Generic XJ Large Jet Fight Crew Operations Manual Draft

FLIGHT CREW OPERATIONS
MANUAL,
PART-I
for
XJ Generic Large Jet

(Subset XJ_GJL_0001)*
FCOM-PART-I-XJ Generic Large Jet (Subset XJ_GJL_0001)

Document Source File Prefix: FCOM_PART-I_XJ_GJL_0001
Document Part No.: TM-95332-00-001
Document Release: 001 (draft qq)
* The information in this document is applicable to a subset of the XJ Generic Large Jet family of aircraft. The
scope of this particular subset (designated Subset XJ_GJL_0001) is defined on the following page.
Coming soon...
FLIGHT CREW OPERATIONS
MANUAL,
PART-II
for
XJ Generic Large Jet

(Subset XJ_GJL_0001)*
FCOM-PART-II-XJ Generic Large Jet (Subset XJ_GJL_0001)

Document Source File Prefix: FCOM_PART-II_XJ_GJL_0001
* The information in this document is applicable to a subset of the XJ Generic Large Jet family of aircraft. The
scope of this particular subset (designated Subset XJ_GJL_0001) is defined on the following page.
Coming soon...
QUICK REFERENCE HANDBOOK
for
XJ Large Jet
(Subset XJ-LJ_0001)*
QRH-XJ Large Jet (Subset XJ-LJ_0001)

Document Source File Prefix: QRH_XJ-LJ_0001
* The information in this document is applicable to a subset of the XJ Large Jet family of aircraft. The scope of
this particular subset (designated Subset XJ-LJ_0001) is defined on the following page.
Notices
Copyright © 2008 - 2009, by Mechtronix Systems Inc.
All rights reserved. No part of this document or of its contents may be disclosed,
translated, stored in a retrieval system, reproduced, or transmitted, in any form or by
any means, whether electronic, mechanical, photocopying, recording, or otherwise,
without the express prior written consent of an authorized representative of Mechtronix
Systems Inc.
Designations used by manufacturers and sellers to distinguish their products may be

claimed as trademarks and may be registered. Where such designations appear in this
document and Mechtronix Systems Inc. was aware of a trademark claim, the
designations have been printed using initial caps or all caps.
Applicability
(XJ Large Jet Aircraft - Subset XJ-LJ_0001)
The information and procedures in this document are applicable to aircraft configured as
follows:
• XJ Large Jet aircraft, all models
QRH-XJ Large Jet

(TM-95645-00-001 as last revised draft qq)
Quick Action index
QUICK ACTION INDEX

PAGE
ABORTED ENGINE START ...................................................... 7-1
APU FIRE...................................................................................8-2
CABIN ALTITUDE OR RAPID DEPRESSURIZATION.............. 2-1
ENGINE FAILURE ..................................................................... 7-1
ENGINE FIRE OR SEVERE DAMAGE...................................... 8-1
ENGINE IN-FLIGHT START ...................................................... 7-6
ENGINE LIMIT/SURGE/STALL ................................................. 7-5
ENGINE OVERHEAT................................................................. 8-3
EVACUATION.............................................................. Back Cover
IAS DISAGREE......................................................................... 10-i
TRIM RUNAWAY ....................................................................... 9-2
QRH-XJ Large Jet Page i

Quick Action Index
This page is intentionally blank.
Page ii QRH-XJ Large Jet

Front Matter
Revision History and List of Effective Pages
The release dates for the initial (001) and subsequent releases of this document are:
Release 001 date TBA qq
REPLACE AND DESTROY SUPERSEDED PAGES.

The table below defines the revision level for each page of the current release of this document.
Page Number or Revision Page Number or Revision
Page Number Range Level Page Number Range Level
Front cover 001

Inside front cover 001
All other pages 001
QRH-XJ Large Jet Page iii

Front Matter
Table of Contents
CHAPTER 0 ...................................................................................... CHECKLISTS
CHAPTER 1 ................................................................. AIRPLANE GENERAL

CHAPTER 2 .................................................................................... AIR SYSTEMS
CHAPTER 3 ............................................... ICE AND RAIN PROTECTION
CHAPTER 4 ....................................................................AUTOMATIC FLIGHT
CHAPTER 5 ...................................................................... COMMUNICATIONS
CHAPTER 6 .......................................................................................ELECTRICAL
CHAPTER 7 ...................................................................... ENGINES AND APU

CHAPTER 8 ........................................................................ FIRE PROTECTION
CHAPTER 9 ......................................................................FLIGHT CONTROLS
CHAPTER 10 ............................ FLIGHT INSTRUMENTS, DISPLAYS
CHAPTER 11 ..................... FLIGHT MANAGEMENT, NAVIGATION
CHAPTER 12 ....................................................................................................... FUEL
CHAPTER 13 .................................................................................. HYDRAULICS
CHAPTER 14 ...................................................LANDING GEAR, BRAKES

CHAPTER 15 ................................................................ WARNING SYSTEMS
CHAPTER 16 ............................................................................ SPEED TABLES
CHAPTER 17 ............................................................................... MANOEUVRES
Page iv QRH-XJ Large Jet

Front Matter
Conventions Used In This Manual
The SI (metric) system of units is used generally. Where equivalents in the Imperial
(British) system of units are also provided for convenience, they are enclosed in
parentheses. Imperial units may be used where this is the accepted norm in the
aviation industry (altitudes, air pressures and flow rates, for example).
Illustrations in this manual are provided for illustration purposes only and may differ from
what is actually found on any particular aircraft.
A Note on the Use of Pronouns
In this manual, to avoid the awkwardness of referring to both female and male pronouns
throughout the text, we have adopted the convention of using masculine pronouns to
encompass both genders.
Disclaimer
The XJ Large Jet is a fictitious aircraft. All performance and limitations data are meant
to be generic in nature.
The data presented in this manual is provided for training purposes only, so as to allow
crews to prepare flight and have realistic information to refer to in the course of their
training.
End of Front Matter
QRH-XJ Large Jet Page v

Front Matter
Page vi QRH-XJ Large Jet

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

Page 0-ii QRH-XJ Large Jet

0.1 Introduction
This introduction gives guidelines for the use of the normal checklists (NC) and
the non-normal checklists (NNC).
0.1.1 Normal Checklist Operation

Normal checklists are used after executing all respective procedural items.
The following table shows which pilot calls for the checklist and which pilot
reads the checklist. Both pilots visually verify that each item is in the needed
configuration or has been completed. The far right column shows which pilot
gives the response. This is different from the normal procedures where the far
right column can show which pilot carries out the action.
Table 0.1-1 Crew Checklist Responsibilities
Checklist Call Read Verify Respond
BEFORE START Captain First Officer Both Captain

AFTER START Captain First Officer Both Captain
BEFORE Area of
Captain First Officer Both
TAKEOFF responsibility
AFTER Pilot Pilot
Both Pilot Not Flying
TAKEOFF Flying Not Flying
Pilot Pilot Area of
PRE-DESCENT Both
Flying Not Flying responsibility
Pilot Pilot Area of
IN-RANGE Both
Flying Not Flying responsibility
BEFORE Pilot Pilot Area of
Both
LANDING Flying Not Flying responsibility
AFTER Silent
Captain First Officer Both
LANDING procedures
PARKING Captain First Officer Both Captain
TERMINATION Captain First Officer Both Captain
If the airplane configuration does not agree with the needed configuration:
stop the checklist
complete the respective procedure steps
continue the checklist
If it becomes apparent that an entire procedure was not done:

QRH-XJ Large Jet Page 0-1
stop the checklist
complete the entire procedure
do the checklist from the start
Try to do checklists before or after high workload times. The crew may need
to stop a checklist for a short time to carry out other tasks. If the interruption is
short, continue the checklist with the next step. If a pilot is unsure where the
checklist was stopped, re-do the checklist from the beginning. If a checklist is
stopped for a long period, re-do the checklist from the beginning.
After each checklist is completed, the pilot reading calls, "________ checklist
complete."
0.1.1.1 Checklist content
Checklists have a minimum list of items needed to operate the airplane

safely.
Normal checklists have items that meet any of the following criteria:
items essential to safety of flight that are not monitored by an alerting

system, or
items essential to safety of flight that are monitored by an alerting

system but if not done, would likely result in a catastrophic event if the
alerting system were to fail, or
needed to meet regulatory requirements, or
items that enhance safety of flight and are not monitored by an alerting
system, or
during shutdown and secure, items that could result in injury to

personnel or damage to equipment if not carried out.
0.1.1.2 Checklist Construction
When a checklist challenge does not end with a "switch, button or lever", then
the challenge refers to system status. For example, "Landing Gear...DOWN",
refers to the status of the landing gear, and not only the position of the lever.
When a checklist challenge ends with "switch or lever", then the challenge
refers to the position of the switch or lever. For example, "Thrust
levers....CUTOFF" refers to the position of the levers.
Page 0-2 QRH-XJ Large Jet

0.1.2 Non-Normal Checklist Operation

0.1.2.1 Introduction
Non-Normal Checklists are grouped logically in chapters 1 through 15 and

match the systems description chapters from Part II of the FCOM.
Most non-normal checklists correspond to a Master Caution and System

Annunciator light. The Master Caution and System Annunciator indicate a
failure condition and are the cues to select and carry out the checklist.
Checklists without a Master Caution and System Annunciator light are called
unannunciated checklists. Some unannunciated checklists are found in their
respective systems chapter (such as ENGINE FUEL LEAK in the Fuel
chapter). See your company operations manual for additional unannunciated
checklists.
Annunciator state and a condition statement are given for each non-normal
checklist. Annunciator state identifies which annunciator illuminates. The
condition statement briefly describes the condition which caused the Master
Caution to illuminate. Unannunciated checklists also have condition
statements in order to help crews understand the nature of the fault or reason
for the checklist.
Checklists may have both memory and reference items. Memory items refer
to critical steps that must be carried out from memory and are placed within a
box (see example below). Reference items are actions to be carried out while
reading the checklist.
Memory item box..................................................................................... Check
Some amplified information may be included in brackets [ ] in the printed non-

normal checklist when the reason for an item may not be obvious.
0.1.2.2 Non-Normal Checklist Operation
Non-normal checklists begin with steps to correct the situation or condition.

Information for planning the remainder of the flight is also included. When
special items are needed to configure the airplane for landing, the items are
deferred to the Approach or Landing checklist. Flight patterns for some non-
normal situations are located in Chapter 17, and show the sequence of
configuration changes.
While every attempt is made to provide needed non-normal checklists, it is

not possible to develop checklists for every conceivable situation, especially
those situations where multiple failures occur. In some unrelated multiple
failure situations, the flight crew may combine elements of more than one
checklist or exercise judgement to determine the safest course of action. The

captain must assess the situation and use good judgement to determine the
safest course of action.
There are some situations where the crew must always land at the nearest
suitable airport. These situations include, but are not limited to, conditions
where:
the non-normal checklist has the words "Plan to land at the nearest
suitable airport"
cabin smoke or fire persists
one main power source remains (such as an engine or APU generator)
one hydraulic system remains
any other situation determined by the crew to have significant adverse

effect on safety if the flight is continued
It must be stressed that for persistent smoke or fire that cannot be positively
confirmed to be completely extinguished, the earliest possible descent,
landing, and passenger evacuation must be carried out.
Checklists prescribing an engine shutdown must be evaluated by the captain

to determine whether an actual shutdown or operation at reduced thrust is the
safest course of action. Consideration must be given to probable effects if the
engine is operated at the minimum needed thrust.
Non-normal checklists also assume:
During engine start and prior to takeoff, the respective non-normal

checklist is carried out if a non-normal condition is identified. Upon
completion of the checklist, the operator's operations manual and MEL
should be consulted to determine if minimum equipment requirements
are met.
System controls are in the normal configuration for the phase of flight
prior to the start of the non-normal checklist.
If the MASTER CAUTION and system annunciator lights illuminate, all

related amber lights are reviewed to assist in recognizing the cause(s)
of the alert.
Aural alerts are silenced and the Master Caution system is reset by the
flight crew as soon as the cause of the alert is determined.

The EMERCENCY position of the oxygen regulator is used when

needed to supply positive pressure in the masks and goggles to
evacuate contaminants. The 100% position of the oxygen regulator is
used when positive pressure is not needed, but contamination of flight
deck air exists. The NORMAL position of the oxygen regulator is used
if prolonged use of oxygen is needed and the situation allows. Normal
boom mic operation is restored when oxygen use is no longer needed.
Indicator lights are tested to verify suspected faults.
After engine start and prior to takeoff, illumination of Master Caution lights or
red and amber annunciator lights require completion of the appropriate non-
normal checklist. If system operation is maintained by a second element, the
amber annunciator light will extinguish. In these situations, the annunciator
light alerts the flight crew to the fact that normal system operation will be
affected if another element failure occurs.
Each operator has the responsibility of establishing flight crew procedures in

the event of a system failure after the aircraft has departed the gate or the
ramp area for the purpose of takeoff.
0.1.2.3 Non-Normal Checklist Use
Non-normal checklist use begins when the airplane flight path and
configuration are correctly established. Only a few situations require an
immediate response (such as a stall warning, ground proximity PULL UP and
WINDSHEAR warnings, or a rejected takeoff). Usually, time is available to
assess the situation before corrective action is initiated. All actions must then
be coordinated under the captain's supervision and done in a deliberate,
systematic manner. FLIGHT PATH CONTROL MUST NEVER BE
COMPROMISED.
When a non-normal situation occurs, at the direction of the pilot flying, both
crewmembers systematically and without delay do all memory items in their
areas of responsibility.
The pilot flying calls for the checklist when:
the flight path is under control
the airplane is not in a critical stage of flight (such as takeoff or landing)
all memory items are complete.
For those checklists with only memory items or a combination of memory and
reference items, the pilot not flying first verifies each memory item has been
completed. The checklist is normally read aloud during such verification. The
pilot flying does not need to respond except for items not in agreement with
the checklist. However, in the non-normal landing checklist the pilot flying
verifies and responds to checklist items.
The checklist title and reference items, including the response or action and
any amplifying information, are read aloud by the pilot not flying. Read aloud
as much of the annunciator state and condition statement as needed to verify
the selection of the correct checklist. Information appearing in brackets does
not need to be read aloud. The pilot flying need not repeat these items, but
must acknowledge that the items were heard and understood. After moving
the control, the crewmember taking the action also states the checklist
response. Action is taken by the pilot flying and the pilot not flying based on
the crewmember's area of responsibility. With the airplane stationary on the
ground, action is taken by the captain as pilot flying and the first officer as
pilot not flying based on preflight areas of responsibility.
Both pilots must agree prior to moving critical controls in flight, such as:
the thrust lever of a failed engine
a thrust lever shut-off trigger
an engine or APU fire switch
a flight control or spoiler switch.
The pilot flying may also direct reference procedures to be done by memory if
no hazard is created by such action, or if the situation does not allow
reference to a checklist.
Checklists show lists of inoperative equipment only when knowledge of the

condition of such equipment is essential for planning the rest of the flight.
The pilot flying is to be made aware when there are deferred items. These
items may be delayed until the usual point during approach or landing.
Following completion of the applicable non-normal checklist items, normal

checklists are used to verify that the configuration is correct for each phase of
flight.
Pilots must be aware that checklists cannot be created for all conceivable
situations and are not intended to replace sound judgement. In some
conditions, deviation from checklists may, at the captain's discretion be
necessary.
The following symbol indicates that the checklist is complete:
••••
Every checklist has a checklist complete symbol at the end.
The checklist complete symbol can also be in the body of the checklist. This
occurs only when a checklist divides into two or more paths. Each path can
have a checklist complete symbol. The checklist complete symbol shows the
end of the applicable path. The crew need not continue the checklist after
that point.
Following completion of each non-normal checklist, the pilot not flying states:
"_______ CHECKLIST COMPLETE." When a non-normal checklist is
complete except for the deferred items, and the normal checklist to which the
items have been deferred has not yet been carried out, the pilot not flying
states: "_______ CHECKLIST COMPLETE EXCEPT FOR DEFERRED
ITEMS."

0.2 Normal Checklists

0.2.1 Configuration Safety Check
Landing Gear........................................................................................... DOWN
Parking Brake .............................................................................................. SET
Flight Spoiler................................................................................. RETRACTED
Thrust Lever ............................................................................................... IDLE
Flap Lever ..................................................................................................... UP
Transponder .............................................................................................. STBY
0.2.2 Before Start Checklist

FMS........................................................................................... “Ready for Nav”
Cabin .................................................................................................... “Secure”
Seat Belts Signs ......................................................................................... “ON”
External Power ........................................................................... “Disconnected”
Fuel ................................................................................... “___Kgs Pumps ON”
APU Bleed .................................................................................................. “ON”
Beacon ....................................................................................................... “ON”
Windows and Doors ..............................................................................“Closed”
Thrust Lever ............................................................................................. “IDLE”
Before Start Checklist........................................................................“Complete”

0.2.3 After Start Checklist

Generators and Loads.............................................................. “ON and Check”
Hydraulics.................................................................................. “Check Normal”
Engine Bleed .................................................................................. “ON or OFF”
APU Bleed ...................................................................................... “ON or OFF”
Engine Anti-Ice ............................................................................... “ON or OFF”
Fuel Transfer .............................................................................................“OFF”
APU Master .................................................................................... “ON or OFF”
Ignition............................................................................................ “ON or OFF”
Flaps................................................................................................ “1 Selected”
Ground Equipment .................................................................................. “Clear”
After Start Checklist ..........................................................................“Complete”

0.2.4 Before Take-Off Checklist

Flight Controls ............CAPT , FO........................”Ailerons Left, Ailerons Right”
“Elevator up, Elevator Down”
“Rudder Left, Rudder Right”
Speed Brake..................................................................................... “Retracted”
Thrust Reverser.................................................................................... “Stowed”
Flaps........................ FO ....................... “1 Required – 1 Selected – 1 Indicated”
CAPT .........................................1 Selected – 1 Indicated”
Trims ............ FO, CAPT .... “___Units N.UP⁄DN, Ailerons and Rudder Neutral”
Take-Off Data .......... FO ......... “ECP, MCP, PFD , ND, Stby Reviewed and Set”
CAPT ................................................. “Reviewed and Set”
Engine ⁄ APU Bleeds ...................“On Engines” or “On APU” “Set for Take-Off”
Ignition............................................................................................ “ON or OFF”
Cabin ................................................................................................... “Advised”
When cleared to position:
Engine and Wing Anti-Ice ........................................... “ON or OFF ⁄ ON or OFF”
Wx Radar ....................................................................................... “ON or OFF”
When cleared for Take-Off:
Lights and Strobes.............................................................................. “ON / ON”
Transponder .................................................................................................“Alt”
Before Take-Off Checklist .................................................................“Complete”

0.2.5 After Take-Off Checklist

Engine ⁄ APU Bleeds .................................................. “On Engine” or “On APU”
Wx Radar ....................................................................................... “OFF or ON”
APU ................................................................................................ “OFF or ON”
Ignition............................................................................................ “OFF or ON”
Landing Gear............................................................................................... “UP”
Flaps....................................................................................................... “ZERO”
After Take-Off Checklist ....................................................................“Complete”
0.2.6 Pre-Descent Checklist

Approach Briefing ............................................................................“Completed”
Landing Data ........................... PNF, PF ............................. “Reviewed and Set”
FMS.................................................................................................“Completed”
Fuel Transfer .............................................................................................“OFF”
Pressurization.........................................................................................“Check”
Nav Accuracy .......................... PNF, PF ............................................“Checked”
Pre-Descent Checklist ......................................................................“Complete”
0.2.7 In-Range Checklist

Lights.......................................................................................................... “ON”
Seat Belts Signs ......................................................................................... “ON”
Landing Data ........................... PNF, PF ............................. “Reviewed and Set”
Nav. Accuracy ......................... PNF, PF ............................................“Checked”
In-Range Checklist ............................................................................“Complete”

0.2.8 Before Landing Checklist

Cabin .....................................................................................................“Alerted”
Altimeters ................................................................................. “______ Inches”
Landing Gear........................... PNF, PF ....................... “Lever Down 3 Greens”
Speed Brake..................................................................................... “Retracted”
Target Speed........................... PNF, PF .......................................... “_____ KT”
Before Landing Checklist...................................................................“Complete”
0.2.9 After Landing Procedures

Landing Lights and Strobes ......................................................................... OFF
Radar........................................................................................................... OFF
Timing...................................................................................1 Min. cooling Start
Speed Brake............................................................................................Retract
Flaps.............................................................................................................. UP
Transponder ................................................................................................ Stby
MCP ..................................................................................................... Deselect
Anti-Ice ........................................................................................................ OFF
Ignition......................................................................................................... OFF
APU .............................................................................................................Start

0.2.10 Parking Checklist / Termination Checklist

Parking Brake ............................................................................................ “SET”
Radar / Transponder ........................................................................“OFF/ Stby”
Thrust Levers.................................................................................... “Shut-OFF”
Beacon ......................................................................................................“OFF”
Seat Belts ..................................................................................................“OFF”
Fuel Boost Pumps .....................................................................................“OFF”
Hydraulic Pumps .......................................................................................“OFF”
Engine and APU Bleeds ....................................................... “On APU” or “OFF”
Anti-Ice ......................................................................................................“OFF”
Landing and Taxi Lights ............................................................................“OFF”
Ignition.......................................................................................................“OFF”
Speed Brake and Flaps ....................................................... “Retracted and UP”
Exterior Lights...................................................................................... “Nav ON”
Parking Checklist ..............................................................................“Complete”
0.2.11 Termination
APU Bleed .................................................................................................“OFF”
APU Master ...............................................................................................“OFF”
Battery .......................................................................................................“OFF”
Termination Checklist ........................................................................“Complete”

0.3 Non-Normal Checklists

Non-normal checklists may be found in the following chapters (Chapter 1 through
Chapter 15), sorted by system descriptions as in FCOM Part II.
End of Chapter 0.


Chapter 1 Airplane General
TABLE OF CONTENTS
1.1 Entry Door ....................................................................................................1-1


1.1 Entry Door

ENTRY DOOR
Annunciator: DOOR NOT LOCKED
Condition: Entry doors are not closed and secured.
1. Choose one:
Pressurization is normal:
The door is in a safe configuration as long as cabin
pressurization is normal.
••••
Pressurization is not normal:
¾¾Go to step 2
2. SEAT BELTS.................................................................................. ON
3. FLT ALT .......................................................................SET 9,500 feet
4. Choose one:
Occurrence is on takeoff or initial climb:
Do not exceed 10,000 feet.
••••
Occurrence is in climb, cruise, or descent:
Descend to lowest safe altitude or 14,000 feet
whichever is higher.
••••
End of Chapter 1.


Chapter 2 Air Systems
TABLE OF CONTENTS
2.1 Cabin Altitude or Rapid Depressurization................................................. 2-1

2.2 Engine Bleed Off..........................................................................................2-2
2.3 APU Bleed Off ..............................................................................................2-2


2.1 Cabin Altitude or Rapid Depressurization

CABIN ALTITUDE or
RAPID DEPRESSURIZATION
Annunciator: CABIN ALT 10 000 FT
Condition: A cabin altitude excedance occurs.
1. Oxygen masks and regulators ............................................. ON, 100%

2. Crew communications ...................................................... ESTABLISH
3. Passenger signs ............................................................................. ON
4. Passenger oxygen switch (if installed)............................................ ON
5. Emergency descent...............................................................INITIATE
[Without delay, descend to the lowest safe altitude or 10,000 feet, whichever is
higher.]
6. Thrust levers.............................................................................. to idle.

7. Speedbrakes ........................................................................ Extended
8. If structural integrity is in doubt, limit airspeed and avoid high
manoeuvring loads.
9. Descend ............................................................................at VMO/MMO
10. Transponder code ........................................................................7700
••••

2.2 Engine Bleed Off

ENGINE BLEED OFF
Annunciators: L ENG BLEED OFF R ENG BLEED OFF
Condition: The engine bleed valve closed because of a system

fault.
1. ENG BLEED switch (affected side) .............................................. OFF
••••
2.3 APU Bleed Off
APU BLEED OFF
Annunciator: APU BLEED OFF
Condition: The APU bleed valve closed because of a system

fault.
1. APU BLEED switch (affected side) ............................................... OFF
••••
End of Chapter 2.


Chapter 3 Ice and Rain Protection
TABLE OF CONTENTS
3.1 Engine Anti-Ice ............................................................................................ 3-1

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


3.1 Engine Anti-Ice

ENGINE ANTI-ICE
Annunciators: L ENG ANTI-ICE R ENG ANTI-ICE
Condition: The engine anti-ice valve is not in the commanded

position.
1. ENGINE ANTI-ICE switch (affected engine)................................. OFF

The TAI indication does not illuminate on the N1 gauge.
Avoid icing conditions.
••••
3.2 Wing Anti-Ice
WING ANTI-ICE
Annunciator: WING ANTI-ICE
Condition: The wing anti-ice valve is not in the commanded

position.
1. WING ANTI-ICE switch ................................................................ OFF

Avoid icing conditions.
Do not use wing anti-ice.
••••

3.3 Pitot Static Heater

PITOT STATIC HEATER
Annunciator: PITOT STATIC HEATER
Condition: The pitot static heater is inoperative.
1. Flight in icing conditions may result in some erroneous flight instrument

indications.
••••
End of Chapter 3.


Chapter 4 Automatic Flight
TABLE OF CONTENTS
4.1 Autopilot Failure ..........................................................................................4-1


4.1 Autopilot Failure

AUTOPILOT FAILURE
Condition: The “CAVALRY CHARGE” aural indicates the

autopilot has disconnected.
1. Manual control ..................................................................... RESUME
••••
End of Chapter 4.


Chapter 5 Communications
TABLE OF CONTENTS
5.1 Section Not Applicable ...............................................................................5-1


5.1 Section Not Applicable
End of Chapter 5.


Chapter 6 Electrical
TABLE OF CONTENTS
6.1 Generator Off ...............................................................................................6-1

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


6.1 Generator Off

GENERATOR OFF
Annunciators: L GEN OFF R GEN OFF
Condition: The affected generator control breaker is open.
1. Generator RESET switch (affected side).................. RESET, then ON

Attempt only one reset.
2. Choose one:
Both GEN OFF annunciators extinguish:
Continue normal operation.
••••
GEN OFF annunciator stays illuminated:
¾¾Go to step 3
3. Choose one:
APU is not available:
Plan to land at the nearest suitable airport.
A fully charged battery provides up to 30 minutes of standby
power.
••••
APU is available:
¾¾Go to step 4
4. APU ..........................................................................................START
5. APU GEN..................................................................ON when AVAIL
[Provides an additional source of electrical power.]
••••
6.2 Dual Generators Off

DUAL GENERATORS OFF
Annunciators: DUAL GEN OFF L GEN OFF R GEN OFF
Condition: Both generator control breakers are open.
1. Generator RESET switch (one at a time) ................. RESET, then ON

Attempt only one reset per generator.
2. Choose one:
DUAL GEN OFF and BOTH GEN OFF annunciators extinguish:
••••
GEN OFF annunciator(s) stays illuminated:
¾¾Go to step 3
3. Choose one:
••••
APU is available:
¾¾Go to step 4
4. APU ..........................................................................................START
5. APU GEN..................................................................ON when AVAIL
[Provides an additional source of electrical power.]
••••

6.3 APU Generator Off

APU GENERATOR OFF
Annunciator: APU GEN OFF
Condition: The APU generator control breaker is open.
1. APU GEN switch ........................................................ON when AVAIL

Attempt only one reset.
••••
End of Chapter 6.


Chapter 7 Engines and APU
TABLE OF CONTENTS
7.1 Aborted Engine Start................................................................................... 7-1

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


7.1 Aborted Engine Start

ABORTED ENGINE START
Condition: During a ground start, an abort engine start condition

occurs.
1. Thrust lever (affected side)..................................................SHUTOFF
[Motor the engine for a minimum of 30 seconds and until ITT is 100°C or less.]
2. ENGINE START DISG switch ............................................ DEPRESS
••••
7.2 Engine Failure or Shutdown
ENGINE FAILURE OR SHUTDOWN
Condition: One of the following occurs:

• An engine failure
• An engine flameout
• Another checklist directs an engine shutdown
1. Thrust lever (affected side)......................................CONFIRM & IDLE

2. If engine conditions allow operate at idle for two minutes to allow
engine to cool and stabilize.
3. Thrust lever (affected side).............................CONFIRM & SHUTOFF
4. Choose one:
¾¾Go to step 7
APU is available:
¾¾Go to step 5
↓Continued on the next page↓

↓Engine Failure or Shutdown continued↓
5. APU ..........................................................................................START
6. APU GEN...................................................................ON when AVAIL
7. GROUND PROXIMITY FLAP OVERRIDE switch............ FLAP OVRD
8. Plan to land at the nearest suitable airport.
9. Checklist complete except deferred items.
------------------------------------------DEFFERED ITEMS----------------------------
→→→ Descent Checklist
Pressurization .....................................................................................SET
Landing data .................................................... VREF ___, Minimums .
Approach briefing..................................................................... Completed
------------------------------------------DEFFERED ITEMS----------------------------
→→→ APPROACH
Altimeters...........................................................................................____
------------------------------------------DEFFERED ITEMS----------------------------
→→→ LANDING
Landing gear.................................................................................. DOWN
Flaps ........................................................................................................3
SEAT BELTS ....................................................................................... ON
••••

7.3 Engine Oil Temperature

ENGINE OIL TEMPERATURE
Condition: The oil temperature is high.
1. Choose one:
Temperature indication in the amber band:
Thrust lever (affected side) confirm and retard to mid position.
••••
Temperature indication above the red line:
¾¾Go to the ENGINE FAILURE OR SHUTDOWN checklist.
••••

7.4 Engine Oil Pressure

ENGINE OIL PRESSURE
Annunciators: L OIL PRESS R OIL PRESS
Condition: The oil pressure is low.
1. Choose one:
Pressure indication in the amber band:
Thrust lever (affected side) confirm and retard to mid position.
¾¾Go to step 2
Pressure indication at or below red line limit:
••••
2. Choose one:
Pressure can be maintained above amber band:
••••
Pressure cannot be maintained above amber band:
••••

7.5 Engine Limit/Surge/Stall

ENGINE LIMIT/SURGE/STALL
Condition: One or more of the following occurs:

• Engine RPM or EGT indications are abnormal, approaching or
exceeding limits
• No response to thrust lever movement
• Abnormal engine noises.
1. Thrust lever (affected side)........................................................Retard

[Retard until indications remain within appropriate limits.]
2. Choose one:
Indications are abnormal or EGT continues to increase:
••••
Indications are stabilized and EGT decreases:
¾¾Go to step 2
3. Thrust Lever..........................................................................Advance
[Advance slowly. Check RPM and EGT follow thrust lever movement.]
Operate the engine normally or at a reduced thrust setting which is
surge or stall free.
••••

7.6 Engine In-Flight Start

ENGINE IN-FLIGHT START
Condition: Engine start is needed after a shutdown with no fire

or apparent damage.
Note: Complete the Engine Failure or Shutdown checklist before attempting an

In-Flight engine start.
1. In-Flight Start Envelope ...................................................................CHECK
Figure 7.6-1 Engine In-Flight Start Envelope
Note: Starts not assured outside of the In-Flight Start Envelope.
2. If APU available ................................................................................START
3. Thrust Lever (affected side) ........................................... CHECK SHUTOFF
4. Engine Fire Push Button (affected side) ......... CONFIRM OUT/ GUARDED
5. Ignition (affected side)............................................................................. ON
6. When APU available .......................................................... APU BLEED ON

↓Engine In-Flight Start continued↓
7. If no APU ............................................... Check running Engine BLEED ON
8. Engine Start Switch (affected side) ...................................................START
9. Motor to a minimum of 20% N2 then ............. Thrust Lever IDLE / DETENT
10. Timing ...............................................................................................START
Monitor engine EGT and spool up.
11. If no EGT rise within 30 seconds ........... Thrust Lever (affected) SHUTOFF
12. When engine reaches Idle ........................................ SYSTEMS RESTORE
• Engine Start Switch ...................................................... OUT / Light OUT
• Ignition Switch............................................................................As Req’d
• APU ...........................................................................................As Req/d
• Electric Gen. ........................................................................... RESTORE
• Hydraulics ............................................................................... RESTORE
• Fuel Transfer Valve ...................................................................As Req’d
• Engine Bleed .......................................................................... RESTORE
••••
End of Chapter 7.


Chapter 8 Fire Protection
TABLE OF CONTENTS
8.1 Engine Fire or Severe Damage................................................................... 8-1

8.2 APU Fire .......................................................................................................8-2
8.3 Engine Overheat .......................................................................................... 8-3


8.1 Engine Fire or Severe Damage

ENGINE FIRE or SEVERE DAMAGE
Annunciators: LH ENG FIRE PUSH RH ENG FIRE PUSH
Condition: Fire is detected in the affected engine.
1. Thrust lever (affected side)......................................CONFIRM & IDLE

2. Thrust lever (affected side).............................CONFIRM & SHUTOFF
3. ENG FIRE PUSH switch (affected side) ................CONFIRM & PUSH
4. Choose one:
ENG FIRE PUSH switch or ENG OVERHEAT annunciator
extinguishes:
¾¾Go to step 8
remains illuminated:
¾¾Go to step 5
5. BOTTLE ARMED PUSH TO DISCH sw (affected side) ........ DISCHARGE
[Push and hold until bottle light goes out.]
6. Choose one:
After 30 seconds ENG FIRE PUSH switch or ENG OVERHEAT
annunciator (affected side) extinguishes:
¾¾Go to step 8
remains illuminated:
¾¾Go to step 7
↓Continued on the next page ↓

↓ENGINE FIRE continued↓
7. BOTTLE ARMED PUSH TO DISCH sw (remaining bottle) ..... DISCHARGE

[Push and hold until bottle light goes out.]
Note: If high airframe vibration occurs and continues after engine is shut down:
Without delay, reduce airspeed and descend to a safe altitude which results in an
acceptable vibration level. If high vibration returns and further airspeed reduction
and descent are not practicable, increasing airspeed may reduce vibration.
8. ENG BLEED switch (affected side) .............................................. OFF

9. APU BLEED switch ...................................................................... OFF
10. APU (if APU available) .............................................................START
11. APU GEN switch ........................................................ON when AVAIL
12. Fuel ..................................................................... BALANCE (if Req’d)
••••
8.2 APU Fire
APU FIRE
Annunciator: APU FIRE PUSH
Condition: Fire is detected in APU.
1. APU FIRE PUSH switch .............................................................PUSH

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

••••
8.3 Engine Overheat

ENGINE OVERHEAT
Annunciators: L ENG OVERHEAT R ENG OVERHEAT
Condition: An overheat is detected on the related engine.
1. Thrust lever (affected side)...........................................................IDLE
2. Choose one:
The ENG OVERHEAT annunciator remains illuminated:
¾¾Go to the ENGINE FIRE checklist.
••••
The ENG OVERHEAT annunciator extinguishes:
Operate engine at reduced thrust to keep the light extinguished.
••••
End of Chapter 8.


Chapter 9 Flight Controls
TABLE OF CONTENTS
9.1 All Flaps Up Landing................................................................................... 9-1

9.2 Trim Runaway ..............................................................................................9-2


9.1 All Flaps Up Landing

ALL FLAPS UP LANDING
Condition : Trailing edge flaps cannot be extended.
1. Burn off fuel to reduce touchdown speed.

2. Set VREF DN + 55 knots.
3. Increase landing distance by 1.4
4. Maintain flaps up manoeuvring speed until on final.
5. Limit bank angle to 15° when airspeed is less than the flaps up
manoeuvring speed.
6. Checklist Complete Except Deferred Items.
------------------------------------------DEFFERED ITEMS----------------------------------
→→→ Descent Checklist
GROUND PROXIMITY FLAP OVERRIDE switch................. FLAP OVRD
Landing data ................................... VREF DN + 55 knots, Minimums .
Go-Around procedure ....................................................................Review
Accomplish normal go-around procedure except:
¾ Limit bank angle to 15° when airspeed is less than the flaps up
manoeuvring speed.
¾ Accelerate to flaps up manoeuvring speed.

↓All Flaps Up Landing continued↓
------------------------------------------DEFFERED ITEMS----------------------------
→→→ APPROACH
Altimeters...........................................................................................____
------------------------------------------DEFFERED ITEMS----------------------------
→→→ LANDING
Landing gear.................................................................................. DOWN
Flaps .....................................................................................................UP
SEAT BELTS ....................................................................................... ON
••••
9.2 Trim Runaway
TRIM RUNAWAY
Annunciator: TRIM RUNAWAY
Condition: An uncommanded stabilizer trim motion is detected.
1. Control column ....................................................................Hold firmly

2. Activate trim switches in opposite direction of runaway trim and hold.
3. TRIM CUTOUT switch...........................................................CUTOUT
••••
End of Chapter 9.


Chapter 10 Flight Instruments, Displays
TABLE OF CONTENTS
10.1 IAS Disagree ..............................................................................................10-1

10.2 Altitude Disagree ....................................................................................... 10-2


10.1 IAS Disagree

IAS DISAGREE
Message: IAS DISAGREE
Condition: The captain’s and first officer’s airspeed indications

disagree.
airspeed indicator. An airspeed display differing by more than 10 knots

from the standby indicator should be considered unreliable.
2. Pitch Attitude and Thrust ........................................................... Check

3. If pitch attitude or thrust is not normal for phase of flight:
4. Autopilot ....................................................................... DISCONNECT
5. F/D switches (both)....................................................................... OFF
6. Crosscheck ground speed and winds provided by the IRS and FMC
to determine airspeed accuracy.
••••

10.2 Altitude Disagree

ALTITUDE DISAGREE
Message: ALT DISAGREE
Condition: The captain’s and first officer’s altitude indications

disagree by more than 200 feet.
1. Altimeter baro settings............................................................. CHECK

[Check all altimeters set to proper barometric setting for phase of flight.]
2. Flight is not permitted in RVSM airspace.

3. Transponder altitude received by ATC may be unreliable.
4. Maintain visual conditions if possible.
5. Establish landing configuration early.
6. RA reference available below 2,500 feet.
7. Where available, use a visual slope indicators or an ILS for approach
and landing.
••••
End of Chapter 10.


Chapter 11 Flight Management, Navigation
TABLE OF CONTENTS
11.1 ADC Failure ................................................................................................ 11-1

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


11.1 ADC Failure

ADC FAIL
Condition: Internal failure. ADC information lost on affected side.
1. Choose one:
Using opposite side autopilot:
ADC REV switch (affected side) ............................................. ON
••••
Using same side autopilot:
¾¾Go to step 2
2. ADC REV switch (affected side) ..................................................... ON
3. Autopilot .............................................................................ENGAGED
••••
11.2 CDU Message
CDU MESSAGE
Condition: A MSG light illuminated indicate an CDU alerting

message exist in scratchpad.
1. Take action as needed by the message.
••••

11.3 FMC Failure

FMC FAIL
Annunciator: FMC
Condition: The FMC message indicates the FMC has failed.
1. Choose one:
Left FMC is failed:
Press Autopilot XFR switch in order to select the RIGHT side.
¾¾Go to step 2
Right FMC is failed:
Press Autopilot XFR switch in order to select the LEFT side.
¾¾Go to step 2
2. During VOR approaches, one pilot must have raw data from the VOR
associated with the approach no later than the final approach fix.
••••
End of Chapter 11.


Chapter 12 Fuel
Chapter 12 Fuel
TABLE OF CONTENTS
12.1 Engine Fuel Leak ....................................................................................... 12-1

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

Chapter 12 Fuel

Chapter 12 Fuel
12.1 Engine Fuel Leak

ENGINE FUEL LEAK
Condition: An in flight engine fuel leak is suspected or confirmed.
One or more of the following may be evidence of a fuel leak:

• Visual observation of fuel spray from strut or engine;
• Excessive fuel flow;
• Total quantity decreasing at an abnormal rate;
• Fuel IMBAL indication on the Primary Engine Display;
• INSUFFICIENT FUEL message;
1. Identify an engine fuel leak by observing one main fuel tank

decreasing faster than the other.
2. An increase in fuel imbalance of approximately 230 kg or more in 30
minutes should be considered an engine fuel leak.
3. If conditions allow:
Visually check for engine fuel leak.
4. Choose one:
Engine fuel leak confirmed:
¾¾Go to step 13
Left and Right main tanks quantities decrease at the same rate:
¾¾Go to step 5
FUEL LOW LVL indication is annunciated:
¾¾Go to step 20
5. Resume normal fuel management procedures.
↓Engine Fuel Leak continued↓

Chapter 12 Fuel
6. Choose one:
FMC message INSUFFICIENT FUEL is displayed on the CDU
scratchpad:
¾¾Go to step 7
Fuel quantity indicator inoperative:
¾¾Go to step 10
7. PROGRESS page 1 ...................................................................Select
8. Destination fuel estimate ........................................................... Check
9. Compare FMC fuel quantity with fuel indicators and flight plan.
••••
10. PROGRESS page 1...................................................................Select
11. Destination fuel estimate ........................................................... Check
Compare FMC fuel quantity with fuel indicators and flight plan.
12. FMC FUEL weight (if needed) ..................................................... Enter
Enter and periodically update the manually calculated fuel weight
on the FMC PERF INIT page.
••••
13. Thrust lever (affected side) .....................................CONFIRM & IDLE
14. Thrust lever (affected side) ............................CONFIRM & SHUTOFF
15. APU (if APU available) .............................................................START
16. APU GEN ...................................................................ON when AVAIL
17. After engine shutdown, all remaining fuel can be used for the
operating engine. Resume normal fuel management procedures.
19. Go to the ENGINE FAILURE OR SHUTDOWN checklist.
••••
↓Engine Fuel Leak continued↓

Chapter 12 Fuel
20. FUEL TANK (Left and Right) switches ....................................... ON

21. FUEL TRANSFER selector.................................................... OPEN
22. Apply thrust changes slowly and smoothly. If a climb is needed, maintain
the minimum pitch attitude needed for safe flight.
••••
12.2 Fuel Low Level
FUEL LOW LEVEL
Annunciators: L FUEL LOW LVL R FUEL LOW LVL
Condition: Fuel quantity in the related tank is less than 453 kg.
1. Choose one:
Indication of engine fuel leak:
¾¾ Go to the ENGINE FUEL LEAK checklist.
••••
No indication of engine fuel leak:
¾¾Go to step 2
2. FUEL BOOST (Left and Right) switches ........................................ ON
3. FUEL TRANSFER selector............................................................. ON
[Ensures remaining fuel available for both engines.]
4. Apply thrust changes slowly and smoothly.

5. If a climb is needed, maintain the minimum pitch attitude for safe
flight.
[Minimizes the risk of uncovering the fuel pumps.]
••••

Chapter 12 Fuel
12.3 Fuel Low Pressure

FUEL LOW PRESSURE
Annunciators: L FUEL LOW PRESS R FUEL LOW PRESS
Condition: The related fuel pump output pressure is low.
1 Choose one:
One FUEL LOW PRESS light illuminated:
FUEL BOOST switch (affected side) ......................................... ON
••••
Both FUEL LOW PRESS lights illuminated:
¾¾ Go to step 2
2 FUEL BOOST (Left and Right) switches ........................................ ON
3 FUEL TRANSFER selector............................................................. ON
4. Note: At high altitude thrust deterioration or engine flameout may occur.
••••
12.4 Fuel Quantity Indication Inoperative
FUEL QUANTITY INDICATION INOP
Condition: The related fuel quantity indication is blank.
1. FMC fuel weight....................................................................... ENTER

2. Enter and periodically update the manually calculated fuel weight on
the FMC PERF INIT page.
••••
Chapter 12 Fuel
12.5 Fuel Imbalance

FUEL IMBAL
Annunciator: FUEL IMBAL
Condition: Indicates fuel tank quantities differ by more than 453 kg.
1. Choose one:
Indication of engine fuel leak:
¾¾ Go to the ENGINE FUEL LEAK checklist.
••••
No indication of engine fuel leak:
¾¾Go to step 2
2. Fuel ..................................................................................... BALANCE
••••
End of Chapter 12.

Chapter 12 Fuel

Chapter 13 Hydraulics
TABLE OF CONTENTS
13.1 PTU ............................................................................................................. 13-1

13.2 Hydraulic Pump Failure ............................................................................ 13-2


13.1 PTU
PTU
Annunciator: PTU
Condition: Advisory operation of the PTU due to one hydraulic

pump failure.
1. Verify PTU operation .....................................GREEN annunciator ON

[Remaining hydraulic system still pressurize through the PTU.]
2. Remaining hydraulic system................................................MONITOR
••••

13.2 Hydraulic Pump Failure

HYDRAULIC PUMP FAIL
Annunciators: L HYD PUMP R HYD PUMP
Condition: Mechanical failure of engine driven pump shaft and

PTU.
1 Choose one:
L HYD PUMP annunciator illuminates:
Note: Inoperative items:
• landing gear, nose wheel steering and left reverser.
••••
R HYD PUMP annunciator illuminates:
Note: Inoperative items:
• flaps, speed brakes, right reverser and brakes (only 3
brake applications available from accumulator).
Increase landing distance by 1.4.
••••
End of Chapter 13.


Chapter 14 Landing Gear, Brakes
TABLE OF CONTENTS
14.1 Anti-Skid Inoperative................................................................................. 14-1

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


14.1 Anti-Skid Inoperative

ANTI-SKID INOP
Annunciator: ANTI-SKID INOP
Condition: A system fault is detected in the anti-skid system.
1. ANTI-SKID select switch .............................................................. OFF

2. Use minimum braking consistent with runway conditions to
reduce the possibility of a tire blow-out.
3. Increase landing distance by 1.2
••••
14.2 Brake Low Pressure
BRAKE LOW PRESSURE
Annunciator: BRAKE LOW PRESS
Condition: A failure is detected in the brake unit.
1. Accumulator braking only is available.

2. Only 3 brake applications available from the accumulator.
3. Note: Anti-skid system is inoperative.
••••

14.3 Manual Gear Extension

MANUAL GEAR EXTENSION
Condition: All landing gear do not indicate down and locked

when the landing gear lever is placed in the DOWN
position.
1. If a landing gear green indicator is not illuminated:

2. MANUAL GEAR EXTENSION handle .......................PULL and TURN
[The uplock is released when the handle is rotated.]
3. Choose one:
All landing gear indicates down and locked:
Land normally.
••••
Landing gear does not indicate down and locked:
Go to the PARTIAL OR GEAR UP LANDING checklist.
••••
14.4 Partial or Gear Up Landing
PARTIAL OR GEAR UP LANDING
Condition: All landing gear do not indicate down and locked after
attempting manual gear extension.
1. Brief the crew and passengers on emergency landing and evacuation

procedures.
2. Burn off fuel to reduce touchdown speed.

↓Partial or Gear Up Landing continued↓
------------------------------------------DEFFERED ITEMS----------------------------------
→→→ DESCENT
GROUND PROXIMITY GEAR OVERRIDE switch .............. GEAR OVRD
------------------------------------------DEFFERED ITEMS----------------------------------
→→→ APPROACH
Altimeters...........................................................................................____
Manual gear extension ............................................................ Completed
L and R ENG BLEED switches .......................................................... OFF
[Ensures the airplane is depressurized at touchdown.]
APU switch ........................................................................................ OFF

Landing procedure.........................................................................Review
• Do not extend the speed brakes unless stopping distance is critical,
extend the speed brakes after all gear or the nose or engine nacelle
have contacted the runway.
• Do not use thrust reversers unless stopping distance is critical.
• Position the L and R TANK pumps to OFF just prior to flare.
------------------------------------------DEFFERED ITEMS----------------------------------
→→→ LANDING
Landing gear.......................................................................... ____DOWN
Flaps...................................................................................................SET
EVACUATION CHECKLIST ...............................................IF REQUIRED
••••
End of Chapter 14.


Chapter 15 Warning Systems
TABLE OF CONTENTS
15.1 Takeoff Configuration ............................................................................... 15-1


15.1 Takeoff Configuration

TAKEOFF CONFIGURATION
Condition: The intermittent configuration warning horn sounds on

the ground when advancing the thrust levers to
takeoff thrust.
1. Assure proper airplane takeoff configuration by verifying:

• Flaps setting;
• Flight Controls trim;
• Speedbrake lever;
• Parking Brake;
••••
End of Chapter 15.


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


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

16.2.1 Sample Speed Table
Aircraft Weight (kg)

Uncorrected Takeoff
42 000 - 80 000kg
Vspeeds
based on ISA
conditions
Approach Speeds /VREF
15°C, dry runway
calculated from VREF
balanced field
add 10kts for
length
manoeuvring at that
may be limited at
flap setting
lower weights to
V1mcg

16.3 Speed Tables

16.3.1 Speed Table 42,000 kg
42 000 kg
FLAP 1 VREF DN
V1= 105 117
Vr = 106 VREF 3
V2 = 123 123
44 000 kg
FLAP 1 VREF DN
V1 = 108 120
Vr = 109 VREF 3
V2 = 125 126
46 000 kg
FLAP 1 VREF DN
V1 = 110 124
Vr = 111 VREF 3
V2 = 127 129
48 000 kg
FLAP 1 VREF DN
V1 = 114 127
Vr = 115 VREF 3
V2 = 130 134
50 000 Kg
FLAP 1 VREF DN
V1 = 116 129
Vr = 117 VREF 3
V2 = 132 136
52 000 kg
FLAP 1 VREF DN
V1 = 118 131
Vr = 119 VREF 3
V2 = 134 138
54 000 kg
FLAP 1 VREF DN
V1 = 120 134
Vr = 121 VREF 3
V2 = 136 142
56 000 kg
FLAP 1 VREF DN
V1 = 124 137
Vr = 125 VREF 3
V2 = 138 145
58 000 kg
FLAP 1 VREF DN
V1 = 128 140
Vr = 130 VREF 3
V2 = 142 147
60 000 kg
FLAP 1 VREF DN
V1 = 129 142
Vr = 131 VREF 3
V2 = 143 149
62 000 kg
FLAP 1 VREF DN
V1 = 131 144
Vr = 134 VREF 3
V2 = 144 151
64 000 kg
FLAP 1 VREF DN
V1 = 134 146
Vr = 136 VREF 3
V2 = 146 154
66 000 kg
FLAP 1 VREF DN
V1 = 137 149
Vr = 140 VREF 3
V2 = 148 157
68 000 kg
FLAP 1 VREF DN
V1 = 139 151
Vr = 142 VREF 3
V2 = 151 159
70 000 kg
FLAP 1 VREF DN
V1 = 141 153
Vr = 143 VREF 3
V2 = 152 161
72 000 kg
FLAP 1 VREF DN
V1 = 143 155
Vr = 145 VREF 3
V2 = 154 163
74 000 kg
FLAP 1 VREF DN
V1 = 146 157
Vr = 147 VREF 3
V2 = 155 165
76 000 kg
FLAP 1 VREF DN
V1 = 148 159
Vr = 149 VREF 3
V2 = 156 168

78 000 kg
FLAP 1 VREF DN
V1 = 150 161
Vr = 152 VREF 3
V2 = 158 171
80 000 kg
FLAP 1 VREF DN
V1 = 152 163
Vr = 154 VREF 3
V2 = 160 172

End of Chapter 16.


Chapter 17 Manoeuvres
TABLE OF CONTENTS
17.1 General .......................................................................................................17-1

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


17.1 General
Non-Normal Manoeuvres and Flight Patterns are included for training and
review purposes.
17.2 Non-Normal Manoeuvres

Flight crews are expected to perform non-normal manoeuvres from memory.
17.3 Flight Patterns

Flight patterns show procedures for some all engine and engine inoperative
situations.
Flight Patterns do not include all procedural items, but show

required/recommended:
configuration changes
thrust changes
Mode Control Panel changes
pitch mode and roll mode changes
checklist calls.

17.3.1 Approach to Stall Recovery

The following is immediately accomplished at the first indication of stall buffet
or stick shaker:
Table 17.3-1 Approach to Stall Recovery
Pilot Flying Pilot Not Flying
Advance thrust levers to maximum Verify maximum thrust.

thrust.
Monitor altitude and airspeed.
Smoothly adjust pitch attitude* to
avoid ground contact or obstacles. Call out any trend toward terrain or
obstacle contact.
Level the wings (no change to flaps
or landing gear configuration). Verify all required actions have been
carried out and call out any
Retract the speedbrakes. omissions.
When ground contact is no longer a factor:
Adjust pitch attitude to accelerate

while minimizing altitude loss.
Return to speed appropriate for the

configuration.
Note: *At high altitudes it may be necessary to decrease pitch attitude

below the horizon to achieve acceleration.
17.3.2 Rejected Takeoff (RTO)

The captain has the sole responsibility for the decision to reject the takeoff.
The decision must be made in time to start the rejected takeoff manoeuvre by
V1. If the decision is to reject the takeoff, the captain must clearly announce
"REJECT,"" immediately start the rejected takeoff manoeuvre and assume
control of the airplane. If the first officer is making the takeoff, the first officer
must maintain control of the airplane until the captain makes a positive input
to the controls.
Prior to 80 knots, the takeoff should be rejected for any of the following:
activation of the master caution system
system failure(s)
unusual noise or vibration
tire failure
abnormally slow acceleration
unsafe takeoff configuration warning
fire or fire warning
engine failure
predictive windshear warning
if a side window opens
if the airplane is unsafe or unable to fly.
Above 80 knots and prior to V1, the takeoff should be rejected for any of the
following:
fire or fire warning
engine failure
predictive windshear warning
if the airplane is unsafe or unable to fly
During the takeoff, the crewmember observing the non-normal situation will
immediately call it out as clearly as possible.

Table 17.3-2 Rejected Takeoff
Captain First Officer
Without delay: Verify actions as follows:
Simultaneously close the thrust levers, and Thrust levers closed.

apply maximum manual wheel brakes.
Maximum brakes applied.
Raise SPEED BRAKE lever.
Verify SPEED BRAKE lever UP and call
Apply maximum reverse thrust consistent "SPEEDBRAKES UP." If SPEED BRAKE
with conditions. lever not up cal "SPEEDBRAKES NOT UP."
Continue maximum braking until certain the Reverse thrust applied.

airplane will stop on the runway.
Call out omitted action items.
Field length permitting: Call out 60 knots.
Initiate movement of the reverse thrust Communicate the reject decision to the
levers to reach idle detent by taxi speed. tower and cabin as soon as practical.
Once the airplane is stopped, perform procedures as required.
Review Brake Cooling Schedule for brake cooling times and precautions (refer to inflight
performance chapter).
Consider the following:
the possibility of wheel fuse plugs melting
the need to clear the runway
the requirement for remote parking
wind direction in case of fire
alerting fire equipment
not setting the parking brake unless passenger evacuation is necessary
alerting ground crew of hot brake hazard
advising passengers to remain seated or to evacuate
completion of the appropriate non-normal checklist (if applicable) for conditions

which led to the RTO.

17.3.3 Terrain Avoidance (Option)

17.3.3.1 Ground Proximity Caution
Accomplish the following manoeuvre for any of the following aural alerts:
SINK RATE
TERRAIN
DON'T SINK
TOO LOW FLAPS
TOO LOW GEAR
TOO LOW TERRAIN
GLIDESLOPE
BANK ANGLE
CAUTION TERRAIN
Table 17.3-3 Ground Proximity Caution
Correct the flight path or the airplane configuration.
The below glideslope deviation alert may be cancelled or inhibited for:
localizer or backcourse approach
circling approach from an ILS
when conditions require a deliberate approach below glideslope
unreliable glideslope signal.
Note: If a terrain caution occurs when flying under daylight VMC, and a
positive visual verification is made that no obstacle or terrain
hazard exists, the alert may be regarded as cautionary and the
approach may be continued.
Note: Some aural alerts repeat.

17.3.3.2 Ground Proximity Warning
Accomplish the following manoeuvre for any of the following conditions:
activation of "PULL UP" or "TERRAIN TERRAIN PULL UP" warning
other situations resulting in unacceptable flight toward terrain.
Table 17.3-4 Ground Proximity Warning
Disconnect autopilot. Assure maximum thrust.
Aggressively apply maximum thrust. Verify all required actions have been carried
out and call out any omissions.
Simultaneously roll wings level and rotate to
an initial pitch attitude of 20°.
Retract speedbrakes.
If terrain remains a threat, continue rotation

up to the pitch limit indicator (if available) or
stick shaker or initial buffet.
Do not change gear or flap configuration Monitor vertical speed and altitude (radio
until terrain separation is assured. altitude for terrain clearance and baro
altitude for a minimum safe altitude.)
Monitor radio altimeter for sustained or
increasing terrain separation. Call out any trend toward terrain contact.
When clear of terrain, slowly decrease pitch

attitude and accelerate.
Note: Aft control column force increases as the airspeed decreases. In

all cases, the pitch attitude that results in intermittent stick shaker or
initial buffet is the upper pitch attitude limit. Flight at intermittent
stick shaker may be required to obtain a positive terrain separation.
Smooth, steady control will avoid a pitch attitude overshoot and
stall.
Note: Do not use flight director commands.
Note: If positive visual verification is made that no obstacle or terrain

hazard exists when flying under daylight VMC conditions prior to
the warning, the alert may be regarded as cautionary and the
approach may be continued.

17.3.4 Traffic Avoidance (Option)

Immediately accomplish the following by memory whenever a TCAS traffic
advisory (TA) or resolution advisory (RA) occurs:
Warning: Comply with the RA if there is a conflict between the RA and ATC.
Warning: Once an RA has been issued, safe separation could be

compromised if current vertical speed is changed, except as
necessary to comply with the RA. This is because TCAS II to TCAS
II coordination may be in progress with the intruder aircraft, and any
change in vertical speed that does not comply with the RA may
negate the effectiveness of the other aircraft's compliance with the
RA.
Note: If stick shaker or initial buffet occurs during the manoeuvre,

immediately carry out the APPROACH TO STALL RECOVERY
procedure.
Note: If high speed buffet occurs during the manoeuvre, relax pitch force
as necessary to reduce buffet, but continue the manoeuvre.
Note: Do not use flight director commands until clear of conflict.
Table 17.3-5 Terrain Alert (TA)
Look for traffic using traffic display as a guide. Call out any conflicting traffic.
If traffic is sighted, manoeuvre as required.

For RA, except a climb in landing configuration:
Warning: A DESCEND (fly down) RA issued below 1000 ft AGL should not
be followed.
Table 17.3-6 Resolution Advisory (RA)
If manoeuvring is required, disengage the

autopilot and autothrottle.
Smoothly adjust pitch and thrust to satisfy

the RA command. Follow the planned lateral
flight path unless visual contact with the
conflicting traffic requires further action.
Attempt to establish visual contact. Call out any conflicting traffic.
Table 17.3-7 Climb RA in Landing Configuration
Disengage autopilot. Verify maximum thrust is set.
Advance thrust levers forward to ensure Position flap lever to 3 detent.

maximum thrust is attained and call for
FLAPS 3.
Smoothly adjust pitch to satisfy the RA

command.
Follow the planned lateral flight path unless

visual contact with the conflicting traffic
requires other actions.
Verify a positive rate of climb on the Verify a positive rate of climb on the
altimeter and call "GEAR UP." altimeter and call "POSITIVE RATE."
Set the landing gear lever to UP.
Attempt to establish visual contact. Call out any conflicting traffic.
NOTE: If Climb RA Warning is activated on final approach (after FAF or below 1000ft RA),
GO AROUND procedure must be performed.

17.3.5 Upset Recovery

An upset can generally be defined as the unintentional exceeding of one of
the following conditions:
pitch attitude greater than 25 degrees nose up, or
pitch attitude greater than 10 degrees nose down, or
bank angle greater than 45 degrees, or
within above parameters but flying at airspeeds inappropriate for the

conditions.
The following techniques represent a logical progression for recovering the

airplane. The sequence of actions is for guidance only and represents a
series of options to be considered and used depending on the situation. Not
all actions may be necessary once recovery is under way. If needed, use
pitch trim sparingly. Careful use of rudder to aid roll control should be
considered only if roll control is ineffective and the airplane is not stalled.
These techniques assume that the airplane is not stalled. A stalled condition
can exist any attitude and may be recognized by continuous stick shaker
activation accompanied by one or more of the following:
buffeting which could be heavy at times
lack of pitch authority and/or roll control
inability to arrest descent rate.
If the airplane is stalled, recovery from the stall must be accomplished first by
applying and maintaining nose down elevator until the stall recovery is
complete and stick shaker activation ceases.

17.3.5.1 Nose High Recovery
Table 17.3-8 Nose High Recovery
Recognize and confirm the situation
Disconnect autopilot Call out attitude, airspeed and

altitude throughout the recovery
Apply as much as full-nose down
elevator Verify all required actions have been
carried out and call out any
Apply appropriate nose down omissions.
stabilizer trim
Reduce thrust
Roll to obtain a nose down pitch rate
Complete the recovery:
o when approaching horizon,

roll to wings level
o check airspeed and adjust

thrust
o establish pitch attitude.

17.3.5.2 Nose Low Recovery
Table 17.3-9 Nose Low Recovery
Recognize and confirm the situation
Disconnect autopilot Call out attitude, airspeed and

altitude throughout the recovery
Recover from stall, if required
Verify all required actions have been
Roll in shortest direction to wings carried out and call out any
level (unload and roll if bank angle omissions.
exceeds 90°)
Recover to level flight:
o apply nose up elevator
o apply nose up trim, if

required
o adjust thrust and drag as

required.
Warning: Excessive use of pitch trim or rudder may aggravate an upset

situation or may result in loss of control and/or high structural loads.

17.3.6 Windshear (Option)

17.3.6.1 Windshear Caution
For predictive windshear caution alert: ("MONITOR RADAR DISPLAY"

aural).
Table 17.3-10 Windshear Caution
Manoeuvre as required to avoid the windshear.
17.3.6.2 Windshear Warning
Predictive windshear warning during takeoff roll: ("WINDSHEAR AHEAD,

WINDSHEAR AHEAD" aural)
prior to V1, reject takeoff
after V1, perform the Windshear Escape Manoeuvre.
Windshear encountered during takeoff roll:
if windshear is encountered prior to V1, there may not be sufficient

runway remaining to stop if an RTO is initiated at V1. At VR, rotate at
a normal rate toward a 15° pitch attitude. Once airborne, perform the
Windshear Escape Manoeuvre.
if windshear is encountered near the normal rotation speed and

airspeed suddenly decreases, there may not be sufficient runway left
to accelerate back to normal takeoff speed. If there is insufficient
runway left to stop, initiate a normal rotation at least 2,000 ft before the
end of the runway, even if airspeed is low. Higher than normal
attitudes may be required to lift off in the remaining runway. Ensure
maximum thrust is set.
Predictive windshear warning during approach: ("GO_AROUND'

WINDSHEAR AHEAD" aural)
perform the Windshear Escape Manoeuvre, or, at pilot's discretion,

perform a normal go-around.
Windshear encountered in flight:
perform the Windshear Escape Manoeuvre.

Note: The following are indications the airplane is in windshear:
windshear warning (two-tone siren followed by "WINDSHEAR,

WINDSHEAR, WINDSHEAR") or
unacceptable flight path deviations.
Note: Unacceptable flight path deviations are recognized as uncontrolled

changes from normal steady state flight conditions below 1,000 ft
AGL, in excess of the following:
15 knots indicated airspeed
500 fpm vertical speed
5° pitch attitude
1 dot displacement from the glideslope
unusual thrust lever position for a significant period of time.

17.3.6.3 Windshear Escape Manoeuvre
Table 17.3-11 Windshear Escape Manoeuvre
MANUAL FLIGHT Assure maximum thrust
Disconnect autopilot Verify all required actions have been

carried out and call out any omissions.
Press either TO/GA switch
Aggressively apply maximum thrust
Simultaneously roll wings level and

rotate toward an initial pitch attitude of
15°
Retract speedbrakes
Follow flight director TO/GA guidance if

available
AUTOMATIC FLIGHT
Press either TO/GA switch
Verify TO/GA mode annunciation
Verify thrust advances to GA power
Retract speedbrakes
Monitor system performance.
Do not change flap or gear configuration Monitor vertical speed and altitude
until windshear is no longer a factor
Call out ant trend toward terrain contact,
Monitor vertical speed and altitude descending flight path, or significant
airspeed changes.
Do not attempt to regain lost airspeed
until windshear is no longer a factor.
Note: Aft control column force increases as the airspeed decreases. In

all cases, the pitch attitude that results in intermittent stick shaker or
initial buffet is the upper pitch attitude limit. Flight at intermittent
stick shaker may be required to obtain a positive terrain separation.
Smooth, steady control will avoid a pitch attitude overshoot and
stall.
Note: If TO/GA is not available, disconnect autopilot and fly manually.

Warning: Severe windshear may exceed the performance of the AFDS. The
pilot flying must be prepared to disconnect the autopilot and fly
manually.

17.4 Flight Patterns (Illustrated)

17.4.1 Takeoff
Figure 17.4-1 Takeoff Flight Pattern

17.4.2 ILS Approach
Figure 17.4-2 ILS Approach Flight Pattern

17.4.3 Instrument Approach Using V/S
Figure 17.4-3 Instrument Approach Using V/S Flight Pattern

17.4.4 Circling Approach
Figure 17.4-4 Circling Approach Flight Pattern

17.4.5 Visual Traffic
Figure 17.4-5 Visual Traffic Pattern

17.4.6 Go-Around and Missed Approach
Figure 17.4-6 Go-Around and Missed Approach

End of Chapter 17.


EVACUATION
EVACUATION CHECKLIST
Condition: Evacuation is required.
Parking Brake ...................................................................................... Set

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


Generic XJ Large Jet Fight Crew Operations Manual Draft

Hochgeladen von

Dokumentinformationen

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Generic XJ Large Jet Fight Crew Operations Manual Draft

Hochgeladen von

Copyright:

Verfügbare Formate

FLIGHT CREW OPERATIONS

XJ Generic Large Jet

FCOM-PART-I-XJ Generic Large Jet (Subset XJ_GJL_0001)

XJ Generic Large Jet

FCOM-PART-II-XJ Generic Large Jet (Subset XJ_GJL_0001)

QRH-XJ Large Jet (Subset XJ-LJ_0001)

Copyright © 2008 - 2009, by Mechtronix Systems Inc.

Designations used by manufacturers and sellers to distinguish their products may be

• XJ Large Jet aircraft, all models

QRH-XJ Large Jet

QUICK ACTION INDEX

CABIN ALTITUDE OR RAPID DEPRESSURIZATION.............. 2-1

ENGINE FAILURE ..................................................................... 7-1

ENGINE FIRE OR SEVERE DAMAGE...................................... 8-1

ENGINE IN-FLIGHT START ...................................................... 7-6

ENGINE LIMIT/SURGE/STALL ................................................. 7-5

ENGINE OVERHEAT................................................................. 8-3

EVACUATION.............................................................. Back Cover

IAS DISAGREE......................................................................... 10-i

TRIM RUNAWAY ....................................................................... 9-2

QRH-XJ Large Jet Page i

This page is intentionally blank.

Page ii QRH-XJ Large Jet

Revision History and List of Effective Pages

Release 001 date TBA qq

REPLACE AND DESTROY SUPERSEDED PAGES.

Front cover 001

QRH-XJ Large Jet Page iii

CHAPTER 1 ................................................................. AIRPLANE GENERAL

CHAPTER 7 ...................................................................... ENGINES AND APU

CHAPTER 13 .................................................................................. HYDRAULICS

CHAPTER 14 ...................................................LANDING GEAR, BRAKES

Page iv QRH-XJ Large Jet

Conventions Used In This Manual

A Note on the Use of Pronouns

End of Front Matter

QRH-XJ Large Jet Page v

This page is intentionally blank.

Page vi QRH-XJ Large Jet

QRH-XJ Large Jet Page 0-i

This page is intentionally blank.

Page 0-ii QRH-XJ Large Jet

0.1.1 Normal Checklist Operation

Table 0.1-1 Crew Checklist Responsibilities

Checklist Call Read Verify Respond

BEFORE START Captain First Officer Both Captain

 stop the checklist

 complete the respective procedure steps

 continue the checklist

If it becomes apparent that an entire procedure was not done:

 stop the checklist

 complete the entire procedure

 do the checklist from the start

0.1.1.1 Checklist content

Checklists have a minimum list of items needed to operate the airplane

 items essential to safety of flight that are not monitored by an alerting

 items essential to safety of flight that are monitored by an alerting

 needed to meet regulatory requirements, or

 during shutdown and secure, items that could result in injury to

0.1.1.2 Checklist Construction

Page 0-2 QRH-XJ Large Jet

0.1.2 Non-Normal Checklist Operation

Non-Normal Checklists are grouped logically in chapters 1 through 15 and

Most non-normal checklists correspond to a Master Caution and System

stop the checklist

complete the respective procedure steps

continue the checklist

stop the checklist

complete the entire procedure

do the checklist from the start

items essential to safety of flight that are not monitored by an alerting

items essential to safety of flight that are monitored by an alerting

needed to meet regulatory requirements, or

during shutdown and secure, items that could result in injury to

cabin smoke or fire persists

one main power source remains (such as an engine or APU generator)

one hydraulic system remains

any other situation determined by the crew to have significant adverse

During engine start and prior to takeoff, the respective non-normal

If the MASTER CAUTION and system annunciator lights illuminate, all

The EMERCENCY position of the oxygen regulator is used when

Indicator lights are tested to verify suspected faults.

the flight path is under control

the airplane is not in a critical stage of flight (such as takeoff or landing)

all memory items are complete.

the thrust lever of a failed engine

a thrust lever shut-off trigger

an engine or APU fire switch

a flight control or spoiler switch.