Beruflich Dokumente
Kultur Dokumente
B737-200
Canova Aviation Publications Gilbert, Arizona
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BY PURCHASING THIS MATERIAL, YOU ACCEPT ALL THE TERMS AND CONDITIONS OF THIS AGREEMENT. This Canova Aviation Publications, Inc. User License Agreement accompanies this product and related explanatory written materials ("THE COCKPIT REVIEW"). The term "THE COCKPIT REVIEW" shall also include any upgrades, modified versions or updates of THE COCKPIT REVIEW licensed to you by Canova Aviation Publications. This copy of THE COCKPIT REVIEW is licensed to you as the end user. You must read this Agreement carefully. If you do not agree with the terms and conditions of this Agreement, return this product for a complete refund. Canova Aviation Publications grants to you a nonexclusive license to use THE COCKPIT REVIEW, provided that you agree to the following: 1. Use of THE COCKPIT REVIEW. You agree to not use the Cockpit Review during Flight Operations of any type. The Cockpit Review can only be use for informational purposes only. The Cockpit Review may not be current or compatible with your equipment. 2. Copyright. THE COCKPIT REVIEW is owned by Canova Aviation Publications, Inc. Its structure and organization are the valuable trade secrets of Canova Aviation Publications. THE COCKPIT REVIEW is protected by United States Copyright Law and International Treaty provisions. You agree not to modify, adapt, translate, reverse engineer, decompile, or disassemble THE COCKPIT REVIEW. You may use trademarks only to identify printed output produced by THE COCKPIT REVIEW, in accordance with accepted trademark practice, including identification of trademark owner's name. Such use of any trademark
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W.T. Danbury Phantom Jockey #16 McDonnell FH-1 First 75 Navy Pilots To Fly Jets
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Visit us at www.canovair.com
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Contents
Preface Chapter I Chapter II Chapter III Chapter IV Index The Cockpit Review Aircraft Limitations Aircraft Schematics Flight Training Profiles 7 13 261 277 300 312
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Publishers Note
Chapter One of the Cockpit Review has been designed and formatted to follow a typical oral session that many airline and governmental examiners use. We recommend that you prepare for the oral by reviewing this chapter while sitting in a CPT trainer. If a CPT trainer is not available, a cockpit wall panel would be helpful. Beginning with the overhead panel, verbally describe each panel using a clear voice. Present your material in an essay-type format. Try to verbally recall as much detailed information as possible about each of them. Then, review the Cockpit Review and see if your presentation matches ours. By orating and reviewing in this manner, your presentation and delivery of the information will improve, giving the appearance of being well prepared. Good luck with the oral! Capt. Bob Danbury ATP/CFII - B727, B737, DHC-8, Learjet, Citation
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DG/Slaved Switch
The DG/Slaved switch is a two position switch. Selecting the DG position, supplies non-corrected directional gyro information to the compass system. Directional gyro data is normally corrected by the flux valve system. Selecting the switch to the SLAVED position, provides corrected directional gyro information to the compass system. The fast synchronization process is also activated by the selection of the switch to the DG position. A second method of initiating the fast synchronization process is the selection of the compass transfer switch.
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The maximum fuel quantity is 10,120 lbs. per each main wing tank and 16,351 lbs. for the center tank. Total fuel is 36,591 lbs. The maximum fuel lateral imbalance between main tank No.1 and No.2 is 1,500 lbs. for taxi, takeoff, and flight. With a maximum of 1,300 lbs. imbalance for landing. Fuel loading for the main tanks must be full if center tank contains more than 1000 lbs. With less than 1000 lbs. in the center tank, partial main tank fuel may be loaded, provided the effects of balance have been considered. Fuel usage must be planned to use center tank to depletion, followed by main tank fuel. It is advised that maintenance must be contacted prior to adding any type of fuel other than Jet-A.
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Crossfeed Selector
The purpose of the crossfeed valve selector is to provide the means of directing fuel to both engines from a single tank. When selected open, engine No.1 and No.2 fuel feed lines are connected. Power for the valve and light operation is from 28V battery bus, with the circuit breaker location on the P6 panel. Crossfeed valve failure is indicated by the bright illumination of the crossfeed valve open light. Procedures for a failed valve in the CLOSED position require fuel balance to be maintained by varying the thrust. A failed valve in the OPEN position, fuel balance may be maintained by selective use of the fuel pumps. The crossfeed system is located on the forward leading edge spar.
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Fuel Transfer
Fuel transfer can be accomplished by using the fuel boost pumps, right wing fueling station, and the manual defueling valve. The six fuel boost pumps, two per tank, deliver fuel under pressure from the No.1 wing tank, No.2 wing tank and the center tank. The manual defueling valve is located outboard of the No.2 engine and joins the engine feed system with the fueling station. A red handle valve selector is used to open the valve manually. With the handle in the OPEN position, the access panel can not be closed. AC power is required to operate the boost pumps and valves.
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Defueling
1. 2. 3. 4. 5. Sender tank boost pumps on. Crossfeed valve open (required for tank No.1 defueling). No.2 start lever open. Defueling valve open. Defueling levels monitor.
Aircraft Refueling
Normal refueling requires 115V AC and 28V DC from the ground power cart, APU, or from the battery. This is required for the operation of the fuel quantity indicators and the refueling valve circuits. Fueling procedures require filling the wing tanks full first with equal amounts. When additional fuel is required, load center tank next. Maximum nozzle pressure is 50 PSI, this will be approximately 300 US gallons (2010 lbs) per minute. The main tanks may also be filled through overwing ports. The center tanks can then be filled using the transfer procedure. The fuel tanks can be filled to any desired amount by using the fueling control station located on the right wing.
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Float switches located in the respective fuel tank sense tank quantities and can automatically stop the fueling process as selected on the fuel control station. When the fueling station access door is opened, the fueling power switch is actuated and the panel is illuminated by white lights.
A auxiliary fueling power control switch has been provided as an alternate method of powering the system. By selecting this switch, 28 VDC power is provided to illuminate the fueling bay, valve position switches, and the press-to-test function of the position lights.
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Note: Contact your maintenance representative as to the type of pumps installed in your aircraft. Inoperative procedures will differ for type of fuel boost pump installed.
Fuel Tanks
The fuel tanks consists of three tanks for fuel storage and two vent surge tanks for temporary fuel storage. The fuel tanks are larger than the noted fuel capacity to allow for expansion and vent space. The surge tanks are normally empty. The fuel main tanks are designed as part of the primary wing structure, located between the front and rear wing spars and between the upper and lower wing skin. The center tank is contained within the fuselage and is divided into three cavities by spanwise beams. The fuel vent system is designed to prevent damage to the fuel tank by providing positive venting (regardless of the attitude of the aircraft). The fuel vent system helps in decreasing fuel evaporation and provides a positive head pressure on the fuel. (Oral Topic) The purpose of the surge tank is to collect fuel overflow passing through the vent channels. This fuel overflow is then returned through a surge tank drain into the center tank. The surge tank is located at the end of each wing tank.
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DC Ammeter
The DC ammeter displays amperage indications of the selected source by the DC selector. The ammeter will display indications from TR No.1, TR No.2, TR No.3, and/or the battery. The STBY PWR position and the BAT BUS position (as indicated on the panel), will not show amperage indications. During preflight, the TRs (transformer rectifiers) may be checked by observing a positive amperage indication on the DC ammeter.
DC Voltmeter
The DC voltmeter displays voltage indications of the selected source by the DC selector. The voltmeter will display indications from TR No.1, TR No.2, TR No.3, battery, standby power bus, and the battery bus.
Frequency Meter
The AC frequency meter displays frequency of the power source selected by the AC meter selector. The frequency of the generator is dependent on the speed of the CSD. Frequency will be indicated only
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AC Voltmeter
The AC voltmeter displays voltage of the source selected (130V scale) from the Phase B line current. The voltmeter also displays residual voltage of generator selected when residual volts switch is pressed. (30V scale)
DC Meters Selector
(Oral Topic) The DC meters selector selects the DC source for the DC voltmeter and DC ammeter. When selected to the STBY PWR or BAT BUS positions, amperage will not be indicated since these are not sources of power. For aircraft shutdown and/or flight termination, select the DC meters selector off the BAT position. This will prevent a battery discharge since the DC voltmeter will continue to require power from the battery to operate the display indication. The TEST position is used by maintenance and connects the voltmeter and frequency meter to a power system test module for the selection of additional readings.
AC Meters Selector
The AC meters selector selects the AC source for the AC voltmeter and frequency meter display indications. The TEST position is used by maintenance to monitor the selections of the power system test module in the P-6 panel. Both the AC and DC selectors should be placed in different position for different configurations of flight operations. During the standby power check, the DC and AC meter selectors should be placed in the STBY PWR positions to check for proper voltage and frequency. For normal inflight operations, the DC and AC meter selectors should be placed at the BAT and STBY PWR positions respectively. For aircraft shutdown and/or flight termination, select the DC meters selector off the BAT position. This will prevent a battery discharge since the DC voltmeter will continue to require power from the battery to operate the display indication.
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Battery Switch
(Oral Topic) The battery switch ON/OFF positions have several areas of importance with reference to battery bus operation and power sources for that bus. Selecting the battery switch to the OFF position, will cause the battery bus not to be powered. Even with both engines operating (generators on line), selecting the battery switch to the OFF position will only de-energize the battery bus. Think of this switch as a "battery bus switch". Selecting the battery switch to the ON position (No.2 main bus energized), causes the No.3 TR to furnish power to the
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Battery
(Oral Topic) The primary purpose of the battery is to provide DC power to the standby buses when normal DC power supply has been disrupted from the TRs (transformer rectifiers). The secondary purpose of the battery is for starting the APU. A minimum of 22 volts is required for APU starting. A fully charged battery has sufficient capacity to provide power for a minimum of 30 minutes. The typical 20 cell nickel-cadmium battery is located in the electronics compartment. The battery contains harmful fluids, extreme caution should be used when handling the battery. In case of spilled electrolyte fluids, clean your hands with water or with a 3% boric acid solution. (Oral Topic) Following the loss of both AC generators, the battery will provide power to the battery bus, DC standby bus, hot battery bus, and the switched hot battery bus. The battery must be above the minimum voltage to operate units supplied by the bus. If the APU is the only operating generator, connect it first to the No.2 bus (as it will power TR No.3). If the APU cannot be connected to the No.2 bus, connect it to the No.1 bus. Loss of both engine driven generators is normally indicated by the illumination of the TRANSFER BUS OFF, BUS OFF, and the GEN OFF BUS lights. Various other instrument warning lights, and Master Caution System lights will also be illuminated.
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Battery Charger
(Oral Topic) The primary source of power for the battery charger is provided by the ground service bus, via the No.1 generator bus. The alternate power source for the charger is from the No.2 main bus, via the charger relay. When the battery power is low and requires more than 26 amps of charging from the battery charger, the charger will act like an unregulated transformer rectifier. When the battery is completely charged (battery charger is delivering less than 26 amps charging current), the battery charger reverts to a pulsing charger. Battery charger operation can be checked by selecting the DC meter to BAT. Observe either a steady charge or a pulsing charge on the ammeter. Pulling the battery charger CB will enable you to observe the actual voltage of the battery. The charger is rated 40 amps with forced air cooling. The electrical system has been designed with a charger relay feature. This provides the means of a power source transfer for the battery charger in the case of No.1 generator bus failure (power source for the ground service bus). The charger relay closes and the No.2 main bus now becomes the power source for the battery charger. During APU starting, AC power to the battery charger will be interrupted to prevent heavy power draw from the charger. When the APU reaches 50% RPM, various relays will relax and the charger will revert to normal functions.
TR (Transformer Rectifier)
The purpose of a TR (transformer rectifier) is to convert 115V AC, 400 Hz, 3-phase power to 28V DC. The aircraft has three main TR units which are located on the E3-1 shelf in the E/E compartment. Each unit has been rated at 65 amps with cooling and 50 amps without cooling.
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(Oral Topic) A common oral question that examiners may ask with reference to transformer rectifiers and the electrical metering panel is the source of displayed information. For example, the selector has been placed to either TR 1 or TR 2, what is the source of the information that is being displayed on the ammeter and/or voltmeter? The correct response, with TR 1 or TR 2 selected, the ammeter will display information from the TR unit itself and the voltmeter will display information from the respective bus. TR 3 is different, it will display voltage and amperage information obtained from the TR 3 unit only. (Oral Topic) Another common oral question with reference to the electrical metering panel is the display indications of a failed TR unit. A failed TR 1 or TR 2 unit would be indicated by zero amps and normal bus voltage. A failed TR 3 would be indicated by zero amperage and zero voltage. Two of the three transformer rectifiers are required for dispatch. TR No.2 may be inoperative provided that all DC buses and all generators (including the APU generator) operate normally and the APU generator can be electrically connected to either bus. Refer to your MEL.
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CSD Limitations
The maximum CSD oil temperature is 1570C. The maximum CSD oil temperature when selected to the RISE position is 200C.
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Generator AC Ammeter
The generator AC ammeter displays engine generator load in amperes. The maximum engine driven generator load limit is 111 amps. The ammeter may be inoperative for an inoperative generator. Refer to your MEL.
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Ground Power
AC external power receptacle provides 115V AC, 3-phase power from an external power source (cart or ground power unit). The AC receptacle is located on the right side of the airplane, forward of the nose wheel well. The receptacle has four long AC pins, for phases A, B, C, and N (neutral/ground) and two short DC interlock pins E and F. The reason for the short DC pins is to prevent arcing or flashing (by the AC pins) should the external power cable be inadvertently removed while AC power is being applied. Power for the E and F pins will disconnect before the AC pins disconnection, thus providing power interruption protection for the AC circuits prior to activation.
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Generator Switch
The generator switch is a three position, spring loaded (OFF-ON) switch. It enables the engine driven AC generator to be connected to the respective generator bus when power quality is correct. If the generator was de-excited, it will connect the field power supply to the exciter. Selecting the switch to the OFF position, the generator will be de-excited and thereby disconnect itself from the generator bus. Either engine driven generator may be inoperative for dispatch provided the APU generator is operating normally and the APU fuel heater operates normally when fuel temperature less than 320C is anticipated. If this can not be accomplished, then the flight duration must be less than that required for the fuel to cool to the above temperature value. Refer to your MEL.
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At 50% RPM, the starter is de-energized. If the APU rpm does not reach the starter cutout circuit requirement within 90 seconds, the start is automatically terminated. Observe DC ammeter for starter cutout. An increase above normal values indicates the charger is operating and recharging the battery. At governed speed of 95% RPM, the ignition exciter is terminated and the APU GEN OFF bus light will illuminate, the APU is now ready to accept a load.
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APU Limitations
1. 2. 3. 4. 5. 6. Maximum EGT. Maximum continuous. Maximum altitude pneumatic use. Maximum altitude pneumatic/electrical. Maximum altitude electrical load. APU generator limit: ground: flight: 7600C 7100C 17,000 10,000 35,000 125 amps 111 amps
APU Notes
The APU is a gas turbine consisting of a two-stage centrifugal compressor directly coupled to a single-stage radial inflow turbine. The turbine shaft is geared to the accessory drive section and provides power for driving the engine accessories and the generator. Electrical power from the airplane battery and fuel from the No.1 tank are used to start and operate the APU. The APU supplies bleed air for engine starting and air conditioning. The APU also provides an auxiliary AC power source from a self-contained AC Electrical Generator. The standard APU on B737 aircraft was designed by Airesearch, designated the GTCP 85-129E. The unit weights 313 pounds and is located in the tail section of the aircraft. Maximum fuel burn is rated at 340 PPH with maximum loads on a standard day. The rated speed (at sea level -
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APU Fire
An APU fire is recognized by the fire warning bell ringing and the APU fire warning light illumination. The APU fire warning handle should be pulled and rotated. To manually unlock the APU fire handle, press the override and pull. By pulling the APU fire handle, this action performs backup protection to the APU automatic shutdown feature. The following items occur: 1. Closes the APU bleed air valve. 2. Closes the APU inlet door. 3. Trips the generator field. 4. Arms the fire extinguisher system. 5. Closes the fuel valve.
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(as installed)
The no smoking passenger warning switch controls the illumination of the no smoking sign portion of the passenger notice system. The no smoking switch is labeled OFF, AUTO, and ON. Selecting the respective switch to OFF, extinguishes the cabin no smoking sign. Selecting the AUTO position, will automatically illuminate the passenger information sign when the landing gear is extended. When the landing gear is retracted, the light will be extinguished. Selecting the control switch to ON, manually controls the illumination of the warning lights. A low chime sound has been incorporated within the system to sound anytime a change has occurred, either automatically or manually. The no smoking sign must be readily legible to each passenger seat, cabin attendant seat, or lavatory. If this is not possible, then the seat must be blocked and placard with DO NOT OCCUPY. The sign may be inoperative for dispatch, provided the PA system operates normally and an acceptable procedure is used to inform the passengers of these passenger requirements. Refer to your MEL for detailed procedures concerning the appropriate required announcements.
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During ground operations, the wing anti-ice switch may be selected ON, providing the thrust on both engines is below the takeoff warning position, and the temperature inside both distribution ducts is below the thermal protection temperature limit of (1250C). The thrust setting and duct sensor temperature logic are both bypassed during inflight operations. The wing anti-ice control valves are motor-operated using AC power. Criteria for ground use is the same as for the use of engine antiice, BOTH ON at the same time. (Oral Topic) The wing anti-ice system provides protection for the leading edge slats by using bleed air ducted from the main pneumatic manifold. Wing anti-ice protection does not include the leading edge flaps. Bleed air flows through the wing distribution duct in the leading edge, through a telescoping duct to each slat, and then exhausted overboard. This protection is effective with the slats in any setting. Prolonged operation in icing conditions with the leading edge and trailing edge flaps extended is not recommended. As a recommended procedure, limit trailing edge retraction to the Flaps 15 position. After shutdown, perform a postflight inspection for ice accumulation during the landing roll.
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Icing Conditions
Icing conditions exist when OAT is 100C or below during ground operations, takeoff, initial climb or go-around, or; TAT temperature is 100C, or below inflight and visible moisture in any form is present: such as clouds or fog with visibility less than one mile, rain, snow, sleet, ice crystals, etc., or when standing water, ice or snow is present on ramps, taxiways or runways.
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Hydraulic System
Hydraulic power is provided by three independent sources; System A, System B and the Standby System. System A pressure is powered by two engine driven pumps located on each engine. System B pressure is provided by two electrically driven hydraulic pumps. The standby system pressure is provided by the standby electric driven hydraulic pump. Nominal operating pressure for each hydraulic system is 3000 psi. Each hydraulic system has a fluid reservoir located in the main wheel well area. The reservoirs are pressurized by 13th. stage bleed air which is directed into the system A reservoir. Fluid balance lines interconnect all reservoirs. This provides a constant pressure to ensure positive fluid supply.
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System A hydraulic fluid flows from the reservoir through shutoff valves controlled by the engine fire warning switches. Pulling a fire switch will shut off the flow of fluid to the respective pump and deactivates the hydraulic pump low pressure light. Engine windmilling will cause internal pump damage after a short period of time. Do not confuse this action with the selection of the "A" pump to the OFF position. Pump filtering and cooling occurs when the pump has been selected to this position. This provides cooling and lubrication for the internal parts of the hydraulic pump. The system A heat exchanger is located in the No.1 main fuel tank and must be covered with fuel for the operation of the pumps. Both system A pumps are required for dispatch, only the depressurization function may be inoperative. Refer to your MEL. System A hydraulic components consist of the following items: a. Inboard brakes. b. Inboard flight spoilers. c. Ground spoilers. d. Ailerons. e. Elevators. f. Rudder. g. Trailing edge flaps. h. Leading edge devices. i. Landing gear. j. Nose wheel steering. k. Thrust reversers . l. Inboard autobrakes (analog).
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(Oral Topic) Hydraulic system B is connected to the system A reservoir and the standby reservoir by balance lines. The purpose of the balance lines is for servicing and pressurization of the hydraulic systems. The hydraulic system B heat exchanger is located in the No.2 wing fuel tank and is larger than system A exchanger. The heat exchanger must be covered with a minimum of 1676 lbs of fuel for normal operation. The two electric powered pumps have check valves that isolate each other. Only one of the two system B electric hydraulic pumps may be inoperative for dispatch providing the pressure indicator and the thrust reversers operates normally. Refer to your MEL. System B hydraulic components consist of the following items: a. Outboard brakes. b. Outboard flight spoilers. c. Ailerons. d. Elevators. e. Rudder. f. Yaw damper. g. Autopilot. h. Outboard autobrakes (analog). i. Inboard/Outboard autobrakes (digital).
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The standby hydraulic pump has been provided as a backup system to system A and system B. The standby system is connected by a balance line as described in the system B outline. Only one hydraulic pump powers the standby system. The standby system may be activated manually by the selection of either flight control switch to STBY or by the selection of the alternate flaps master switch to ARM. Review the flight control system description for further information pertaining to the standby hydraulic system. The standby hydraulic pump must be operational for dispatch. Refer to your MEL. The standby hydraulic components consist of the following items: a. Leading edge devices (extend function). b. Thrust reversers. c. Standby rudder.
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Flight-Ground Switch
The FLT/GRD switch is located within the bottom right corner of the pressurization control panel. Selecting the switch to the GRD position on the ground, drives the pressurization outflow valve full open at a controlled rate and depressurizes the aircraft. After takeoff, the previously mentioned function is inhibited, and begins to functions the same as the FLT position mode. During preparation for departure, the FLT/ GRD switch is placed to FLT. This signals the cabin controller to partially close the outflow valve to control the cabin pressure to .1 PSID. This will hold the cabin pressure at approximately 189 below runway. The outflow valve will be near the closed position at rotation, therefore, preventing a pressure bump at rotation. The FLT/GRD switch is used only in AUTO or STBY modes.
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STBY
AC MAN The AC MAN position of the pressurization mode selector is used to manually control the position of the outflow valve. This is accomplished by using the outflow valve switch, that directly controls the AC actuator. Electrical power is made available to the outflow valve switch in MANUAL mode only. The pressure controller receives electrical power for AC MAN operations from the 115V AC Transfer Bus. DC MAN The DC MAN position of the pressurization mode selector is used to manually control the position of the outflow valve. This is accomplished by using the outflow valve switch, that directly controls the DC actuator. Electrical power is made available to the outflow valve switch in MANUAL mode only. All auto and standby circuits are bypassed. The pressure controller receives electrical power for DC MAN operations from the 28V DC standby bus.
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Pressurization Limitations
Maximum differential pressure: Operating differential pressure: 8.65 psi
7.5 +/- .1 psi (35,000' controller) 7.8 +/- .1 psi (37,000' controller) Maximum cabin differential pressure for takeoff and landing: .125 psi
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200
1400F 350F 2300F 35-2000F 35-2000F 4900F 2100F 3650F 1900F 2500F
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Turbofan System
The turbofan system has been provided to help augment the flow of air through the heat exchangers. This augmented airflow occurs during ground operations and when the flaps are not in the up position. This operation is automatic and is controlled by the turbofan control valve. The valve is activated electrically when the respective pack is on, and when the air ground safety sensor/flap limit switch is activated. Pneumatic air is used to operate this air turbine. This augmented airflow cooling is provided to the heat exchangers by drawing outside air into the ram air ducts by the turbofan. The turbofan system may be inoperative for dispatch provided the respective pack is operated only in flight with the flaps retracted. With the flaps extended, the respective pack switch should be placed to the OFF position and the isolation valve should be selected to the closed position. Refer to your MEL.
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Taxi Light
The taxi light switch controls the illumination of the single nose-wheel, strut-mounted light. This light is mounted on the nose-strut, therefore the taxi light will point in the same direction as the nose-wheel. Power source for the taxi light is from the 28V AC bus No.1. Many airlines recommend the taxi light should not be used for takeoff and landing. This will help to increase the service life of the light and reduce maintenance costs. The taxi light may be inoperative for dispatch. Refer to your MEL.
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The navigation lights consist of two fixed green lights facing right outboard and forward, two fixed red lights facing left outboard and forward, and one fixed white light facing aft on each wing-tip trailing edge. Various navigation lights may be inoperative for dispatch provided the following combination exists. One stationary red wing tip bulb, one stationary green wing tip bulb, and one stationary white tail light at each wing position operate normally. All navigation lights may be inoperative during day flight operations only. Refer to your MEL.
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Thrust Reverser
(Oral Topic) Thrust reverse action is accomplished by hydraulic, electrical, and mechanical controls. Hydraulic pressure is provided by System A hydraulics via the landing gear down-line. The standby hydraulic system may also be used as an alternate source of hydraulic pressure in case of System A pressure failure. The standby system has incorporated within the pressure lines hydraulic fuses. This will prevent the total loss of the standby hydraulic system due to a rupture in the thrust reverser pressure lines. Limitations prohibit the intentional use of reverse thrust during in-flight operations.
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Electrical control of the thrust reverser system is directed at controlling the isolation valve. The isolation valve will be energized opened allowing hydraulic pressure to extend or retract the reverser when three conditions are satisfied. Those conditions are the fire handle switch must be down, engine oil pressure above 35 psi, and the aircraft is in the ground mode. The failure of any one item will cause the springloaded isolation valve to close. This failure will be indicated by the illumination of the ISOLATION VALVE light. Electrical power source for the thrust reverser system is supplied by the battery bus.
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(overview)
The audio selector panels (ASP) installed on the B737 consists of several different designs. We have chosen two of the most prevalent types installed on the B737-200. Basic functions of each type of ASP are the same, they serve as independent communication control panels for individual crewmembers or for the flight deck observer. Each crewmember has the capability to select and control required radio, navigation, interphones, and PA functions. A transmitter selector is located on each ASP for individual crewmember use. Transmissions can be made by using the boom microphone or the oxygen mask. The ASP has no affect or control on the functions of the GPWS system, altitude alert system, and/or the windshear alert system. The audio selector panel may be inoperative for dispatch provided only the inoperative panels are in excess of those required for flight deck crewmembers.
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(Panel #2)
The transmitter selector is located on top of the receiver switches. Pressing DOWN with the individual transmitter light-selector allows the transmission of the respective communication system or navigation receiver and the illumination of the internal light. Only one selector switch may be depressed at any one time. Depressing any other switch, deselects the first switch. The switch-selector labeled INT is used with the CAB/SERV INT receiver switch and/or the I/C receiver switch. Interphone transmission requires both INT and the receiver switches to be selected to the ON position.
The two-position mask-boom switch selects the oxygen mask or the boom microphone for communications.
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The mask also contains a self-test feature. When pressing together the RESET-TEST lever and PRESS TO TEST knob, oxygen flow is allowed into the mask. Flow can also be checked by the flow indicator. The entire oxygen mask/regulator is stored in a metal-box which is mounted on the sidewall next to the pilot seat. The oxygen mask container has been designed with a shutoff valve mechanism that prevents unwanted oxygen flow inside the box. This mechanism is designed with the door closing latch.
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Five PBEs are normally installed throughout the aircraft. Four units are required for dispatch. Any in excess of those required by FAR regulations may be inoperative.
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Test Position #1
Test Position #2
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Test Position #1
Test Position #2
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Marker Beacons
The marker beacon indicator lights are located on both the Captain's and First Officer's forward flight instrument panel. These lights indicate beacon passage for airways, outer, and middle approach markers. The marker beacon receivers are designed to receive modulation frequencies from various electronic navigation facilities, when transmitting a 75 Mhz vertical fan (boneshape) pattern. Located next to the display lights, is the HIGH/LOW switch. This switch is used to adjust the light sensitivity of the receiver unit as displayed by the marker lights.
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RMI
The radio magnetic indicator compass has been provided to display ADF and VOR bearing information. The Captains RMI receives compass inputs from the #2 compass systems directional gyros. The First Officers RMI receives inputs from the #1 compass systems directional gyros. Warning flags have been provided to advise the flight crew of possible power failures and malfunctions within the system. The display of the VOR/ADF No.1 or No.2 warning flag, indicates either a power failure or an unreliable VHF NAV signal. The display of the heading warning flag, indicates the selected compass signal is invalid. The DME indicator located above the RMI indicator, has a 300 nautical miles maximum search for all DME stations. With the DME warning flag in view, indicates electrical power has been lost and/or an invalid DME receiver.
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System A hydraulics provide actuator power for the ground spoilers and flight spoiler No.3 and No.6. System B hydraulics provide actuator power for flight spoilers No.2 and No.7. The auto spoiler system may be inoperative provided the system is deactivated and that all operations are conducted in accordance with the AFM. Pilots must verify manual spoiler operation and advise dispatch of increases in landing field length. Consider landing technique of manual deployment of the spoilers prior to application of reverse thrust.
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N1 RPM Indicator
The N1 RPM display indicates low pressure compressor speed in percent of RPM for monitoring engine performance. This instrument is self powered, only the integral lighting of the tachometer requires system power. Some indicators require AC power from the standby bus for operations, refer to your operations manual for type installed. The actual location of the low pressure tachometer (N1) is on the front accessory drive pad behind the nose dome. The indicator dial has graduated display readings between zero and 110% RPM, with small readings graduated in 10 units for each 10 percent of change in speed indications. Only one N1 indicator may be inoperative for dispatch provided the respective engines N2 and fuel flow indicators are operating normally. The digital display portion of the indicator may be inoperative for dispatch. Refer to your MEL.
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N2 RPM Indicator
The N2 display indicates high pressure compressor speed in percent of RPM. This instrument is self powered, only the integral lighting of the tachometer requires system power. The actual location of the N2 tachometer is on the right side of the accessory drive case. The indicator dial has graduated display readings between zero and 110% RPM, with small readings graduated in 10 units for each 10 percent of change in speed indications. One N2 indicator may be inoperative for dispatch provided the respective engines N1 and fuel flow indicators are operating normally. An alternate starting procedure must also be used for starting the engine. This alternate starting procedure begins by starting the engine with the operative N2 first. Starting times and N1 values are noted and used to represent the inoperative indicators N2 RPM values for the movement of the start lever to the idle position. In addition, N1 RPM is noted for starter cutout purposes. Refer to your MEL for detailed procedures concerning starting and aborted start procedures with an inoperative N2 indicator.
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Anti-skid System
The anti-skid system is designed to provide maximum and effective braking for any runway condition without skidding. Each main wheel has been provided with individual transducers which signal wheel speed information to the anti-skid control unit. The anti-skid control Unit then electronically regulates the anti-skid valves to control braking pressure with regards to wheel deceleration speed. (Oral Topic) The anti-skid system provides anti-skid protection, locked wheel protection, touchdown protection, and hydroplane protection. The anti-skid system controls the amount of hydraulic pressure that is applied for manual braking and/or autobraking. Power source for the outboard anti-skid system is supplied from the No.1 transfer bus and the power source for the inboard anti-skid system is supplied from the No.1 transfer bus. Thence, when operating on standby power only, the anti-skid systems will be inoperative. The air-ground sensors (located on the right main landing gear), supplies control logic for the anti-skid system. This control logic provides brake release for touchdown protection and allows normal anti-skid brake pressure after wheel spinup.
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Autobrake System
The autobrake system is designed to provide smooth, consistent, and immediate brake application on touchdown. This automatic brake action requires both antiskid systems to be ON and operational. The autobrake system applies hydraulic pressure to all brakes to slow the airplane at the rate selected. The antiskid system maintains priority over the autobrake at all times to protect against skid or locked wheels. Autobraking is initiated when both thrust levers are retarded; at least one wheel speed on each side of the airplane is greater than 60 kts, and the average wheel speed is greater than 70 kts. The first stage of initial brake pressure of 200 psi, is followed by a positive pressure rate of 100 psi/second for 15 seconds. A second rate proportional to the deceleration selected, achieves the selected deceleration within 3 seconds. (Oral Topic) Arming of the autobrake system occurs when: 1. Air-ground safety sensor is in the flight mode. 2. Anti-skid switches are selected ON. 3. Autobrake selector positioned to rate level.
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MED
MAX
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2.
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The aural gear warning horn is located forward of the control stand, below the firsts officers instrument panel. The horn will not sound when the trailing edge flaps are in the up retraced position (up position.) Electrical power is provided by the 28VDC battery bus system.
Note: A simple way to remember these items, is the use of a mental recall checklist of spoilers, flaps, and trim. These are the configuration items that can ruin your day if they are not properly set.
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The wheel well light switch (inspection flood lights - main gear), must be on to illuminate the area for inspection. The inspection flood lights may be inoperative for dispatch during day operations only. For other types of operations, the lights may be inoperative provided a landing gear indicating system other than the viewer system and independent of the center panel indicating system has been installed. Refer to your MEL.
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The brake system receives hydraulic pressure from two independent hydraulic sources. System A pressure is provided to the inboard brakes and System B pressure to the outboard brakes. A brake accumulator has beem provided for each brake system. The brake accumulator has several functions. The accumulator stores hydraulic pressure for brakes operations, maintains instantaneous flow of fluid to the brakes, and dampens pressure fluctuations. (Oral Topic) With the lost of normal system pressures, accumulator braking provides approximately 5 to 6 applications of emergency braking. The accumulator is precharged with nitrogen or compressed dry air to 1000 psi.
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Brake pressure is controlled by the anti-skid system. Automatic braking is provided during gear retraction to the main gear wheels. Nose wheel stopping (during gear retraction), is accomplished by brake snubbers located in the top of the nose wheel area. Either of the two brake pressure sensing units (A or B), may be inoperative for dispatch provided that both wheel well brake pressure indicators operate normally. These wheel well indicators must also be visually checked prior to each departure. Refer to MEL.
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Takeoff/Go-Around Switches
The F/D takeoff mode and autothrottle system activation are initiated by the selection of the TO/GA button. The F/D mode directs the command bars for 100 nose-down and wings level. At approximately 60 kts, the command bars moves to 150 nose-up. After wheels up, the command bars provide guidance to maintain pitch that will achieve MCP speed plus 20 kts. During the takeoff roll and initial climb, F/D commands wings level. Normally at 400, takeoff mode is terminated and LVL CHG is selected. Another function of the TO/GA button is the activation of autothrottle system. The selection of the TO/GA button during takeoff, initiates thrust lever movement. The annunciator panels will reflect a change of A/T status from ARM to EPR. The A/T system will automatically set takeoff thrust by 60 kts. The annunciator panel will indicate A/T status of THR HOLD by 64 kts. Once THR HOLD has been obtained, only manual changes by the flight crew can be made to the thrust levers. The THR HOLD function will be maintained until 400 RA (approximately 18 seconds after takeoff).
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Thrust Levers
The thrust levers are connected to the fuel control unit by various control cables and linkage. They are designed with a lockout mechanism that prevents simultaneous actuation of the forward and reverse thrust levers. The reverse thrust levers are attached to the top section of the forward thrust levers. As with the forward thrust levers, the reverse thrust levers provides the means to control the variable fuel supply for reverse thrust operations. The reverse thrust levers have incorporated a detent position that serves as a warning of approaching temperature limits range. Movement past this detent position, may cause an engine over-temperature condition to occur.
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Start Levers
The start levers are located on the front of the center control stand. The two-position levers, provide control for the fuel flow system and the ignition circuits. Movement of the lever to the IDLE position, allows the opening of the main fuel shutoff valve in the fuel control unit. The ignition circuits are also energized with this selection. Movement of the lever to the CUTOFF position, closes the main fuel shutoff valve and de-energizes the ignition circuit.
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PA Hand Microphone
The PA hand microphone is located next to the service interphone handset. The primary purpose of the PA hand-held microphone is to provide the capability of making direct PA announcements to the cabin, thus bypassing the audio selector panels. The passenger address system may be inoperative for dispatch provided normal, alternate, and emergency communication procedures are established. The flight deck and cabin interphone system must be operational. Refer to your MEL.
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The fire extinguisher bottles contains an extinguishing agent (freon), that is pressurized with nitrogen to 800 psi (at 700F). If a bottle temperature reaches 2660F, the bottle will automatically discharge into the wheel well area. This is indicated by a ruptured disc.
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Maximum Speed
Observe Vmo pointer and gear/flaps placards.
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Autobrakes Use
The autobrakes must be selected to RTO or OFF for takeoff.
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Autopilot - Flight Director System Limitations Autopilot Use With Depressurized Hydraulics
(SP77) Use of autopilot pitch channel above .81 Mach is restricted with hydraulic system A or B depressurized.
(SP177)
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Hydraulic Power Limitations Minimum Fuel For Hydraulic System B Ground Operations
1,676 lbs in TANK #2
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C.G. Limits
Must use an approved weight and balance system.
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Motoring:
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Maximum N1 Limits
MAX N1 MAX N2 100% 100% 100% 100% 102.4% 100%
Oil Temperature
OIL TEMP (MAX) OIL TEMP(15 min.) OIL TEMP (CONT) 1570C 120-1570C 1200C 1570C 120-1570C 1200C 1650C 130-165C 1300C
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Dimensions Schematic
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(As Installed)
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Pneumatics Schematic
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Pressurization Schematic
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Missed Approach Profile Call G/A Thrust. Rotate to G/A attitude (approx. 15o) "Flaps 15, Positive Rate, Gear Up" Climb at Vref + 15 kts to 1000. Tune Radios. At 1000, retract flaps on schedule.
Glide Slope Alive Gear Down, Flaps 15, Landing Ck One Engine Inop Approach Profile Plan Flaps 15 landing. Monitor fuel balance. Glide Slope alive, call "Flaps 15, Engine Inop Landing Check". Center rudder trim prior to landing.
One Engine Inop Missed Approach Slowly advance thrust lever to G/A thrust. Rotate to G/A attitude. Call "Flaps 1, Positive Rate, Gear Up" Climb at Vref 15 + 5 kts to flap retraction altitude (1000 AGL). Call Tune Radios. Accelerate, retract flaps on schedule, call Max. Continuous Thrust. Limit Bank to 15o until reaching Vref + 15 kts.
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400 AGL
Call Heading Select. Obstacle Clearance: Compliance with applicable SPECIAL departure procedure is mandatory. In absence of a SPECIAL departure, do not turn prior to 1000 AGL unless WX is greater than 1000-3. Engine Failure: Initiate Emergency Procedures above 400 AGL.
1000 AGL
Begin acceleration to BSEC. Retract flaps on speed schedule. Engine Failure: Accelerate in level flight if engine fails. Complete checklist, tune radios, notify ATC, check weather, notify cabin crew, and notify company.
3000 AGL
Normal profile is completed. Enter climb phase of flight.
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400 AGL
PF Heading Select. Engine Failure: PF Whats the Problem. PF Memory Items. Use the word CONFIRMED, to confirm and authorize PNFs memory items and immediate actions. (Example: Engine Fire, Severe Damage, or Separation Cklist) PF Memory Items. PNF No.1 Thrust Lever Close, Confirm the No.1 Thrust Lever PF Confirmed - Close
1000 AGL
PF Climb Thrust, Flaps 1 (or Flaps Up), Set BSEC Engine Failure: (Retract flaps on speed schedule). PF Flaps Up, Set Max. Continuous Thrust. PF (Calls one of the following checklist) Engine Fire, Severe Damage or Separation Engine Failure and Shutdown Inflight Engine Start
3000 AGL
PF Vnav - After Takeoff or After Takeoff Checklist
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Note:
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Flight Requirements
Power OFF above 210 kts. Trim to 210 kts. At 180 kts set 50% N1. Hold heading and altitude.
Recovery
Advance thrust levers. Call "G/A Thrust". Minimum loss of altitude. Return to entry altitude. Maintain 210 kts.
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Flight Requirements
Power OFF above 210 kts. Extend flaps on schedule. At 170 kts, Gear Down, Flaps 15, set 60% N1. Enter a 250 bank.
Recovery
Advance thrust levers. Call "G/A Thrust". Minimum loss of altitude. Roll wings level. Accelerate to Vref, call Positive Rate - Gear Up. Return to entry altitude. Flap retraction on schedule. Maintain 210 kts.
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Flight Requirements
Power OFF above 210 kts. Extend flaps on schedule. At 170 kts, Gear Down, Flaps 15, set 70% N1. Trim to Vref plus 4 kts. Flaps 30 on speed schedule. Hold heading and altitude. Stall shaker at Vref minus 15.
Recovery
Advance thrust levers. Call "G/A Thrust". Minimum loss of altitude. Accelerate to Vref, call Positive Rate - Gear Up. Return to entry altitude. Flap retraction on schedule. Maintain 210 kts.
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Missed Approach Profile Call G/A Thrust. Rotate to G/A attitude (approx. 15o) "Flaps 15, Positive Rate, Gear Up" Climb at Vref + 15 kts to 1000. Tune Radios. At 1000, retract flaps on schedule.
Glide Slope Alive Gear Down, Flaps 15, Landing Ck One Engine Inop Approach Profile Plan Flaps 15 landing. Monitor fuel balance. Glide Slope alive, call "Flaps 15, Engine Inop Landing Check". Center rudder trim prior to landing.
One Engine Inop Missed Approach Slowly advance thrust lever to G/A thrust. Rotate to G/A attitude. Call "Flaps 1, Positive Rate, Gear Up" Climb at Vref 15 + 5 kts to flap retraction altitude (1000 AGL). Call Tune Radios. Accelerate, retract flaps on schedule, call Max. Continuous Thrust. Limit Bank to 15o until reaching Vref + 15 kts.
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Missed Approach Profile Call G/A Thrust. Rotate to G/A attitude (approx. 15o) "Flaps 15, Positive Rate, Gear Up" Climb at Vref + 15 kts to 1000. Tune Radios. At 1000, retract flaps on schedule.
Before FAF Flaps 30/40 Inbound Course Alive Gear Down, Flaps 15, Landing Ck One Engine Inop Approach Profile Plan Flaps 15 landing. Monitor fuel balance. Inbound course alive, call "Flaps 15, Engine Inop Landing Check". Center rudder trim prior to landing.
One Engine Inop Missed Approach Slowly advance thrust lever to G/A thrust. Rotate to G/A attitude. Call "Flaps 1, Positive Rate, Gear Up" Climb at Vref 15 + 5 kts to flap retraction altitude (1000 AGL). Call Tune Radios. Accelerate, retract flaps on schedule, call Max. Continuous Thrust. Limit Bank to 15o until reaching Vref + 15 kts.
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Index
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Index
A
A/T Takeoff Mode, ................................................................................. 185 AC Meters Selector, ................................................................................39 AC Voltmeter, ..........................................................................................39 Acceleration, ......................................................................................... 274 Accumulator Precharge Pressures, ...................................................... 235 Aileron Trim Wheel, ............................................................................... 252 Air Conditioning & Pneumatic Sensors Locations, ................................ 116 Air Conditioning & Pressurization Limitations, ...................................... 264 Air Conditioning & Pressurization: Class Notes, ................................... 317 Air Conditioning Pack Switch, ............................................................... 125 Air Conditioning System Annunciator, ................................................... 182 Air Mix Valve Indicator, .......................................................................... 117 Air Mix Valves, ....................................................................................... 118 Air Temperature Source Selector, ......................................................... 117 Air Temperature/True Airspeed Indicator, .............................................. 234 Air-Ground Sensor Failure, ................................................................... 228 Aircraft Defueling, ...................................................................................29 Aircraft Refueling, ...................................................................................29 Aircraft Schematics Review, ................................................................. 277 Airplane General: Class Notes, ............................................................. 313 Airspeed Cursor Control Knob, ............................................................. 194 ALT/NORM Switch, ............................................................................... 162 Alternate Flap Master Switch, .................................................................18 Alternate Flaps Duty Cycle For Flight Operations, ............................... 266 Alternate Flaps Operation, ...................................................................... 19 Alternate Flaps Position Switch, ............................................................. 19 Alternate Reverser Hydraulic Pressure, ................................................ 155 Alternate Vertical Gyro, ......................................................................... 196 Altimeter, ............................................................................................... 197 Altitude Alert Speaker, .......................................................................... 151 Altitude Display Indicator (SP177), ....................................................... 188 Altitude Horn Cutout Switch, ................................................................. 101 Altitude Loss after Takeoff or Go-Around, ............................................. 243 Altitude Mode Use Restriction, ............................................................. 265
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B
Battery, .................................................................................................... 41 Battery Charger, ......................................................................................42 Battery Switch, ........................................................................................ 40 Battery Voltage Range, ......................................................................... 267 Bleed Air Valves, ................................................................................... 255 Bleed Trip Off Light, .............................................................................. 128 Boric Acid, ...............................................................................................41 Brake Accumulator, ............................................................................... 236 Brake Application, ................................................................................. 263 Brake Snubbers, .................................................................................... 237 Brake System Schematic, ..................................................................... 299 Brakes, .................................................................................................. 235 Braking Action Reports, ........................................................................ 225 Bus Transfer Switch, ............................................................................... 51
C
C.G. Limits, ........................................................................................... 270 C.V.R. (Cockpit Voice Recorder), ............................................................ 99 C.V.R. Area Microphone, ......................................................................... 99 C.V.R. Erase Switch, ............................................................................... 99 C.V.R. Headset Jack, ............................................................................ 100 C.V.R. Monitor Indicator, ....................................................................... 100 C.V.R. Monitor Light, ............................................................................. 100 C.V.R. Test Switch, ................................................................................ 100 Cabin Altimeter-Differential Pressure Indicator, .................................... 101 Cabin Altitude Indicator, ........................................................................ 106 Cabin Altitude Selector, ......................................................................... 106 Cabin Altitude Warning System, ........................................................... 102 Cabin Emergency Exit Lights, .................................................................70
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D
Data Thumbwheel Switches, ................................................................. 174 DC Ammeter, ..........................................................................................38 DC Meters Selector, ................................................................................39 DC Power APU Boost Pump, ..................................................................64 DC Voltmeter, ..........................................................................................38 Decision Height Light, ........................................................................... 199 Defueling, ................................................................................................29 DG/Slaved Switch, .................................................................................. 14
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E
EGT Limitations, ................................................................................... 214 Electric Motor Pump Switch, ................................................................... 90 Electric Vertical Speed Indicators Displays, .......................................... 203 Electrical Power Limitations, ................................................................. 267 Electrical System Annunciator, ............................................................. 180 Electrical System Description, ................................................................ 37 Electrical System Schematic, ............................................................... 279 Electrical: Class Notes, ......................................................................... 333 Emergency Battery Packs, ...................................................................... 70 Emergency Braking, .............................................................................. 236 Emergency Cockpit Lighting, ................................................................ 141 Emergency Equipment: Class Notes, ................................................... 337 Emergency Exit Lights, .................................................................... 69,141 Emergency Exit Lights Not Armed Light, ................................................ 70 Emergency Flood Lights, ...................................................................... 158 Emergency Instrument Flood Light, ...................................................... 141 Emergency Oxygen Lever, .................................................................... 168 Engine Anti-Ice Switch, ........................................................................... 86 Engine Anti-Ice Valve Light, ....................................................................85 Engine Bleed Air Switch, ....................................................................... 129 Engine Bottle Discharge Light, .............................................................. 259 Engine Driven Pump Switch, .................................................................. 90 Engine Fire Warning Handles, .............................................................. 255 Engine Fire Warning Light, .................................................................... 258 Engine Fuel & Oil System Schematic, .................................................. 296 Engine Fuel Shutoff Valves, ....................................................................24 Engine Fuel Valve Closed Light, ............................................................. 24
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F
F Outflow Closed Light, ......................................................................... 123 Fast Synchronization, .............................................................................. 16 Fast Synchronization Process, ............................................................... 14 FCOP - Emergency Lever, .................................................................... 168 FCOP - Oxygen Diluter Lever, .............................................................. 168 FCOP - Oxygen Flow Indicator, ............................................................ 169 FCOP - Oxygen Supply Lever, .............................................................. 169 FDR - Event Switch, ............................................................................. 173 FDR - Flight Recorder Test Switch, ...................................................... 171 FDR - OFF Light, .................................................................................. 174 FDR - Recording Time Remaining Indicator, ........................................ 173 FDR - Repeat Switch, ........................................................................... 174 FDR - Trip and Date Light, .................................................................... 174 FDR - Trip and Date Selectors, ............................................................. 173 Feel Differential Pressure Light, ..............................................................21 Fire Handle Override Plunger, ....................................................... 255,257
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G
Galley Power Switch, ..............................................................................40 Gasper Fan Switch, .............................................................................. 119 Generator AC Ammeter, ......................................................................... 48 Bus Off Light, ..........................................................................................52 Generator Control Unit (GCU), ...............................................................55 Generator Drive Disconnect Switch, ....................................................... 45 Generator Drive High Oil Temperature Light, ..........................................45 Generator Drive Low Oil Pressure Light, ................................................44 Generator Drive Oil Temperature Indicator, ............................................46 Generator Drive Temperature Switch, .....................................................46 Generator Loss (dual), ............................................................................ 54 Generator Off Bus Light, ......................................................................... 53 Generator Switch, ...................................................................................54 Glide Slope Warning Flag, .................................................................... 203 Go-around Mode, ........................................................................... 186,249 GPWS Flap/Gear Inhibit Switch, .......................................................... 242 GPWS Inoperative Light, ...................................................................... 241 GPWS System Test Switch, .................................................................. 241 Greenwich Mean Time, ......................................................................... 200 Gross Weight & CG Limitations, ........................................................... 270 Ground Call Switch, ................................................................................72 Ground Interconnect Switch, ..................................................................88 Ground Power, ........................................................................................ 49 Ground Power Available Light, ................................................................ 48 Ground Power Switch, ............................................................................ 48 Ground Proximity Warning System, ...................................................... 242 Ground Service Switch, ..........................................................................50 Ground Service Bus, ............................................................................... 51 Ground Spoilers, ................................................................................... 205
H
HF Radio Requirements, ..................................................................... 270 Heading Control Knob, ............................................................................ 14
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I
IAS/MACH Display (SP177), ................................................................. 186 Ice & Rain Protection Limitations, ......................................................... 267 Ice & Rain System Schematic, ............................................................. 288 Ice & Rain: Class Notes, ....................................................................... 361 Icing Conditions, ......................................................................................87 Igniter Service Life, ................................................................. 142,143,144 Ignition Requirements for Takeoff & Landing, ....................................... 272 Inboard Brakes (200), ........................................................................... 236 Inboard Landing Lights, ......................................................................... 135 Inoperative Flight Directors, .................................................................. 183 Inoperative Pack Valves, ....................................................................... 125 Instrument Comparator Lights, ............................................................. 196 Instrument Comparator System, ........................................................... 195
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J
Jackscrew Mechanical Device, ............................................................. 244
K
Kidde Sensor Fire Detection Loop, ......................................................... 65
L
L.E.D. Amber Transit Lights, .................................................................. 147 L.E.D. Annunciator Panel Test Switch, .................................................. 148 L.E.D. Green EXT/FULL EXT Lights, .................................................... 147 Landing Altitude Indicator, ..................................................................... 106 Landing Gear Indication System, .......................................................... 226 Landing Gear Indicator Light, ................................................................ 225 Landing Gear Lever, .............................................................................. 227 Landing Gear Limitations, ..................................................................... 263 Landing Gear Override Trigger, ............................................................. 229 Landing Gear Solenoid Failure, ............................................................. 228 Landing Gear Towing - Hydraulic Pressurization, ................................. 263 Landing Gear Warning Horn, ................................................................ 226 Landing Gear: Class Notes, .................................................................. 365 Landing Lights, ...................................................................................... 134 Lavatory Dome Light, ............................................................................ 141 LE FLAPS EXT Light (200 Basic), ........................................................ 149 LE FLAPS EXT Light (200A/300), ........................................................ 149 LE FLAPS TRANSIT Light, ................................................................... 148 Leading Edge Annunciator Panel (100), ............................................... 146 Leading Edge Annunciator Panel (200 Basic), ..................................... 146 Leading Edge Annunciator Panel (200A/300/400), ............................... 147 Leading Edge Devices, ......................................................................... 150 Leading Edge Devices Indicators, ......................................................... 145 Leading Edge Flap Control Valve, ......................................................... 250 Load Accelerations Limitations, ............................................................ 271 Logo Light Switch, ................................................................................. 140
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M
Mach Airspeed Warning Test Switch, .................................................... 175 Mach Trim, ...............................................................................................22 Mach Trim Fail Light, ............................................................................... 22 Mach Trim System Review, .....................................................................22 Mach Trim Test Button, ...........................................................................22 Mach Tuck., .............................................................................................22 Mach/Airspeed Indicator, ...................................................................... 194 Main Electric Trim Actuator, .................................................................. 245 Main Gear Downlock Viewer, ................................................................ 230 Main Landing Gear Schematic, ............................................................. 289 Main Outflow Valve, ............................................................................... 112 Manual Actuation and Reset Handle, .................................................. 166 Manual Gear Extension Handles, ......................................................... 229 Manual Mode Flight Profile, .................................................................. 111 Manual Mode Test, ................................................................................ 115 Manual Trim Wheel, ............................................................................... 245 Manual Trimming, .................................................................................. 246 Mark II GPWS System, ......................................................................... 242 Marker Beacons, ................................................................................... 194 MASK/BOOM Switch, ........................................................................... 162 Master Caution Lights, .......................................................................... 179 Master Fire Warning Lights, .................................................................. 178 Master Flight Director Indicator Lights (SP177), ................................... 184 Max. Motoring, ...................................................................................... 251 Maximum Allowable Fuel Imbalance - Flight Operations, ..................... 268 Maximum Allowable Fuel Imbalance - Landing, .................................... 269 Maximum APU EGT, ............................................................................. 275 Maximum Cabin Differential Pressure, .................................................. 115 Maximum Center Tank Fuel Quantity, ................................................... 268 Maximum CSD Oil Temperature, .......................................................... 267 Maximum CSD Oil Temperature Rise, .................................................. 267 Maximum Differential Pressure, ..................................................... 115,264 Maximum EGT Limits, ........................................................................... 274
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N
N1 RPM Indicator, ................................................................................. 212 N2 RPM Indicator, ................................................................................. 214 Navigation: Class Notes, ....................................................................... 369 Navigational Equipment Limitations, ..................................................... 269 Negative Relief Door, ............................................................................ 112 Nicad Batteries, .......................................................................................70 Nickel-cadmium Battery, ......................................................................... 41
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O
OFF Flag, .............................................................................................. 203 OFF Light, ............................................................................................. 174 Off Schedule Descent Light, ................................................................. 104 Oil Distribution System, ........................................................................ 215 Oil Filter Bypass Light, .......................................................................... 218 Oil Lubrication System, ......................................................................... 216 Oil Pressure Indicator, .......................................................................... 215 Oil Pressure Limits, ............................................................................... 274 Oil Quantity Indicator, ........................................................................... 216 Oil Quantity Sensing Unit, ..................................................................... 217 Oil Tank Capacity, ................................................................................. 216 Oil Temperature, .................................................................................... 274 Oil Temperature Indicator, ..................................................................... 216 Oil Test Switch, ..................................................................................... 217 One Engine Inop Approach Profile, ............................................... 307,309 One Engine Inop Missed Approach, .............................................. 307,309 Operating Differential Pressure, ............................................................ 264 Operational Limitations, ........................................................................ 262 Oral Examinations, .................................................................................. 11 Outboard Brakes, .................................................................................. 236 Outboard Landing Lights, ...................................................................... 134 Outflow Valve, ....................................................................................... 112 Outflow Valve Position Indicator, ........................................................... 107 Outflow Valve Switch, ............................................................................ 107 Overhead System Annunciator, ............................................................ 181 Overheat Detector Switch, .................................................................... 253 Overheat/Inop and Fire Test Switch, ..................................................... 254 OVHT/DET System Annunciator, .......................................................... 181 Oxygen Cylinders, ................................................................................. 169 Oxygen Diluter Lever, ............................................................................ 168 Oxygen Flow Indicator, ......................................................................... 169 Oxygen Masks, ..................................................................................... 167
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P
PA Hand Microphone, ........................................................................... 252 Pack Trip Off Light, ................................................................................ 126 Pack Valves, .......................................................................................... 125 Parking Brake Lever, ............................................................................. 247 Parking Brake Shutoff Valve, ................................................................. 248 Passenger Address System, ................................................................. 252 Passenger Cabin Emergency Exit Lights, ...............................................70 Passenger Cabin Temperature Selector, ............................................... 119 Passenger Oxygen Indicator, ................................................................ 164 Passenger Oxygen Indicator Light, ....................................................... 165 Passenger Oxygen Switch, ................................................................... 165 Passenger Service Unit (PSU), ............................................................. 164 PDCS Requirements, ............................................................................ 265 Performance Data Computer System Limitations, ................................ 265 Permanent Magnets, ............................................................................... 40 Personal Breathing Equipment (PBE), .................................................. 170 Pitot Heat Requirements, ...................................................................... 268 Pitot Static Heat Switch, ......................................................................... 79 Pneumatic Duct Pressure Indicator, ..................................................... 124 Pneumatics Limitations, ........................................................................ 271 Pneumatics Schematic, ........................................................................ 293 Pneumatics: Class Notes, ..................................................................... 373 Portable Crew Oxygen, ......................................................................... 170 Portable Oxygen System, ..................................................................... 170 Portable Passenger Oxygen, ................................................................ 169 Position Lights, ............................................................................... 137,138 Power Plant Limitations, ........................................................................ 272 Powerplant: Class Notes, ...................................................................... 377 Pressure Regulator, .............................................................................. 130 Pressure Relief Valve, ........................................................................... 130 Pressure Relief Valves, ......................................................................... 112 Pressurization Auto Mode, .................................................................... 109 Pressurization Limit Placard, ................................................................ 102
Rev-4
R
Radio Altimeter, ..................................................................................... 199 Radio Altimeter Test Switch, ................................................................. 199 Radio Magnetic Indicator Compass - RMI, ........................................... 201 Rain Boe - Type III., ................................................................................73 Ram Air Schematic, ....................................................................... 294,295 Ram Door Full Open Light, ................................................................... 122 Receiver Switch, ................................................................................... 161 Recording Time Remaining Indicator, ................................................... 173 Red Dome Light Switches, .................................................................... 159 Refueling, ................................................................................................29 Repeat Switch, ...................................................................................... 174 Reset/Manual Activation Handle, .......................................................... 164 Residual Voltage, ....................................................................................40 Residual Volts Button, .............................................................................46 Residual Volts Switch, .............................................................................40 Respiratory Protection System, ............................................................ 170 Revenue Flights - Retention Bar Use, ................................................... 262 Reverse Thrust Usage, ......................................................................... 272 Reverser Unlock Light, .......................................................................... 217 Rudder Pedal Steering, ......................................................................... 240 Rudder Trim Wheel, ............................................................................... 251 Runway Slope Limits, ............................................................................ 262 Runway Turnoff Lights, .......................................................................... 135
S
Service Interphone Handsets, .............................................................. 252 Service Interphone Switch, ............................................................ 157,252 Service Interphone System, ................................................................. 156
Rev-4
Rev-4
T
Takeoff Configuration Warning Horn, .................................................... 227 Takeoff Profile - Normal Takeoff, ........................................................... 301 Takeoff Profile - Normal Takeoff Callouts, ............................................. 302 Takeoff Rejected, .......................... 301,302,303,304,305,306,307,309,310 Takeoff Warning Horn, .......................................................................... 245 Takeoff/Go-Around Switches, ............................................................... 248 TAT-MAX EPR Indicator, ....................................................................... 234 Taxi Light, .............................................................................................. 136 TCAS Compliance Requirements, ........................................................ 272 TCAS Limitations, ................................................................................. 271 TCAS Response Maneuvers, ................................................................ 272 TCAS Weather Approval, ...................................................................... 271 Thermal Discharge - Fire Extinguisher Bottles, .................................... 260 Thrust Levers, ....................................................................................... 249 Thrust Reverser Isolation Valve Panel, ................................................. 152 Thrust Reverser Schematic, ................................................................. 297 Thrust Reverser Shutoff Valve, ............................................................. 255 Thumbwheel Switches, ......................................................................... 174 TO/GA Button, ...................................................................................... 248 Total Air Temperature Indicator, ............................................................ 232 Total Air Temperature Indicator, ............................................................ 233 TR Voltage Range, ................................................................................ 267 Trailing Edge Control Valve, .................................................................. 250 Trailing Edge Flap Bypass Valve, ............................................................18 Transfer Bus Off Light, ............................................................................ 52 Transfer Relays, ......................................................................................37 Transformer Rectifier, ..............................................................................42 Transformer Rectifier Failure, ..................................................................43 Trip and Date Light, ............................................................................... 174 Trip and Date Selectors, ........................................................................ 173 Trip Reset Switch, .......................................................................... 126,131 Turbine Discharge Pressure (Pt7), ........................................................ 211 Turbofan System, .................................................................................. 123 Turbulent Airspeeds, ............................................................................. 263 Type of Airplane Operation, .................................................................. 263
Rev-4
U
Unsafe Terrain Clearance - Not in Landing, .......................................... 243
V
Verification of EPR Values, ................................................................... 266 Vertical Gyro Transfer Switch, .......................................................... 23,196 Vertical Speed Display (SP177), ........................................................... 188 Vertical Speed Indicator, ....................................................................... 203 Vertical Speed Thumbwheel, ................................................................ 188
W
Warning Systems: Class Notes, ........................................................... 381 Weather Radar Requirements, ............................................................. 269 Weather Radar Warm-up Requirements, .............................................. 269 Wheel Well Fire Warning Light, ............................................................. 254 Wheel Well Light Switch, ....................................................................... 231 Wheel Well Lights, ................................................................................. 140 White Dome Light, ................................................................................ 141 White Dome Light Switch, ..................................................................... 158 White/Red Dome Light Switches, ......................................................... 159 Window Heat ON Light, ..........................................................................76 Window Heat Switch, ..............................................................................77 Window Heat Test Switch, ...................................................................... 77 Window Overheat, ...................................................................................78 Window Overheat Light, ..........................................................................77 Windows, ................................................................................................. 79 Windshield Wiper Selector, .....................................................................74 Wing Anti-ice Schematic Decal, ............................................................ 127 Wing Anti-Ice Switch, .........................................................................81,82 Wing Anti-ice Valve, ................................................................................84 Wing Anti-Ice Valve Open Light, ............................................................. 81 Wing Illumination Switch, ...................................................................... 139 Wing Thermal Anti-ice System Requirements, ..................................... 267 Wing-Body Overheat Light, ................................................................... 127 Wing-Body Overheat Test Switch, ........................................................ 120
Rev-4
Y
Yaw Control, .......................................................................................... 219 Yaw Damper Indicator, .......................................................................... 219 Yaw Damper System, ..............................................................................21 Yaw Damper Warning Light and Switch, ................................................. 21
Rev-4