-1 Anti-Ice Components Diagram
3.2.3 Engine anti-ice system
Engine bleed air thermal anti-icing prevents the formation of ice on the engine
cowl lip. Engine anti-ice operation is controlled by individual ENG ANTI-ICE
switches. The engine anti-ice system may be operated on the ground or in
flight.
3.2.4 Wing anti-ice system
The wing anti-ice system provides bleed air thermal protection for the wings
leading edges. Wing anti-ice operation is controlled by a single WING ANTI-
ICE switch.
3.2.5 Pitot and Static Anti-Ice System
Pitot probes, the total air temperature probe, the static ports and the alpha
vanes are electrically heated. The Pitot-Static heater should be used for all
operations, on ground and in flight.
3.2.6 Anti-Ice System Schematic

Figure 3.2-2 Anti-Ice System Schematic

End of Chapter 3.


Table of Contents

4.1.1 Mode Control Panel (MCP) ..................................................................................................4-1
4.1.1.1 TO/GA switches ............................................................................................................4-1
4.1.1.2 Vertical Navigation modes ............................................................................................4-2
4.1.1.3 Lateral Navigation modes .............................................................................................4-4
4.1.2 Autopilot / Flight Director ......................................................................................................4-6
4.1.3 A/P Disconnect Switch .........................................................................................................4-9
4.1.4 Flight Mode Annunciations (FMAs) ....................................................................................4-10
4.2.1 General...............................................................................................................................4-11
4.2.2 Autopilot System ................................................................................................................4-12
4.2.3 Flight Director .....................................................................................................................4-12
4.2.4 Mode Control Panel (MCP) ................................................................................................4-13
4.2.5 Autopilot Engagement Criteria ...........................................................................................4-13
4.2.5.1 Autopilot Disengagement ............................................................................................4-13
4.2.6 Lateral Modes of Operation................................................................................................4-14
4.2.6.1 Roll Mode (Basic Mode)..............................................................................................4-14
4.2.6.2 Lateral Takeoff Mode ..................................................................................................4-14
4.2.6.3 Heading Mode.............................................................................................................4-15
4.2.6.4 Navigation Mode .........................................................................................................4-15
4.2.6.5 Approach Mode...........................................................................................................4-15
4.2.6.6 Back Course Mode......................................................................................................4-16
4.2.6.7 Half Bank Mode...........................................................................................................4-17
4.2.6.8 Lateral Go-Around Mode ............................................................................................4-17
4.2.7 Vertical Modes of Operation...............................................................................................4-17
4.2.7.1 Pitch Mode (Basic Mode) ............................................................................................4-17
4.2.7.2 Takeoff Mode (Vertical)...............................................................................................4-17
4.2.7.3 Altitude Pre-select Mode.............................................................................................4-18
4.2.7.4 Altitude Hold Mode......................................................................................................4-18
4.2.7.5 Speed Mode................................................................................................................4-19
4.2.7.6 Vertical Speed Mode...................................................................................................4-19
4.2.7.7 Glideslope Mode .........................................................................................................4-19
4.2.7.8 Vertical Go-around Mode............................................................................................4-20
4.2.7.9 Turbulence Mode ........................................................................................................4-20
4.2.7.10 Flight Mode Annunciations..........................................................................................4-20
4.2.7.11 Lateral Modes .............................................................................................................4-21
4.2.7.12 Vertical Modes ............................................................................................................4-21
4.2.8 Autopilot Status Annunciations ..........................................................................................4-22


4.1.1 Mode Control Panel (MCP)

Figure 4.1-1 Mode Control Panel
4.1.1.1 TO/GA switches

Figure 4.1-2 TO/GA Switches
1 Take-off/Go around (TO/GA) Buttons:
Push (on ground or in flight) -
on ground selects take-off mode.
in flight selects go around mode.
HDG SEL is annunciated (green) in lateral mode section of the FMA.
TOGA is annunciated (green) in the vertical mode section of the FMA.
The take-off/go around mode is de-selected when a vertical or lateral mode is
selected.
4.1.1.2 Vertical Navigation modes

Figure 4.1-3 Vertical Navigation Modes
1 Altitude (ALT) Hold Mode
Push -
commands pitch to hold barometric altitude at which switch was pressed
lights illuminate (green) on both sides of the MCP ALT button.
ALT is annunciated (green) in the vertical mode section the FMA.
The altitude hold mode is de-selected by pushing the MCP ALT button again,
by selecting a vertical mode or vertical capture mode.
Altitude hold mode is inhibited at glideslope capture.

2 Altitude (ALT) Selector
Rotate -
selects altitude in 100 foot increments.
selected altitude is displayed (cyan) on the PFD.
3 Vertical Speed (VS) Mode
Push
commands the FD to maintain selected vertical speed.
commands actual vertical speed if pushed during climb or descent.
lights illuminate (green) on both sides of the MCP VS button.
vertical speed value is displayed (cyan) on the PFD.
V/S is annunciated (green) in the vertical mode section on the FMA.
Vertical speed mode is de-selected by pushing the MCP VS button again, by
selecting a vertical hold mode or by vertical mode capture.
Vertical speed mode is inhibited at glideslope capture.
4 Vertical Speed / Pitch (DN/UP) Wheel
Rotate -
Selects vertical speed.
selected vertical speed is annunciated (green) on the FMA.
in basic mode, adjusts the FD commanded pitch mode to maintain
selected pitch.
5 Speed (SPEED) Mode
Push
engages speed mode at the current aircraft speed.
lights illuminate (green) on both sides of the MCP SPEED button.
LVL CHG is annunciated (green) in the vertical mode section on the FMA.
Speed mode is disabled at altitude capture.
6 Speed (SPEED) Selector
Rotate
adjusts selected speed.
speed value is displayed on the PFD
speed readout can be displayed in either IAS or MACH by pushing the
MCP SPEED selector knob.
4.1.1.3 Lateral Navigation modes

Figure 4.1-4 Lateral Navigation Modes
1 Approach (APPR) mode
PUSH
arms the approach mode.
lights illuminate (green) on both sides of the MCP APPR button.
LOC and GS are annunciated (white) in lateral and vertical mode sections
on FMA.
At capture LOC and GS are annunciated (green) in lateral and vertical
mode sections on FMA.
Prior to capture the system operates in previously selected lateral mode.
Approach mode is de-selected by selecting another lateral mode or by
pushing the MCP APPR button again.
2 Heading (HDG) Mode
Push
commands roll to follow heading bug.
lights illuminate (green) on both sides of the MCP HDG button.
HDG SEL is annunciates (green) in lateral mode section of the FMA.
Heading select mode is de-selected at capture of another lateral mode or by
pushing the MCP HDG button again.
3 Navigation (NAV) Mode
PUSH
commands the flight director to provide steering information to follow the
active navigation source (VOR/LOC or FMS).
lights illuminate (green) on both sides of the MCP NAV button.
LNAV or VOR is annunciated (green) in lateral mode section of the FMA.
Navigation mode is de-selected at capture of another lateral mode or by
pushing the MCP NAV button again.
4 Back Course (B/C) Mode
PUSH -
commands to track and capture a localizer back course.
lights illuminate (green) on both sides of the MCP B/C button.
B/C is annunciated (green) in lateral mode section of the FMA.
back course capture de-selects turbulence, half bank and heading modes
Back course mode is de-selected by pushing the MCP B/C button again, by
selecting another lateral mode, or changing the navigation signal to an invalid
localizer frequency.
5 Heading (HDG) Knob
Rotate -
selects desired heading.
FD will direct a turn to maintain selected heading.
Push -
aligns heading bug to current heading.
6 Half Bank (1/2 BANK) Mode
Push
activates half bank mode.
lights illuminate (green) on both sides of the MCP 1/2 Bank button.
Half bank mode is de-selected by pushing the MCP 1/2 Bank button again.
4.1.2 Autopilot / Flight Director

Figure 4.1-5 Autopilot / Flight Director
1 Autopilot Engage (AP ENG) Button
PUSH -
engages autopilot.
with any mode selected, autopilot commands the aircraft to follow steering
information for the current mode provided by the flight director of the
coupled side.
with no modes selected, autopilot engages in basic pitch and roll modes.
lights illuminate (green) on both sides of the MCP AP ENG button.
AP or AP (coupled left or right side) is annunciated (green) on the
FMA.
2 Transfer (XFR) Button
PUSH -
selects which flight director commands the autopilot.
lights illuminate (green) on both sides of the MCP XFR button when First
Officers flight director is selected.
AP or AP (coupled left or right side) is annunciated (green) on the
FMA.
3 Autopilot Disconnect (AP DISC) Bar
Pull down -
disconnects the autopilot
exposes red background
prevent autopilot engagement
Lift up
conceals red background
enables autopilot engagement
4 Turbulence (TURB) Button
PUSH -
selects turbulence mode.
lights illuminate (green) on both sides of the MCP TURB button.
autopilot has reduce gains to prevent instantaneous responses in
turbulent conditions.
Turbulence mode is de-selected by pushing the MCP TURB button again, at
localizer capture or when autopilot is disconnected.
5 Flight Director (FD) Button
PUSH -
removes selected side flight director from view if autopilot is not engaged.
no effect if autopilot is engaged.
6 Course (CRS1 or CRS2) Knobs
Rotate -
sets the course arrow when navigating with a VOR or localizer.
CRS1 when rotated changes the Captains selected course as displayed
on the PFD. A course arrow and digital course readout on Captains PFD
indicate the course setting.
The First Officers course knob operates in an identical manner.
Push -
causes course pointer and digital readout to indicate the zero deviation
course to the tune VOR station.
4.1.3 A/P Disconnect Switch

Figure 4.1-6 Auto Pilot Disconnect Switch
1 Autopilot (A/P) Disconnect Button
First Push
disengages autopilot
A/P is annunciated (flashing red) on the FMA.
A/P disengage warning tone sounds for a minimum of two seconds.
extinguishes A/P flashing red on the FMA and silences disengage warning tone
if autopilot automatically disengages.
Second Push -
extinguishes A/P flashing red on the FMA and silences disengage warning tone
4.1.4 Flight Mode Annunciations (FMAs)

Figure 4.1-7 Flight Mode Annunciations
1 Active Lateral (roll) Modes
2 Autopilot Status Annunciation
3 Active Vertical (pitch) Modes
4 Armed Lateral (roll) Modes
5 Armed Vertical (pitch) Modes
4.2.1 General
The automatic flight control system (AFCS) is an integrated autopilot and flight
director. Dependant upon flight crew AFCS mode selection, the AFCS
automatically moves and controls the airplanes flight surfaces. The flight
director commands the flight crew to follow cues presented on the primary flight
displays (PFD). Flight mode controls consist of a mode control panel (flight
director and autopilot controls), control wheel switches, AP DIS, and PTCH
TRIM, and TakeOff/GoAround (TOGA) switches on the thrust levers.
Whether the autopilot is engaged or disengaged, the flight director system
provides commands to perform the following:
Hold a desired attitude;
Maintain a pressure altitude;
Hold a vertical speed;
Hold a Mach number or indicated airspeed;
Capture and maintain a pre-selected barometriccorrected altitude;
Capture and track a pre-selected heading;
Capture and track a pre-selected radio course (VOR,/LOC, GS);
Capture and track a localizer and glideslope to established Category 2 ;
Maintain a wingslevel, fixed pitchup attitude for goaround; and
Provide windshear escape guidance.
The PFDs indicate the following AFCS information:
Flight director modes and status
Autopilot modes and status
Yaw damper disengagement
Flight director system monitor status.
4.2.2 Autopilot System
The autopilot (AP) system automatically controls the airplane in the pitch, roll,
and yaw axes by actuating the appropriate control surfaces. The autopilot
responds to commands from the flight director and depending on which mode is
selected, does the following:
Obtains and maintains a desired magnetic heading, a desired VOR track,
ILS localizer and glideslope beam;
Obtains and maintains a desired pitch attitude;
Maintains a desired pressure altitude;
Maintains a selected speed (IAS or Mach); and
Maintains a selected vertical speed.
4.2.3 Flight Director
The flight director provides visual guidance, by means of crosshair command
bars on the ADI, to fly the airplane manually or to visually monitor autopilot
response to the guidance commands. The visual guidance commands (pitch
and roll control) are integrated with the AFCS modes, selected on the mode
control panel, for autopilot operation. AFCS operating modes can be selected to
the flight directors with the autopilot disengaged. Pitch (including speed control)
and roll guidance cues from the AFCS are displayed on the attitude director
indicator (ADI) portion of the (PFDs).
Flight directors are simultaneously selected on by either selecting a vertical
mode, selecting a lateral mode, or by engaging the autopilot. Flight director
selection activates all flight control mode annunciations and presents steering
commands for the selected mode(s). When both flight directors are selected on,
by engaging the autopilot, basic modes (pitch and roll) are automatically
selected. When both flight directors are selected on, by selecting a vertical or
lateral mode, basic modes are automatically selected for the other axis.
A red FD appears on the PFD, whenever steering information is invalid, and the
invalid commands are automatically removed from the flight director.
Transfer mode controls the routing of flight guidance commands to the autopilot
and flight directors.
When transfer mode is selected, the First Officer's flight guidance command
drives both flight directors.
When not transferred, the Captains flight guidance command drives both flight
directors.
4.2.4 Mode Control Panel (MCP)
The mode control panel allows crew control of the two independent flight
directors and the autopilot. Flight control computer responses to crew operation
of mode buttons and are indicated by lamps adjacent to each mode switch:
Using the mode control panel, the flight crew can do the following:
Remove flight director cues from the PFD (FD OFF), and revert to basic
pitch and roll displays
Set course and fly to the active navigation source
Engage, disengage and transfer control of the autopilot
Reduce autopilot gains
Set and maintain airspeed, vertical speed, and altitude
Set navigation, heading select, and approach modes.
4.2.5 Autopilot Engagement Criteria
Upon engagement, the autopilot will follow flight director commands existing prior
to engagement for capture modes.
Autopilot engagement de-selects vertical take-off and vertical go-around modes,
and selects both flight directors. Autopilot disengagement de-selects turbulence
mode.
The autopilot is engaged by pushing the AP ENG switch on the MCP.
Engagement occurs if one yaw damper is engaged, the AP DISC bar on the
MCP is lifted up, and there is no significant instability of the airplane.
The autopilot is annunciated with green lights on each side of the AP ENG button
on the MCP and a green AP annunciation in the auto pilot status column of the
FMA with an arrow showing which side is in command (left or right).
4.2.5.1 Autopilot Disengagement
The autopilot disengages when:
AP DISC bar on the MCP is pulled down, or
AP DISC button on the control wheel is pushed, or
TOGA buttons on thrust levers are pushed, or
YAW DAMPER switch on overhead panel is pushed off, or
stabilizer trim is operated, or
yaw damper fails, or
if an excessive attitude occurs. An excessive attitude is a roll beyond 45
degrees, or a pitch beyond 25 degrees nose up or 17 degrees nose down.
Disengagement of the autopilot causes autopilot disengagement warnings with a
flashing red AP annunciation on the FMA and a cavalry charge aural alert.
4.2.6 Lateral Modes of Operation
4.2.6.1 Roll Mode (Basic Mode)
Roll mode generates commands to hold the heading that exists when the mode
is selected, unless at selection, roll angle is greater than 5 degrees (commands
are then generated to hold the roll angle).
Roll mode reference is reset to the current heading, or current roll angle, at AP
engagement.
Roll mode is automatically selected, when no other lateral mode is active, and
the flight director is selected on.
Roll mode is de-selected by the selection of another lateral mode.
Roll mode is annunciated with a green ROLL annunciation in the active lateral
mode section of the FMA.
4.2.6.2 Lateral Takeoff Mode
Lateral takeoff mode generates a wings level command while on the ground.
After takeoff, it generates a heading hold command, with a 5 degree bank limit,
using the heading which existed at takeoff. Selecting a lateral takeoff mode
selects both flight directors on, disengages the autopilot and de-selects all other
lateral modes.
Lateral takeoff mode is selected by pushing one of the thrust levermounted
TOGA buttons while on the ground. Lateral takeoff mode is de-selected by the
selection of another lateral mode.
Lateral takeoff mode is annunciated with a green TO annunciation in the active
lateral mode section of the FMA.
4.2.6.3 Heading Mode
Heading mode generates commands to capture and maintain the selected digital
heading readout and heading bug on the PFD. The selected heading can be
changed by rotating the HDG knob (up to 360 degrees) on the MCP. Pushing
the button in the centre of the HDG knob will set the selected heading to the
current aircraft heading.
Heading mode is selected by pushing the HDG button on the MCP. Heading
mode is de-selected by pushing HDG button or by selecting another lateral
mode.
Heading mode is annunciated with green lights on both sides of the MCP HDG
button and a green HDG annunciation in the in the active lateral mode section of
the FMA.
4.2.6.4 Navigation Mode
Navigation mode generates commands to capture and track selected navigation
source displayed on the PFD. Navigation mode is armed when selected.
Navigation capture de-selects the heading selected. A localizer capture de-
selects half bank and turbulence modes.
The MCP CRS1 knob is used to select the Captains course, the MCP CRS2
knob is used for the First Officer's course, and both are displayed on the PFDs.
Pushing the button in the centre of the course knob will select the course
required to fly directly to the station.
Navigation mode is selected by pushing the NAV switch on the MCP.
Navigation mode is de-selected by pushing the NAV switch again, by selecting
another lateral mode or by changing the source of the onside navigation signal.
Navigation mode is annunciated with green lights on the side of the MCP NAV
button. Navigation mode arming is annunciated with a white annunciation in the
armed lateral mode section of the FMA.
Navigation mode capture/tracking is annunciated with a green annunciation in the
active lateral mode section of the FMA which identifies the navigation source
(VOR, LOC or LNAV).
4.2.6.5 Approach Mode
Approach mode generates commands to capture and track the selected
navigation source displayed on the PFD. Tracking performance is higher, than in
navigation mode. Approach mode is armed when selected.

Approach mode may automatically select glideslope mode. An onside localizer
capture de-selects turbulence mode on both sides.
The MCP CRS1 knob is used to select the Captains course while the MCP
CRS2 knob is used to select the First Officer's course, and both are displayed on
the PFDs. Pushing the button in the centre of the course knob will select the
course required to fly directly to the station.
Approach mode is selected by pushing the APPR button on the FCP. Approach
mode is de-selected by pushing the APPR button again, by selecting another
lateral mode, or by changing the source of the onside navigation signal.
After both LOC and GS capture the APP mode can only be exited by:
Pushing TO/GA button
Disengaging the auto pilot and turning off both flight directors
Retuning a VHF NAV frequency.
Approach mode is annunciated with green lights on both sides of the MCP APPR
button. Approach mode arming is annunciated with a white navigation source
identifier (LOC) in the armed lateral mode section of the FMA. Approach mode
capture/tracking is annunciated with a green annunciation in the active lateral
mode section of the FMA which identifies the navigation source ( LOC).
4.2.6.6 Back Course Mode
Back course mode generates commands to capture and track the selected back
course displayed on the PFD. Back course is armed when selected.
Back course capture de-selects turbulence, half bank and heading modes. The
MCP CRS1 knob is used to select the Captains course, the MCP CRS2 knob is
used to select the First Officer's course, and both are displayed on the FDs.
Back course mode is selected by pushing the B/C button on the FCP. Back
course mode is de-selected by pushing the B/C button again, by selecting
another lateral mode, or by changing the source of the navigation signal to a
source different than a localizer.
Back course mode is annunciated with green lights on both sides of the MCP B/C
button. Back course mode arming is annunciated with a white navigation source
identifier (B/C ) in the armed lateral mode section of the FMA. Back course
mode capture/tracking is annunciated with a green BC annunciation in the active
lateral mode section of the FMA. Back course steering information is not valid
when the navigation source is not a localizer.
4.2.6.7 Half Bank Mode
Half bank mode decreases the maximum commanded bank angle to 15 degrees.
Half bank mode is manually selected and manually de-selected by pushing the
1/2 BANK button on the FCP.
Half bank is annunciated with green lights on both sides of the 1/2 BANK button
and with a white arc on the PFD.
4.2.6.8 Lateral Go-Around Mode
Lateral go-around mode generates a heading hold command, with a 5 degree
bank limit. Selection of lateral go-around mode selects both flight directors,
disengages the autopilot, and de-selects all other lateral modes. Lateral and
vertical go-around mode selections are coincidental. When lateral go-around
causes an autopilot disengagment, the resultant autopilot disengagment warning
may be cancelled by another push of a TOGA button, or by pushing the AP
disconnect button.
Lateral go-around mode is selected by pushing one of the thrust lever-mounted
TOGA button while in flight. Lateral go-around mode is de-selected by selection
of FD SYNC or another lateral mode. Lateral go-around is annunciated with a
green GA annunciation in the active lateral mode section of the FMA.
4.2.7 Vertical Modes of Operation
4.2.7.1 Pitch Mode (Basic Mode)
When pitch mode is selected, the pitch reference (pitch command on the PFD) is
set to the current pitch angle. The pitch reference value can be changed using
the VS/pitch DN/UP wheel.
Pitch mode is automatically selected when no other vertical mode is active, and
the flight director is on.
Pitch mode is de-selected by the selection of a vertical hold mode, or by a
vertical mode capture.
Pitch mode is annunciated with a green PITCH annunciation in the active lateral
mode section of the FMA.
4.2.7.2 Takeoff Mode (Vertical)
Takeoff mode commands pitch attitude in the following order:
10 degrees nose down until 60 knots IAS
15 degrees nose up after 60 knots IAS
15 degrees nose up until a another pitch mode is selected
Selecting go-around mode selects both flight directors, and de-selects all other
vertical Mode. Lateral and vertical takeoff mode selections are coincidental.
Vertical takeoff mode is selected by pushing one of the thrust levermounted
TOGA buttons while on the ground. Vertical takeoff mode is de-selected by
engaging the autopilot, or by the selection or capture of another active mode.
Vertical takeoff mode is annunciated with a green TO/GA annunciation in the
active lateral mode section of the FMA.
4.2.7.3 Altitude Pre-select Mode
Altitude pre-select mode generates commands to capture and track a pre-
selected altitude. The barometric pre-selected altitude is displayed on the PFD,
and controlled via the ALT knob on the MCP. Altitude pre-select mode is armed
at selection.
At altitude capture, the previously active vertical mode is de-selected.
After capturing a pre-selected altitude, if pre-select altitude is changed, altitude
hold is automatically selected and altitude pre-select rearmed.
Pushing the MCP ALT knob cancels aural and visual alerts associated with the
pre-selected altitude.
Altitude pre-select mode is automatically selected at selection of any vertical
mode, except glideslope capture or overspeed. Altitude pre-select mode is de-
selected by glideslope capture or overspeed.
Altitude pre-select is annunciated on the PFD with a white ALT annunciation in
the armed vertical mode section of the FMA; a green LVL annunciation in the
active vertical mode section while capturing, and a green ALT annunciation in the
active vertical mode section for tracking.
4.2.7.4 Altitude Hold Mode
Altitude hold mode generates commands to capture and maintain the altitude
reference. When altitude hold mode is selected, the altitude reference is set to
the current pressure altitude.
Altitude hold mode is selected by pushing the ALT button on the MCP, or by
changing the altitude.
Selection is inhibited when in glideslope capture or overspeed.
Altitude hold mode is de-selected by pushing the ALT button again, by selection
of a vertical hold mode, or by vertical mode capture.
Altitude hold mode is annunciated with green lights on both sides of the ALT
button on the MCP and with a green LVL annunciation for capture and a green
ALT annunciation for tracking in the active vertical mode section of the FMA.
4.2.7.5 Speed Mode
Speed mode generates commands to maintain the airspeed reference value.
When speed mode is selected, the IAS reference (PFD) is set to the current
airspeed.
The airspeed reference can be manually set, using the MCP SPEED knob. The
airspeed reference is reset to current airspeed by autopilot engagement.
At altitude capture, (selected altitude), speed mode is disabled and the autopilot
reverts to altitude hold mode.
Speed mode is annunciated with green lights on both sides of the SPEED button
on the MCP and green FLC annunciation in the active vertical mode section of
the FMA. Reference speed can be displayed in either IAS or MACH. Selection
of the speed readout is accomplished by pushing the SPEED knob on the MCP.
4.2.7.6 Vertical Speed Mode
Vertical speed mode generates commands to maintain the vertical speed
reference value. When vertical speed mode is selected, the vertical speed
reference (PFD) is set to the current vertical speed.
The vertical speed reference value can be changed, throughout a 6,000
feet/minute range, using the VS/pitch DN/UP wheel on the MCP. The vertical
speed reference is reset to the current vertical speed by autopilot engagement.
Vertical speed mode is manually selected by pushing the VS button on the MCP.
Selection is inhibited when in glideslope capture or overspeed. Vertical speed
mode is de-selected by pushing the VS button again, by selecting a vertical hold
mode, or by a vertical mode capture.
Vertical speed mode is annunciated with green lights on both sides of the VS
button on the MCP and with a green VS annunciation in the active vertical mode
section of the FMA.
4.2.7.7 Glideslope Mode
Glideslope mode will generate commands to capture and track the glideslope.
Captures can be performed from above or below the glideslope beam.
Glideslope capture is inhibited prior to localizer capture.
Glideslope mode is automatically selected when in an approach mode, inbound,
with a valid localizer as the lateral navigation source. Glideslope mode is
automatically de-selected by the loss of approach mode. When armed,
glideslope mode is also de-selected by turning outbound, or by the loss of a valid
localizer as the lateral navigation source. When captured, glideslope mode is
de-selected by changing the source of the lateral navigation signal to an invalid
localizer frequency.
Glideslope arming is annunciated with a white GS annunciator in the armed
vertical mode section of the FMA.
Glideslope capture is annunciated with a green GS annunciation in the active
4.2.7.8 Vertical Go-around Mode
Go-around mode generates a 15 degree pitch up command.
Selection of vertical go-around mode selects both flight directors on, disengages
autopilot and de-selects all other vertical. Vertical and lateral modes are
coincident.
Vertical go-around mode is selected by pushing either one of the thrust lever-
mounted TOGA buttons while in flight. Go-around mode is de-selected by
engaging the autopilot, or by the selection or capture of another active mode.
Go-around mode is annunciated with a green GA annunciation in the active
4.2.7.9 Turbulence Mode
Turbulence mode adapts autopilot gains to turbulent flight conditions.
Turbulence mode is selected by pushing the TURB button on the MCP.
Turbulence mode cannot be selected, if the localizer is captured, or if the
autopilot is disengaged. Turbulence mode is manually disengaged by pushing
the TURB button again, and automatically disengaged by a localizer capture or
by autopilot disengagement. Turbulence mode is annunciated with green lights
on both sides of the TURB button on the MCP.
4.2.7.10 Flight Mode Annunciations
Flight mode annunciation consists of three sections and are displayed above the
attitude indicator on the PFD. The mode annunciations from left to right are:
lateral modes (roll)
autopilot status
vertical modes (pitch)
Engaged or capture mode are shown in large green letter at the top of the FMA
area for both lateral and vertical. Armed modes are shown in smaller white
letters in the bottom of the FMA area.
4.2.7.11 Lateral Modes
Lateral active mode FMAs (green):
ROLL
HDG SEL
VOR
NAV
LOC
Lateral Armed mode FMAs (white):
LOC
LNAV
NAV
4.2.7.12 Vertical Modes
Vertical active mode (green):
PITCH
TO/GA
V/S
FLC
LVL
ALT
G/S
Vertical armed modes (white)
G/S
ALT
4.2.8 Autopilot Status Annunciations
The following autopilot status annunciations are displayed in the autopilot status
display located above the attitude indicator on both PFDs:
AP (green) when the auto pilot is engaged and the First officers flight director
is controlling.
AP (green) when the auto pilot is engaged and the Captains flight director is
controlling.

End of Chapter 4.


Table of Contents

5.1.1 VHF Communications Panel ................................................................................................5-1
5.1.2 Audio Control Panel (ACP)...................................................................................................5-4
5.1.3 Miscellaneous Communication Controls (Typical) ...............................................................5-6
5.1.4 Oxygen Microphone Selector panel .....................................................................................5-8
5.2.1 Introduction...........................................................................................................................5-8
5.2.2 Audio Systems and Audio Control Panels ...........................................................................5-8
5.2.2.1 Speakers and Headsets................................................................................................5-9
5.2.2.2 Microphones..................................................................................................................5-9
5.2.2.3 Normal Audio System Operation ..................................................................................5-9
5.2.2.4 Flight Interphone System..............................................................................................5-9
5.2.2.5 Passenger Address System..........................................................................................5-9
5.2.2.6 VHF Communications ...................................................................................................5-9
5.2.2.7 Microphone Selector ...................................................................................................5-10


5.1.1 VHF Communications Panel

Figure 5.1-1 VHF Communications Panel
1 ON/OFF/SQ OFF and Volume Control Knob
Rotate outer knob -
selects on/off the associated VHF communication panel
disables the associated VHF receiver squelch
Rotate inner knob -
controls the associated VHF receiver volume
2 Frequency Selection Knob
Rotate outer knob
Selects MHz by increments of 1 MHz
Rotate inner knob
Selects KHz by increments of 50 KHz or 25 KHz for the first two steps
when the direction is reversed.
3 Frequency display
Active frequency is displayed on the first line
Standby frequency is displayed on the second line
4 XFR/MEM switch
Three position spring loaded switch:
o neutral
o XFR - switches the active frequency with the preset frequency
o MEM - actions through the six frequency stored in memory
5 Store (STO) Button
Push -
Allows storing frequencies in VHR radio panel memory.
displays the channel number of available memory for 5 sec.
MEM switch can be used to cycle the channel numbers.
push a second time and the active frequency is stored in the selected
channel.
control will resume normal operation after 5 sec
6 Active (ACT) Button
allows change of the active frequency.
second line displays dashes and the active frequency can be directly
changed.
Push a second time to return to initial configuration.
7 TEST Button
Push- initiates VHF communication panel self test
8 Annunciators
MEM - illuminates when preset frequency is displayed on the second line
RMT - illuminates when VHF radio is remotely tuned (via FMS)
TX - illuminates when VHF radio is transmitting.
9 Compare (ACT) Annunciator
illuminates when frequencies are being changed
flashes when actual frequency is not identical to the frequency in the
active frequency display
10 Light Sensor
automatically controls the display brightness

5.1.2 Audio Control Panel (ACP)

Figure 5.1-2 Audio Control Panel
1 Volume Knob
Rotate -
Controls reception volume for associated communication or navigation
units
2 Transmission Buttons
Push -
selects the communication unit for transmission.
illuminates (white) when pushed in
3 Voice Only Button
Push -
illuminates (amber) - Inhibits navigation receivers station identification.
4 Intercom/Radio (INT/RAD) Switch
INT selects boom microphone and oxygen mask for transmission over
flight interphone and bypass transmission selection buttons.
Neutral allows use of hand mike for transmission if one transmission
button is selected.
RAD selects boom microphone and oxygen mask for transmission if one
transmission button is selected.
5.1.3 Miscellaneous Communication Controls (Typical)

1 Headphones
Monitors audio from related ACP

2 Microphone
Microphone for voice transmission through selected radio, interphone or
passenger address (PA).
3 Communication Jacks
Used for appropriate microphone or headphone plug
4 Push-To-Talk Switch
MIC (microphone)
selects boom microphone and oxygen mask for transmission if one
transmission button is selected.
same as using RAD switch on ACP
OFF - center position
INT (interphone)
selects boom microphone and oxygen mask for transmission over flight
interphone and bypass transmission selection buttons.
same as using INT switch on ACP.
locks in INT position until selected OFF or MIC.
5.1.4 Microphone Selector Switch

Figure 5.1-3 Microphone Selector Switch
Selects the oxygen mask microphone or the boom microphone for transmission over
intercom or radio transmission.
5.2.1 Introduction
The communication system consists of a radio communication system and an
interphone communication system.
These systems are controlled by using the audio control panels and VHF
communication panels.
5.2.2 Audio Systems and Audio Control Panels (ACPs)
An ACP is installed at both the Captain and First officer station. Each panel
controls an independent crew station audio system, and allows for the selection
of navigation units, radios, interphone and passenger address for monitoring or
transmission.
Transmission selectors on each ACP select one radio or system for
transmission by that crew member.
Volume knobs select the system to be monitored and control the
associated volume. Any combination of systems may be monitored
simultaneous
Audio warnings for altitude alert, ground proximity, collision avoidance,
and windshear are heard through the headsets and overhead speakers at
preset volumes.
5.2.2.1 Speakers and Headsets
Each station has headset and communications jacks. Aural warnings speakers
are installed on the overhead panel above each crew members seat.
5.2.2.2 Microphones
Boom microphones may be plugged into the related jack at flight crew stations.
Each oxygen mask has an integrated microphone.
The microphone selector switch allows selection of the oxygen mask microphone
or the boom microphone.
5.2.2.3 Normal Audio System Operation
The captains and First Officers audio system function independently. The audio
systems are normally controlled by the related ACP.

5.2.2.4 Flight Interphone System
The flight interphone system is designed to provide private communications
between flight deck crewmembers. Flight attendants may also use this system to
communicate with the flight deck via a handset in the cabin. Ground crew may
also use the flight interphone via an external jack.
5.2.2.5 Passenger Address (PA) System
The passenger address system allows the flight deck and flight attendants to
make announcements to the passenger cabin.
Flight deck crewmembers may make announcements using the PA button on
their respective ACP and transmitting using the PTT.
5.2.2.6 VHF Communications
Primary short range communication is provided by two independent radios.
Voice transmission and reception are controlled by the related ACP.
VHF 1 is located on the left side of the AFT pedestal
VHF 2 is located on the right side of the AFT pedestal
5.2.2.7 Microphone Selector
A switch located on Captains and First Officers side console is used to select
which microphone is connected to its respective ACP. For normal use the switch
should be in the NORMAL position. If transmission is needed while using the
oxygen mask the switch must be in the OXYGEN position.

End of Chapter 5.


Table of Contents

6.1.1 DC Metering Panel ...............................................................................................................6-1
6.1.2 Power Control Panel ............................................................................................................6-2
6.2.1 Introduction...........................................................................................................................6-4
6.2.2 DC Electrical System Power Sources..................................................................................6-4
6.2.2.1 Engine Generators........................................................................................................6-4
6.2.2.2 APU Generator..............................................................................................................6-4
6.2.2.3 External Power..............................................................................................................6-5
6.2.2.4 Main Battery ..................................................................................................................6-5
6.2.3 DC Electrical Power Distribution ..........................................................................................6-5
6.2.3.1 DC Main Busses ...........................................................................................................6-5
6.2.4 Electrical System Schematic................................................................................................6-6


6.1.1 DC Metering Panel

Figure 6.1-1 DC Metering Panel
1 DC VOLTAGE SELector
Push - illuminated (white) - selects the DC source for DC VOLTS analog
readings.
2 DC VOLTS
Indicates voltage of source selected by DC Voltage selector.
3 DC AMPS
Each needle Indicates amperage for its respective source (APU, R GEN, L
GEN)
6.1.2 Power Control Panel

Figure 6.1-2 Power Control Panel
1 Battery (BATT) Switch
Pushed In (green) provides power to the battery bus
Pushed out (grey) removes power from the battery bus.
2 External Power (EXT PWR)
AVAIL illuminated (blue)-ground power is connected and meets airplane
power requirements standards.
Pushed ON (green)-connects power to all airplane buses if power quality
is correct.
3 APU Generator (APU GEN)
AVAIL illuminated (blue)- APU is operating and generator is ready to be
connected to main buses.
Pushed ON (green)- Closes generator control breaker and powers
airplane buses
4 Left and Right Generator Switches (L/R GEN)
Illuminated (green)- indicates generator control breaker is close and
powers airplane buses
Illuminated (amber)- indicates the flight crew has manually attempted to
connect the related generator to the airplane buses but power quality was
not within correct frequency and/or voltage limits.
Illuminated (gray)- disconnects GEN from related DC bus by opening
generator control breaker.
5 RESET
Push (momentary action switch) resets related generator circuitry and
allows the crew to reconnect the generator to the airplane buses if power
quality meets frequency and voltage limits.

6.2.1 Introduction
The electrical system generates and distributes DC power to other airplane
systems, and is comprised of: main DC, battery and external power. Electrical
faults are automatically detected and isolated.
6.2.2 DC Electrical System Power Sources
The entire airplane DC electrical load can be supplied by any two main airplane
DC power sources. The main airplane DC electrical power sources are:
left and right engine generators (GEN)
APU generator
The entire airplane DC electrical load also can be supplied by external power.
The power sources operate isolated from one another.
6.2.2.1 Engine Generators
Each engine has a generator with an automatic control and system protection
functions. When an engine starts, after depressing the GEN switch to ON, the
generator automatically powers the respective main DC bus. The previous
power source is disconnected from that bus.
The generator can be electrically disconnected from the busses by pushing the
RESET switch. The generator can also be electrically disconnected from its
respective bus by selecting external power prior to engine shutdown. The
amber light in the GEN switch illuminates, and the annunciator message L or R
GEN OFF displays whenever the generator control breaker is open.
The RESET switch is used reconnect the generator to the main DC busses if
power quality meets frequency and voltage requirements.
6.2.2.2 APU Generator
The APU generator is electrically identical to the main generators. The APU
generator can power either or both main busses automatically, and may be used
in flight as a replacement to a main engine generator source.
If no other power source is available when the APU generator becomes
available, the APU generator automatically connects to both main DC busses. If
the external source is powering both main busses, the external source continues
to power both main busses.
The ON light in the APU GEN switch extinguishes, and the annunciator message
APU GEN OFF displays whenever the generator control breaker is open.
The blue AVAIL light indicates that the APU is operating and generator is ready
to be connected to main buses.
6.2.2.3 External Power
External power can power the left and right main DC busses. When the power
source voltage and frequency are within limits, the external power AVAIL (blue)
light illuminates. Pushing the EXT PWR switch ON connects external power to
both main busses and removes the main generators and the APU generator from
the busses if they were powering the busses. When external power is connected
to a main bus, the EXT PWR ON (green) light illuminates.
6.2.2.4 Main Battery
When the battery switch is turned ON, the main battery powers the battery bus
and then via line contactors, powers the left and right main DC busses. The
main battery provides a backup source of power for approximately 30 minutes of
operation.
6.2.3 DC Electrical Power Distribution
DC power is distributed through the left and right main busses and the main
battery bus.
6.2.3.1 DC Main Busses
The right GEN normally powers the right main bus and the left GEN normally
powers the left main bus. The APU normally powers both main busses when
they are not powered by any other source. External power may also be
connected and will also power both main busses.
The source order for powering left and right main busses is:
respective GEN
APU generator
on ground, either APU generator or EXT power depending on the
selection.
6.2.4 Electrical System Schematic

Figure 6.2-1 Electrical System Schematic

End of Chapter 6.


Table of Contents

7.1 Displays....................................................................................................................................7-1
7.1.1 Primary and Secondary Engine Indications .........................................................................7-1
7.1.2 N1 Indications.......................................................................................................................7-2
7.1.3 EGT Indications....................................................................................................................7-3
7.1.4 N2 Indications.......................................................................................................................7-5
7.1.5 Fuel Flow..............................................................................................................................7-6
7.1.6 Engine Oil Indications...........................................................................................................7-7
7.1.7 Engine Vibration Indications.................................................................................................7-9
7.1.8 Crew Alerts Annunciator panel..........................................................................................7-9
7.2 General Controls and Indicators ............................................................................................7-11
7.2.1 Engine Start Switches ........................................................................................................7-11
7.2.2 Engine Controls..................................................................................................................7-12
7.2.3 APU....................................................................................................................................7-13
7.3 Engine System Description....................................................................................................7-14
7.3.1 Introduction.........................................................................................................................7-14
7.3.2 Engine Indications..............................................................................................................7-14
7.3.3 Electronic Engine Control (EEC)........................................................................................7-14
7.3.4 Power Plant Schematic ......................................................................................................7-15
7.3.5 Engine Fuel System...........................................................................................................7-15
7.3.6 Engine Oil System..............................................................................................................7-16
7.3.7 Engine Start System...........................................................................................................7-16
7.3.8 Abnormal Start Protection (Ground Starts Only)................................................................7-16
7.3.9 Engine Ignition System.......................................................................................................7-17
7.3.10 Inflight Starting....................................................................................................................7-17
7.3.11 Thrust Reverser..................................................................................................................7-17
7.4 APU System Description........................................................................................................7-18
7.4.1 Introduction.........................................................................................................................7-18
7.4.2 APU Location .....................................................................................................................7-18
7.4.3 APU Operation ...................................................................................................................7-18
7.4.4 APU Fuel Supply ................................................................................................................7-18
7.4.5 APU Start............................................................................................................................7-19
7.4.6 APU Shutdown...................................................................................................................7-19


7.1 Displays
7.1.1 Primary and Secondary Engine Indications

Figure 7.1-1 Primary and Secondary Engine Indications
1 Primary engine indications
2 Fuel quantity indicators (refer to chapter 12, Fuel).
3 Secondary engine indications
4 Digital indication button (press and hold for display readout for oil temp
and oil press)
7.1.2 N1 Indications

Figure 7.1-2 N1 Indications
1 N1 Reference BUG
value commanded by thrust lever position. Displayed cyan.
Appears with thrust lever out of shut off . Disappears with thrust lever in
cut off position
2 N1 RPM Readouts (digital)
Displayed (white) displays actual N1%.
3 N1 RPM display
displayed ( white) actual operating N1%
4 Thrust Reverser (REV) Indications
Displayed (amber) thrust reverser is moved from stowed position.
Displayed (green) thrust reverser is deployed.

7.1.3 EGT Indications

Figure 7.1-3 EGT Indications
1 Exhaust Gas Temperature (EGT) Start Limit Lines
Displayed (red) until the engine achieves stabilized idle (approximately
62% N2).
2 Exhaust Gas Temperature (EGT) Readouts (digital)
Displayed (green) normal operating range (degrees C)
Displayed (red) maximum takeoff limit or start limit exceeded
On ground, after both engines are shut down, red box indicates an
exceedance has Occurred
3 Exhaust Gas Temperature (EGT) Indications
Displayed (white) normal operating range.
Displayed (red and flashing) limit exceeded, flash for approx 6 sec
4 Igniters indication
IGN (green) shows that the respective engine igniter is on

Figure 7.1-4 EGT ENG FAIL Indication
1 Engine Fail (ENG FAIL) Alert
Displayed (amber)
engine N2 below sustainable idle (less than 50%); and
thrust lever in IDLE or above.
Alert remains until
engine N2 above sustainable idle (50% or greater); or
Thrust lever moved to SHUTOFF; or
engine fire warning switch pushed.
7.1.4 N2 Indications

Figure 7.1-5 N2 Indications
1 N2 RPM Indications
Displays N2 % RPM
displayed (white) normal operating range
displayed (red) operating limit exceeded.
2 N2 Readouts (digital)
Displayed (green) normal operating range.
7.1.5 Fuel Flow

1 Fuel Flow (FF) Readout (digital)
digital readout of fuel flow to engine KGS
2 Fuel Flow (FF) Dial (green)
fuel flow to engine KGS
7.1.6 Engine Oil Indications

Figure 7.1-6 Oil Pressure Indications
1 Oil Pressure (OIL P) Indication
Displays engine oil pressure (PSI)
displayed (green) normal operating range
displayed (amber ) caution range
displayed (red and flashing for approx 6 sec) operating limit
reached.
2 Low Oil Pressure (OIL P) Redline
Displayed (red) oil pressure operating limit.
3 Low Oil Pressure (OIL P) Amber Band
Displayed (amber) low oil pressure caution range beginning at red line:
4 Oil Pressure Digital Readout
displayed when DIGITAL IND button pushed
displayed when indication is in amber or red band


5 High Oil Temperature (OIL T) Redline
Displayed (red) oil temperature operating limit.
6 High Oil Temperature (OIL T) Amber Band
Displayed (amber) oil temperature caution range.
7 Oil Temperature (OIL T) Indication
Displays oil temperature (degrees C):
displayed (green) normal operating range
displayed (amber) caution range reached]
displayed (red and flashing approx 6 sec) operating limit
reached.
8 Oil Temperature Digital Readout
a. displayed when DIGITAL IND button pushed
b. displayed when indication is in amber or red band
7.1.7 Engine Vibration Indications

Figure 7.1-7 Engine Vibration Indications
1 Displays the level of engine vibrations
7.1.8 Crew Alerts Annunciator panel

Figure 7.1-8 Annunciator Panel
1 L OIL PRESS / R OIL PRESS
Illuminated (red)
steady oil pressure at or below red line
blinking with a condition of engine flameout related low oil
pressure for 10 sec or until condition met
2 L ENG OVERHEAT / R ENG OVERHEAT
Illuminated (red)
- indicates EGT is above the max allowable limit

7.2 General Controls and Indicators
7.2.1 Engine Start Switches

Figure 7.2-1 Engine Start Switches
1 ENGINE START Switches
GRD
opens start valve
closes engine bleed valve
arms igniter for selected engine to provide ignition when engine
start lever is moved to IDLE
2 START DISG
Closes the start valve and de-energizes the igniters
3 Ignition
illuminates green to show that igniters are energized during starting
sequence
push - provides continuous ignition in the air
7.2.2 Engine Controls

Figure 7.2-2 Engine Thrust Levers
1 Forward Thrust Levers
controls engine thrust
cannot be advanced if the reverse thrust lever is in the deployed position.
2 Reverse Thrust Levers
controls engine reverse thrust
cannot select reverse thrust unless related forward thrust lever is at IDLE.
Note: Movement of reverse thrust lever into reverse thrust engages locking
trigger preventing forward thrust lever from moving. Terminating reverse
thrust removes locking trigger and restores forward thrust lever movement
ability.
3 CUTOFF triggers
allows lever to move to the shut off position
4 SHUT OFF position
closes engine fuel shutoff valves
deenergizes ignition system.
5 IDLE position
idle thrust position
energizes ignition system with the starter engaged
opens fuel shutoff valve
7.2.3 APU

Figure 7.2-3 APU Start Button
1 APU start button
starts the APU
blinking during APU starting sequence and steady green once running
7.3 Engine System Description
7.3.1 Introduction
The airplane is powered by two CFM567 engines. The engine is a dualrotor, axial
flow turbofan. The N1 rotor consists of a fan, a lowpressure compressor and a low
pressure turbine. The N2 rotor consists of a highpressure compressor and a high
pressure turbine. A bleedairpowered starter motor is connected to the N2 rotor.
Each engine has individual flight deck controls. Thrust is set by positioning the thrust
levers. The forward thrust levers control forward thrust from idle to maximum. The
reverse thrust levers controls thrust from reverse idle to maximum reverse.
7.3.2 Engine Indications
Engine indications are displayed on the center instrument panel. The engine indications
can also be manually selected to either the Captains or First Officers inboard ND. N1,
EGT, N2, and FF are the primary indications and are displayed as both digital readouts
and round dial/moving pointer indications.
If one of these indications exceeds the red or amber line, the digital readout and pointer
change color to red or amber.
Oil pressure, oil temperature, and engine vibration are the secondary engine
indications. Oil pressure and oil temperature indications are displayed with a round
dial/moving pointer, momentary digital readout is available by pressing the DIGITAL IND
button on the engine display screen. Operating and caution ranges are displayed with
red and amber lines. When an indication reaches the red or amber limit, the pointer
changes color to red or amber for that indication and the digital readout is automatically
displayed. The oil quantity indicator displays a digital readout of quantity as a percent of
full.
7.3.3 Electronic Engine Control (EEC)
Each engine has a digital EEC. The EEC uses thrust lever inputs to automatically
control forward and reverse thrust.
7.3.4 Power Plant Schematic

Figure 7.3-1 Power Plant Schematic
7.3.5 Engine Fuel System
Fuel is delivered under pressure from fuel pumps located in the fuel tanks. The fuel
flows through a fuel shutoff valve located at the engine mounting wing stations. A fuel
filter removes contaminants. To meet thrust requirements, the EEC meters fuel flow.
When open, the fuel shutoff valve allows fuel flow to the engine. The valve is open
when the engine fire warning switch out and the thrust lever is in IDLE or above. The
valve is closed when either the start lever is in SHUT OFF or the engine fire warning
switch is pushed.
Fuel flow is measured after passing through the engine fuel shutoff valve and is
displayed on the display unit.
7.3.6 Engine Oil System
Oil from the individual engine tank is circulated under pressure through the engine to
lubricate the engine bearings and accessory gearbox. The oil temperature indicator and
oil pressure indicator are all located on the display unit.
7.3.7 Engine Start System
Starter operation requires pressurized air and electrical power. Air from the bleed air
system powers the starter motor. The APU, or the other operating engine provides the
bleed air source.
Pushing the starter button opens the start valve to allow pressure to rotate the starter.
The starter rotates the N2. When the engine accelerates to the recommended value
(25% N2 or max motoring), moving the thrust lever to the IDLE position opens the fuel
valve and energizes the igniter to supply ignition to the combustor where the fuel
ignites.
At starter cutout speed (approximately 56% N2), power is removed from the start
switch. The engine start switch returns to OFF, the start valve closes, and igniters are
de-energized.
Note: Normal starts are accomplished using the APU bleed to start both engines. If an
abnormal condition requires the use of the operating engine bleed air for start, operating
N1 must be above 40%.
7.3.8 Abnormal Start Protection (Ground Starts Only)
During ground starts, the EEC monitors engine parameters to detect impending hot
starts, EGT start limit exceedances, and wet starts.
If the EGT exceeds the starting limit, the EGT display (both box and dial), turns red.
The EEC automatically turns off the ignition and shuts off fuel to the engine. The alert
terminates and the display returns to white when EGT drops below the start limit.
A wet start occurs if the EGT does not rise after the start lever is moved to IDLE.
If a wet start is detected, the EEC commands the fuel metering valve to close.
Approximately 10 seconds after the start lever is moved to IDLE on the ground and 30
seconds in the air.
7.3.9 Engine Ignition System
Each engine has one igniter plug.
7.3.10 Inflight Starting
Starting an engine in flight is accomplished via cross bleed. An Active bleed source is
required for an inflight start. Either the APU or the other operating engine Bleed switch
must be selected on. If using a cross bleed start without the APU running a min of 40%
N1 must be maintained on the operating engine in order to assure adequate bleed air
supply for the start.
Pilots have no control over cross bleeding. The system logic will detect a need for
additional bleed air and cross bleeding will occur automatically.
7.3.11 Thrust Reverser
Each engine is equipped with a hydraulically operated thrust reverser, consisting of left
and right translating sleeves. Aft movement of the reverser sleeves causes blocker
doors to deflect fan discharge air forward, producing reverse thrust. The thrust reverser
can only be deployed on the ground.
Hydraulic pressure for the operation of engine No. 1 and engine No. 2 thrust reversers
comes from the left and right hydraulic systems, respectively. If hydraulic system Left
and/or R fails, alternate operation for the affected thrust reverser is available through
the PTU.
Movement of the reverse thrust levers is mechanically restricted until the forward thrust
levers are in the idle position.
When reverse thrust is selected, the isolation valve opens and the thrust reverser
control valve moves to the deploy position. When either reverser sleeve moves from
the stowed position, the amber REV indication, located on the engine instrument display
illuminates. As the thrust reverser reaches the deployed position, the REV indication
illuminates green. and reverse thrust is available.
Downward motion of the reverse thrust lever past detent No. 1 (reverse idle thrust)
initiates the command to stow the reverser. When the lever reaches the full down
position, the control valve moves to the stow position allowing hydraulic pressure to
stow and lock the reverser sleeves.
With the REV indication in amber the thrust lever can still be moved to the full reverse
thrust position, however the EEC will not command any thrust until the reversers are
deployed and the REV indication is green.
7.4 APU System Description
7.4.1 Introduction
The auxiliary power unit (APU) is a selfcontained gas turbine engine installed within a
fireproof compartment located in the tail of the airplane.
The APU supplies bleed air for engine starting or air conditioning. An AC electrical
generator on the APU provides an auxiliary DC power source.
7.4.2 APU Location

Figure 7.4-1 APU Location
7.4.3 APU Operation
The APU starts and operates up to 26000 feet.
The APU supplies bleed air for both air conditioning and starting of the engines.
7.4.4 APU Fuel Supply
Fuel to start and operate the APU comes from the left fuel tank. The APU has its own
separate fuel boost pump which operates automatically when the APU start button is
selected.
7.4.5 APU Start
Battery power is required for APU start. The automatic start sequence begins by
pushing the APU START button. This initiates opening of the air inlet door. When the
APU inlet door reaches the full open position the start sequence begins. After the APU
reaches the proper speed, ignition and fuel are provided. When the APU is fully started
(aprox 10sec) it is ready to accept a bleed air or electrical load, the APU GEN AVAIL
light illuminates.
7.4.6 APU Shutdown
With the APU running, pushing of the APU START button will initiate the shutdown
sequence. When the APU shutdown is complete the APU GEN AVAIL light
extinguishes. APU full shutdown requires (approximately) 10sec.

End of Chapter 7.


Table of Contents

8.1.1 Overheat/Fire Protection Panel Switches And Lights ..........................................................8-1
8.2.1 Introduction...........................................................................................................................8-5
8.2.2 Engine Fire Protection..........................................................................................................8-5
8.2.2.1 Engine Overheat and Fire Detection.............................................................................8-5
8.2.2.2 Engine Fire Extinguishing .............................................................................................8-6
8.2.2.3 Engine Fire Extinguisher Schematic.............................................................................8-7
8.2.3 APU Fire Protection..............................................................................................................8-7
8.2.3.1 APU Fire Detection .......................................................................................................8-8
8.2.3.2 APU Fire Extinguishing .................................................................................................8-8
8.2.4 Fire and Overheat System Tests .........................................................................................8-8
8.2.4.1 OVERHEAT/FIRE Test Detection.................................................................................8-9


8.1.1 Overheat/Fire Protection Panel Switches And Lights

Figure 8.1-1 Fire Control Panels and Engine Overheat Annunciator
1 MASTER WARNING Illuminated Switches
The two MASTER WARNING illuminated switches are commanded to flash
red to indicate a red system annunciator light has illuminated, or a fire has
been detected in the engines or APU area. A continuous repetitive chime will
accompany the MASTER WARNING illuminated switches with the exception
of an engine fire.
When the MASTER WARNING illuminated switches are pressed:
both MASTER WARNING illuminated switches extinguish
the audio alerts are reset
the master warning system is reset
system annunciator light(s) remains illuminated
2 LH/RH FIRE ENG PUSH Illuminated Switches
The LH/RH FIRE ENG PUSH illuminated switches are commanded to
illuminate red to indicate a fire has been detected in the related engine area.
A fire bell will accompany the LH/RH FIRE ENG PUSH lights.
When the LH/RH FIRE ENG PUSH illuminated switch is pressed:
both bottle LH or RH squibs are armed, both BOTTLE ARMED PUSH
TO DISC illuminated switches illuminate
the fuel feed valve is closes
the bleed air valve closes
the hydraulic valve closes
the engine-driven generator control relay is tripped off
3 APU FIRE PUSH Illuminated Switch
The APU FIRE PUSH illuminated switch is commanded to illuminate red to
indicate a fire has been detected in the APU area. A fire bell will accompany
the APU FIRE PUSH light.
When the APU FIRE PUSH illuminated switch is pressed:
both squibs are armed and the BOTTLE ARMED PUSH TO DISC
illuminated switch illuminates
the APU fuel feed valve is closes
the APU bleed air valve closes
the APU inlet door closes
the APU generator control relay is tripped off
4 BOTTLE 1 and BOTTLE 2 ARMED PUSH TO DISCH
Illuminated switches illuminate when either ENG FIRE PUSH illuminated switch is
pressed and bottle is pressurized.
When BOTTLE 1 or BOTTLE 2 ARMED PUSH TO DISCH illuminated switch is
pressed:
electrical current fires the squib in the associated bottle and pressurized
Halon gas is directed into the engine nacelles. The selection of LH/RH
FIRE ENG PUSH illuminated switch will determine into which engine
nacelle the bottle will be discharged.
5 BOTTLE ARMED PUSH TO DISCH
Illuminated switches illuminate when APU FIRE PUSH illuminated switch is pressed
and bottle is pressurized.
When BOTTLE ARMED PUSH TO DISC illuminated switch is pressed:
electrical current fires both squibs and releases pressurized Halon gas
into the APU enclosure.
6 L/R ENG OVERHEAT Annunciator
illuminated (red) indicates an overheat condition has been detected in
the corresponding engine.

Figure 8.1-2 Fire Test
1 FIRE TEST switch (momentary contact, normally OFF)
When held in pressed position:
tests engines and APU fire detection systems
Note: See Fire and Overheat System Tests in Section 8.2.4.
8.2.1 Introduction
The Fire Protection system provides fire detection and extinguishing for both
engines and the APU as well as overheat detection for the engines.
8.2.2 Engine Fire Protection
Engine fire protection consists of the following systems:
engine fire and overheat detection powered by the battery bus
engine fire extinguishing powered by the hot battery bus.
8.2.2.1 Engine Overheat and Fire Detection
Each engine contains two overheat/fire detector loops. Each loop provides
both overheat and fire detection in the nacelle, jet exhaust, and pylon areas of
the engine. As the temperature of the detector increases to a predetermined
limit, the detector senses an overheat condition. At higher temperatures, the
detector senses a fire condition. Normally, both detector loops must sense a
fire or an overheat condition to cause an engine fire or overheat alert.
The L/R OVERHEAT annunciator or LH/RH FIRE ENG PUSH illuminated
switches remain illuminated until the temperature drops below the onset
temperature.
The system contains a fault monitoring circuit. If one loop fails, that loop is
automatically deselected and the remaining loop functions as a single loop
detector. There is no flight deck indication of single loop failure. If both loops
fail for an engine, that system is inoperative and therefore will not test.
The indications of an engine fire are:
the fire warning bell sounds
both MASTER WARNING switches illuminate
the related LH/RH FIRE ENG PUSH switch illuminates
the related L/R OVERHEAT annunciator illuminates
The indications of an engine overheat are:
the continuous repetitive chime sounds
the related L/R OVERHEAT annunciator illuminates
8.2.2.2 Engine Fire Extinguishing
The engine fire extinguisher system consists of two FIRE ENG PUSH
illuminated switches, two BOTTLE ARMED PUSH TO DISC. Either or both
bottles can be discharged into either engine.
The LH/RH FIRE ENG PUSH illuminated switches are guarded switches to
prevent inadvertent shutdown of an engine.
When the LH/RH FIRE ENG PUSH illuminated switch is pressed:
TO DISC switches illuminate
When BOTTLE 1 or BOTTLE 2 ARMED PUSH TO DISC switch is pressed:
electrical current fires the squib in the associated bottle and pressurized
halon is directed into the engine nacelles. The selection of LH/RH FIRE
ENG PUSH switchlight will determine into which engine nacelle the
bottle will be discharged. Pressing the opposite side BOTTLE ARMED
PUSH TO DISC switchlight discharges the remaining bottle.
The BOTTLE 1 or BOTTLE 2 ARMED PUSH TO DISC switch extinguishes a
few seconds after the switch is pressed, indicating the bottle has been
discharged.
8.2.2.3 Engine Fire Extinguisher Schematic

Figure 8.2-1 Engine Fire Extinguisher Schematic
8.2.3 APU Fire Protection
APU fire protection consists of the following systems:
APU fire detection powered by the battery bus.
APU fire extinguishing powered by the hot battery bus.
8.2.3.1 APU Fire Detection
A single fire detection loop is installed on the APU. As the temperature of the
detector increases to a pre determined limit, the detector senses a fire
condition. The APU FIRE PUSH switch remains illuminated until the
temperature drops below the onset value.
The indications of an APU fire are:
the APU FIRE PUSH switch illuminates
8.2.3.2 APU Fire Extinguishing
The APU fire extinguisher system consists of an APU FIRE PUSH illuminated
switch and a BOTTLE ARMED PUSH TO DISCH illuminated switch.
When the APU FIRE PUSH illuminated switch is pressed:
both squibs are armed and the BOTTLE ARMED PUSH TO DISCH
switch illuminates
When BOTTLE ARMED PUSH TO DISCH switch is pressed:
electrical current fires both squibs and releases pressurized Halon gas
into the APU enclosure.
The BOTTLE ARMED PUSH TO DISC switch extinguishes a few seconds
after the switch is pressed, indicating the bottle has been discharged.
8.2.4 Fire and Overheat System Tests
The fire detection loops for the APU and the fire and overheat detection loops
for the engines can be tested by pressing and holding FIRE TEST switch on
the overhead panel. All test indications will clear when the switch is released.
8.2.4.1 OVERHEAT/FIRE Test Detection
When the FIRE TEST switch is held in the pressed position:
both LH and RH FIRE ENG PUSH switches illuminate
both BOTTLE 1 and BOTTLE 2 ARMED PUSH TO DISCH switches
illuminate
the APU FIRE PUSH switch illuminates
BOTTLE ARMED PUSH TO DISCH switch
Both L and R ENG OVERHEAT annunciators illuminate

End of Chapter 8.


Table of Contents

9.1.1 Stabilizer...............................................................................................................................9-1
9.1.2 Rudder..................................................................................................................................9-3
9.1.3 Aileron / Elevator / Flight Spoilers ........................................................................................9-4
9.1.4 Speed Brakes.......................................................................................................................9-5
9.1.5 Trailing Edge Flaps ..............................................................................................................9-7
9.1.6 Flight Control Surface Position Indicator..............................................................................9-8
9.2.1 Introduction.........................................................................................................................9-10
9.2.2 Pilot Controls ......................................................................................................................9-10
9.2.3 Flight Control Surfaces.......................................................................................................9-10
9.2.4 Flight Control Surface Locations........................................................................................9-11
9.2.5 Roll Control.........................................................................................................................9-11
9.2.6 Ailerons...............................................................................................................................9-11
9.2.7 Aileron Trim........................................................................................................................9-12
9.2.8 Pitch Control .......................................................................................................................9-12
9.2.8.1 Elevators .....................................................................................................................9-12
9.2.8.2 Stabilizer......................................................................................................................9-12
9.2.8.3 Stabilizer Trim.............................................................................................................9-12
9.2.8.4 Stabilizer Position Indicator and Green Band.............................................................9-12
9.2.9 Yaw Control ........................................................................................................................9-12
9.2.9.1 Rudder.........................................................................................................................9-12
9.2.9.2 Rudder Trim................................................................................................................9-13
9.2.9.3 Yaw Damper ...............................................................................................................9-13
9.2.10 Speed Brakes.....................................................................................................................9-13
9.2.10.1 In-Flight Operation ......................................................................................................9-13
9.2.10.2 Ground Operation .......................................................................................................9-13
9.2.11 Flaps and Slats...................................................................................................................9-13
9.2.11.1 Flap and Slat Sequencing...........................................................................................9-13
9.2.11.1.1 Flaps 1...................................................................................................................9-14


9.1.1 Stabilizer

Figure 9.1-1 Stabilizer
1 Stabilizer Trim Indicator
Indicates units of airplane trim on the adjacent scale.
2 Stabilizer Trim Green Band Range
Corresponds to allowable range of trim settings for takeoff
3 Stabilizer Trim Switches (spring-loaded to neutral)
Push (both)
electrically commands stabilizer trim in desired direction
autopilot disengages if engaged
4 Stabilizer Trim (MAIN ELECT) Cutout Switch
Normal (Guarded)
Cutout
deactivates autopilot stabilizer trim operation
9.1.2 Rudder

Figure 9.1-2 Rudder
1 Rudder Pedals
Push
controls rudder position
permits limited nose gear steering up to 7 degrees each side of center.
2 Rudder Trim indicator
Indicates position of rudder trim relative to center.
3 Rudder Trim Control (spring loaded to neutral)
Rotate electrically trims the rudder in the desired direction.
9.1.3 Aileron / Elevator / Flight Spoilers

Figure 9.1-3 Aileron/Elevator/Flight Spoilers
1 Aileron Trim Indicator
Indicates position of aileron trim relative to center.
2 Aileron trim switches (spring loaded)
Movement of both switches repositions the aileron neutral control position.
3 Control Wheel
Rotate operates ailerons and flight spoilers in desired direction.
4 Control Column
Push/Pull
operates elevators in the desired direction.
9.1.4 Speed Brakes

Figure 9.1-4 Speed Brakes
1 Speed brake Lever
Pulled - Speed brake extended.
Retract - Retract speed brake
Armed - Automatic speed brake system armed
o Upon touchdown (weight on wheels), speed brake extends.
o As ground speed drops below 80kts, speed brake retracts.
NOTE: During rejected take-off procedure, speed brake will NOT deploy
automatically and must be deployed manually.

2 Speed Brake Indicator
Shows level of speed brake extension.
9.1.5 Trailing Edge Flaps

Figure 9.1-5 Trailing Edge Flaps
1 FLAP Lever
Selects position of flap control valve, directing hydraulic pressure to flap drive
unit.
Position of the LE slats is determined by selecting TE flaps.
2 FLAP Position indication
Indicates selected position of flaps.
9.1.6 Flight Control Surface Position Indicator

Figure 9.1-6 Flight Control Surface Position Indicator
1 MFD switch
Push- FLIGHT CONTROLS
Displays flight control surfaces position indications.
Second push removes indications and restores engine parameters.
2 AIL (Ailerons)
Indicates related (left/right) aileron position.
3 ELEV (Elevator)
Indicates elevator position.
4 RUDDER
Indicates rudder position.
5 ARMED
Indicates speed brake is in armed position.
9.2.1 Introduction
The primary flight control system uses conventional control wheel, column and
pedals mechanically linked to primary flight control surfaces: ailerons,
elevators and rudder.
The secondary flight controls consist of trailing edge flaps (TE) and leading
edge slats (LE) and are powered by the right hydraulic system, or under
certain conditions by the Power Transfer Unit (PTU). Refer to Chapter 13,
Hydraulics, Power Transfer Unit for more information.
9.2.2 Pilot Controls
The pilot controls consist of:
two control columns
two control wheels
two pairs of rudder pedals
Speed Brake lever
FLAP lever
STAB TRIM cut-out switch
STAB TRIM switches
Aileron trim switches
Rudder trim control
YAW DAMPER switch
9.2.3 Flight Control Surfaces
Pitch control is provided by:
two elevators
a movable horizontal stabilizer.
Roll control is provided by:
two ailerons
eight flight spoilers.
Yaw control is provided by a single rudder.
TE and LE flaps and slats provide high lift for takeoff, approach and landing.
In the air, symmetric spoilers are used as speed brakes. On the ground,
symmetric spoilers are used to destroy lift and increase braking efficiency.
9.2.4 Flight Control Surface Locations

Figure 9.2-1 Flight Control Surface Locations
9.2.5 Roll Control
The roll control surfaces consist of ailerons that are controlled by rotating
either control wheel.
9.2.6 Ailerons
The ailerons provide roll control around the longitudinal axis. Both pilots
control wheels are mechanically connected to the ailerons by cables.
9.2.7 Aileron Trim
Dual aileron trim switches, located aft of the com/nav panel must be pushed
simultaneously to command trim changes. The trim electrically repositions the
aileron feel and centering unit, causing the control wheels to rotate and
redefines the aileron neutral position. Aileron trim shouldnt be used with the
autopilot engaged as this may result in an out of trim condition and an abrupt
rolling moment when the autopilot is disconnected. Aileron trim indication is
displayed on the MFD.
9.2.8 Pitch Control
The pitch control surfaces consist of mechanically powered elevators and an
electrically powered stabilizer. The elevators are controlled by fore and aft
movement of the control column. The stabilizer is controlled by autopilot trim
or manual trim.
9.2.8.1 Elevators
The elevators provide pitch control around the airplanes lateral axis. Each
control column is connected to the elevators by a cable system.
9.2.8.2 Stabilizer
The horizontal stabilizer is positioned by a single electric trim motor controlled
through the stab trim switches on the control wheel.
9.2.8.3 Stabilizer Trim
Stabilizer trim is actuated by trim switches on each control wheel. Both
switches on either wheel need to be moved simultaneously for the electric
trim motor to be powered. With the autopilot engaged, stabilizer trim is
accomplished through the autopilot trim circuit.
9.2.8.4 Stabilizer Position Indicator and Green Band
Stabilizer position is displayed on the MFD. The green band is used to
display the Takeoff Trim Range indication.
9.2.9 Yaw Control
Yaw control is accomplished by a mechanically linked rudder activated through
a cable system, and a digital yaw damper.
9.2.9.1 Rudder
The rudder provides yaw control around the airplanes vertical axis. Each set
of pedals is connected by cables to the rudder unit.
9.2.9.2 Rudder Trim
The rudder trim control located aft of the com/nav panel electrically
repositions the rudder. The rudder pedals are displaced proportionately.
Rudder trim indication is displayed on the MFD.
9.2.9.3 Yaw Damper
The yaw damper provides dutch roll prevention, gust damping and turn
coordination. Yaw damper operation does not result in rudder pedal
movement. The pilot can override the yaw damper inputs using either the
rudder pedals or trim inputs.
9.2.10 Speed Brakes
The right hydraulic system powers the flight spoilers on each wing. The
SPEED BRAKE lever controls the spoilers. The speed brake position indicator
shows spoiler's position both in-flight and on the ground.
9.2.10.1 In-Flight Operation
Operation of the SPEED BRAKE lever in flight causes the spoiler panels to
rise symmetrically to act as speed brakes. Caution should be exercised when
deploying the spoilers during a turn, as they greatly increase roll rate.
9.2.10.2 Ground Operation
During landing, operation of the SPEED BRAKE lever causes the spoilers to
rise symmetrically destroying lift and increasing braking efficiency. When
SPEED BRAKE lever is in ARMED position, spoilers deploy automatically
upon touchdown (weight on wheels), and retract automatically when ground
speed drops below 80kts.
9.2.11 Flaps and Slats
The trailing edge (TE) flaps and leading edge (LE) slats are high lift devices
that increase wing lift and decrease stall speed during takeoff, low speed
manoeuvring and landing.
9.2.11.1 Flap and Slat Sequencing
Flaps and slats are powered by the right hydraulic system. Leading edge
slats are automatically deployed during FLAP lever operation as a function of
trailing edge flaps deployment.
When the FLAP lever is in the UP position all flaps and slats are in the
retracted position. Moving the FLAP lever aft allows selection of flap position
1, 2, 3 and DN.
9.2.11.1.1 Flaps 1
Flaps 1 position commands LE slats to deploy to their full extended position,
along with the movement of the TE flaps towards their first position. LE slats
remain fully extended for Flaps 2, Flaps 3, and Flaps DN positions.

End of Chapter 9.


Chapter 10 Flight Instruments and Displays
Table of Contents

10.1 EFIS - Controls and Indicators...............................................................................................10-1
10.1.1 Display Units ......................................................................................................................10-1
10.1.1.1 Captain and First Officer Outboard Displays ..............................................................10-2
10.1.1.2 Captain and First Officer Inboard Displays.................................................................10-3
10.1.1.3 Multi Function Display (MFD)......................................................................................10-3
10.2 Primary Flight Display (PFD) Indications ............................................................................10-4
10.2.1 PFD Airspeed Indications General..................................................................................10-4
10.2.2 PFD - Attitude Indications - General ..................................................................................10-6
10.2.3 PFD - Instrument Landing System Indications...................................................................10-7
10.2.4 PFD - GPWS Annunciations ..............................................................................................10-9
10.2.5 PFD - Altitude Indications General .................................................................................10-10
10.2.6 PFD - Landing Altitude / Minimums Indications ...............................................................10-12
10.2.7 PFD - Vertical Speed Indications .....................................................................................10-14
10.2.8 PFD - Failure Flags ..........................................................................................................10-15
10.2.9 PFD - Airspeed Disagree Alert .........................................................................................10-17
10.2.10 PFD - Altitude Disagree Alert ...........................................................................................10-18
10.3 Navigation Displays (ND) - Indications ................................................................................10-19
10.3.1 ND - MAP Mode ...............................................................................................................10-19
10.3.2 ND - APPROACH MODE.................................................................................................10-20
10.3.3 ND - VOR MODE .............................................................................................................10-21
10.3.4 ND - PLAN MODE............................................................................................................10-22
10.3.5 ND - TCAS Display...........................................................................................................10-23
10.4 EFIS Control Panel ..............................................................................................................10-24
10.4.1 EFIS Control Panel Controls - Flight Instrument Displays ...............................................10-24
10.4.2 EFIS Control Panel Controls Navigation Displays ........................................................10-25
10.4.3 Display Select Panel ........................................................................................................10-27
10.5 Standby Flight Instruments ..................................................................................................10-28
10.5.1 Standby Magnetic Compass ............................................................................................10-28
10.5.2 Integrated Standby Instrument System (ISIS)..................................................................10-28
10.5.3 Integrated Standby Instrument System FLAGS...............................................................10-32
10.5.4 Integrated Standby Instrument System Bugs Display......................................................10-33
10.5.5 Integrated Standby Instrument System Landing Display.................................................10-35
10.5.6 Clock.................................................................................................................................10-36
10.6 EFIS System Description .....................................................................................................10-37
10.6.1 Introduction.......................................................................................................................10-37
10.6.2 EFIS Control Panels.........................................................................................................10-37
10.6.3 Display Select Panel ........................................................................................................10-37
10.6.4 Attitude Heading Reference System(AHRS) ...................................................................10-37
10.6.5 Air Data Computers (ADC)...............................................................................................10-37
10.6.6 Total Air Temperature ......................................................................................................10-38
10.6.7 Standby Flight Instruments...............................................................................................10-38
10.6.8 Standby Magnetic Compass ............................................................................................10-38
10.6.9 Integrated Standby Instrument System (ISIS)..................................................................10-38
10.6.10 CLOCKS...........................................................................................................................10-38
10.7 Primary Flight Display (PFD)................................................................................................10-39
10.7.1 Introduction.......................................................................................................................10-39
10.7.2 Airspeed ...........................................................................................................................10-39
10.7.3 Attitude .............................................................................................................................10-40
10.7.4 Steering Indications..........................................................................................................10-40
10.7.5 Instrument Landing System Indications ...........................................................................10-40
10.7.6 Approach Minimums.........................................................................................................10-41
10.7.7 Altitude..............................................................................................................................10-41
10.7.8 Vertical Speed..................................................................................................................10-41
10.7.9 Heading ............................................................................................................................10-41
10.8 Navigation Displays (ND) .....................................................................................................10-42
10.8.1 Introduction.......................................................................................................................10-42
10.8.2 Map Mode.........................................................................................................................10-42
10.8.3 Navigation Data Points.....................................................................................................10-43
10.8.4 VOR and Approach Modes ..............................................................................................10-43
10.8.5 Plan Mode ........................................................................................................................10-43
10.8.6 ND Information .................................................................................................................10-43
10.8.6.1 Heading.....................................................................................................................10-43
10.8.6.2 Traffic ........................................................................................................................10-43
10.8.6.3 Weather Radar..........................................................................................................10-43
10.8.6.4 Failure Flags and Messages.....................................................................................10-43
10.9 ND Symbology .....................................................................................................................10-44
10.10 TCAS Symbology.................................................................................................................10-45
FCOM-PART-II-XJ Large Jet Page 10-iii


10.1 EFIS - Controls and Indicators
10.1.1 Display Units

Figure 10.1-1 Display Units
1 Captain Outboard Display Unit
2 Captains Inboard Display Unit
3 Multi Function Display Unit
4 First Officer Inboard Display Unit
5 First Officer Outboard Display Unit
10.1.1.1 Captain and First Officer Outboard Displays

Figure 10.1-2 Outboard Display
1 Flight Mode Annunciator
Refer to Chapter 4, Automatic Flight
2 Airspeed/Mach Indications
3 Attitude Indications
4 Altitude Indications
5 Vertical Speed Indications
6 Heading Indications
10.1.1.2 Captain and First Officer Inboard Displays

Figure 10.1-3 Inboard Display
Navigation Display
Displays map, approach, VOR, or plan modes as selected on the EFIS
control panel.
10.1.1.3 Multi Function Display (MFD)
See Chapter 7 for Multi Function Display information.
10.2 Primary Flight Display (PFD) Indications
10.2.1 PFD Airspeed Indications General
The PFD airspeed indication displays Air Data Computer (ADC) airspeed and
other airspeed related information.

Figure 10.2-1 PFD Airspeed Indications
1 Selected Speed (magenta)
Displays target airspeed: Indicates the airspeed manually selected by use of
MCP speed select knob
2 Speed Trend Vector (green)
indicates predicted airspeed in the next 10 seconds based on the current
airspeed and acceleration.
3 Current Airspeed (white)
Indicates current calibrated airspeed in knots.
When current airspeed approaches the stall speed: Displays green airspeed
when within tolerance and displays red when speed exceeds V
MO
or is below
the stall speed.
airspeed readout turns amber 10 knots above the stall speed and flashes for
10 seconds.
airspeed turns amber and flashes for 10 sec 15 knots below V
MO

4 Maximum Speed (red)
Bottom of the bar indicates the maximum speed as limited by the lowest of
the following:
o V
MO
/M
MO

o flap placard speed
o landing gear placard speed.
5 Speed Bug (cyan)
Points to the airspeed: Manually selected by the speed select knob
When the selected speed is off scale, the bug is not displayed.
6 Current Mach (cyan)
Indicates current Mach number:
displays when airspeed is 0.45 Mach and above
blanks when airspeed decreases below 0.45 Mach
displays mach speed in red if greater than V
MO.

7 Takeoff Reference Speeds (cyan)
Indicates V1 (decision speed) and VR (rotation speed) and V2 as selected on
the CDU TAKEOFF REF page (refer to Chapter 11, Flight Management,
Navigation)
o displayed for takeoff when speed is greater than 80 knots
o removed at liftoff
8 Minimum Speed (red)
Top of bar indicates the speed at which [stick shaker] occurs.
Appears after lift off
10.2.2 PFD - Attitude Indications - General

Figure 10.2-2 Attitude Indications
1 Bank Scale (white)
Provides fixed reference for the bank pointer; scale marks are at 0, 10, 20,
30, 45, and 60 degrees.
2 Flight Director Bar (magenta)
Indicates flight director steering commands. (Refer to Chapter 4, Automatic
Flight.)
3 Bank Pointer
Indicates bank angle.
4 Airplane Symbol
Indicates airplane attitude relative to the horizon.
5 Skid / Slip indication
Indicates airplane yaw.
10.2.3 PFD - Instrument Landing System Indications

1 Localizer Pointer and Deviation Scale
The pointer (green):
indicates localizer or FAC position relative to the airplane.
in view when the localizer signal is received or IAN approach selected.
The scale:
indicates deviation.
in view when the localizer frequency is tuned.

2 Marker Beacon symbol
Flashes when over one of the marker beacons:
OM (cyan) - an outer marker beacon
MM (amber) - a middle marker beacon
IM (white) - an inner marker beacon.
3 Glide Slope/Glide Path Pointer and Deviation Scale
The pointer:
indicates glide slope/glide path position.
in view when the glide slope signal is received .
not displayed when the track and the front course on the mode control panel
differ by more than 90 degrees (backcourse).
The scale:
indicates deviation.
in view when the localizer frequency is tuned.
4 Radio Altitude
Displayed below 2500 feet AGL:
10.2.4 PFD - GPWS Annunciations

Figure 10.2-3 GPWS Annunciations
1 GPWS Annunciations (red)
Displays Pull UP alerts.
Refer to Chapter 15, Warning Systems.
10.2.5 PFD - Altitude Indications General

Figure 10.2-4 Altitude Indications
1 Selected Altitude Bug (cyan)
Indicates the altitude set via the MCP altitude select knob.
When the selected altitude is off scale, half of the bug will be in view and
parked either at the top or the bottom of the altitude tape depending on the
relative selected altitude.
2 Current Altitude Readout (white)
Displays current altitude in increments of thousands, hundreds and twenty
feet:
o for positive values of altitude below 10,000 feet, a green crosshatch
symbol is displayed
o a negative sign appears when altitude below zero feet is displayed
3 Selected Altitude (cyan)
Displays the altitude set via the MCP.
The selected altitude flashes amber or cyan during an altitude alert. For more
information, refer to Chapter 15, Warning Systems.
4 Barometric Settings (cyan)
Indicates the barometric setting in either inches of mercury (IN) or
hectopascals (HPA) as selected on the EFIS control panel.
amber box displays when there is a discrepancy between the captain and first
officer selection
10.2.6 PFD - Landing Altitude / Minimums Indications

Figure 10.2-5 Landing Altitude / Minimums Indications
1 BARO Minimums Pointer (cyan)
Indicates the barometric minimums selected via the EFIS control panel:
o pointer and line flash amber for approx 5 sec then stays amber when
airplane descends below selected minimum altitude.
2 RADIO Minimums bar
indicates the radio altimeter minimums selected via the EFIS control panel.
3 Minimums Reference/Altitude
Displays approach minimum reference and altitude set by the MINS selector
on the EFIS control panel:
o BARO - displayed below airspeed tape when selector is set to BARO,
minimums are in feet MSL -
MIN display on ADI,turns amber and flashes for 5 seconds
when airplane descends below selected minimum altitude.
changes back to blue:
when passing the selected minimum altitude plus 75
feet during goaround
at touchdown
o RADIO -
displayed below the airspeed tape when selector is set to
RADIO, minimums are in feet AGL
blank when an altitude less than 0 feet is selected
MIN display on ADI, turns amber and flashes for 5 seconds
when airplane descends below selected minimum altitude
changes back to blue:
when passing the selected minimum altitude plus 75
feet during goaround
at touchdown
10.2.7 PFD - Vertical Speed Indications

Figure 10.2-6 Vertical Speed Indications
1 Vertical Speed Pointer (green)
Indicates current vertical speed.
2 Selected Vertical speed Bug (cyan)
Indicates the speed selected via the MCP with V/S pitch mode engaged.
3 Vertical speed digital readout (cyan)
Displays actual vertical speed when greater than 400 feet/minute ( above the
vertical speed indication for climbing and below the tape for descending)
4 TCAS Vertical Speed Tape (red)
Tape turns red to indicate vertical speed values to avoid or exit during a
TCAS resolution advisory.
10.2.8 PFD - Failure Flags

Figure 10.2-7 PFD Failure Flags
NOTE: All of the failure indications flash for 5 sec and then remain steady.
1 IAS Flag (red)
The speed indication is inoperative. All indication markings are removed.
2 Radio Altitude Flag (red)
The radio altitude display has failed.
3 Localizer Flag (red)
An ILS frequency is tuned and the ILS localizer deviation display on the
attitude indication has failed. An ILS Nav source is selected and an invalid
frequency is selected, a valid ILS frequency selected and the aircraft is not
receiving an ILS signal.

4 Glide Slope (red)
An ILS frequency is tuned and the ILS glide slope deviation display on the
attitude indication has failed. An ILS NAV source is selected and an invalid
frequency is selected, a valid ILS frequency selected and the aircraft is not
receiving an ILS signal. A back course track is selected.
5 Altitude Flag (red)
The altitude display has failed.
6 Vertical Speed Flag (red)
Vertical speed has failed.
7 Attitude Flag (red)
The attitude display has failed.
8 Flight Director Flag (red)
The flight director has failed.
10.2.9 PFD - Airspeed Disagree Alert

Figure 10.2-8 IAS Disagree
1 IAS DISAGREE
Airspeed Disagree Alert Indicates the Captains and F/Os airspeed
indications disagree by more than 10 sec.
10.2.10 PFD - Altitude Disagree Alert

Figure 10.2-9 ALT Disagree alert
1 ALT DISAGREE
Indicates the Captains and F/Os altitude indications disagree by more than
300 feet for more than 5 continuous seconds.
10.3 Navigation Displays (ND) - Indications
10.3.1 ND - MAP Mode

Figure 10.3-1 ND Map Mode Display
Recommended mode for all phases of flight. Provides moving map display
with FMS waypoints, route track, weather or terrain information. It is only
available in expanded mode.
1 Displays active NAV source
2 Selected bearing pointers
3 Compass rose
4 Range rings
5 Weather radar selected ON
6 Aircraft heading
7 FMS waypoint
When active - magenta
When inactive - white
10.3.2 ND - APPROACH MODE

Figure 10.3-2 ND Approach Mode Display
Approach mode is used to display localizer and glideslope deviation on the
ND.
10.3.3 ND - VOR MODE

Figure 10.3-3 VOR Mode
VOR mode is used to display VOR course information on the ND.
10.3.4 ND - PLAN MODE

Figure 10.3-4 PLAN Mode
Plan mode is oriented on true north and is used to view the FMS route. Each
waypoint can be steeped through via the step key on the FMS leg page while
in plan mode.
10.3.5 ND - TCAS Display

Figure 10.3-5 TCAS Display
The TCAS display shows potentially conflicting traffic. See TCAS Symbology
later in this chapter and Chapter 15 Warning Systems for more detailed
information on TCAS functions and operation.
10.4 EFIS Control Panel
The left EFIS control panel controls the Captain outboard and inboard display
units. The right EFIS control panel controls the First Officer outboard and
inboard display units.
10.4.1 EFIS Control Panel Controls - Flight Instrument Displays

Figure 10.4-1 EFIS Control Panel Controls - Flight Instrument Displays
1 Minimums (MINS) Reference Selector Switch (two position)
RADIO selects radio altitude as the minimums reference
BARO selects barometric altitude as the minimums reference.
2 Minimums (MINS) Selector Knob
ROTATE adjusts the radio or barometric minimums altitude.
3 Navigation Source (NAV SRC)
PUSH switch selection between VOR/LOC/FMS source for navigation
information. Navigation source information is displayed at the top right corner
of the ND, independently of the ND mode selected (APP,VOR or MAP).
4 Meters (MTRS) Switch (momentary action)
PUSH displays altitude indications in meters.
5 Barometric (BARO) Selector
ROTATE adjusts the barometric altitude setting on the altitude tape
PUSH - Selects standard altimeter setting 29.92IN or 1013HPA depending on
the BARO Reference selector
6 Barometric (BARO) Reference Selector (two position)
IN selects inches of mercury as the barometric altitude reference
HPA selects hectopascals as the barometric altitude reference.
10.4.2 EFIS Control Panel Controls Navigation Displays

Figure 10.4-2 EFIS Control Panel Controls - Navigation Displays
1 VOR/ADF Switch (three position)
Displays VOR or ADF information on all navigation modes except PLAN.
VOR displays the selected VOR bearing pointer, frequency or identification
and DME.
2 Mode Selector (rotary, five positions)
Selects different display sources for the ND.
3 Center (CTR) Switch
PUSH
o displays the full compass rose (center) for APP, VOR and MAP
o subsequent pushes alternate between expanded and center displays.
4 Range Selector (outer)
Selects desired display range in nautical miles for APP, VOR, MAP or PLN
mode.
5 MAP Switches (momentary action)
The MAP switches:
o add background data/symbols to MAP and center MAP modes
o displays can be selected simultaneously
o second push removes the information.
WXR (weather radar) energizes weather radar transmitter and displays
weather radar returns.
STA (station) displays all FMC data base navigation aids on map mode
WPT (waypoint) displays the waypoints in the FMC data base which are not
in the flight plan route
ARPT (airport) displays all airports which are stored in the FMC data base
and which are within the viewable map area.
DATA displays altitude constraint, if applicable, and estimated time of arrival
for each active route waypoint.
TERR (terrain) displays GPWS generated terrain data in MAP, VOR, and
APP modes (refer to Chapter 15, Warning Systems).
10.4.3 Display Select Panel

Figure 10.4-3 Display Select Panels
1 Main Panel Display Units (MAIN PANEL DUs) Selector
Selects what is displayed on the respective outboard and inboard display
units:
o Inboard Primary Flight Display (INBD PFD) displays the PFD on the
inboard display unit and outboard unit.
o Normal (NORM) displays PFD on the outboard display unit and ND
on the inboard display unit.
o Inboard Multifunction Display (INBD MFD) displays PFD on the
outboard display. Displays center unit information on the inboard
display unit.
2 Brightness Control
ROTATE - controls the brightness of the respective display unit.

10.5 Standby Flight Instruments
The standby flight instruments include the:
o standby magnetic compass
o integrated standby flight instruments system.
10.5.1 Standby Magnetic Compass

Figure 10.5-1 Standby Magnetic Compass
Standby Magnetic Compass
Displays magnetic heading.
10.5.2 Integrated Standby Instrument System (ISIS)
The ISIS displays the following information:
o Attitude
o airspeed and Mach
o barometric pressure
o ILS information
o bugs

Figure 10.5-2 Integrated Standby Instrument System
1 Bugs
PUSH - Displays settings page for standby bugs, subsequent push returns to
standby instruments.
2 Attitude Display
Displays airplane attitude.
o Indicates bank in reference to the bank scale
o Indicates the horizon relative to the airplane symbol
o Beyond 30 degrees pitch, large red arrowheads (V-shaped) indicate
the attitude has become excessive, and the direction to the horizon
line.
3 Display Brightness Switches
Push
o + increases display brightness
o - decreases display brightness
On bugs display -
o scrolls through the available settings
4 Airplane Symbol
Indicates airplane attitude with reference to the horizon.
5 Attitude Reset (RST) Switch
Push and hold at least two seconds
o aligns horizon with the airplane symbol
o reset takes approximately ten seconds
6 Barometric Setting
Indicates the barometric setting selected with the barometric selector.
STD is displayed when selected with the barometric selector.
7 Barometric (BARO) Selector
Rotate changes barometric setting
Push
o selects standard barometric setting (29.92 inches Hg/1013 HPA)
o if STD is displayed, selects the preselected barometric setting
In bugs mode:
Push - activates the setting
Rotate - selects desired value for active setting.
8 Current Altitude
9 LS Landing System Switch
Push
selects loc and GS
o will display opposite information for a back course
10 Ambient Light Sensor
11 Airspeed Indications
Indicates current airspeed when above 30 knots.
12 Heading Indication
Displays airplane heading.
10.5.3 Integrated Standby Instrument System FLAGS

Figure 10.5-3 Integrated Standby Instrument System FLAGS
1 Attitude ATT Flag (amber)
Attitude information is lost.
2 Speed SPD Flag (amber)
Airspeed information is lost.
3 90 Flag(amber)
90 second initialization message.
4 Altitude ALT Flag(amber)
When altitude data is lost the ALT flag appears
5 ILS localizer failure flag
ILS localizer has failed
6 ILS glideslope failure flag
ILS glideslope has failed.
7 ATT:RST( amber)
Displayed when too much movement is detected during the alignment phase.
10.5.4 Integrated Standby Instrument System Bugs Display

Figure 10.5-4 10.2.14.4 Integrated Standby Instrument System Bugs Display

1 BUGS function selection pushbutton
Will activate the bugs function and display the values to be selected.
2 Speed (SPD) and Altitude (ALT) BUG columns
the SPD BUG column gives four selectable speed values in knots.
the ALT BUG column gives two selectable altitude values in feet.
3 BUGS value selection knob
PUSH-
once: a bug value is activated. The OFF label appears.
ROTATE-
sets the bug value.
bug values will be displayed on the appropriate tape (ISIS speed or altitude)
in cyan.
BUG function display can be exited by pressing the BUGS button.
4 Box Selection Buttons
PUSH
o + access a bug selection box above
o access a bug selection box below.
10.5.5 Integrated Standby Instrument System Landing Display

Figure 10.5-5 Integrated Standby Instrument System Landing Display
1 Localiser Pointer and Deviation Scale
The localizer pointer indicates localizer position relative to the airplane.
the pointer is in view when the localizer signal is received
the scale is in view when either APPR or B/C mode is selected
2 Glideslope Pointer and Deviation Scale
The glideslope pointer indicates glideslope position relative to the airplane.
the pointer is in view when the glideslope signal is received
the scale is in view when APPR mode is selected
the pointer and scale are removed when the B/C mode is selected
3 Landing System (LS) selection button
PUSH
display the Localizer and Glideslope Pointers and Deviation scales.
10.5.6 Clock

Figure 10.5-6 Clock

10.6 EFIS System Description
10.6.1 Introduction
The common display system (CDS) supplies information to the flight crew on
five flat panel liquid crystal display units (DUs). The outboard and inboard
display units present all primary flight and navigation information. Engine,
Secondary engine indications or system data are normally displayed on the
center DU.
10.6.2 EFIS Control Panels
The EFIS control panels, located on the glareshield, control display options,
mode, and range for the related pilots displays. Refer to the PFD and ND
sections of this chapter for detailed information.
10.6.3 Display Select Panel
The display select panel, located on the left and right forward panels, controls
the displays on the inboard and outboard DUs. Normal operation is all
selectors in the NORMAL (NORM) position. The pilots outboard and inboard
DUs display primary flight and navigation data and the center DU displays
primary and secondary engine data, fuel quantity and flight control information.
Manual control of display formats is provided for DU failures.
The rotary switch on the display select panel controls the formats displayed on
the inboard DUs.
10.6.4 Attitude Heading Reference System(AHRS)
Two AHRSs provide inertial position and track data to the FMC as well as
attitude and heading information to the flight displays.
10.6.5 Air Data Computers (ADC)
Two ADCs convert pneumatic pressure to electrical signals and send this data
to the displays to provide altitude and airspeed information. Each pitot air data
module is connected to its onside pitot probe; there is no cross connection.
ADC 1 information is sent to the Captain's instrument and ADC 2 information is
sent to the First Officer's instrument. In case of an individual ADC failure the
remaining ADC is capable of supplying both Captain's and First Officer's
instrument.
10.6.6 Total Air Temperature
A total air temperature probe is mounted outside the airplane to sense air
mass temperature. The temperature sensed by the probe is used by the
ADCs to compute total air temperature. Total air temperature is displayed
above the N1 gauge on the multifunction display.
10.6.7 Standby Flight Instruments
The standby flight instruments include:
-standby magnetic compass
-integrated standby instrument system
10.6.8 Standby Magnetic Compass
A standard liquiddamped magnetic standby compass is provided. A card
located near the compass provides heading correction factors.
10.6.9 Integrated Standby Instrument System (ISIS)
The ISIS displays attitude, airspeed, altitude, ILS and heading information. It is
connected directly to the auxiliary pitot and alternate static sources. Attitude
information is provided by internal inertial sensors. ILS information is provided
by the No. 1 ILS receiver.
The battery bus powers the ISIS. Selecting the battery switch ON activates
the ISIS, an initialization sequence begins that requires 90 seconds to
complete. A 90s" message is displayed during initialization. Upon
completion of the initialization sequence, standby information is displayed.
On the ground, operation of the attitude reset switch must be performed with
the airplane stationary. In flight, operation of the attitude reset switch must be
performed with the airplane in wings level, non-accelerated flight. During the
process, the ATT 10s message displays. Failure to maintain straight and level
flight for 10 seconds may result in an ATT:RST message. If the reset attempt
is unsuccessful, the ATT:RST message remains displayed and the ISIS does
not enter normal operation.
10.6.10 CLOCKS
Two electronic clocks are installed, with one digital display on each clock.
Manual time or manual date may be set on the display. The MODE button is
used to select time or chronograph.
10.7 Primary Flight Display (PFD)
10.7.1 Introduction
The primary flight displays (PFDs) present a dynamic color display of all the
parameters necessary for flight path control. The displays provide the following
information:
Flight Mode Annunciation
Airspeed
Altitude
vertical speed
attitude
steering information
radio altitude
instrument landing system display
approach minimums
heading/track indications
TCAS indications
GPWS annunciations.
Failure flags are displayed for airplane system failures. Displayed information
is removed or replaced by dashes if no valid information is available to the
display system (because of out of range or malfunctioning navigation aids).
Displays are removed when a source fails or when no system source
information is available.
Flight mode annunciations are described in Chapter 4, Automatic Flight.
10.7.2 Airspeed
Airspeed is displayed on a tape and in a digital window on the left side of the
PFD.
The current Mach number is digitally displayed below the airspeed tape when
the current Mach number is greater than 0.40. An airspeed trend vector
indicates predicted airspeed in 10 seconds. Selected airspeed is displayed
above the airspeed tape.
10.7.3 Attitude
The attitude indication displays the airplane pitch and roll attitude referenced to
the horizon.
Pitch attitude is displayed by an airplane symbol against a pitch scale. The
pitch scale is in 2.5 degree increments.
A pointer indicates bank angle in increments of 10, 20, and 30 degrees.
Single marks indicate 45 and 60 degrees of bank. A small rectangle under the
bank angle pointer indicates slip and skid conditions. Bank angle is also
represented by the attitude of the airplane symbol against the horizon line and
pitch scale.
10.7.4 Steering Indications
The flight director is displayed when the related flight director switch is on.
Pitch and roll commands are combined on a single display.
10.7.5 Instrument Landing System Indications
ILS glide slope and localizer deviation, and marker beacon indications are
provided.
The marker beacon indication (OM outer marker, IM inner marker, or MM
middle marker) is displayed in the upper right corner of the attitude display
area.

The glide slope pointer and scale appear on the right side of the attitude
indication when a valid signal is received. At low radio altitudes, with autopilot
or flight director engaged, the scale turns amber and the pointer flashes to
indicate an excessive glide slope deviation. The pointer is not displayed when
the glide slope signal is unusable or when the track and the front course on the
mode control panel differ by more than 90 degrees (back course).
The localizer pointer and scale appear at the bottom of the attitude indication
when a valid signal is received. At low radio altitudes, with autopilot or flight
director engaged, the scale turns amber and the pointer flashes to indicate
excessive deviation.
10.7.6 Approach Minimums
The selected radio altitude or barometric approach minimums are set on the
EFIS control panel. The radio altitude approach minimum is displayed below
the Altitude display.
10.7.7 Altitude
Altitude is displayed on an altitude tape along the right side of the PFD. It is
also shown digitally in a window in the middle of the tape. When meters is
selected on the EFIS control panel:
current altitude in meters is also shown above the altitude tape
selected altitude in meters is displayed above the altitude tape.
Selected altitude is displayed above the altitude. Selected altitude is also
depicted with a bug on the altitude tape.
The selected barometric approach minimum is indicated on the altitude tape
with a triangular pointer and a line when BARO minimums are selected.
The current barometric reference is displayed below the altitude tape in either
inches of mercury or hectopascals as selected on the EFIS control panel.
10.7.8 Vertical Speed
Vertical speed is displayed to the right of the altitude tape with a tape and
pointer.
Vertical speed is digitally displayed above or below the vertical speed display
when vertical speed is greater than 400 feet per minute. It is displayed above
with positive vertical speed and below with negative vertical speed. The
selected vertical speed bug shows the selected vertical speed when in the
MCP vertical speed (V/S) pitch mode.
10.7.9 Heading
Heading information is displayed in the bottom section of the PFD on a section
of the compass rose. The MCP selected heading is displayed as a bug on the
outside of the compass rose and digitally in the left half of the compass rose.
10.8 Navigation Displays (ND)
10.8.1 Introduction
The NDs provide a modeselectable color flight progress display. The modes
are:
horizontal situation indication
radio distance magnetic indicator
navigation display with:
MAP
VOR
APPR (approach)
PLN (plan)
The VOR, and APPR modes can be switched between an expanded mode
with a partial compass rose and a centered mode with a full compass rose.
The MAP mode is always in expanded mode.
10.8.2 Map Mode
The MAP mode is recommended for most phases of flight. This mode shows
airplane position relative to the route of flight against a moving map
background.
Displayed information can include:
selected and current heading
range to selected altitude
map range scale
ground speed
wind direction and speed
next waypoint distance
waypoint estimated time of arrival
selected navigation data points.
10.8.3 Navigation Data Points
Additional navigation facility (STA), waypoint (WPT), airport (ARPT), route
progress (DATA) are available for display on the ND in the expanded map
modes.
10.8.4 VOR and Approach Modes
The VOR and APPR modes display track information of the active NAV source
the course selector can be used to change the selected course in VOR or LOC
as the active NAV source. If FMS is the active source the actual FMS track
will be displayed. In Approach a glideslope scale will also be depicted.
VOR selection must be used to view VOR track information and APPR must
be used to view Localiser/glideslope information.
10.8.5 Plan Mode
The PLN mode is presented true north up. The active route may be viewed
using the STEP prompt on the CDU LEGS pages.
10.8.6 ND Information
10.8.6.1 Heading
Heading is supplied by the Attitude and Heading Reference System (AHRS).
10.8.6.2 Traffic
Traffic information from the TCAS can be displayed on the ND. TCAS is
described in Chapter 15, Warning Systems.
10.8.6.3 Weather Radar
Weather radar information can be displayed on the ND. The weather radar
system is described in Chapter 11, Flight Management, Navigation.
10.8.6.4 Failure Flags and Messages
Failure flags are displayed for system failures or invalid information.
Indications are removed or replaced by dashes when source system
information is not available.
10.9 ND Symbology
Table 10.9-1 ND Symbology
SYMBOL NAME MODE REMARKS

Selected heading bug All except
PLN
Displays the MCPselected
heading

Wind direction / speed
and wind arrow
All Indicates wind speed and
direction.

Selected course pointer VOR,
APP
Displays selected course as set
by the related MCP course
selector.

Selected course
Pointer TO/FROM
pointer
APP CTR,
VOR CTR
Displays selected course as set
by the related MCP course
selector.
TO/FROM pointer is displayed
when VOR navigation is being
used.

VOR 1orADF 1 pointer
head and tail
All except PLN Indicates bearing to (head) or
from (tail) the tuned station, if
selected on the respective EFIS
control panel.

VOR 2 or ADF 2 pointer
EFIS control panel
head and tail
All except PLN Indicates bearing to (head) or
from (tail) the tuned station, if
selected on the respective EFIS
control panel.

Airplane symbol VOR CTR,
APP CTR
Current airplane position is at
the center of the symbol

Airplane symbol PLN Indicates actual position and
track along the flight plan route.

Airplane symbol

MAP,VOR,APP Current airplane position is at
the apex of the triangle.

Waypoint: active-
magenta, Inactive-white
MAP Active represents the
waypoint the airplane is
currently navigating to.
Inactive represents the
waypoints on the active route.

10.10 TCAS Symbology
Table 10.10-1 TCAS Symbology
SYMBOL NAME MODE REMARKS

TCAS resolution
advisory (RA),
relative altitude

TCAS traffic advisory
(TA), relative altitude

TCAS proximate
traffic, relative
altitude

TCAS other traffic,
relative altitude
MAP,
MAP CTR,
VOR,
APP
VOR, CTR
APP, CTR
These symbols are displayed only when the EFIS
control panel traffic (TFC) switch is selected on. Refer
to Chapter 15, Warning Systems.
The arrow indicates traffic climbing or descending at a
rate<= 500 fpm. At rates > 500 fpm, the arrow is not
displayed.
For relative altitude symbols, the number and
associated signs indicate altitude of traffic in hundreds
of feet relative to the airplane.
For TCAS traffic, the number is below the traffic
symbol when the traffic is below, and above the traffic
symbol when the traffic is above the airplane. Absence
of the number implies altitude unknown.

Range Ring MAP,
VOR,
APP,
VOR CTR
APP CTR
Displayed when TFC selected on EFIS Control Panel.
Shows 3 NM range ring oriented to aircraft heading.
Displayed at ranges of 20 NM or less.

End of Chapter 10.


Chapter 11 Flight Management
Chapter 11 Flight Management System and
Navigation
Table of Contents

11.1.1 Control Display Unit (CDU) ................................................................................................11-1
11.1.1.1 Function and Execute Keys ........................................................................................11-3
11.1.1.2 Alphanumeric and Miscellaneous Keys ......................................................................11-6
11.1.1.3 CDU Page Components .............................................................................................11-8
11.1.2 VHF Control........................................................................................................................11-9
11.1.3 Navigation Control ............................................................................................................11-10
11.1.4 ADF Control......................................................................................................................11-13
11.1.5 Transponder Control ........................................................................................................11-16
11.2.1 Introduction.......................................................................................................................11-19
11.2.2 Attitude and heading reference system (AHRS) ..............................................................11-19
11.2.3 Automatic Direction Finding (ADF)...................................................................................11-19
11.2.4 Distance Measuring Equipment (DME)............................................................................11-19
11.2.5 Instrument Landing System (ILS).....................................................................................11-19
11.2.6 Very High Frequency Omni Range (VOR) .......................................................................11-19
11.2.7 ATC Transponders...........................................................................................................11-20
11.2.8 Weather Radar (if installed) .............................................................................................11-20
11.3 Flight Management System Description ..............................................................................11-21
11.3.1 Introduction.......................................................................................................................11-21
11.3.2 Flight Management Computer (FMS)...............................................................................11-21
11.3.3 Control Display Units (CDU) ............................................................................................11-21
11.3.4 Section 31 - Flight Management System Operation ........................................................11-22
11.3.4.1 Introduction ...............................................................................................................11-22
11.3.4.2 Preflight .....................................................................................................................11-22
11.3.4.3 Takeoff ......................................................................................................................11-23
11.3.4.4 Climb .........................................................................................................................11-23
11.3.4.5 Cruise........................................................................................................................11-23
11.3.4.6 Descent .....................................................................................................................11-23
11.3.4.7 Approach...................................................................................................................11-23
11.3.4.8 Flight Complete.........................................................................................................11-23
11.3.5 FMS and CDU Terminology .............................................................................................11-23
11.3.6 Navigation Position...........................................................................................................11-25
11.3.6.1 FMS Position Updates ..............................................................................................11-25
11.3.7 Lateral Navigation (LNAV)................................................................................................11-26
11.3.8 Waypoints.........................................................................................................................11-26
11.3.8.1 Navaid Waypoints .....................................................................................................11-26
11.3.8.2 Fix Waypoints............................................................................................................11-27
11.3.8.3 Long Waypoint Names..............................................................................................11-27
11.3.8.4 Unnamed Waypoints.................................................................................................11-27
11.3.8.5 Procedure Arc Fix Waypoint Names.........................................................................11-29
11.3.8.6 Procedure Fix Waypoints..........................................................................................11-29
11.3.8.7 Duplicate Waypoints .................................................................................................11-31
11.3.8.8 Conditional Waypoints ..............................................................................................11-31
11.3.8.9 Manually Entered Latitude/ Longitude Waypoints ....................................................11-32
11.3.8.10 Manually Entered PlaceBearing/Distance or PlaceBearing/PlaceBearing Waypoints
11-32
11.3.8.11 Manually Entered AlongTrack Waypoints...............................................................11-32
11.3.9 ND Map Displays..............................................................................................................11-33
11.4 Flight Management Computer .............................................................................................11-34
11.4.1 FMS Databases................................................................................................................11-34
11.4.2 Thrust Management .........................................................................................................11-34
11.4.3 Fuel Monitoring.................................................................................................................11-34
11.4.4 Loss of FMS Electrical Power ..........................................................................................11-35
11.5 FMS Preflight........................................................................................................................11-35
11.5.1 Introduction.......................................................................................................................11-35
11.5.2 Preflight Page Sequence..................................................................................................11-36
11.5.2.1 Minimum Preflight Sequence....................................................................................11-37
11.5.2.2 Supplementary Pages...............................................................................................11-38
11.5.2.3 Preflight Pages Part 1 ............................................................................................11-38
11.5.2.3.1 Initialization/Reference Index Page.....................................................................11-38
11.5.2.3.2 Identification Page...............................................................................................11-40
11.5.2.3.3 Position Initialization Page ..................................................................................11-42
11.5.2.3.4 Position Reference Page 2/4 ..............................................................................11-44
11.5.2.3.5 Position Reference Page 3/4 ..............................................................................11-45
11.5.2.3.6 Route Page .........................................................................................................11-46
11.5.2.3.7 Route Page 2/X...................................................................................................11-49
11.5.2.4 Preflight Pages Part 2 ............................................................................................11-51
11.5.2.4.1 Departure/Arrival Index Page..............................................................................11-51
11.5.2.4.2 Departures Page .................................................................................................11-53
11.5.2.4.3 Performance Initialization Page ..........................................................................11-55
11.5.2.4.4 Takeoff Reference Page .....................................................................................11-58
11.6 FMS Takeoff and Climb .......................................................................................................11-59
11.6.1 Introduction.......................................................................................................................11-59
11.6.2 Takeoff Phase ..................................................................................................................11-59
11.6.3 Climb Phase.....................................................................................................................11-59
11.6.3.1 Route Legs Page ......................................................................................................11-59
11.6.4 Air TurnBack...................................................................................................................11-63
11.6.4.1 Arrivals Page.............................................................................................................11-63
11.7 FMS Cruise ..........................................................................................................................11-64
11.7.1 Introduction.......................................................................................................................11-64
11.7.2 LNAV Modifications..........................................................................................................11-65
11.7.2.1 RTE LEGS Page Modifications.................................................................................11-65
11.7.2.1.1 Add Waypoints ....................................................................................................11-65
11.7.2.1.2 Delete Waypoints ................................................................................................11-67
11.7.2.1.3 Change Waypoint Sequence ..............................................................................11-67
11.7.2.1.4 Remove Discontinuities.......................................................................................11-67
11.7.2.1.5 Direct To And Intercept Course To .....................................................................11-67
11.7.2.1.6 SELECT DESIRED Waypoint (WPT) Page ........................................................11-68
11.7.2.1.7 Route Offset ........................................................................................................11-69
11.7.3 Navigation Data................................................................................................................11-70
11.7.3.1 Reference Navigation Data Page .............................................................................11-70
11.7.3.2 Fix Information Page.................................................................................................11-73
11.7.4 Route and Waypoint Data ................................................................................................11-75
11.7.4.1 Route Data Page.......................................................................................................11-75
11.7.5 Wind Data.........................................................................................................................11-77
11.7.6 Progress Pages................................................................................................................11-77
11.7.6.1 Progress Page 1 .......................................................................................................11-77
11.7.6.2 Progress Page 2 .......................................................................................................11-80
11.7.7 Approach ..........................................................................................................................11-82
11.7.8 Arrivals Page IFR Approaches......................................................................................11-82
11.7.8.1 Selecting Options......................................................................................................11-82
11.7.8.2 Holding ......................................................................................................................11-84
11.7.8.2.1 Hold Page (First Hold).........................................................................................11-85
FCOM-PART-II-XJ Large Jet Page 11-iii
11.7.8.2.2 Hold Page (Existing Hold) ...................................................................................11-89
Page 11-iv FCOM-PART-II-XJ Large Jet


11.1.1 Control Display Unit (CDU)

Figure 11.1-1 Control Display Unit
1 Control Display Unit (CDU) display
Displays FMS data pages.
2 Line Select keys (LSK)
Push
moves data from scratchpad to selected line
moves data from selected line to scratchpad
selects page, procedure, or performance mode as applicable
deletes data from selected line when DELETE is shown in scratchpad.
3 Display (DSPY) light
Illuminated (white)
when RTE page 3 or greater, RTE LEGS page 2 or greater, RTE DATA
page 2 or greater is displayed.
when airplane is not in holding pattern displayed on HOLD page.
when modification in progress, an any RTE, RTE LEGS, RTE DATA or
HOLD is displayed.
4 FAIL light
Illuminated (amber) fault detected in related FMS.
5 Brightness control
Rotate controls display brightness.
6 Message (MSG) light
Illuminated (white) an FMS message is waiting to display or is displayed.
7 Offset (OFST) light
Illuminated (white) an offset has been entered and executed.

11.1.1.1 Function and Execute Keys

Figure 11.1-2 CDU Function and Execute Keys

1 CDU Function keys
Push
INIT REF displays page for data initialization or for reference data
RTE displays page to input or change origin, destination, or route
DEP ARR displays page to input or change departure and arrival
procedures
ATC key inoperative
INOP key inoperative
FIX key inoperative
LEGS
o displays page to evaluate or modify lateral and vertical data
o displays page to control the center point on the PLAN mode
display
HOLD displays page to create holding patterns and show holding
pattern data
FMS COMM key inoperative
PROG displays page to view dynamic flight and navigation data,
including waypoint and destination ETAs, fuel remaining, and arrival
estimates
MENU displays page to choose subsystems controlled by CDU
NAV RAD key inoperative
PREV PAGE displays previous page of related pages (for example,
LEGS pages)
NEXT PAGE displays next page of related pages.
2 Execute (EXEC) key
Push
makes data modification(s) active
extinguishes execute light.
3 Execute light
Illuminated (white) active data is modified but not executed.
11.1.1.2 Alphanumeric and Miscellaneous Keys

Figure 11.1-3 CDU Alphanumeric and Miscellaneous keys
1 Alpha/Numeric keys
Push
puts selected character in scratchpad
Slash (/) key puts / in scratchpad
Plus Minus (+/) key first push puts in scratchpad. Subsequent
pushes alternate between + and .
2 Clear (CLR) key
Push
If scratchpad message present - clears scratchpad message
If scratchpad entry in progress - clears last scratchpad character
Push and hold clears all scratchpad data.
3 Delete (DEL) key
Push
enters "DELETE" in scratchpad.
4 Space (SP) key
Push
puts space in scratchpad.
11.1.1.3 CDU Page Components

Figure 11.1-4 CDU Page Components
1 ORIGIN (1L)
LSK 1L is pushed to enter the origin airport using ICAO identifiers contained in
the navigation database. Valid entries are accepted when box prompts are
displayed. Entry clears any previous route and permits entry of departure or
arrival procedures.
2 RUNWAY (2L)
Valid entries are runway numbers contained in the navigation database for the
airport entered into the origin. The active runway can be entered using the
scratchpad or the DEPARTURES page [DEP ARR], outlined in Departure
Selection later in this section. Upon sequencing the first waypoint, the
RUNWAY data in this line is deleted.

3 <RTE 2 (6L)
Pushing LSK 6L displays RTE 2 page 1/X, which gives access to an inactive
route for creating and modifying or for activating. Inactive route modifications
do not change the active route. The prompt changes to RTE 1 when RTE 2 is
displayed.
4 DEST (1R)
The destination airport is entered in line 1R using ICAO identifiers contained in
the navigation database. Entries can be made at any time. When a valid entry
is made, any STAR, STAR transition, approach, or approach transition
associated with a previous destination airport is deleted. If the active leg is part
of the affected procedure, all legs of the procedure following the active leg are
cleared. Entry in the DEST box prompts permits entry of arrival procedures.
5 FLT NO (2R)
Line 2R displays the pilot-entered company flight number. The entry is optional
for activation of the route. Up to 10 characters can be entered, either by the
crew or by uplink.
6 CO ROUTE (3R)
If company routes are stored in the navigation database, an entire route can
be constructed automatically. The company route identifier (no more than ten
characters) is entered into the scratchpad and then LSK 3R is pushed. The
company route contains the origin, destination, departure, en route
procedures, cost index, and cruise altitude.
7 ALTN> (5R)
Selecting LSK 5R displays the ALTN (alternate airports) page.
8 ACTIVATE> (6R)
The ACTIVATE prompt is pushed after the route has been entered and verified
correct.

11.1.2 VHF Control
VHF control functions are explained in Chapter 5 Communications.
11.1.3 Navigation Control

Figure 11.1-5 Navigation (NAV) Control Panel
1 Power, Mode knob
Rotate
OFF: Switches off NAV control panel
ON: Switches on the NAV control panel
HLD: Allows the NAV frequency to be changed, while holding the DME
on the current active frequency.
2 Frequency selector knobs
Rotate-
Controls the preset or active frequency display:
o Outer knob changes the three digits to the left of the decimal
point
o Inner knob changes the two digits to the right of the decimal point
3 Frequency Display
The active frequency is displayed on the first line. The preset frequency is
displayed on the second line.
4 XFR/MEM switch
Spring loaded toggle switch -
NEUTRAL
XFR: exchange preset and active frequency
MEM: One of the frequencies stored in the memory is loaded into the
preset display. Successive actions cycle the four memory frequencies
through the display.
5 Compare annunciator (ACT)
ACT flashes if the actual radio frequency is not identical to the frequency
shown in the active frequency display.
6 STO button
Press-
Allows to enter the frequencies into the four memory positions:
o Preset the frequency to be stored
o Push the STO button: upper line displays an available memory
channel.
o For 5 seconds, the MEM switch may be used to change the
channel numbers.
o Push the STO button a second time, displayed frequency is
stored in the displayed channel.
o After 5 seconds, the control will return to normal operation.
7 ACT button
Press-
In normal operation, frequency select knobs change the preset
frequency display. After a two second push on the ACT button, bottom
line displays dashes, the knob directly acts on the active frequency. A
second push on the ACT button enables a return to normal operation.
8 TEST button
Press-
Initiates the radio self-test diagnostic routine.
9 Annunciators
Three types of messages can appear in this location:
MEM: illuminates when a preset frequency is being displayed on the
second line
RMT: illuminates when the NAV control panel is being remotely
controlled by another system
HLD: illuminates when DME is held to the active frequency at time of
selection. The upper line displays the NAV frequency and the lower line
displays the held DME frequency.
10 Light sensor
Automatically controls display brightness.
11.1.4 ADF Control

Figure 11.1-6 ADF Control Panel
1 Power, Mode knob
Rotate
Enables to switch the system ON, and to choose ANT, ADF or TONE
system mode of operation
2 Frequency select knob
Rotate-
Outer knob is used for selection of 1000s and 100s KHz digits
Inner knob is used for selection of 10s, units and tenth KHz digits.
Normal rotation changes the display in 1 KHz steps, except for the two
steps backward following a rotation, which will change the display in a
0.5 KHz step.
3 Frequency Display
The active frequency is displayed on the first line. The standby frequency is
displayed on the second line.
4 XFR/MEM switch
Spring loaded toggle switch-
NEUTRAL
XFR: exchange standby and active frequency
MEM: successive actions cycle the four memory frequencies through
the display.
ACT flashes if the actual radio frequency is not identical to the frequency
shown in the active frequency display.
6 STO button
Press-
Allows to enter frequencies into the four memory positions:
o Preset the frequency to be stored
o Push the STO button: upper line displays an available memory
channel.
o For 5 seconds, the MEM switch may be used to change the
channel numbers.
o Push the STO button a second time, displayed frequency is
stored in the displayed channel.
o After 5 seconds, the control will return to normal operation.

7 ACT button
Press-
In normal operation, frequency select knobs change the preset
frequency display. After a two second push on the ACT button, bottom
line displays dashes, the knob directly act on the active frequency. A
second push on the ACT button enables a return to normal operation.
8 TEST button
Press-
Initiates the radio self test diagnostic routine.
9 Annunciators
MEM: illuminates when a preset frequency is being displayed on the second
line
RMT: illuminates when the ADF control box is being remotely controlled by
another system
10 Light sensor
Automatically controls display brightness.
11.1.5 Transponder Control

Figure 11.1-7 Transponder Control Panel
1 Power and mode switch
Rotate -
OFF: Transponder control panel and transceiver are de-energized
STBY: ATC system is under power, but does not transmit replies
ON: Transponder mode S replies to both mode A and mode C
ALT: Normal operating position. Transponder replies with flight level
information.
2 Code display
Displays selected code.
3 Code select knobs
Rotate -
Outer knob changes the two left-hand digits
Inner knob changes the two right-hand digits.
4 IDENT button
Press -
Causes the transponder to transmit (or squawk) IDENT signal.
5 Annunciators
TX: displayed when ATC replies to an interrogation
RMT: displayed when the ATC is remotely tuned
Displayed during code changes. It flashes when actual reply code is not
identical to the code shown in the active code display.
7 PRE button (preset)
Push and hold the PRE button while turning the code select knobs to select a
preset code for storage. Can be recalled by momentarily pressing the PRE
button again
8 TEST button
Press the TEST button to initiate the radio self test routine
9 Photo cell
Automatically controls the display brightness
10 Switch 1/2
Select either of two transponders that may be controlled by the transponder
control panel.
11.2.1 Introduction
Navigation systems include the attitude and heading reference system
(AHRS), VOR, ADF, DME, ILS, ATC transponder, weather radar and the Flight
Management System (FMS).
11.2.2 Attitude and heading reference system (AHRS)
The attitude and heading reference system (AHRS) computes airplane
position, ground speed, and attitude data for the display units (DUs), flight
management system, autoflight system, and other systems. The components
of the attitude and heading reference system (AHRS) are entirely automatic
and require no initialization or pilot inputs.
11.2.3 Automatic Direction Finding (ADF)
An automatic direction finding (ADF) system enables automatic determination
of magnetic and relative bearings to selected facilities. Two ADF receivers are
installed. The ADF bearing signals are sent to the pointers on the DUs. The
audio is heard by using the ADF receiver control on the audio selector panel.
If heading or track information is lost or invalid, ADF bearing pointers on the
DUs will be removed.
11.2.4 Distance Measuring Equipment (DME)
Two frequency scanning DME systems are installed. The FMS auto tunes
DME receivers as necessary for position updating. The radio position is
displayed on the POS REF page 2/4. Specific DME station tuning for FMS
position updating can be inhibited on the REF NAV DATA. DME distance is
also displayed on the DUs when the ILS receivers are tuned to a collocated
DME and localizer facility.
11.2.5 Instrument Landing System (ILS)
Two ILS receivers are installed. The ILS receivers are tuned manually on the
NAV control panel. The flight crew must manually tune the ILS for display on
DUs. The ILS localizer and glideslope can also be displayed on the standby
attitude indicator.
11.2.6 Very High Frequency Omni Range (VOR)
Two VOR receivers are installed. The flight crew must manually tune the VOR
on the NAV control panel for display on the DUs. VORDME radio updating is
available if the crew manually tunes a valid inrange VOR station.
Left and right VOR bearings are displayed on the DUs when a valid inrange
VOR station is tuned and the NAV SRC on the respective EFIS control panel
is selected to VOR. The DUs also show course deviation.
11.2.7 ATC Transponders
Two ATC transponders are installed and controlled by a single control panel.
The control panel is used to set the ATC code, operating mode, and to select
which transponder is active. The ATC transponder system transmits a coded
radio signal when interrogated by ATC ground radar. Altitude reporting
capability (Mode C) is provided.
11.2.8 Weather Radar (if installed)
The weather radar system consists of a receiver-transmitter, an antenna and a
control panel.
The EFIS Control Panel weather radar (WXR) switch controls power to the
transmitter/receiver and selects the weather radar display on the respective
ND. The radar display range is set by the range selected on the EFIS Control
Panel. The receiver-transmitter is activated when the WXR switch is on.
The weather radar system detects and locates various types of precipitation
bearing clouds along the flight path of the airplane and gives the pilot a visual
indication in color of the clouds intensity. The radar antenna sweeps a
forward arc of 180 degrees.
The radar indicates a clouds rainfall intensity by displaying colors contrasted
against a black background. Areas of heaviest rainfall appear in red, the next
level of rainfall in yellow, and the least rainfall in green.
In map mode, the radar displays surfaces in red, yellow, and green (most
reflective to least reflective).
These displays enable identification of coastlines, hilly or mountainous
regions, cities, or large structures. Ground mapping mode can be useful in
areas where groundbased navigation aids are limited.
The radar system performs only the functions of weather detection and ground
mapping. It should not be used or relied upon for proximity warning or anti-
collision protection.
Turbulence can be sensed by the weather radar only if there is sufficient
precipitation. Clear air turbulence can not be sensed by radar.
11.3 Flight Management System Description
11.3.1 Introduction
The flight management system (FMS) aids the flight crew in managing
automatic navigation, inflight performance optimization, fuel monitoring, and
flight deck displays. Automatic flight functions manage the airplane lateral
flight path (NAV). The displays include a map for airplane orientation and
command markers (bugs) on the airspeed and N1 indicators to assist in flying
efficient profiles.
The flight crew enters the desired route and flight data into the CDUs. The
FMS then uses its navigation database, airplane position and supporting
system data to calculate commands for manual or automatic flight path control.
The FMS can automatically tune the navigation radios and determine NAV
courses. The FMS navigation database provides the necessary data to fly
routes, SIDs, STARs, holding patterns, and procedure turns. Lateral offset
from the programmed route can be calculated and commanded.
11.3.2 Flight Management Computer (FMS)
The basis of the flight management system is the flight management
computer. The airplane is equipped with one flight management computer.
Since the term FMS (Flight Management System) is universally understood, it
is used here for standardization and simplification.
The FMS uses flight crewentered flight plan information, airplane systems
data, and data from the FMS navigation database to calculate airplane present
position, to fly the programmed route. The FMS sends these commands to the
autopilot, and flight director. Map and route information are sent to DUs. The
EFIS control panels are used to select the desired information for the
navigation displays. The mode control panel is used to select the autopilot,
and flight director operating modes.
The FMS and CDU are used for enroute and terminal area navigation, RNAV
approaches and to supplement primary navigation means when conducting all
types of instrument approaches.
11.3.3 Control Display Units (CDU)
Two identical, independent CDUs provide the means for the flight crew to
communicate with the FMS. The crew may enter data into the FMS using
either CDU, although simultaneous entries should be avoided. The same FMS
data and computations are available on both CDUs; however, each pilot has
control over what is displayed on an individual CDU.
11.3.4 Section 31 - Flight Management System Operation
11.3.4.1 Introduction
When first powered, the FMS is in the preflight phase. As a phase is
completed, the FMS automatically transitions to the next phase in this order:
11.3.4.2 Preflight
During preflight, flight plan and load sheet information are entered manually
into the CDU.
The flight plan defines the route of flight from the origin to the destination and
initializes NAV.
Required preflight information consists of:
Optional preflight data includes:
- Navigation database selection
- Route 2
- Alternate airport
- SID
- STAR
- Wind
Each required or optional data item is entered on specific preflight
pages.
Preflight begins with the IDENT page. If the IDENT page is not displayed, it
can be selected from the IDENT prompt on the INIT/REF INDEX page. Visual
prompts provide assistance in selecting the appropriate CDU pages. Preflight
pages can be manually selected in any order.
After entering and checking the necessary data on each preflight page, the
lower right line select key is pushed to select the next page. When ACTIVATE
is selected on the RTE page, the execute light illuminates. The EXEC key is
then pushed to complete the task of making the route active before continuing
with the preflight.
If a standard instrument departure (SID) is to be entered into the route, the
departure/arrival (DEP/ARR) page is selected. After selecting the desired SID,
the resulting modification must be appropriately linked to the existing route and
executed. This can be accomplished on the RTE or RTE LEGS page.
When all required preflight entries are complete, the preflight status prompts
on the TAKEOFF REF page are no longer displayed.
11.3.4.3 Takeoff
The takeoff phase begins with selection of TO/GA and extends to the thrust
reduction altitude where climb thrust is normally selected.
11.3.4.4 Climb
The climb phase begins at the thrust reduction altitude and extends to the top
of climb (T/C) point. The T/C point is where the airplane reaches the cruise
altitude entered on the PERF INIT page.
11.3.4.5 Cruise
The cruise phase begins at the T/C point and extends to the top of descent
(T/D) point. Cruise can include step climbs and en route descents.
11.3.4.6 Descent
The descent phase begins at the T/D point or when either a level change or
vertical speed descent is initiated. The descent phase extends to the
beginning of the approach phase.
11.3.4.7 Approach
The approach phase begins two miles from the first waypoint of a published
approach or approach transition selected from the ARRIVALS page.
11.3.4.8 Flight Complete
After landing, the flight complete phase clears the active flight plan and load
data.
Some preflight data fields initialize to default values in preparation for the next
flight.
11.3.5 FMS and CDU Terminology
The following paragraphs describe FMS and CDU terminology.
Active flight plan information currently being used to calculate NAV
guidance commands.
Activate designating an entered route as the active route for navigation. It is
a two step process:
push the ACTIVATE prompt
push the execute (EXEC) key.
Altitude Restriction a crossing restriction at a waypoint.
Delete remove FMS data and revert to default values, dash or box prompts,
or a blank entry using the DELETE key.
Econ a speed schedule calculated to minimize operating cost. The economy
speed is based on the flight crew CDUentered cost index. A low cost index
reflects high fuel costs and results in a lower cruise speed.
Enter placing an entry into the CDU scratchpad and then line selecting the
information to the desired location. New characters can be typed, or existing
data can be line selected into the scratchpad.
Erase removing flight crewentered information, which has resulted in a
modification, by pushing the ERASE prompt.
Execute making modified information part of the active flight plan by pushing
the EXEC key.
Initialize entering information required to make the system operational.
Message information the FMS automatically writes in the scratchpad to
inform the flight crew of a system condition.
Modify active data that is changed but not yet executed. When a
modification is made to the active route or performance mode, MOD is
displayed in the page title, ERASE appears next to line select key 6 left, and
the execute key illuminates.
Prompt CDU displays that aid the flight crew in accomplishing a task.
Prompts can be boxes, dashes, or a careted (< or >) line to remind the flight
crew to enter or validate information.
Select pushing a key to obtain the desired information or action, or to copy
selected data to the scratchpad.
Speed Restriction an airspeed limit associated with a specified altitude or
waypoint.
Waypoint a point on the route. It can be a fixed point such as a latitude and
longitude, VOR or ADF station, airway intersection, or a nonfixed point such
as a conditional waypoint. A conditional waypoint is not necessarily associated
with a land reference; it reflects a time position, or altitude requirement. An
example of a conditional waypoint is when reaching 1000 feet.
11.3.6 Navigation Position
The FMS determines present position from the AHRS and navigation radios.
The FMS uses its calculated present position to generate lateral steering
commands along the active leg to the active waypoint.
11.3.6.1 FMS Position Updates
On the ground, the FMS position is based on the AHRS position.
In flight, the FMS position is continually updated from the navigation radios.
Updating priority is based on the availability of valid data from the supporting
systems.
FMS position updates from navigation sensor positions are used in the
following priority order:
two DME stations
one VOR with a collocated DME
one LOC (tuned for approach)
AHRS
The dual frequencyscanning DME radios are automatically tuned by the
FMS.
The stations to be tuned are selected based upon the best available signals (in
terms of geometry and strength) for updating the FMS position, unless a
specific station is required by the flight plan. Radio position is determined by
the intersection of two DME arcs. If the DME radios fail, or if suitable DME
stations are not available, FMS navigation is based on AHRS position
information only. The two VHF Nav radios are used by the FMS for localizer
updating during an ILS approach and by the crew for navigation monitoring.
When adequate radio updating is not available, navigation display map mode
may display a shift error. This error results in the displayed position of the
airplane, route, waypoints, and navigation aids shifted from their actual
positions.
An across track, undetected map shift may result in the airplane flying a
ground track that is offset from the desired track. An along track, undetected
map shift may result in the flight crew initiating altitude changes earlier or later
than desired.
In either case, an undetected map shift may compromise terrain or traffic
separation.
Map shift errors can be detected by comparing the position of the airplane on
the navigation display map mode with data from the ILS, VOR, DME, and ADF
systems.
11.3.7 Lateral Navigation (NAV)
NAV provides steering commands to the next waypoint or the selected route
intercept point. When selected after takeoff, NAV engages when laterally
within 2.5 nautical miles of the active route leg. FMS NAV guidance normally
provides great circle courses between waypoints. However, when an arrival or
approach from the FMS data base is entered into the active route, the FMS
commands a heading, track, or a DME arc to comply with the procedure.
11.3.8 Waypoints
Waypoint (navigation fix) identifiers display on the CDU and EHSI.
The CDU message NOT IN DATABASE is displayed if a manually entered
waypoint identifier is not in the data base. The waypoint can still be entered as
a latitude/longitude, placebearing/distance or a placebearing/placebearing
waypoint.
FMSgenerated waypoints contain a maximum of five characters assigned
according to the following rules:
11.3.8.1 Navaid Waypoints
VHF waypoints located at VHF navaids (VOR/DME/LOC) are identified by
one, two, three or four character facility identifier. Examples:
Montreal VORTAC YUL
Tyndall TACAN PAM
Riga Engure, Latvia AN.
NDB waypoints located at NDBs are identified by use of the station identifier
followed by "NB". Example:
FORT NELSON, CAN YENB.
11.3.8.2 Fix Waypoints
Waypoints located at fixes with names containing five or fewer characters are
identified by the name. Examples:
DOT
ACRA
ALPHA.
11.3.8.3 Long Waypoint Names
Waypoints with more than five characters are abbreviated using the following
rules sequentially until five characters remain. For double letters, one letter is
deleted. Example:
KIMMEL becomes KIMEL
Keep the first letter, first vowel and last letter. Delete other vowels starting from
right to left. Example:
BAILEY becomes BAILY
The next rule abbreviates names even further. Apply the previous rule, then
delete consonants from right to left. Example:
BRIDGEPORT becomes BRIDGPRT then BRIDT
Fixes with multiword names use the first letter of the first word and abbreviate
the last word, using the above rules sequentially until a total of five characters
remain. Examples:
CLEAR LAKE becomes CLAKE
ROUGH ROAD becomes RROAD.
11.3.8.4 Unnamed Waypoints
If an unnamed turn point, intersection, or fix is collocated with a named
waypoint or navaid on a different route structure (such as low altitude routes or
an approach), the name or identifier of the collocated waypoint is used.
Example:
Unnamed turn point on J2 between the Lake Charles (LCH) and New Orleans
(MSY) VORTACs is coincidental with the Lafayette (LFT) low altitude
VORTAC. LFT is used as the identifier for the turn point.
Identifier codes for unnamed turn points not coincidental with named
waypoints are constructed from the identifier of a navaid serving the point and
the distance from the navaid to the point. If the distance is 99 nautical miles or
less, the navaid identifier is placed first, followed by the distance. If the
distance is 100 nautical miles or more, the last two digits are used and placed
ahead of the navaid identifier.
Examples (NAVAID DISTANCE IDENT):
INW 18 INW18
CSN 106 06CSN
Waypoints located at unnamed flight information region (FIR), upper flight
information region (UIR), and controlled airspace reporting points are identified
by the threeletter airspace type identification followed by a twodigit
sequence number. Example:
FRA01
Unnamed oceanic control area reporting points in the northern hemisphere
use the letters N and E, while points in the southern hemisphere use the
letters S and W.
Latitude always precedes longitude. For longitude, only the last two digits of
the three digit value are used.
Placement of the designator in the five character set indicates whether the first
longitude digit is 0 or 1. The letter is the last character if the longitude is less
than 100 and is the third character if the longitude is 100 or greater.
N is used for north latitude, west longitude. E is used for north latitude, east
longitude. S is used for south latitude, east longitude. W is used for south
latitude, west longitude.
N50 W040 becomes 5040N
N75 W170 becomes 75N70
N50 E020 becomes 5020E
N06 E110 becomes 06E10
S52 W075 becomes 5275W
S07 W120 becomes 07W20
S50 E020 becomes 5020S
S06 E110 becomes 06S10.

11.3.8.5 Procedure Arc Fix Waypoint Names
Unnamed terminal area fixes along a DME arc procedure are identified with
the first character D. Characters 2 through 4 indicate the radial on which the fix
lies.
The last character indicates the arc radius. The radius is expressed by a letter
of the alphabet where A = 1 mile, B = 2 miles, C = 3 miles and so forth.
Example:
EPH252/24 = D252X
An unnamed waypoint along a DME arc with a radius greater than 26 miles is
identified by the station identifier and the DME radius. Example:
CPR338/29 = CPR29
When there are multiple unnamed waypoints along a DME arc with a radius
greater than 26 miles, the station identifier is reduced to two characters,
followed by the radius, and then a sequence character. Examples:
CPR134/29 = CP29A
CPR190 /29 = CP29B
DME step down fixes are identified by the distance and a "D". Examples:
138D
106D
56D
3D
11.3.8.6 Procedure Fix Waypoints
Marker beacons are identified by the marker type identifier followed by the
runway number. Examples:
Outer Marker 13R = OM13R
Middle Marker 21 = MM21.
Waypoints located at unnamed runwayrelated fixes are identified by adding a
twoletter prefix to the runway number. The following list is used to determine
the applicable prefix:
RX runway extension fix
FA VFR final approach fix
CF final approach course fix
FF final approach fix
IF initial approach fix
OM outer marker
MM middle marker
IM inner marker
BM back course marker
MD minimum descent altitude
A (+ an alpha) step down fix
RW runway threshold
MA missed approach point other than RW
TD touchdown point inboard of RW.
C( ) final approach course fix
F( ) final approach fix
P( ) missed approach point
I( ) initial approach fix
D( ) minimum descent altitude
T( ) touch down point
R( ) runway centerline intercept.
( )I ILS
( )L localizer only
( )B back course ILS
( )D VOR/DME
( )V VOR only
( )S VOR with DME points
( )N NDB
( )Q NDB with DME points
( )M MLS
( )T Tacan
( )R RNAV
Examples: OM25L, MM09, IM23, RW04, RW18L.
For airports with more than one approach to the same runway, the two letter
prefix may change to allow different identifiers for the same waypoint. The first
letter identifies the type of fix and the second letter identifies the type approach
as follows:
Examples: CI32R, PV15, FN24L.
Unnamed turn points that are part of a procedure are identified as a latitude
and longitude waypoint. These include waypoints (except conditional
waypoints) defined by flying a course or track from a waypoint (except
conditional waypoints) to a radial or DME distance. These waypoints are
automatically entered in a route by selection of a procedure using these
waypoints, from the departures or arrivals page.
Airport reference points are identified by the ICAO identifier.
11.3.8.7 Duplicate Waypoints
Application of the abbreviation rules may create identical identifiers for
different waypoints. When a duplicate waypoint identifier is entered, the page
changes to the SELECT DESIRED WPT page. The page lists the latitude,
longitude, and the type of facility or waypoint of all the waypoints with the
same identifier. Select the latitude/longitude of the correct waypoint to enter
the correct waypoint on the original page.
11.3.8.8 Conditional Waypoints
Conditional waypoints are automatically entered into a route as a result of
selecting a procedure on the DEPARTURES or ARRIVALS page. Usually,
conditional waypoints cannot be manually entered on a route or legs page.
These waypoints indicate when an event occurs and are not at a
geographicallyfixed position. The types of conditions are:
Climb/descent through an altitude
Flying a heading to a radial or DME distance
Intercepting a course
Heading vector to a course or fix.
11.3.8.9 Manually Entered Latitude/ Longitude Waypoints
Pilot defined waypoints entered as a latitude and longitude are shown in a
sevencharacter format. Latitude and longitude waypoints are entered with no
space or slash between the latitude and longitude entries. Leading zeroes
must be entered. All digits and decimal points (to 1/10 minute) must be
entered unless the latitude or longitude are full degrees. Examples:
N47 W008 is entered as N47W008 and displays as N47W008
N47 15.4 W008 3.4 is entered as N4715.4W00803.4 and displays as
N47W008.
11.3.8.10 Manually Entered PlaceBearing/Distance or PlaceBearing/Place
Bearing Waypoints
Waypoints entered as a placebearing/distance or placebearing/place
bearing are identified by the first three characters of the entry followed by a
twodigit sequence number. Examples:
SEA330/10 becomes SEA01
SEA330/OLM020 becomes SEA02.
The two digit sequence numbers reserved for RTE1 are 01 through 49. The
two digit sequence numbers reserved for RTE2 are 51 through 99.
11.3.8.11 Manually Entered AlongTrack Waypoints
Alongtrack waypoints are created on the active route and do not cause route
discontinuities when they are created.
Alongtrack waypoints are entered using the waypoint name (the place),
followed by a slash and minus sign, for points before the waypoint, or no sign
for points after the waypoint, followed by the mileage offset for the newly
defined waypoint.
The created waypoint is then inserted over the original waypoint. The distance
offset must be less than the distance between the originating waypoint and
next (positive value) or preceding (negative value) waypoint. Latitude and
longitude waypoints cannot be used to create alongtrack waypoints.
Examples:
VAMPS/25 is 25 miles after VAMPS on the present route and displays
as VAM01
ELN/-30 is 30 miles before ELN on the present route and displays as
ELN01.
11.3.9 ND Map Displays
The route is displayed on the ND in MAP, and PLAN modes. The display color
and format represent the following status:
an inactive route is displayed as a cyan dashed line
an activated, but not yet executed route, is displayed as a white dashed
line
the active route is displayed in magenta
modifications to an active route are shown as dashed white lines
modified waypoints are displayed in white
executed route offsets are displayed as a dashed magenta line.
The ND displays the FMS position at the airplane symbol. All ND map data
displays relative to the aircraft symbol.
When adequate radio updating is not available, the ND map may display a
shift error.
This error results in the displayed position of the airplane, route, waypoints and
navigation aids being shifted from their actual position. An undetected, across
track map shift may result in the airplane flying a ground track that is offset
from the desired track. An undetected, along track map shift may result in the
flight crew initiating altitude changes earlier or later than desired. In either
case, an undetected map shift may compromise terrain or traffic separation.
Map shift errors can be detected by comparing the position of the airplane on
the ND map with data from the ILS, VOR, DME, and ADF systems.
11.4 Flight Management Computer
11.4.1 FMS Databases
The FMS contains a navigation database.
The navigation database includes most data usually found on navigation charts.
This data can be shown on the CDU or ND. The database contains:
the location of VHF navigation aids
airports
runways
other airline selected data, such as SIDs, STARs, approaches,
transition altitudes.
The FMS contains two sets of navigation data, each valid for 28 days. Each set
corresponds to the usual navigation chart revision cycle. The FMS uses the
active data for navigation calculations. The contents of the navigation database
are periodically updated and are transferred to the FMS before the expiration
date of the active data.
11.4.2 Thrust Management
Thrust management is controlled by the flight crew .
11.4.3 Fuel Monitoring
The FMS receives fuel data from the fuel quantity system or from manual entries.
Fuel quantity values are shown on the PERF INIT page as calculated (CALC),
MANUAL, or SENSED. They are shown on PROGRESS page 2 as TOTALIZER
and CALCULATED. TOTALIZER and SENSED values are the same data with
different names.
The FMS usually uses the calculated value for performance computations.
Before engine start, the calculated value is set to agree with the fuel quantity
indicating system value. When the FMS receives a positive fuel flow signal at
engine start, the calculated value is independent of the fuel quantity system and
decreases at the fuel flow rate.
The FMS will accept a manual entry of the fuel quantity on the PERF INIT page.
If a manual fuel quantity is entered, the source of the fuel value on the PERF
INIT page changes to MANUAL and the manual value then decreases at the fuel
flow rate. When the fuel quantity calculations are based on a manual entry, the
FUEL QUANTITY DISAGREE message is inhibited. Deleting a manual entry
returns the fuel source on the PERF INIT page to CALC , and the fuel value then
becomes the totalizer value at the instant the manual value was deleted, minus
the fuel flow.
The calculated value is invalid if fuel flow data is invalid. The FMS uses the fuel
quantity indicating system quantity for performance computations. The line title
on the PERF INIT page changes to SENSED and is shown as TOTALIZER on
PROGRESS page 2. The fuel used by each engine is calculated with its related
fuel flow signal. FUEL USED is also shown on PROGRESS page 2.
The fuel used is reset to zero on the ground after engine shutdown.
The scratchpad shows the message FUEL DISAGREEPROG 2/2 if the FMS
calculates a large difference between the total fuel value determined by the fuel
quantity indicating system and the total fuel value calculated by the FMS. When
the fuel disagree message appears, PROGRESS page 2 is used to select one of
those two values for use by the FMS for its fuel calculations for the remainder of
the flight.
The FMS continually estimates the fuel at the destination airport if the active
route is flown. The CDU message INSUFFICIENT FUEL is shown if the estimate
is less than the fuel reserve value entered on the PERF INIT page.
11.4.4 Loss of FMS Electrical Power
The FMS must have continuous electrical power to operate. When the electrical
power is interrupted and returns, the FMS automatically restarts.
After the restart, the performance data shown on the PERF INIT page must be
reentered. The route previously in use is available but must be reactivated. The
flight crew must modify the active waypoint to engage LNAV. Select the
applicable active waypoint and proceed direct or intercept a course to the
waypoint.
11.5 FMS Preflight
11.5.1 Introduction
FMS preflight is required before flight.
Completion of the FMS preflight requires data entry in all minimum required data
locations. Additional entry of optional preflight data optimizes FMS accuracy.
11.5.2 Preflight Page Sequence
The usual FMS powerup page is the identification page. Preflight flow
continues in this sequence:
identification (IDENT) page
position initialization (POS INIT) page
ROUTE page
DEPARTURES page (no automatic prompt)
performance initialization (PERF INIT) page
takeoff reference (TAKEOFF REF) page.
Some of these pages are also used in flight.
11.5.2.1 Minimum Preflight Sequence

Figure 11.5-1 Minimum Preflight Sequence
During preflight, a prompt in the lower right directs the flight crew through the
minimum requirements for preflight completion. Selecting the prompt key
displays the next page in the flow. If a required entry is missed, a prompt on the
TAKEOFF page leads the flight crew to the preflight page missing data.
Airplane inertial position is necessary for FMS preflight and flight instrument
operation.
A route must be entered and activated. The minimum route data is origin and
destination airports, and a route leg.
Performance data requires the airplane weight and cruise altitude.
11.5.2.2 Supplementary Pages
Supplementary pages are sometimes required, these pages have no prompts
and interrupt the usual sequence. Discussions of each page includes methods to
display the page.
When the route includes SIDs and STARs, they can be entered using the
DEPARTURES or ARRIVALS pages.
Route discontinuities are removed and the route is modified on the ROUTE and
RTE LEGS pages. Speed/altitude restrictions are entered and removed on the
RTE LEGS page. The RTE LEGS page is described in the FMS Cruise section of
this chapter.
Waypoint, navaid, airport, and runway data is referenced on the REF NAV DATA
page. The REF NAV DATA page is described in the FMS Cruise section of this
chapter.
11.5.2.3 Preflight Pages Part 1
The preflight pages are presented in the sequence used during a typical preflight.
11.5.2.3.1 Initialization/Reference Index Page
The initialization/reference index page allows manual selection of several FMS
pages. It gives access to most of the pages used during preflight.

Figure 11.5-2 Initialisation/Reference Index Page
1L (IDENT)
The IDENT page is the first page in the preflight sequence.
2L (POS)
The POS INIT page is used for input of reference position for inertial
alignment.
3L (PERF)
The PERF INIT page is used for initialization of data required for performance
predictions.
4L (TAKEOFF)
The TAKEOFF REF page is used to enter takeoff reference data and V
speeds.
6L (APPROACH)
The APPROACH REF page is used for entry of the approach landing weight.
1R (NAV DATA)
The REF NAV DATA page is used to access data on waypoints, navaids,
airports, and runways. The REF NAV DATA page is accessible only from this
page.
2R (ALTN)
The alternate page permits selection of alternate airports and displays data
about the alternates. It is also used to command a diversion to an alternate
airport..
5R (THRUST LIMIT)
The Thrust Limit page allows the pilot to enter the Take-Off N1.
6R (MAINT)
For maintenance use only; displays maintenance pages. Once the aircraft is
airborne, the field is blank.
11.5.2.3.2 Identification Page
Most of the data on this page is for flight crew verification.
The flight crew verifies FMS data and selects the current navigation database.

Figure 11.5-3 Identification Page
1L (MODEL)
Displays the airplane model from the FMS performance database.
2L (NAV DATA)
Displays the navigation database identifier.
6L (INDEX)
Push displays the INIT/REF INDEX page.
2R (ACTIVE)
Displays range of effective dates for the active navigation database.
The active navigation database can be replaced with the inactive database
while on the ground. Changing the navigation database removes all
previously entered route data.
3R Inactive Date Range
Displays range of effective dates for the inactive navigation database. May be
line selected to the scratchpad and inserted to the ACTVE line while on the
ground.
6R Position Initialization (POS INIT)
Push displays the POS INIT page.
11.5.2.3.3 Position Initialization Page
The position initialization page allows entry of airplane present position for AHRS
alignment.

Figure 11.5-4 Position Initialization Page
2L Reference Airport (REF AIRPORT)
Entry of the reference airport displays the airport latitude/longitude.
Optional entry.
Valid entries are ICAO four letter airport identifiers.
Removes previous GATE entry.
Entry blanks when airborne.
3L (GATE)
The gate entry allows further refinement of the latitude/longitude position.
Optional entry after reference airport entered.
Valid entry is a gate number at the reference airport.
Displays the latitude and longitude of the reference airport gate.
Changes to dashes when a new reference airport is entered.
Entry blanks when airborne.
4L Greenwich Mean Time (GMT)
Displays time from the host computer.
The hours can be changed by entering desired value. The minutes can
only be changed by resetting the appropriate host computer.
6L (INDEX)
1R Last Position (LAST POS)
Displays the last FMS calculated position.
6R (ROUTE)
Push displays the ROUTE page.
11.5.2.3.4 Position Reference Page 2/4
The position reference page does not have to be used on a normal preflight. It is
presented here in a logical sequence because it is accessed from the position
initialization page.
Position reference page 2 displays positions calculated by the FMS and AHRS.
Positions are displayed as the latitude/longitude calculated by the individual
systems on page 4

Figure 11.5-5 Position Reference Page
1L FMS Position (POS)
Displays the FMS calculated latitude/longitude.
2L (AHRS)
Displays latitude/longitude position of the three AHRSs.
6L (INDEX)
6R (BRG/DIST)
Selecting LSK 6R changes the position display format to bearing/distance
when BRG/DIS> is displayed, or to latitude/longitude when LAT/LON> is
displayed. LAT/LON is displayed when the position display format is a
bearing/distance format. BRG/DIS is displayed when the position display
format is latitude/longitude.
11.5.2.3.5 Position Reference Page 3/4
Position Reference page 3/4, shows the calculated positions from the left and
right FMC calculations. Access POS REF page 3/4 by pushing the [NEXT PAGE]
function key from POS REF page 2/4 or the [PREV PAGE] function key from
POS REF page 4/4.

Figure 11.5-6 Position reference Page 3/4
3L FMC L (PRI)
Displays the left FMC calculated position. (PRI) indicates that the left FMC is the
master (primary) FMC and the right FMC is the inactive FMC. (PRI) is always on
the header line with the active FMC either L or R.
4L (FMC R)
Displays the right FMC calculated position.
6L (<INDEX)
Pushing LSK 6L, INDEX, accesses the INIT/REF INDEX page.
6R (BRG/DIS> or LAT/LON>)
Selecting LSK 6R (BRG/DIS or LAT/LON) toggles the position data display
between bearing/distance and latitude/longitude.
11.5.2.3.6 Route Page
Two routes (RTE 1 and RTE 2) can be stored and displayed in air traffic control
format. The first route page displays origin and destination data. Subsequent
route pages display route segments between waypoints or fixes. Having two
routes allows management of alternate or future routes while leaving the active
route unmodified. RTE 2 has an identical page structure as RTE 1.

Figure 11.5-7 Route Page
Page Title
Preceded by ACT when the route is active, and by MOD when the route is
modified and the change is not executed.
Multiple route pages are indicated by the page sequence number to the right
of the title.
1L (ORIGIN)
Entry:
must be a valid ICAO identifier in the navigation database
made automatically when a company route is entered
enables direct selection of departure and arrival procedures
required for route activation
inhibited inflight for active route.
Entry on the ground deletes existing route.
2L (RUNWAY)
Enter the applicable runway for the origin airport. Runway must be in the
navigation database.
Entry (Optional):
o causes MOD to display in the title if route is active
o can be selected on the DEPARTURES page
o can be included in company route.
The runway is deleted after the first waypoint is crossed.
6L Route (<RTE 2)
Push displays the RTE 2 page 1/x.
Allows access to an inactive route for entry, modification or activation.
Inactive route modifications:
o do not alter the active route
o do not change the inactive RTE page title.
Prompt changes to RTE 1 when RTE 2 is displayed.
1R (DEST)
The destination airport is entered in line 1R using ICAO identifiers contained in
the navigation database. Entries can be made at any time. When a valid entry is
made, any STAR, STAR transition, approach, or approach transition associated
with a previous destination airport is deleted. If the active leg is part of the
affected procedure, all legs of the procedure following the active leg are cleared.
Entry in the DEST box prompts permits entry of arrival procedures.
2R (FLT NO)
Line 2R displays the pilot-entered company flight number. The entry is optional
for activation of the route. Up to 10 characters can be entered, either by the crew
or by uplink.
3R Company Route (CO ROUTE)
A company route can be called from the navigation database by entering the
route identifier. The data supplied with a company route can include origin
and destination airports, departure runway, SID and STAR, and the route of
flight. All company route data is automatically entered when the route
identifier is entered.
An entry is optional for activation of the route.
Valid entry is any company route name. If the name is not contained in the
navigation database, the entry is allowed and the scratchpad message NOT
IN DATABASE is displayed.
Entry of a new company route replaces the previous route.
Inflight entry is inhibited for the active route.
5R (ALTN)
Selecting LSK 5R displays the ALTN (alternate airports) page.
6R (ACTIVATE)
Push the ACTIVATE key to arm the route and illuminate the execute light.
When the EXEC key is pushed, the route becomes active, ACT is displayed
in the title, and the ACTIVATE prompt is replaced with the next required
preflight page prompt.
Activation of a route is required for completion of the preflight.
ACTIVATE is always displayed on the inactive route pages.
After route activation, the ACTIVATE prompt is replaced by:
PERF INIT, when the required performance data is incomplete, or
TAKEOFF when the required performance data is complete.
11.5.2.3.7 Route Page 2/X
The subsequent route pages 2/X through X/X, display additional route segments
in air traffic control format. Additional route pages are added as needed when
route segments are added. This graphic shows route page 2 after the route is
activated.

Figure 11.5-8 Route Page 2/X
1L (VIA)
Valid entries are any airway identifiers contained in the navigation database
or DIRECT. Procedures are entered through selections on DEPARTURES
and ARRIVALS pages. DIRECT is usually entered as a result of entering a
TO waypoint first.
Airway entries are not allowed on the first VIA line. Valid airway entries must
contain the waypoint in the TO column on the previous line.
When a valid airway is entered in the VIA column, boxes are displayed in the
adjacent TO column.
Dashes change to DIRECT if the TO waypoint is entered first.
Dashes are displayed for the first VIA beyond the end of the route.
Invalid VIA entries result in the scratchpad message INVALID ENTRY.
Invalid VIA entries are:
o airways which do not contain the TO waypoint of the previous line
o airways that are not in the navigation database.
Entry of a SID or transition enters the VIA and TO data for the route segments
of the SID. A SID links to the next route segment when the final SID waypoint
is part of the route segment.
1R (TO)
Enter the end point of the route segment specified by the VIA entry.
Entry of a waypoint in the TO column without first entering a VIA airway
displays DIRECT in the VIA column.
Data input is mandatory when boxes are displayed.
Valid waypoint entries for a DIRECT route segment are any valid
waypoint, fix, navaid, airport, or runway.
Valid waypoint entries for airways are waypoints or fixes on the airway.
Dashes display on the first TO waypoint after the end of the route.

11.5.2.4 Preflight Pages Part 2
11.5.2.4.1 Departure/Arrival Index Page
The departure and arrival index page is used to select the departure or arrival
page for the origin and destination airports for each route. The index also allows
reference to departure or arrival data for any other airport in the navigation
database.
Departure and arrival prompts are available for the origin airport. Destination
airports have only arrival prompts.

Figure 11.5-9 Departure/Arrival Index Page
1L Departure (DEP) Route 1
Push displays the departure page for route 1 origin airport.
3L Departure (DEP) Route 2
Push displays the departure page for route 2 origin airport.
6L Departure (DEP) Other
Displays the departure page for the airport entered into this line through the
scratchpad.
DEP prompt for OTHER allows display of departure data about airports that
are not an origin or destination. The data can be viewed but cannot be
selected because the airport is not on the route.
1R Arrival (ARR) Route 1 Origin
Push displays the arrival page for route 1 origin airport. Origin airport
arrivals selection is used during a turnback situation.
2R Arrival (ARR) Route 1 Destination
Push displays the arrival page for route 1 destination airport.
3R Arrival (ARR) Route 2 Origin
Push displays the arrival page for route 2 origin airport. Origin airport
arrivals selection is used during a turnback situation.
4R Arrival (ARR) Route 2 Destination
Push displays the arrival page for route 2 destination airport.
6R Arrival (ARR) Other
Displays the arrival page for the airport entered in this line through the
scratchpad.
ARR prompt for OTHER allow display of arrival data about airports that are
not an origin or destination. The data can be viewed but cannot be selected
because the airport is not on the route.
11.5.2.4.2 Departures Page
The departures page is used to select the departure runway, SID, and transition
for the route origin airport.
The departures page for the inactive route displays when the DEP ARR function
key is pushed with an inactive RTE or RTE LEGS page is displayed.

Figure 11.5-10 Departures Page
1L Standard Instrument Departures (SIDS)
Displays a list of SIDS for the airport.
Push
o selects SID for use in the route
o other SIDs no longer display and transitions for the selected SID
display runways for selected SID remain and others no longer display.
Transitions (TRANS)
Displays transitions compatible with the selected SID.
Push
o selects transition for entry in the route
o other transitions no longer display.
6L (<ERASE) or (<INDEX)
Erase displays when a route modification is pending. INDEX displays when
no route modification is pending.
ERASE push removes selections not executed and displays the entire
departure page. Other vertical or lateral modifications will be erased also.
INDEX push displays the DEP/ARR INDEX page.
RUNWAYS
Displays a list of runways for the selected airport.
The runway selected on the RTE 1/X page displays as <SEL> or <ACT>.
Push
o selects runway for use in the route. All other runways no longer display
o SIDs associated with selected runway remain, all others no longer
display
o subsequent change of a runway deletes departure procedures
previously selected.
<SEL>, <ACT>
Selecting an option displays <SEL> inboard of the option and creates a route
modification. After executing the modification, <SEL> becomes <ACT>.
Executing a modification or leaving the page and returning displays all options
and the <SEL> or <ACT> prompts.
ROUTE
Push displays the related RTE page.

11.5.2.4.3 Performance Initialization Page
The performance initialization page allows the entry of airplane and route data to
initialize performance calculations.

Figure 11.5-11 Performance Initialization Page
Gross Weight GR WT (1L)
Airplane gross weight can be entered by the flight crew or calculated by the
FMS after entry of zero fuel weight.
Valid entry is thousands of kilograms with a decimal (hundreds) optional.
Entering the zero fuel weight first displays calculated gross weight.
FUEL (2L)
Fuel on board displays when the fuel totalizer calculations are valid. The
source for the display is included in the line:
o SENSED fuel quantity is from the totalizer.
o CALC (calculated) fuel quantity is from FMS calculations. Manual
entry is possible
o MANUAL fuel quantity has been manually entered. Manual entries
blank the totalizer display on PROGRESS page 2.
Only manual entries can be deleted. Deleting the manual entry resets the fuel
value to the existing totalizer value, which then decreases at the fuel flow
rate, and the fuel source returns to CALC.
Zero Fuel Weight ZFW (3L)
Normally, ZFW is entered from the airplane dispatch papers and the FMS
calculates the airplane gross weight.
Calculated zero fuel weight displays when airplane gross weight is entered
first and fuel on board is valid.
RESERVES (4L)
INDEX (6L)
Cruise Altitude CRZ ALT (1R)
Cruise altitude is entered by the flight crew in standard altitude format.
Entered value is displayed on the CLB and CRZ pages.
COST INDEX (2R)
Cost index is used to calculate ECON climb, cruise, and descent speeds.
Larger values increase the ECON cruise speed. Entering zero results in
maximum range airspeed and minimum trip fuel. Cost index can be entered
by the flight crew or from a company route.
Valid entries are 0 to 999.
STEP SIZE (5R)
Used for FMS VNAV equipped aircraft.
TAKEOFF (6R)
Push displays the TAKEOFF REF page.
11.5.2.4.4 Takeoff Reference Page
The takeoff reference page allows the input of the Take Off N1. The Take-Off N1
is displayed on the engine instrument N1 gauge.

Figure 11.5-12 Takeoff Reference Page
FLAPS (1L)
Line 1L displays the takeoff flap setting box prompts. Valid entries for flap
setting are 1.
INDEX (6L)
V Speeds (1R , 2R, 3R)
Dashes are displayed before speeds are entered and when speeds have
been deleted. Flight crew entered speeds are displayed in large font.
PreFlight (PREFLT) STATUS (6R)
Prior to completion of all required preflight entries the title reads PRE
FLIGHT STATUS and prompts are provided for any page which requires
additional entries.
PreFlight (PREFLT) COMPLETE (6R)
Displays COMPLETE if all required preflight entries have been made.
11.6 FMS Takeoff and Climb
11.6.1 Introduction
The takeoff phase of flight starts with the selection of takeoff thrust at the start of
the takeoff roll.
The takeoff mode of the autoflight system provides flight director guidance until
NAV is engaged after takeoff. Preparation for this phase starts in the preflight
phase and includes entry of the TAKEOFF REF page data.
The takeoff phase changes to the climb phase when climb and thrust are
engaged. The climb phase continues to the top of climb point, where the cruise
phase starts.
11.6.2 Takeoff Phase
When changes are made to the departure runway and SID, the DEPARTURES
and TAKEOFF REF pages must be modified to agree. The modified data are
entered in the same manner as during preflight.
During takeoff, the pilot flying commands the selected thrust and the autoflight
system provides pitch and roll commands through the flight director. FMS roll
commands are provided when NAV is engaged.
11.6.3 Climb Phase
During the climb, the pilots must comply with the LEGS page waypoint altitude
and speed constraints.
11.6.3.1 Route Legs Page
The RTE LEGS page is used to evaluate and modify the planned route of flight
during the climb and to add or delete waypoint constraints to comply with the
ATC clearance. The data on the RTE LEGS page comes from preflight entries
made on the route and departure pages, and from the FMS data bases.

Figure 11.6-1 Route Legs Page
Page Title
Title format shows route status:
o RTE X LEGS inactive route
o ACT RTE X LEGS active route
o MOD RTE X LEGS modified active route.
Leg Direction
Leg segment data in line title:
o courses magnetic (xxx) or true (xxx T)
o arcs distance in miles, ARC, turn direction (example: 24 ARC L)
o heading leg segments xxx HDG
o track leg segments xxx TRK
o special procedural instructions from database - HOLD AT, PROC
TURN.
Calculated great circle route leg directions may be different than chart values.
Dashes are shown for an undefined course.
Waypoint Identifier
Shows waypoints by name or condition.
Active leg is always the first line of the first active RTE X LEGS page.
All route waypoints are shown in flight sequence. Waypoints on an airway are
included on the route legs page.
Waypoints can be modified. Examples:
o add waypoints
o delete waypoints
o change waypoint sequence
o connect route discontinuities.
Boxes are shown for route discontinuities.
Dashes are displayed on the line following the last waypoint on the route.
Route 2 Legs (RTE 2 LEGS)
Push
shows the RTE 2 LEGS
when RTE 2 LEGS page is shown, prompt changes to RTE 1 LEGS.
Waypoint Speed/Altitude Constraints
Waypoint speed or altitude constraint in large font.
Manual entry allowed in climb or descent phase. Entered by FMS when
constraints are part of a procedure.
Speed constraint is assumed to be at or below the displayed speed.
Valid entries are:
o speed airspeed or Mach requires an altitude constraint at the same
waypoint
o altitude in thousands of feet or flight level (19000, 190)
o XXX/XXXXX airspeed/altitude entered simultaneously
o XXX/ airspeed only
o XXXXX or /XXXXX altitude only.
Altitude constraint suffixes:
o blank cross at altitude
o A cross at or above altitude
o B cross at or below altitude
o both altitude block. Example: 220A240B
Distance to Waypoint
Distance between the waypoints displayed in nautical miles.
Waypoint Speed/Altitude Predictions
Waypoint speed and altitude predictions are displayed in small font.
Dashes are displayed in the descent region prior to descent path calculation.
Descent path calculation requires altitude constraint below cruise altitude.
ACTIVATE, Route Data (RTE DATA)
Push three possible prompts
ACTIVATE activates inactive flight plan; shows RTE DATA prompt
RTE DATA shows route data page
STEP changes the center point on the HSI map in the PLAN mode.
Center (<CTR>)
Displays when PLAN mode selected.
Displays adjacent to the waypoint around which HSI plan mode is centered.
MAP Center (CTR) STEP
Replaces ACTIVATE or RTE DATA when PLAN mode selected.
Push steps <CTR> to next waypoint. HSI plan mode recenters.
11.6.4 Air TurnBack
11.6.4.1 Arrivals Page
During a turnback situation, the flight crew requires quick access to the arrivals
data for the origin airport. The arrivals page allows access without changing the
destination on the route page.
During climb if the airplane is less than 50 miles from the origin and less that half
way to the destination, push the DEP ARR key to show the ARRIVALS page for
the origin airport.

Figure 11.6-2 Arrivals Page
Standard Terminal Arrivals (STARS)
Shows STARS for origin airport.
Transitions (TRANS)
Shows transitions for origin airport.
APPROACHES
Shows approaches for origin airport.
RUNWAYS
Shows runways for origin airport.
11.7 FMS Cruise
11.7.1 Introduction
The cruise phase starts at the top of climb.
During cruise, the primary FMS pages are:
RTE X LEGS
PROGRESS.
The RTE LEGS pages are used to modify the route. The PROGRESS pages
display flight progress data. During cruise, the specific page listed below is used
to:
POS REF page verify the FMS position
RTE DATA page display progress data for each waypoint on the RTE
LEGS page
REF NAV DATA page display data about waypoints, navaids, airports,
or runways, and can be used to inhibit navaids
RTE page select a route offset
FIX INFO page display position data about waypoints.
SELECT DESIRED WAYPOINT page shows a list of duplicate
waypoints from the navigation database. The flight crew selects the
correct waypoint from the list
11.7.2 LNAV Modifications
This section shows typical techniques to modify the route. The modifications
include:
add and delete waypoints
change waypoints sequence
connect discontinuities
intercept a course.
11.7.2.1 RTE LEGS Page Modifications
Modifications to the LNAV route are usually made on the RTE LEGS page.
When the route is modified, MOD is displayed in the title and the execute light is
illuminated.
The DIR INTC page is used to modify the active waypoint.
11.7.2.1.1 Add Waypoints
Waypoints can be added to the route at any point. Added waypoints are followed
by route discontinuities.
First, enter the waypoint name in the scratchpad.
Second, locate the correct line in the flight plan and push the adjacent line select
key. The scratchpad waypoint name is put into the selected line. The entered
waypoint is connected to the waypoint above it via a direct route. A route
discontinuity follows the waypoint.

Figure 11.7-1 RTE Legs Modifications
Page Title
MOD replaces ACT when modification is in progress.
ACT replaces MOD when ERASE is selected or execute key is pushed.
Discontinuity
Discontinuity is corrected when applicable waypoint is entered in boxes.
ERASE
Push removes all modifications and shows active data.
Displayed when the FMS contains modified data.
Removed when the modifications are executed.
1. ROUTE DISCONTINUITY
Line title separates route segments when there is a discontinuity.
Note: Performance predictions to destination on the PROGRESS page are
calculated assuming the route of flight is direct between waypoints on either side
of a route discontinuity.
11.7.2.1.2 Delete Waypoints
Use the RTE LEGS page to remove waypoints from the route. The active
waypoint can not be deleted. Two methods to remove a waypoint are:
delete the waypoint with the DEL function key
change the sequence of other waypoints.
The data in the route before the deleted waypoint does not change. A
discontinuity is put in the route when the DEL function key is used to remove a
waypoint.

11.7.2.1.3 Change Waypoint Sequence
Waypoints moved from one position in the flight plan to another do not cause
route discontinuities.
The waypoint may be manually typed or copied from any of the RTE LEGS
pages.
To copy the waypoint, push the line select key adjacent to the waypoint.
11.7.2.1.4 Remove Discontinuities
A discontinuity exists when two waypoints are not connected by a route segment.
To remove a discontinuity, copy the subsequent waypoint from the route into the
scratchpad and enter it into the discontinuity.

11.7.2.1.5 Direct To And Intercept Course To
If the airplane is not on the active leg segment, LNAV may deactivate or it may
not activate when armed. This happens after the airplane crosses a
discontinuity, or is not on an intercept heading to the active leg segment. Here
are three ways to arm or activate LNAV:
When the airplane is within 2.5 miles of the active leg, push the LNAV switch.
LNAV activates and intercepts the active route leg.
When more than 2.5 miles from the active leg, push the LNAV switch when
the airplane is on an intercept heading to the active route leg.
Initially, LNAV arms and then activates as the airplane approaches the active
leg. An intercept heading must intersect the active leg inbound before the
active waypoint.
Fly direct to a waypoint or intercept a course to a waypoint. Select the
appropriate waypoint and line select it to the scratchpad. Line select the
waypoint from the scratchpad to the active waypoint (1L). Enter the waypoint
intercept course into the INTC CRS box to intercept a course inbound to the
waypoint.
11.7.2.1.6 SELECT DESIRED Waypoint (WPT) Page
The SELECT DESIRED WPT page is displayed when a waypoint identifier or
name is entered and the navigation database contains more than one location for
the same waypoint name. Selection of a waypoint returns the display to the
previous page.

Figure 11.7-2 Select Desired Waypoint Page
Identifier
Displays a list of the waypoints in the navigation database that have the same
identifier as entered.
Up to six waypoints (1 page) can be listed. Waypoints are sorted, by
alphabetical order from the navigation database.
Select the desired waypoint by pushing either the left or right line select key
adjacent to the waypoint. The CDU page where the waypoint identifier was
entered is then displayed with the selected waypoint inserted.
Frequency
Displays frequency of the waypoint if it is a navaid. Blank if the waypoint is not
a navaid.
Type
Displays the type of waypoint for each duplicate name.
Latitude/Longitude
Displays the latitude/longitude for each duplicate name.
11.7.2.1.7 Route Offset
Route offsets are selected on the RTE page. The OFFSET prompt displays on
the RTE page when the airplane is not on a SID, STAR, or transition. Entering a
distance value into the OFFSET dashes creates the selected offset. An offset
propagates along the route from the active waypoint until a discontinuity,
approach, approach transition, holding pattern, course change of greater than
135, or end of route is reached. An offset can be removed by deleting the offset
waypoints, proceeding direct, or entering an offset value of zero.
After execution, the offset route is shown as a dashed magenta line on the HSI.
The original route remains a solid magenta line.
If LNAV is engaged when the offset is executed, the airplane turns to an intercept
heading to captures the offset course.

Figure 11.7-3 Route Offset
OFFSET
Enter the necessary offset. When executed, the CDU OFST light illuminates.
Valid entries are L (left) or R (right) followed by a distance from 0 to 20 in
nautical miles.
11.7.3 Navigation Data
11.7.3.1 Reference Navigation Data Page
The reference navigation data page displays data about waypoints, navaids,
airports, and runways. Use this page to inhibit FMS position updates from radio
navaids.

Figure 11.7-4 Reference Navigation Data Page
Identifier (IDENT)
Valid entries are any waypoint, navaid, airport, or runway from the navigation
database. Only runways at the destination airport can be entered.
Entry changes to dashes when page is exited and then reselected.
LATITUDE
Displays latitude of entered identifier. When the identifier is a runway the latitude
displayed is for the threshold of the runway.
Magnetic Variation (MAG VAR), LENGTH
MAG VAR displays magnetic variation when entered identifier is a navaid.
LENGTH displays runway length when entered identifier is a runway.
NAVAID INHIBIT
When a navigation radio is known to provide erroneous position information, the
FMS must be inhibited from automatically tuning that navaid.
Enter the identifier of up to two VOR, VOR/DME, VORTAC, or DME stations that
must not be used for FMS position updates.
Entries are blanked at flight completion. Deleting or overwriting removes a
previous inhibit.
VOR ONLY INHIBIT
Use this line when only the VOR portion of a VOR/DME or VORTAC navaid must
be inhibited.
ALL is displayed if VOR/DME NAV is inhibited.
Enter the identifier of up to two VORs that should not be used for FMS position
updates. Only the VOR portion of the navaid is inhibited, the FMS will still tune
the DME for DMEDME updating.
Entries are blanked at flight completion. Deleting or overwriting removes a
previous inhibit.
INDEX
Frequency (FREQ)
Displays frequency of entered identifier when it is a navaid.
LONGITUDE
Displays longitude of entered identifier. When the identifier is a runway the
longitude displayed is for the threshold of the runway.
ELEVATION
Displays elevation of entered identifier when it is a navaid, airport, or runway.
VOR/DME NAV
Alternately switches VOR/DME NAV updating between INHIBIT and
ENABLE.
Push when the prompt reads INHIBIT
o changes the prompt to ENABLE
o inhibits VOR/DME updates by inhibiting all VORs. DME-DME
o updating is not inhibited.
o displays ALL in both locations of the VOR ONLY INHIBIT line.
Push when the prompt reads ENABLE:
o changes the prompt to INHIBIT
o enables VOR/DME updating
o deletes the ALL from the VOR ONLY INHIBIT line.
11.7.3.2 Fix Information Page
The Fix page allow the pilot to view the bearing and distance from a navigation
waypoint.

Figure 11.7-5 Fix Information Page
FIX
Before entry of a name or identifier, boxes displayed and most data lines are
blank.
Valid entries are airports, navaids, and waypoints from the navigation database.
The selected fix displays on the HSI and is highlighted by a green circle.X
Down Track Fix (DNTKFX), ETA, DTG, ALT
Valid entries are three digit bearings from the fix.
Entered bearings are displayed on the HSI map as dashed green radial lines
from
the fix.
When the bearing intersects the active route, a down track fix (DNTKFX) is
created.
ETA displays the estimated time of arrival to the intersection point.
DTG displays the distance to go to the intersection point.
ALT displays the predicted altitude at the intersection point.
Push copies the fix place/bearing/distance into the scratchpad. This fix can be
placed in the route on a LEGS or RTE page as a waypoint.
Bearing Dashes
Allows entry of a bearing from the fix. A bearing which does not intersect the
downtrack route will be displayed on the HSI but the distance, ETA, DTG and
altitude will be blank.
ABEAM
Displays ABEAM prompt.
Push displays bearing and distance from the fix perpendicular to the
nearest segment of the flight plan path, and ETA, DTG, and altitude at the
intersection point.
Second push copies the fix place/bearing/distance into the scratchpad.
This fix can be placed in the route on a LEGS or RTE page as a waypoint.
ERASE FIX
Push removes all fix data from the page and the HSI.
Route Intersection Point Copied
Pushing the line select key for one of the DNTKFX entries copies the fix
place/bearing/distance definition into the scratchpad. This fix can be placed
into the route on a LEGS page as a waypoint.
Bearing/Distance From (BRG/DIS FR)
Displays the bearing and distance of the airplane from the fix.
11.7.4 Route and Waypoint Data
11.7.4.1 Route Data Page
The route data page displays progress data for each waypoint on the ACT RTE X
LEGS page. This page is available only for the active route.
The ETA and predicted cruise wind are displayed for each waypoint. Waypoint
wind predictions may be manually entered.
One page shows data for five waypoints.

Figure 11.7-6 Route Data Page
Waypoint (WPT)
Waypoints and headings are displayed the same as on the LEGS page.
ETA
Displays ETA for each waypoint.
Cruise (CRZ) WIND
Displays the wind entered for the top of climb winds on the PERF INIT page for
all cruise waypoints. Field is blank for non cruise waypoints.
Pilot entries can be made for any cruise waypoint. Pilot entered winds are
displayed in large font and are propagated to downtrack waypoints to the next
pilot entered wind or to the top of descent point. All propagated winds are
displayed in small font.
LEGS
Push displays RTE LEGS page.
11.7.5 Wind Data
The FMS uses wind data to improve performance calculation accuracy.
The wind entered on the Route Data page applies to all the cruise waypoints in
the flight plan.
Wind data entered at another waypoint changes the wind only for the waypoints
down track from that waypoint either to the end of the track, or to the next
entered wind. Therefore, enter winds for waypoints closest to the airplane first,
then enter winds for waypoints further down track.
Entered winds are mixed with sensed winds for performance calculations. The
FMS uses entered winds for predictions far ahead of the airplane and sensed
winds close to the airplane. The FMS mixes these winds for predictions in
between. Sensed winds are displayed on the ND and on progress page 2.
11.7.6 Progress Pages
The progress page displays general flight progress data.
11.7.6.1 Progress Page 1
Page one of the progress pages displays general data about:
waypoints (active and next)
destination

Figure 11.7-7 Progress Page 1
TO
Active waypoint is displayed followed by the distance to go (DTG) in nautical
miles, ETA, and predicted fuel remaining at the waypoint.
Can not be modified.
NEXT
The waypoint after the active waypoint is displayed followed by the distance
to go (DTG) in nautical miles, ETA, and predicted fuel remaining at the
waypoint.
Can not be modified
Destination (DEST)
When the page is selected the active route destination is displayed followed
by the distance to go (DTG) in nautical miles, ETA, and predicted fuel
remaining at the destination. Any waypoint or airport in the navigation
database can be entered over the destination.
The line titles are:
o DEST performance predictions to destination. Default display.
o DIR TO ALTERNATE when entered waypoint is not in flight plan.
Data is based on flying present position direct to the waypoint. Returns
to the default display after exiting the page.
o ENROUTE WPT when entered waypoint is in flight plan. Line data
are based on flying the flight plan route to the waypoint. Returns to the
default display after exiting the page.
o MOD a modification has been made on another page. Performance
predictions include modification.
Entries do not modify the active route and are deleted when all CDUs are
changed to a different page.
IRS Status
Indicates the number or identification of valid IRSs supplying data to the FMS:
o (3) all IRSs being used
o (L), (C), or (R) left, center or right IRS being used.
o TO E/D end of descent data
o LEVEL AT time and distance to level off in engine out mode.
VOR Tuning Data
Displays the tuned frequency and identifier for the left and right VOR
receivers.
The mode of tuning is indicated by the letter between the frequency and
identifier as follows:
o M manually tuned
o A auto tuned by the FMS
o P auto tuned by the FMS to comply with a procedure in the active
route
o R remotely tuned by the flight crew.
Remote tuning is accomplished by entering the frequency or identifier of the
desired navaid. Enter an A to return the VOR to automatic tuning.
11.7.6.2 Progress Page 2
Progress page two contains:
wind data
true airspeed
fuel data
track error data.
static air temperature.

Headwind (H/WIND), Tailwind (T/WIND)
Displays headwind (H/WIND) or tailwind (T/WIND) component relative to the
airplane heading.
Crosstrack Error (XTK ERROR)
Displays crosstrack (XTK) error in nautical miles left or right of the active
route.
TAS
Displays airplane true airspeedXT
LEFT FUEL USED
Displays fuel used by left engine sensed by fuel flow meters.
Fuel Quantity (QTY) TOTALIZER
Displays total fuel quantity from the fuel system quantity processor.
The fuel remaining line displays two independent fuel remaining values,
TOTALIZER and CALCULATED. They can be compared to validate FMS
calculations.
WIND
Displays current wind direction and speed referenced to true north.
Crosswind (X/WIND)
Displays left (L) or right (R) crosswind component relative to airplane heading.
Static Air Temperature (SAT)
Displays outside static air temperature.
RIGHT FUEL USED
Displays fuel used by right engine sensed by fuel flow meters.
FUEL USED Total (TOT)
Displays sum of the LEFT and RIGHT fuel used values.
FUEL Quantity (QTY) CALCULATED
Displays fuel remaining as calculated by the FMS with these methods:
o before engine start, fuel quantity calculated by fuel quantity system
totalizer
o after engine start, fuel quantity at engine start decreased by EICAS
engine fuel flow rate
o after erasing a manually entered fuel quantity (PERF INIT page),
resets to totalizer
o after landing, resets to fuel quantity system totalizer.
The fuel remaining line displays two independent fuel remaining values,
TOTALIZER and CALCULATED. They can be compared to validate FMS
calculations.
USE
USE prompts display when TOTALIZER and CALCULATED values disagree
by a significant amount. The scratchpad message FUEL DISAGREEPROG
2 is also displayed.
Push selects method to calculate fuel quantity, either TOTALIZER or
CALCULATED.
When one is selected:
o it is used for remainder of flight
o the other fuel calculation method blanks
o scratchpad clears.
11.7.7 Approach
During approach, roll and pitch modes usually change to the approach guidance
supplied by navigation radios. The FMS continues to calculate and show present
position and can supply LNAV approach guidance for certain types of
approaches when radio navigation is not used.
The RTE LEGS and DESCENT pages are used to manage the airplane until
other approach guidance becomes active. Other pages which support
approaches are:
ARRIVALS page to select arrival and approach procedures
HOLD page to manage holding patterns.
Holding is described in this section but it can be used during any phase of flight.
11.7.8 Arrivals Page IFR Approaches
The arrivals page allows selection of an approach, standard terminal arrival route
(STAR), and an arrival transition to the destination airport. This page can also be
used to view data about a selected airport that is not the destination. Route 1 and
route 2 have separate arrival pages.
The approaches, STARS/profile descents, and transitions are shown and
selected on this page.
11.7.8.1 Selecting Options
Selecting a runway, approach, approach transition, STAR/profile descent, or
descent transition option shows <SEL> inboard of the selection, and makes a
route modification. The other options within the same category are removed
from the list. When the modification is executed, <SEL> changes to <ACT>.
Select another page and return to ARRIVALS to show all options; the applicable
<SEL> or <ACT> prompts are shown.

Figure 11.7-8 Arrivals - IFR Approach Options
Page Title
The airport identifier is shown in the title.
Airports with more than 5 runways or STARs produce multiple arrivals pages.
Standard Terminal Arrivals (STARS)
Lists the STARS and PROFILE DESCENTS for the airport.
STARS are shown first in a list under the STAR line title. Profile descents are
listed after the STARS under the PROF DES line title.
When a selection is made the procedures not selected are removed from the
page.
The selected procedure is listed with <SEL> and a list of compatible
transitions is shown.
Standard Terminal Arrivals Transitions (STARS TRANS)
Lists all the transitions for the selected STAR.
When a selection is made the transitions not selected are removed from the
page.
The selected transition is listed and marked <SEL>.
INDEX
Push shows the DEP/ARR INDEX page.
Route 1 (RTE 1)
Shows the selected route number (RTE 1 or RTE 2).
APPROACHES
Lists available approaches and runways for the destination airport.
When a selection is made, other approaches and runways are removed from
the page and compatible transitions are listed. The list of STARS and profile
descents is reduced to those compatible with the selected approach.
Approach Transitions (TRANS)
Transitions are listed when an approach is selected. Shows a list of available
transitions to the selected approach.
Approach transitions include:
o IAF
o feeder fix
o fixes which define routing to the FAF.
Selecting an approach without a transition makes a straightin approach
which starts at:
o a charted fix or CFXXX, where XXX is the runway number
o a waypoint 48 miles outside the final approach fix.
11.7.8.2 Holding
The FMS computes holding patterns with constant radius turns based on current
wind and FMS commanded airspeed. The pattern size is limited to FAA or ICAO
protected airspace. In LNAV, the AFDS tracks the holding pattern using up to a
30 degree bank angle. Strong winds or airspeed in excess of FAA or ICAO entry
speeds may result in the airplane flying outside the protected airspace.
With LNAV active before sequencing the holding fix, holding pattern entries are
determined by the following:
The entry method used (parallel, teardrop, or direct) is determined by airplane
track, not heading or direction from which the active route approaches the
holding pattern.
The airplane flies the initial outbound leg a computed distance from the
holding fix, rather than a specific time. The computed distance is a function of
the command airspeed and computed wind at the time the holding pattern
becomes active
Teardrop entries use a 40 degree offset angle
Parallel and teardrop entries may cause the airplane to fly beyond the
displayed holding pattern; however, the airplane remains in protected FAA or
ICAO limits.
11.7.8.2.1 Hold Page (First Hold)
The hold page is used to enter a holding pattern into the route.
When the flight plan does not have a holding pattern, push the HOLD function
key to show the RTE X LEGS page with the HOLD AT line.
Two versions of the hold page are possible:
an airway or procedure holding pattern
a flight crewentered holding pattern.
The holding page displays actual or default data about the holding pattern.
Entries make route modifications, which can be erased or executed.
Active holding patterns are magenta on the HSI.

Figure 11.7-9 Hold Page (First Hold)

Figure 11.7-10 MOD RTE Hold
HOLD AT
When the HOLD function key is pushed and no holding pattern exists in the
route, the RTE LEGS page displays prompts to enter the holding fix. Enter the
holding fix to show the RTE X HOLD page.
Normally a route waypoint is entered as the holding fix. If a waypoint that is
not part of the active route is entered the scratchpad message HOLD AT XXX
appears where XXX is the entered waypoint. The holding fix can then be
inserted in the route in the proper sequence.
HOLD AT Present Position (PPOS)
Selects the airplane present position as the holding fix.
Holding FIX
Displays the holding fix.
Quadrant/Radial (QUAD/RADIAL)
The holding quadrant and radial are entered.
Valid entry is X/XXX, XX/XXX, or /XXX (example NE/040).
Automatically changes INBD CRS/DIR to agree.
Inbound Course/Direction (INBD CRS/DIR)
Displays the holding inbound course and turn direction.
Valid entry is XXX (inbound course), XXX/X (inbound course/turn direction),
/X or X (turn direction).
Automatically changes QUAD/RADIAL to agree.
LEG TIME
Default display is 1.0 MIN (minute) at or below 14,000 feet or 1.5 MIN above
14,000 feet.
Displays . if a LEG DIST is entered.
Valid entry is X, X.X, or .X in minutes from 0.1 to 9.9.
When climbing/descending through 14,000 feet with VNAV engaged and the
SPD/TGT ALT on line 1R displayed in large font, the FMS adjusts leg time
(1.0 MIN at or below 14, 000 feet; 1.5 MIN above 14, 000 feet).
Leg Distance (LEG DIST)
Default display is . NM if no leg distance has been entered or if a LEG
TIME is entered
Valid entry is X.X, XX.X, or .X.
ERASE
Erases all FMS modifications.
Speed/Target Altitude (SPD/TGT ALT)
Waypoint holding fix speed/altitude constraint from the RTE LEGS page.
Manual entries are in large font.
During cruise, an altitude entry below cruise altitude activates the descent
page, unless a new cruise altitude is entered. Altitude entry must be at or
below cruise altitude.
A speed entry requires an altitude constraint.
FIX ETA
Displays the ETA to the next passing of the holding fix.
Expect Further Clearance Time (EFC TIME)
Enter the expect further clearance time to enable accurate fuel and ETA
predictions after the hold.
Hold Available (HOLD AVAIL)
Displays calculated holding time available before requiring reserve fuel to
reach the destination.
BEST SPEED
Displays the best holding speed for the airplane gross weight, altitude, and
flap setting.
Note: May exceed ICAO limit speed.
11.7.8.2.2 Hold Page (Existing Hold)
When one or more holding patterns are already in the route, push the HOLD key
to show the hold page for the first holding pattern. Holding parameters can be
monitored and changed on this page. New holding patterns are added using the
NEXT HOLD prompt.

Figure 11.7-11 Hold Page (Existing Hold)
NEXT HOLD
Push displays a new hold page for a new holding pattern entry.
EXIT HOLD
Push arms a return to the holding fix via the inbound course for holding
pattern exit
o EXIT ARMED displayed
o EXEC light illuminated.
When the EXEC key is pushed, the airplane will cross the holding fix and exit
holding. If executed when outbound in the holding pattern the airplane will
immediately turn inbound and exit holding when the fix is crossed.


End of Chapter 11.


Chapter 12 Fuel
Chapter 12 Fuel
Table of Contents

12.1.1 Fuel Control Panel..............................................................................................................12-1
12.1.2 Fuel Quantity Indicators .....................................................................................................12-2
12.1.3 Fuel Flow Indicators ...........................................................................................................12-3
12.1.4 Fuel Alert Indications..........................................................................................................12-4
12.2.1 Introduction.........................................................................................................................12-7
12.2.2 Fuel Feed ...........................................................................................................................12-7
12.2.3 Fuel Pumps ........................................................................................................................12-7
12.2.4 Suction Feed ......................................................................................................................12-7
12.2.5 Fuel Transfer ......................................................................................................................12-7
12.2.6 Fuel Shutoff Valve..............................................................................................................12-7
12.2.7 APU Fuel Feed...................................................................................................................12-8
12.2.8 Fuel Quantity Indication......................................................................................................12-8
12.2.9 Fuel Tank Location and Capacities (Useable Fuel) ...........................................................12-8
12.2.10 Fuel System Schematic......................................................................................................12-9
Chapter 12 Fuel


Chapter 12 Fuel
12.1.1 Fuel Control Panel

Figure 12.1-1 Fuel Control Panel
1 L/R FUEL BOOST pump switches:
PUSH -
GREEN - Select corresponding fuel pump on
GREY - Select corresponding fuel pump off
Chapter 12 Fuel
2 FUEL TRANSFER switches:
L/R TANK switches select tank towards which fuel is to be transferred:
PUSH -
GREEN Tank selected
GREY Tank not selected
OFF switch discontinues fuel transfer operation:
PUSH -
GREY Fuel transfer is on
WHITE Fuel transfer is off.
12.1.2 Fuel Quantity Indicators

Figure 12.1-2 Fuel Quantity indicators
1 Graphical Fuel Quantity Indicators:
Fuel quantity is graphically depicted on one round graphical dial for each tank,
with indications ranging from 0 to 10 000 Kg.
Chapter 12 Fuel
2 Digital Fuel Quantity Read-Outs:
One digital gauge is provided for each tank reading the quantity of fuel available
for that tank.
12.1.3 Fuel Flow Indicators

Figure 12.1-3 Fuel Flow Indicators
1 Fuel Flow Indicators:
Fuel flow displayed in kg per hour in digital form.
Chapter 12 Fuel
2 Graphical Fuel Flow Dials
Fuel flow displayed on round graphical dials.
12.1.4 Fuel Alert Indications

Figure 12.1-4 Fuel Alert Indications - Annunciator Panel
Chapter 12 Fuel

Figure 12.1-5 Fuel Alert Indications - MFD Fuel Quantity

Figure 12.1-6 Fuel Alert Indications - MFD Fuel Imbalance

Chapter 12 Fuel

1 Left and Right fuel low level (L/R FUEL LOW LVL) annunciators:
Illuminated (amber) -
fuel quantity in respective tank is less than 453 kg.
2 Left and Right fuel low pressure (L/R FUEL LOW PRESS) annunciators:
Illuminated (amber)
Fuel pump pressure output is low
FUEL BOOST switch is off.
3 Low Fuel Level Alert:
The digital value and dial arrow in the fuel level indicator of affected tank
change from green to amber
Fuel quantity remaining in affected tank(s) is less than 453 kg.
4 Fuel Imbalance (IMBAL) Alert:
Displayed (red)
Tank quantities differ by more than 453 kg.
Chapter 12 Fuel
12.2.1 Introduction
The fuel system supplies fuel to the engines and the APU. Fuel is contained in
two main tanks located within each wing.
12.2.2 Fuel Feed
Both engines are normally pressure fed from their respective main tanks.
12.2.3 Fuel Pumps
Two electrical boost pumps (one per main tank) are used for engine operation.
These pumps are cooled and lubricated by fuel passing through them.
Individual pressure sensors monitor the output pressure of each pump.
Two engine driven high pressure fuel pumps, connected to each engine
accessory gearbox, are used to deliver high pressure fuel to each nozzle
inside each engine.
12.2.4 Suction Feed
When main tank fuel pump pressure is low, each engine can draw fuel from its
corresponding main tank through a suction feed line that bypasses the pumps.
As the airplane climbs, dissolved air is released from the fuel in the tank due to
the decrease in air pressure. This air may collect in the suction feed line and
restrict fuel flow. At high altitude, thrust deterioration or engine flameout may
occur as a result.
12.2.5 Fuel Transfer
Fuel transfer capability is provided by means of a unidirectional electric fuel
transfer valve and interconnection between the two fuel manifolds. The fuel
transfer valve can only be selected to transfer fuel in one direction at a time.
12.2.6 Fuel Shutoff Valve
Fire shutoff valves are located at the engine-mounting wing stations. The
valves are motor operated from the hot battery bus. The engine fuel shutoff
valves are fuel activated, solenoid controlled valves powered from the battery
bus. Both the fire and the engine fuel shutoff valves close whenever their
respective engine fire warning switch is pushed or engine start lever is placed
to SHUTOFF.
Chapter 12 Fuel
12.2.7 APU Fuel Feed
When fuel pumps are operating, fuel for the APU is supplied from the left side
of the fuel manifold. If the fuel pumps are not operating, fuel is suction fed
from left tank.
12.2.8 Fuel Quantity Indication
The fuel quantity indication system calculates the useable fuel quantity in each
tank. The fuel quantity in each tank is displayed on the MFD.
12.2.9 Fuel Tank Location and Capacities (Useable Fuel)
Left and Right fuel tanks are integral with the wing structure.
The following table represents approximate amounts of useable fuel:
Table 12.2-1 Fuel Tank Capacities
TANK GALLONS POUNDS* LITERS KILOGRAMS*
No.1 3,290 22,046 12,454 10,000
No.2 3,290 22,046 12,454 10,000
Total 6,580 44,092 24,908 20,000
* Usable fuel al level attitude, fuel density = 6.7 pounds per U.S. Gallon/0.8029
kilograms per litre.
Chapter 12 Fuel
12.2.10 Fuel System Schematic

Figure 12.2-1 Fuel System Schematic
End of Chapter 12.
Chapter 12 Fuel


Table of Contents

13.2.1 Introduction.........................................................................................................................13-3
13.2.2 Left and Right Hydraulic Systems......................................................................................13-3
13.2.3 Left and Right Hydraulic System Pumps............................................................................13-3
13.2.4 Power Transfer Unit (PTU).................................................................................................13-4
13.2.5 Reserve Brake and Spoiler Accumulators .........................................................................13-4
13.2.6 Hydraulic Power Distribution Schematic ............................................................................13-5



Figure 13.1-1 Hydraulic Control Panel

1 Left and Right engine driven hydraulic pump (L/R ENG PUMP) switches
PUSH -
GREEN - de-energizes blocking valve to allow pump pressure to enter
system
GREY - energizes blocking valve to block pump pressure to enter system
2 PTU annunciator
PUSH -
GREEN - Indicates the PTU has been activated due to loss of pressure in one
of the two hydraulic systems.
GREY - Indicates the PTU has not been activated.
3 Left and Right hydraulic engine driven pump (L/R HYD PUMP) annunciators
Illuminated (amber)
Indicates that no hydraulic pump output pressure is detected.
13.2.1 Introduction
The airplane has two hydraulic systems: Left and Right. Pressure to each
system is provided by an engine-driven hydraulic pump. Each system is
independent from the other. Either Left or Right hydraulic system can power all
aircraft hydraulically operated systems.
13.2.2 Left and Right Hydraulic Systems
The Left hydraulic system powers the following aircraft systems:
Landing Gear
Nose Wheel Steering
Left Reverser
Ailerons
Rudder
Elevator
The Right hydraulic system powers the following aircraft systems:
Flaps
Spoilers
Brakes
Right Reverser
Ailerons
Rudder
Elevator
13.2.3 Left and Right Hydraulic System Pumps
Both Left and Right hydraulic systems have an engine-driven pump. The Left
system pump is powered by the left engine and the Right pump is powered by
the right engine.
The L/R ENG PUMP switch GREEN (on)/GREY (off) controls the pump output
pressure. Positioning the switch to GREY (off) shuts off the pump and
activates the PTU. Pushing the LH/RH ENG FIRE PUSH switchlight shuts off
the fluid flow to the pump and activates the PTU.
13.2.4 Power Transfer Unit (PTU)
A Power Transfer Unit (PTU) can provide adequate hydraulic pressure to the
Left or Right hydraulic system in case of an associated engine-driven hydraulic
pump failure. The PTU uses the Left or Right hydraulic system pressure to
power a hydraulic motor-driven pump, which pressurizes the other hydraulic
system fluid. When the PTU is operating, sufficient hydraulic pressure is
provided to both Left and Right hydraulic systems to operate all aircraft
hydraulically operated systems normally. There is no intermixing of hydraulic
fluid during PTU operation. The PTU operates normally when all of the
following conditions exist:
Left or Right engine-driven hydraulic pump pressure drops below limit
at least one engine is running
the PTU has not failed.
13.2.5 Reserve Brake and Spoiler Accumulators
Reserve accumulators are provided for brake and spoiler operation in the
event of the loss of both hydraulic systems. The reserve brake accumulator
will provide a minimum of three brake applications. The reserve spoiler
accumulator will provide for one spoiler application.

13.2.6 Hydraulic Power Distribution Schematic

Figure 13.2-1 Hydraulic Power Distribution Schematic

End of Chapter 13.


Table of Contents

14.1.1 Landing Gear Panel ...........................................................................................................14-1
14.1.2 Landing Gear Emergency Extension Handle.....................................................................14-3
14.1.3 Anti-Skid Control ................................................................................................................14-4
14.1.4 Parking Brake Control ........................................................................................................14-7
14.1.5 Brake Pressure Annunciator ..............................................................................................14-8
14.1.6 Rudder/Brake Controls.......................................................................................................14-9
14.1.7 Nose Wheel Steering Control...........................................................................................14-10
14.2.1 Introduction.......................................................................................................................14-13
14.2.2 Landing Gear Operation...................................................................................................14-13
14.2.2.1 Landing Gear Retraction...........................................................................................14-13
14.2.2.2 Landing Gear Extension ...........................................................................................14-13
14.2.2.3 Landing Gear Manual Extension...............................................................................14-13
14.2.2.4 Nose Wheel Steering ................................................................................................14-14
14.2.3 Brake System...................................................................................................................14-14
14.2.3.1 Normal Braking System............................................................................................14-14
14.2.3.2 Reserve Brake Accumulator .....................................................................................14-14
14.2.3.3 Antiskid Protection ....................................................................................................14-15
14.2.3.4 Parking Brake............................................................................................................14-15


14.1.1 Landing Gear Panel

Figure 14.1-1 Landing Gear Panel
1 Landing Gear Indicator Lights
Illuminated (green) - related gear down and locked.
Note: Landing gear warning horn is deactivated when with all gear down and
locked.
Extinguished - landing gear not down and locked.
2 Gear Unlock Indicator Light
Illuminated (red)
landing gear is in disagreement with the landing gear lever (LDG GEAR)
position (in transit or unsafe).
Extinguished
landing gear is up and locked with landing gear lever UP
landing gear is down and locked with landing gear lever DN.
3 Landing Gear (LDG GEAR) Lever
UP landing gear retract
DN landing gear extend
4 Landing Gear Unsafe Condition Warning Horn Cancellation (HORN
SILENCE PUSH) Button
PUSH -
silences the landing gear unsafe condition warning horn.
14.1.2 Landing Gear Emergency Extension Handle

Figure 14.1-2 Emergency Gear Extension Handle
1 Landing Gear Emergency (EMERG GEAR) Extension Handle
PULL & ROTATE RIGHT -
all three landing gear uplocks are released
ROTATE LEFT AND PUSH
all three landing gear uplocks are operating normally.
14.1.3 Anti-Skid Control

Figure 14.1-3 Anti-Skid Control

Figure 14.1-4 Anti-Skid Annunciator

1 Anti-skid Control Activation Switch
ON -
anti-skid control is activated
OFF -
anti-skid control is de-activated
2 Anti-Skid Inoperative (ANTI-SKID INOP) Annunciator
Illuminates (amber) -
indicates the anti-skid system is inoperative either with the anti-skid switch in
the OFF position, or a system failure.
14.1.4 Parking Brake Control

Figure 14.1-5 Parking Brake Control Lever
1 Parking Brake (PARK BRAKE) Handle
PULL & ROTATE RIGHT -
parking brake is engaged
ROTATE LEFT AND PUSH
parking brake is released
14.1.5 Brake Pressure Annunciator

Figure 14.1-6 Low Brake Pressure Annunciator
1 Brake Low Pressure (BRAKE LOW PRESS) Annunciator
Illuminates (amber) -
indicates brake pressure is below normal level.
14.1.6 Rudder/Brake Controls

Figure 14.1-7 Rudder/Brake Pedals

1 Left and Right Rudder / Brake Pedals
Push full pedal turns nose wheel up to XX degrees in either direction.
Push top of pedal only activates wheel brakes
Refer to Chapter 9 Flight Controls for rudder description
2 Rudder Pedal Adjustment Levers
PUSH Inward
releases locking mechanism to adjust rudder pedals fore and aft
14.1.7 Nose Wheel Steering Control

Figure 14.1-8 Nose Wheel Steering Wheel Locations

Figure 14.1-9 Nose Wheel Steering Control Detail
1 Nose Wheel Steering Wheels
A nose wheel steering wheel is installed in the flight deck located on top of the
Captain side panel.
An optional nose wheel steering wheel is located on top of the First Officer side
panel.
2 Nose Wheel Steering Wheel
Rotate -
turns nose wheel up to 78 degrees in either direction
overrides rudder pedal steering
3 Nose Wheel Steering Indicator
Left Bar - Indicates nose wheel steering displacement left of center position
Right Bar - Indicates nose wheel steering displacement right of center position
14.2.1 Introduction
The airplane has two main landing-gear and one single nose gear. Each main
gear is a conventional two-wheel unit; the nose gear is a conventional
steerable two wheel unit.
Hydraulic power for retraction, extension and nose wheel steering is provided
by the left hydraulic system. A manual landing gear extension is also provided.
The normal brake system is powered by the right hydraulic system. Antiskid is
provided only for the normal brake system.
14.2.2 Landing Gear Operation
Landing gear operation is normally controlled by the Landing Gear lever (LDG
GEAR). On the ground a solenoid is energized by the air-ground logic to
prevent unintentional movement of the gear lever towards the up position. In
flight the solenoid is de-energized to allow normal gear operation.
14.2.2.1 Landing Gear Retraction
When the landing gear lever is moved up, the landing gear starts to retract.
During retraction, the brakes automatically stop rotation of the main gear
wheels. Once retracted the gear are held in place by mechanical uplocks.
The nose gear retracts forward into the wheel well and nose wheel rotation is
stopped by snubbers. The nose gear is held in place by an over center lock.
14.2.2.2 Landing Gear Extension
When the landing gear lever is moved down the left hydraulic system is used
to release the uplocks and extend the gear in combination with gravity and air
loads.
14.2.2.3 Landing Gear Manual Extension
If hydraulic pressure is lost, a manual extension handle provides a backup
means of extending the landing gear, mechanically releasing the uplocks and
using freefall and air loads to lock the gear in the down position.
To use the EMER GEAR extension handle:
the LDG GEAR lever must be at the DN position
landing gear retraction is inoperative
Following manual extension, the landing gear may be retracted if:
hydraulic pressure is available in the Left hydraulic system
the EMER GEAR handle is rotated left and pushed down
the LDG GEAR lever is moved to the DN position
14.2.2.4 Nose Wheel Steering
The airplane is equipped with nose wheel steering which is powered by the
Left hydraulic system. Nose wheel steering is powered only when the airplane
is on the ground.
Primary steering is controlled by the nose wheel steering wheel. Limited
steering control is provided through the rudder pedals. A pointer on the wheel
steering assembly shows nose wheel steering position relative to the neutral
setting. Rudder pedal steering is deactivated as the nose gear strut extends.
A lockout pin may be installed in the towing lever to depressurized nose
wheel steering. This allows airplane pushback and towing without
depressurizing the hydraulic systems.
14.2.3 Brake System
Each main gear wheel has hydraulically powered brakes. The brake pedals
provide independent control of the left and right brakes. The nose wheels have
no brakes. The braking system includes:
normal braking system
reserve brake accumulator
antiskid protection
parking brake
14.2.3.1 Normal Braking System
The normal braking system is powered by the Right hydraulic system.
14.2.3.2 Reserve Brake Accumulator
The reserve brake accumulator is pressurized by the Right hydraulic system. If
normal brake system pressure is lost, trapped hydraulic pressure in the reserve
brake accumulator can still provide three braking applications or parking brake
application. The reserve brake accumulator does not provide antiskid protection
for braking.
14.2.3.3 Antiskid Protection
Antiskid is provided for the normal brake system and includes skid, locked
wheels, touchdown and hydroplane protection.
The normal brake hydraulic system provides each main gear wheel with
individual antiskid protection. When the system detects a skid, the associated
antiskid valve reduces brake pressure until skidding stops.
14.2.3.4 Parking Brake
The parking brake can be set with either Left or Right hydraulic system
pressurized. If Left or Right hydraulic systems are not pressurized, parking brake
pressure is maintained by the reserve brake accumulator.
The parking brake is set by depressing both brake pedals fully while
simultaneously pulling and turning the PARK BRAKE lever to the right. The
parking brake is released by turning the lever to the left and pushing it down.
The takeoff configuration warning horn sounds if either forward thrust lever is
advanced for takeoff with the parking brake set.

End of Chapter 14.


Table of Contents

15.1.1 Master Warning, Master Caution and Fire Warning Systems............................................15-1
15.1.2 Annunciator Panel ..............................................................................................................15-4
15.1.3 Landing Gear Unsafe Condition Warning Horn Cancellation Button.................................15-5
15.1.4 Altitude Alert .......................................................................................................................15-6
15.1.5 Ground Proximity Warning System (GPWS)......................................................................15-7
15.1.6 Terrain Display ...................................................................................................................15-8
15.1.7 TCAS Controls (Transponder Panel) .................................................................................15-9
15.2.1 Introduction.......................................................................................................................15-10
15.2.2 Master Warning Illuminated Switches..............................................................................15-10
15.2.3 Master Caution Lights ......................................................................................................15-11
15.2.4 Fire Warning.....................................................................................................................15-11
15.2.5 System Annunciator Light Panel ......................................................................................15-11
15.2.6 Cabin Altitude Warning.....................................................................................................15-11
15.2.7 Take-Off Configuration Warning ......................................................................................15-11
15.2.8 Landing Gear Configuration Warnings.............................................................................15-12
15.2.8.1 Visual Indications ......................................................................................................15-12
15.2.8.2 Aural Indications........................................................................................................15-12
15.2.9 Mach/Airspeed Warning System......................................................................................15-12
15.2.10 Stall Warnings ..................................................................................................................15-13
15.2.11 Altitude Alerting System...................................................................................................15-13
15.2.11.1 Acquisition Alerting....................................................................................................15-13
15.2.11.2 Deviation Alerting......................................................................................................15-13
15.2.12 Ground Proximity Alerts ...................................................................................................15-14
15.2.13 Look-Ahead Terrain Alerting ............................................................................................15-14
15.2.14 Radio Altitude Based Alerts..............................................................................................15-15
15.2.15 Bank Angle Alert...............................................................................................................15-15
15.2.16 Approach Callouts............................................................................................................15-16
15.2.16.1 Radio Altitude Callouts..............................................................................................15-16
15.2.16.2 DH/MDA Callouts......................................................................................................15-16
15.2.17 Traffic Alert and Collision Avoidance System (TCAS) .....................................................15-16
15.2.17.1 Inhibits.......................................................................................................................15-17
15.2.17.2 Resolution Advisory Aurals .......................................................................................15-17


15.1.1 Master Warning, Master Caution and Fire Warning Systems

Figure 15.1-1 Master Warning, Master Caution and Fire Warning

1 MASTER WARNING illuminated switches
The two MASTER WARNING illuminated switches are commanded to flash
red to indicate a red system annunciator light has illuminated, or a fire has
been detected in the engines or APU area. A continuous repetitive chime will
accompany the MASTER WARNING illuminated switches with the exception
of an engine fire.
When the MASTER WARNING illuminated switches are pressed-
both MASTER WARNING illuminated switches extinguish
the master warning system is reset
system annunciator light(s) remain(s) illuminated
2 MASTER CAUTION illuminated switches
The two MASTER CAUTION illuminated switches are commanded to flash
amber to indicate an amber system annunciator light has illuminated. A single
chime will accompany the MASTER CAUTION illuminated switches.
When the MASTER CAUTION illuminated switches are pressed-
both MASTER CAUTION illuminated switches extinguish
the master caution system is reset
system annunciator light(s) remain(s) illuminated
3 LH/RH FIRE ENG PUSH illuminated switches
The LH/RH FIRE ENG PUSH illuminated switches are commanded to
illuminate red to indicate a fire has been detected in the related engine area. A
fire bell will accompany the LH/RH FIRE ENG PUSH lights.
When the LH/RH FIRE ENG PUSH swichlight is pressed-
TO DISC illuminated switches illuminate
4 APU FIRE PUSH illuminated switch
The APU FIRE PUSH illuminated switch is commanded to illuminate red to
indicate a fire has been detected in the APU area. A fire bell will accompany
the APU FIRE PUSH light.
When the APU FIRE PUSH illuminated switch is pressed-
both squibs are armed and the BOTTLE ARMED PUSH TO DISC
illuminated switches illuminates
15.1.2 Annunciator Panel

Each annunciator light is described in the related system chapter.
15.1.3 Landing Gear Unsafe Condition Warning Horn Cancellation
Button

Figure 15.1-3 Landing Gear Unsafe Condition Warning Horn Cancellation (HORN
1 Landing Gear Unsafe Condition Warning Horn Cancellation (HORN
PUSH -
silences the landing gear unsafe condition warning horn at flaps UP and 1.
Note: The warning horn cannot be silenced with the horn silence pushbutton
at flaps greater than 1.
15.1.4 Altitude Alert

Figure 15.1-4 Altitude Alert
1 Acquisition Alerting
1000 feet before reaching the selected altitude a momentary tone sounds and
the selected altitude digital display flashes magenta for 5 seconds on PFDs.
Deviation Alerting
When deviating by 200 feet from the selected altitude, a momentary tone
sounds and the selected altitude digital display flashes amber on PFDs.
Flashing continues until:
altitude deviation becomes less than 200 feet
a new altitude is selected.
15.1.5 Ground Proximity Warning System (GPWS)

Figure 15.1-5 Ground Proximity Warning System (GPWS)

15.1.6 Terrain Display

Figure 15.1-6 Terrain Display

15.1.7 TCAS Controls (Transponder Panel)

Figure 15.1-7 TCAS Controls

15.2.1 Introduction
Aural, tactile and visual warning signals alert the flight crew to conditions that
require action or caution in the operation of the airplane.
The warnings vary in character depending on the degree of hazard or urgency
involved. Their purpose is to provide warning and information regarding the
nature of the condition.
Fire warnings, cabin altitude alerts, takeoff configuration warnings, landing
gear warnings, Mach/airspeed warnings, stall warnings, altitude alerts, ground
proximity warnings and TCAS are discussed in this section.
Conditions requiring immediate attention are indicated by red warning lights.
Conditions requiring timely attention are indicated by amber caution lights.
For information on each specific light and annunciator refer to related systems
chapter.
Stall warning is provided by visual and aural warnings and prevented by
stabilizer nose down trim.
Various aural signals call attention to warnings and cautions. An aural warning
is provided for overspeed by a clacker, the autopilot disconnect by a warning
tone, takeoff configuration by a buzzer, cabin altitude by an intermittent horn,
landing gear position by a steady horn, fire by a continuous repetitive chime.
TCAS and ground proximity warnings and alerts are given by voice warnings.
Generally, aural warnings automatically silence when the associated non-
normal condition no longer exists.
15.2.2 Master Warning Illuminated Switches
The MASTER WARNING illuminated switches are located on the glareshield.
When a red annunciator or a LH/RH ENG or APU FIRE PUSH illuminates the
two MASTER WARNING illuminated switches are commanded to flash red. A
triple chime always accompanies the MASTER WARNING illuminated
switches with the exception of an engine fire.
When the illuminated switch is pressed, the flashing light and the audio alerts
are reset.
15.2.3 Master Caution Lights
The MASTER CAUTION illuminated switches are located on the glareshield.
When an amber annunciator illuminates the two MASTER CAUTION
illuminated switches are commanded to flash amber. A single chime always
accompanies the MASTER CAUTION illuminated switches with the exception
of an engine fire.
When the illuminated switch is pressed, the flashing light is reset.
15.2.4 Fire Warning
Fire warning is provided for both engines and the APU. The MASTER
WARNING illuminated switches, the LH/RH ENG FIRE PUSH or APU FIRE
PUSH illuminated switches will illuminate red when a fire warning condition
occurs. The lights remain illuminated as long as the condition exists. Pushing
either MASTER WARNING illuminated switch extinguishes both MASTER
WARNING illuminated switches, silences the continuous repetitive chime and
resets the system for future warnings. More information appears in the Fire
Protection chapter.
15.2.5 System Annunciator Light Panel
The system annunciator light panel is located on the front panel. The panel
includes two degrees of alerts for crew awareness. Red annunciator lights
indicate immediate attention is required by the flight crew. Amber annunciator
lights indicate timely attention is required by the flight crew.
15.2.6 Cabin Altitude Warning
The cabin altitude warning horn activates when the cabin altitude exceeds
10,000 feet. The warning horn can be silenced by pressing the ALT HORN
CUTOUT on the overhead panel.
15.2.7 Take-Off Configuration Warning
The take off configuration warning is armed when the airplane is on the ground
and either or both thrust levers are advanced for takeoff. An intermittent
takeoff warning horn sounds if:
flaps are at the UP position
speed brake is not at the RETRACT position
parking brake is set, or
stabilizer trim not set in the green band.
The warning is cancelled when the configuration error is corrected.
15.2.8 Landing Gear Configuration Warnings
Warnings are provided by visual and aural indications for the position of the
landing gear.
15.2.8.1 Visual Indications
The landing gear indication lights are activated by a signal from each gear,
the LDG GEAR lever, and the forward thrust lever position as follow:
Green lights illuminated (NOSE, LH, RH) - landing gear is down and
locked
Red light illuminated (GEAR UNLOCK) - landing gear is in
disagreement with the LDG GEAR lever position (in transit or unsafe).
All lights extinguished- landing gear is up and locked with the LDG
GEAR lever at the UP position.
15.2.8.2 Aural Indications
A steady warning horn is provided to alert the crew whenever a landing is
attempted and any gear is not down and locked. The landing gear warning
horn is activated by forward thrust lever and flap position as follows:
Flaps 1- either forward thrust lever set at any position between idle and
10 degrees. The landing gear horn can be silenced with the landing
gear HORN SILENCE PUSH button.
Flaps 2 - either thrust lever between idle and 30 degrees. The warning
horn cannot be silenced with the landing gear HORN SILENCE PUSH
button.
Flaps 3 to DN regardless of thrust lever position the warning horn
cannot be silenced with the landing gear HORN SILENCE PUSH
button.
The warning horn is cancelled when the configuration error is corrected.
15.2.9 Mach/Airspeed Warning System
The Mach/airspeed warning system provides a distinct aural warning, a
clacker, any time the maximum operating airspeed or Vmo/Vmmo is
exceeded. The clacker can only be silenced by reducing airspeed below
Vmo/Mmo.
The airspeed indicator displays red warning bands indicating maximum and
minimum airspeed.
15.2.10 Stall Warnings
Natural stall warnings (buffets) usually occur at a speed prior to stall. In some
configuration the margin between stall and natural stall warnings is less than
desired. Therefore, visual speed indications and aural stall sounds are used to
provide the required warning.
When the airspeed is 10 knots before the minimum speed indicated by the red
warning band, the speed digital display flashes amber. When the airspeed is
at the minimum speed, the speed digital display flashes red and a continuous
stall siren sounds.
If the airspeed keeps decreasing towards stall speed, the speed trim system
trims the stabilizer nose down and the autopilot disconnects.
Normal stabilizer trim and autopilot are available with speed digital display
flashing amber when the airspeed is above minimum speed. The speed
digital display reverts to steady green when airspeed is more than 10 knots
above minimum speed.
The stall warning system is armed in flight at all times. The system is
deactivated on the ground.
15.2.11 Altitude Alerting System
Altitude alerting occurs when approaching or departing the MCPselected
altitude. Altitude alerting is inhibited when flaps are extended to 3 or greater,
or while G/S is captured.
15.2.11.1 Acquisition Alerting
1000 feet before reaching the selected altitude a momentary tone sounds and
the selected altitude digital display flashes magenta for 5 seconds on PFDs.
15.2.11.2 Deviation Alerting
When deviating by 200 feet from the selected altitude, a momentary tone
sounds and the selected altitude digital display flashes amber on PFDs.
Flashing continues until:
altitude deviation becomes less than 200 feet
a new altitude is selected.
15.2.12 Ground Proximity Alerts
The GPWS provides alerts for potentially hazardous flight conditions involving
imminent impact with the ground.
Proximate terrain data shows on the navigation display. If there is a potential
terrain conflict, alerts are provided based on estimated time to impact. These
alerts are look-ahead terrain alerts.
The GPWS provides alerts based on radio altitude and combinations of
barometric altitude, airspeed, glide slope deviation, and airplane configuration.
The alerts are for:
excessive descent rate
excessive terrain closure rate
altitude loss after takeoff or go-around
unsafe terrain clearance when not in the landing configuration
excessive deviation below an ILS glide slope
These alerts are radio altitude based alerts.
Ground proximity alerts are accompanied by voice aural alerts and the PULL
UP annunciation on the attitude indicators or, for deviation below glide slope
alert, the BELOW G/S light.
Radio altitude based alerts are prioritized based on the level of hazard and the
required flight crew reaction time.
Note: Terrain ahead of the airplane may exceed available climb performance.
A ground proximity alert does not guarantee terrain clearance.
15.2.13 Look-Ahead Terrain Alerting
Terrain within 2,000 feet of airplane barometric altitude shows on the
navigation display. The terrain data is not designed to be an independent
navigation aid.
The terrain display is generated from a data base contained in the GPWS
computer and correlated to GPS position.
Look-ahead terrain alerts are based on the airplanes position, barometric
altitude, vertical flight path, and ground speed.

Table 15.2-1 Look-Ahead Terrain Alerting
AURAL ALERTS VISUAL ALERTS DESCRIPTION
TERRAIN
TERRAIN
PULL UP
PULL UP on both attitude
indicators
Red TERRAIN message on
navigation display (all
modes)Solid red terrain on
navigation display
20 to 30 seconds from projected impact
with terrain shown solid red on the
navigation display (in expanded MAP,
center MAP, expanded VOR, or
expanded APP modes only).
Moving the ground proximity terrain
inhibit switch to TERRAIN INHIBIT
inhibits the alert.
CAUTION
TERRAIN
Amber TERRAIN message on
navigation display(all modes)
Solid amber terrain on navigation
displays
40 to 60 seconds from projected impact
with terrain shown solid amber on the
navigation display (in expanded MAP,
center MAP, expanded VOR, or
expanded APP modes only).
inhibits the alert.
TOO LOW,
TERRAIN
PULL UP on both attitude
indicators
Descent below unsafe radio altitude
while too far from any airport in the
terrain database.
inhibits the alert.
15.2.14 Radio Altitude Based Alerts
AURAL ALERT VISUAL ALERT DESCRIPTION
PULL UP PULL UP on both attitude
indicators
Follows SINK RATE alert if descent rate
becomes severe.
Follows radio altitude based TERRAIN
alert if excessive terrain closure rate
continues and landing gear and/or flaps
are not in landingconfiguration.
TERRAIN PULL UP on both attitude
indicators
Excessive terrain closure rate.
DONT SINK PULL UP on both attitude
indicators
Excessive altitude loss after takeoff or
goaround
15.2.15 Bank Angle Alert
The GPWS provides the aural alert BANK ANGLE, BANK ANGLE when roll
angle exceeds 35 degrees, 40 degrees, and 45 degrees. Once sounded, the
alert is silent for that bank angle (35, 40, or 45 degrees) until the system is
reset by decreasing bank angle to 30 degrees or less.
15.2.16 Approach Callouts
15.2.16.1 Radio Altitude Callouts
Occurs at (feet AGL) Callout
2500 TWENTY FIVE HUNDRED
1000 ONE THOUSAND
500 FIVE HUNDRED
100 ONE HUNDRED
50 FIFTY
40 FORTY
30 THIRTY
20 TWENTY
10 TEN
Note: Callouts at 1000 feet and 500 feet are based on barometric altitude
above the landing field elevation; callouts at 2,500 feet, and below 500 feet are
based on radio altitude.
15.2.16.2 DH/MDA Callouts
The GPWS provides height callouts based on the altitude set by the Captains
minimums (MINS) selector.
Callouts are based on radio altitude when the MINS selector is set to RADIO
and based on barometric altitude when the MINS selector is set to BARO:
Occurs at CALLOUTS
DH/MDA plus 100 feet PLUS HUNDRED
DH/MDA MINIMUMS
15.2.17 Traffic Alert and Collision Avoidance System (TCAS)
TCAS alerts the crew to possible conflicting traffic. TCAS provides advisory
and traffic displays of the other airplanes to the flight crew. Neither advisory,
guidance, nor traffic display is provided for other airplanes which do not have
operating transponders.
TCAS equipment interrogates the transponders of other airplanes to determine
their range, bearing, and altitude. A traffic advisory (TA) is generated when
the other airplane is approximately 40 seconds from the point of closest
approach. If the other airplane continues to close, a resolution advisory (RA)
is generated when the other airplane is approximately 25 seconds from the
point of closest approach.
The RA provides aural warning and guidance as well as manoeuvre guidance
to maintain or increase separation from the traffic.
Nontransponder equipped airplanes are invisible to TCAS. RAs can be
generated if the other airplane has a mode C transponder.
TCAS display automatically shows when:
the transponder mode selector is on,
a TCAS TA or RA occurs, and
neither pilot has the TCAS (TFC) display selected, and
in MAP, center MAP, VOR, or APP modes.
15.2.17.1 Inhibits
INCREASE DESCENT RAs are inhibited below approximately 1,500 feet radio
altitude.
DESCEND RAs are inhibited below approximately 1,100 feet radio altitude.
All TCAS voice annunciations and all RAs are inhibited below approximately
1,000 feet radio altitude. Below 1,000 feet when the TA/RA mode is selected
on the transponder panel, TA only mode is enabled automatically and the
TCAS message TA ONLY displays on the ND.
All TCAS alerts are inhibited by GPWS.
15.2.17.2 Resolution Advisory Aurals
The following table identifies the possible callouts associated with RAs and the
vertical restrictions or manoeuvre recommended in each case.

Table 15.2-2 TCAS RA Aurals
Aural Message Description
MONITOR VERTICAL SPEED,
MONITOR VERTICAL SPEED
Present pitch attitude is outside the RA pitch command
area. Keep pitch attitude away from red area.
CLIMB, CLIMB, CLIMB Climb at the displayed pitch
DESCEND, DESCEND, DESCEND Descend at the displayed pitch
REDUCE CLIMB,
REDUCE CLIMB
Reduce climb rate
REDUCE DESCENT,
REDUCE DESCENT
Reduce descent rate
CLIMB, CROSSING CLIMB,
CLIMB, CROSSING CLIMB
Climb at displayed pitch. Airplane climbs through traffics
altitude.
DESCEND, CROSSING DESCEND
DESCEND, CROSSING DESCEND
Descend at displayed pitch. Airplane descends through
traffics altitude.
INCREASE CLIMB,
INCREASE CLIMB
Increase climb rate from initial pitch attitude.
INCREASE DESCENT,
INCREASE DESCENT
Increase descent rate from initial pitch attitude.
CLIMB CLIMB NOW,
CLIMB CLIMB NOW
Reversal maneuver from initial descent RA.
DESCEND DESCEND NOW,
DESCEND DESCEND NOW
Reversal maneuver from initial climb RA.
CLEAR OF CONFLICT RA encounter terminated. Maneuver guidance no longer
displayed.

End of Chapter 15.


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