FCOM B737 - Transavia PDF

FCOM B737 - Transavia FCOM B737 - Transavia 1 Chapter 1 - Airplane General 3 Chapter 2 - Air Systems 16 Chapter 3 - Automatic Flight 32 Chapter 4 - Automatic Flight...

FCOM B737 - Transavia FCOM B737 - Transavia 1 Chapter 1 - Airplane General 3 Chapter 2 - Air Systems 16 Chapter 3 - Automatic Flight 32 Chapter 4 - Automatic Flight 35 Chapter 5 - Communications 57 Chapter 6 - Electrical 64 Chapter 7 - Engines, APU 80 Chapter 8 - Fire Protection 101 Chapter 9 - Flight Controls 112 Chapter 10 - Flight Instruments, Displays 130 Chapter 11 - Flight Management, Navigation 145 Chapter 12 - Fuel 150 Chapter 13 - Hydraulics 155 Chapter 14 - Landing Gear 162 Chapter 15 - Warning Systems 168                  Chapter 1 - Airplane General Dimensions Width: 35.79m Length: 700 - 33.60m, 800 - 39.50m Height: 12.57m 180 turn: 24.3 meters Do not attempt to make turn away from obstacle within 5.4 meters of the wing tip or within 7.4 meters of the nose Nose radius: 20.1 m Tail radius: 22.8 m Wing tip radius: 23.0 m Instrument Panels Master LIGHT TEST and DIM SWITCH - TEST - illuminates all system lights on forward and aft overhead panels, and some lights on Captain and First O cer instrument panels to full brightness. BRT (bright) – sets all system lights on forward and aft overhead panels, and some lights on Captain and First O cer panels to full brightness. DIM – sets all system lights on forward and aft overhead panels, and some lights on Captain and First O cer panels to low brightness. Note: Placing the switch in the TEST position result in a master caution recall and any stored fault will cause the associated light to remain illuminated when the switch is released. RETRACTABLE LANDING Light Switch - RETRACT – retracted and extinguished EXTEND – extended and extinguished ON – extended and illuminated RUNWAY TURNOFF Lights: located in leading edge of the wing root TAXI Lights: located in nose wheel well ON - on AUTO - on when nose landing gear is fully extended & automatically extinguishes when the nose landing gear retracts LOGO Light Switch - lights on each side of vertical n OFF - o AUTO - automatically when slats are extended or airplane is on the ground ON - on ffi ff ffi ffi fi  POSITION Light Switch STROBE & STEADY – red and green wingtip position lights, white trailing edge wingtip lights + wingtip and tail strobe lights illuminated. => Position Lights + Strobe Lights OFF – red and green wingtip position lights, white trailing edge wingtip lights and wingtip and tail strobe lights extinguished. STEADY – red and green wingtip position lights and white trailing edge wingtip lights illuminated. ANTI–COLLISION Light Switch OFF – red strobe/rotating beacon lights on upper and lower fuselage extinguished. ON – red strobe/rotating beacon lights illuminated. WING Illumination Switch OFF – wing leading edge lights on fuselage forward of wing extinguished. ON – wing leading edge lights illuminated. 1. Emergency (EMER) EXIT LIGHTS Switch: OFF: Prevents operation of emergency lights if electrical power fails or is turned o. ARMED (Guarded Position): Emergency lights automatically illuminate if electrical power to DC bus No. 1 fails or AC power is turned o. ON: All emergency lights illuminate. => DC bus No.1 or no AC power 2. Emergency (EMER) EXIT LIGHTS NOT ARMED Light (Amber): Illuminated: Indicates the EMER EXIT LIGHTS switch is not in the ARMED position. 3. NO SMOKING Switch: OFF: No Smoking signs are not illuminated. AUTO: Signs illuminate or extinguish automatically based on airplane con guration. ON: No Smoking signs are illuminated. Note: some a/c: No Smoking sings permanently indicates smoking is not allowed & ON: a low chime sound ff ff fi  4. FASTEN BELTS Switch: OFF: Fasten Seat Belts and Return to Seat signs are not illuminated. AUTO: Signs illuminate or extinguish automatically based on airplane con guration. ON: Fasten Seat Belts and Return to Seat signs are illuminated. Passenger Cabin Emergency Lights Switch (guarded) - ON - illuminates all emergency lights and bypasses ight deck control. Emergency Locater Transmitter ELT - Amber ELT is activated & transmitting tone + position data on 121.5, 243.0 and 406.0 MHz ELT Switch- ARM - ELT transmits automatically when reaches a G-Load limit ON - Manually on Emergency Evacuation Signal EVAC - Red Flashes when activation switch is moved to ON Activation Switch OFF - (guarded position) deactivates ight attendant’s EMER EVAC switch to initiate evacuation signals. The ight compartment alert light illuminates and a chime will sound if the ight attendant’s EMER EVAC switch is activated. ARM - (guarded position) allows forward or aft ight attendant’s EMER EVAC switch to initiate evacuation signal. ON - activates evacuation signal at all locations. 4 = Horn, makes sounds when any activation is moved to ON. Flight Deck Door Release Pins Pull pins inward - manually separates decompression panel from a jammed door to allow panel opening and egress Flight Deck Emergency Access Panel Keypad - Entry of correct emergency access code sounds ight deck chime Access Lights - Illuminated (red) - door locked or Flight Deck Access System switch OFF. Illuminated (amber) - correct emergency access code entered. Illuminated (green) - door unlocked. fl fl fl fl fl fl fi  Flight Deck Access System Switch OFF - removes electrical power from door lock. NORM (Normal) - ight deck access system con gured for ight. Flight Deck Door Lock Panel 1. LOCK FAIL Light (Amber): Illuminated, indicates either: Flight Deck Door Lock selector is in AUTO and the door lock has failed, or The Flight Deck Access System switch is OFF. 2. AUTO Unlock (UNLK) Light (Amber): Illuminated: Correct emergency access code has been entered in the keypad. Flashing & Continuous Chime: Occurs before the timer expires and the door unlocks. 3. Flight Deck (FLT DK) Door Lock Selector: AUTO (Spring-loaded): Door is locked but can unlock after emergency access code entry and timer expiration unless crew intervenes. UNLKD: Door remains unlocked when the selector is in the UNLKD position. DENY: Prevents entry via keypad and blocks further emergency access code attempts for a set time. Flight Deck Entry Video Panel DSPL - Push to display on MFD, second push cancels display CAM SEL- L - Back view C - Frontal view R - fwd service door galley area fi fl fl  Oxygen Flight CREW OXYGEN Pressure Indicator - Indicates pressure at crew oxygen cylinder Correctly indicated when: the battery switch is on Passenger Oxygen (PASS OXYGEN) Switch - NORMAL – (guarded position) passenger masks drop and passenger oxygen system activated automatically if cabin altitude climbs to 14,000 feet ON – activates system and drops masks if automatic function fails. PASS OXY ON - Amber Passenger oxygen system is operating & masks have dropped Oxygen Mask Panel Yellow Cross - Indicates that oxygen is owing RESET/TEST Lever - Push Either Mask stowed = activates oxygen ow momentarily to test regulator Mask not stowed & box doors closed = retracts OXY ON ag, shuts o oxygen, and shuts o microphone. Or Doors closed & OXY ON ag not displayed = activates oxygen ow momentarily to test regulator Doors closed & OXY ON ag displayed = shuts o oxygen, and shuts o mask microphone and enable the boom microphone Oxygen Mask In ation Lever - Squeeze and pull up releases mask from stowage box releases OXY ON ag when stowage box doors open activates oxygen and microphone in ates mask harness when in ation lever is squeezed ow indicator shows a yellow cross momentarily as harness in ates. NORMAL/100% Switch N (normal) – supplies air/oxygen mixture on demand 100% – supplies 100% oxygen on demand. Automatically supplies 100% oxygen under positive pressure when cabin altitude is above preset value EMERGENCY/PRESS TO TEST Selector Normal - EMERGENCY - supplies 100% oxygen under positive pressure at all cabin altitudes (protects against smoke and harmful vapors). At higher rate than Normal and 100%. PRESS TO TEST – tests positive pressure supply to regulator. fl fl ff fl fl fl fl fl fl fl ff fl fl fl ff ff Water System Controls Water quantity indicator - Indicates quantity of water in reservoir Fill and Over ow Valve Handle (4) - Open - enables lling or gravity draining water tank Tank Drain Valve Handle (5) - Open - drains water from tank Lavatory Controls Water Supply Selector Valve (4) - Each lavatory has a Water Supply Selector Valve. The Water Supply Selector Valve has four positions, and is located in the cabinet below the sink. SUPPLY ON – Normal operating position. When the water system is depressurized, all lavatories except “A” will drain. In this lavatory, the drain valve must be opened to drain the lavatory FAUCET ONLY – In this position, water is supplied to the faucet, but not to the toilet TOILET ONLY – In this position, water is supplied to the toilet, but not to the faucet OFF – No water is supplied to the lavatory. Water Heater Switch (1) - On - activates water heater Water Heater Light (2) - Illuminated - heater operating Temperature Control Switch (3) - Drain Valve Handle (5) - Only in fwd lavatory fl fi  Systems Description Retractable Landing Lights Lower airplane fuselage Designed to extend & shine forward, parallel to waterline of airplane Can be extended at any speed Fixed Landing Lights 2 xed landing lights In the wing leading edge Shine forward in a xed position Runway Turno Lights In each wing root Illuminate the area in front of the main gear Taxi Lights On the nose wheel strut Points in same direction as nose wheel Logo Lights On top of horizontal stabilizer surface to point to both sides of vertical stabilizer (on the logo) Position Lights Navigation lights are the standard Red, Green, and White lights. fi ff fi  Strobe Lights 3 high intensity white strobe lights Left forward winglet, right forward winglet and tail cone Anti-collision lights 2 red anti-collision strobe lights Top and bottom of the fuselage Wing Illumination Lights On fuselage Illuminate leading edge of the wing Wheel Well Lights In the wheel well of the nose gear and each main gear ———————————————————————————————————————— If normal electrical power is lost, standby electrical power is automatically provided to the standby compass light, dome lights, instrument ood lights selected system information and warning lights. Emergency Evacuation System is powered by the 28V DC Hot Battery Bus Passenger Cabin Signs - AUTO = FASTEN BELTS and RETURN TO SEAT signs: illuminate when aps or gear are extended extinguish when aps and gear are retracted. NO SMOKING signs: (depending on type) illuminate when gear is extended extinguish when gear is retracted. All can be controlled manually by positioning respective switch to ON or OFF. Moving NO SMOKING to ON will result in a low chime sounding in the cabin Emergency Lightning Exit lights for emergency exit routes indications OFF, ARMED and ON, guarded to the ARMED position. ARMED position, the emergency exit lights are normally extinguished. If electrical power to DC bus No. 1 fails or if AC power has been turned o , the emergency exit lights illuminate automatically. Aft Attendant Panel; lights can be activated by pushing switch to ON (overrides ight deck control) The ight deck aft DOME light contains a separate bulb (2 inside the bulb) that is powered by the emergency lighting system to provide for ight deck evacuation. fl fl fl fl fl ff fl  Oxygen Systems 2 independent oxygen systems ◦ Flight crew ◦ Passangers Portable oxygen cylinders are available for emergency use Flight Crew Oxygen System Quick donning, automatic pressure breathing ◦ Pressure breathing above 27.000 ft Supply by single cylinder Oxygen ow control by pressure-reducing regulator, to supply low-pressure oxygen Max system pressure = 1850 psi Oxygen ow is controlled by a regulator mounted on the oxygen mask. By pushing the Regulator Dilution Control lever, the regulator is adjusted from the air/oxygen mixture to 100% oxygen. (NORMAL/100%) ◦ By rotating the EMERGENCY/TEST selector, the regulator is adjusted to supply oxygen under pressure. Whenever a re extinguisher is to be discharged: use 100% oxygen under pressure Portable Protective Breathing Equipment PBE/Smoke Hood For combating res or entering areas of smoke / fumes 15 to 20 minutes of oxygen fl fl fi fi  Passenger Oxygen System Supplied by individual oxygen source located at each Passenger Service Unit (PSU) 4 continuous ow masks are connected to each source 2 masks at each attendant station and lavatory The system is activated automatically by a pressure switch at a cabin altitude of 14,000 ft or when the Passenger Oxygen Switch ON. ◦ PASS OXY ON light illuminates and OVERHEAD illuminates on the Master Caution System. ◦ System active = masks drop ◦ Oxygen source is activated when any mask is pulled down ◦ 100% oxygen ows to all masks from the source ◦ Flows for approximately 12 minutes and cannot be shut o => Oxygen owing to a mask is visually con rmed by a green in-line ow indicator Passenger Portable Oxygen First aid and supplemental portable oxygen 1800 psi, 21 degrees celcius, 120 liters of free oxygen 2 continuous ow outlets ◦ 2 liter per minute for walk-around ◦ 4 liter per minute for rst aid (30 min) Fire Extinguishers Water Fire Extinguisher ◦ water mixed with antifreeze ◦ Fabric, paper or wood res only ◦ DO NOT USE ON electrical or grease type res Chemical ◦ Halon or equivalent ◦ Gas under pressure ◦ E ective on all types of re ◦ Mainly used on: Electrical, fuel and grease res ff fl fl fl fl fi fi fi fi fi fi ff fl  Lower Cargo Doors Compartments are sealed, pressurized, without fresh air circulation or temperature control like the upper passenger compartments. To con ne a re without endangering the safety of the aircraft Two cargo compartment doors on the lower right side of the fuselage. Pressure equalization valves in the aft bulkhead maintain similar pressure between the compartments and the cabin. Blowout panels provide rapid pressure relief in case of pressurization loss. 1. Passenger and Service Doors: Two Passenger Entry Doors: For passenger boarding. One Flight Deck Door: Separates the cockpit from the cabin. Two Service Doors: For servicing the airplane. Two Cargo Doors: For loading and unloading cargo. Center electrical/electronic (E/E) equipment access door. Equipment compartment access door located on the bottom of the airplane. 2. Flight Deck Windows: Number 2 Windows: Can be opened by the ight crew (one on the left, one on the right). Only the rst o cer’s number two window can be opened from outside the airplane. 3. Wind Operation Restrictions: Do not operate entry or service doors in winds over 40 knots. Do not keep doors open in gusts exceeding 65 knots, as this can damage the airplane. Flight Deck Door Overview 1. Design and Functionality: Security: Resistant to ballistic penetration and unauthorized entry. Locking Mechanism: Locks with available electrical power and unlocks when power is removed. Viewing Lens: Allows crew to observe the passenger cabin. Manual Operation: Can be opened from the ight deck using the door handle. 2. Deadbolt Lock: Two Concentric Levers: Both levers locked (horizontal): Prevents unlocking with the passenger cabin key. One lever locked: Allows key to unlock the door from the cabin. 3. Flight Deck Access System: Components: Emergency access panel with a 6-button keypad. Chime module. Three-position Door Lock selector (AUTO, UNLKD, DENY). Indicator lights: red, amber, and green. Access System switch. Indicator Lights: Red Light: Door is locked. Amber Light: Correct emergency code entered. Green Light: Door is unlocked. Emergency Access System 1. Emergency Access Code: Used for access during pilot incapacitation. Chime & Amber Light: Indicates correct code entry and door will unlock after a delay. Deny Position: Prevents entry and locks out further keypad attempts for a set period. fi ffi fl fl fi fi 2. Decompression Panels: Pressure Sensors: Automatically unlock panels during depressurization. Manual Release Pins: Allow the panels to be opened manually if the door is jammed. Emergency Escape Routes (10) Galleys Electrical power for the galleys: 115V AC supplied from airplane transfer buses, controlled by a switch on the overhead panel GALLEY POWER  Water System 1. Water Supply: Single Water Tank: Located behind the aft cargo compartment. Distribution: Fresh water is supplied to galleys and lavatory sinks. 2. System Operation and Quantity Indication: Quantity Indicator: Located on the attendant panel. Pressurization: Achieved via engine bleed air or the water system air compressor. Shuto Valves: Located in each galley and below lavatory sinks. Drain Position: Used to drain water overboard; normally, valves are set to ON. 3. Hot Water: Available in all lavatories. Water Heater: Located below the lavatory sink. Heating Time: Heats a new water charge in 4 minutes. Indicator Light: Amber light illuminates when heater is functioning normally. Overheat Protection: Turns o if excess temperature is reached. Manual Switch: Allows the heater to be turned o manually. Cold Water: Supplied to the galleys. 4. Servicing: Servicing Panel: Located on the exterior, bottom right side of the aft fuselage. Pressure Filling: Required to service the system. Waste Water Drainage: Drained overboard from galleys and lavatories through two heated drain masts. Drain Mast Locations: One forward and one aft on the bottom of the fuselage. ff ff ff Chapter 2 - Air Systems Controls and Indicators DUAL BLEED Light - Amber - APU bleed air valve open + engine No. 1 BLEED air switch ON, or - engine No. 2 BLEED air switch ON, APU bleed air valve + isolation valve open. ISOLATION VALVE Switch - CLOSE - closes valve AUTO - - closes isolation valve: both engine BLEED air switches ON AND both air condition PACK switches are AUTO or HIGH - opens isolation valve: either engine BLEED air OR air condition PACK switch is OFF OPEN - opens valve => always closed when all is ON / AUTO or High, OPENS when one is OFF WING-BODY OVERHEAT Light - Amber - Left: overheat from bleed air duct leak in: left engine strut, left inboard wing leading edge, left air conditioning bay, keel beam or APU bleed air duct - Right: overheat from bleed air duct leak in: right engine strut, right inboard wing leading edge or right air conditioning bay Engine/APU BLEED AIR Switches ON - Opens valve when Engine/APU is operating OFF - closes valve Wing–Body Overheat (OVHT) TEST Switch - Push - tests wing–body overheat detector circuits - illuminates both WING–BODY OVERHEAT lights - Illuminates both MASTER CAUTION lights - illuminates AIR COND light BLEED TRIP OFF Light - Amber Excessive engine bleed air temperature or pressure - Related engine bleed air valve closes automatically - Requires reset TRIP RESET Switch - Push (if faulty condition is corrected) resets BLEED TRIP OFF, PACK TRIP OFF or DUCT OVERHEAT/ZONE TEMP lights related engine bleed air valve opens, or related pack valve opens, or related air mix/trim air modulating valve opens Lights remain illuminated until reset AIR TEMP Source Selector - SUPPLY DUCT - PASS CAB - fwd or aft PACK - left or right DUCT OVERHEAT Light - Amber - distribution air temperature in related duct exceeds limit - air mix valves drive full cold - requires reset ZONE TEMP Light - Amber Illuminated at: - CONT CAB - a duct temperature overheat; or - failure of the ight deck primary and standby temperature control - FWD or AFT CAB - a duct temperature overheat During Master Caution light recall: - CONT CAB - failure of the ight deck primary or standby temperature control - either FWD or AFT CAB - failure of the associated zone temperature control Lights will extinguish when Master Caution is reset fl fl  CONT CABIN and PASS CABIN Temperature Selector - AUTO - automatic temperature controller controls passenger cabin or ight deck temperature as selected. MANUAL - air mix valves controlled manually ————— AUTO - provides automatic temperature control for the associated zones. Rotating the control toward C (cool) or W (warm) manually sets the desired temperature. OFF - closes the associated trim air modulating valve ————— RAMM DOOR FULL OPEN Light - Blue Full open position Air Conditioning PACK Switch OFF – pack signaled OFF. AUTO – - with both packs operating, each pack regulates to low ow - with one pack operating, operating pack regulates to high ow in ight with aps up - when operating one pack from APU (both engine BLEED air switches OFF), regulates to high ow HIGH – - pack regulates to high ow - provides maximum ow rate on ground with APU BLEED air switch ON TRIM AIR Switch ON - trim air pressure regulating and shuto valve signaled open. OFF - trim air pressure regulating and shuto valve signaled closed. Recirculation (RECIRC) FAN Switch OFF - fan signaled o. AUTO – fan signaled ON; except when both packs operating with either PACK switch in HIGH. ————— AUTO – in- ight – - the left recirculation fan operates if both packs are operating - unless either PACK switch is in HIGH - the right recirculation fan operates if both packs are operating - unless both PACK switches are in HIGH on the ground – - the left recirculation fan operates - unless both PACK switches are in HIGH - the right recirculation fan operates - even if both PACK switches are in HIGH ————— Left fan operates if both PACKS on, unless 1 is in HIGH, ight Right fan operates if both PACKS on, unless 2 are in HIGH, ight Left fan operates, unless 2 PACKS are in HIGH, ground Right fan always operates, ground fl fl fl ff fl ff ff fl fl fl fl fl fl fl  PACK TRIP OFF Light Illuminated (amber) – - indicates pack temperature has exceeded limits - related pack valve automatically closes and mix valves drive full cold - requires reset PACK Light Illuminated (amber) – - indicates pack trip o ; or - failure of both primary and standby pack controls - during Master Caution recall, indicates - failure of either primary or standby pack control. - Extinguishes when Master Caution is reset TRIP RESET Switch - Push (if faulty condition is corrected) resets BLEED TRIP OFF, PACK TRIP OFF or DUCT OVERHEAT/ZONE TEMP lights related engine bleed air valve opens, or related pack valve opens, or related air mix/trim air modulating valve opens Lights remain illuminated until reset EQUIPMENT COOLING PANEL COOLING SUPPLY / EXHAUST Switch - NORM - normal cooling fan activated ALTN - alternate cooling fan activated OFF light - Amber No air ow from selecting cooling fan CABIN ALTITUDE PANEL CABIN ALT / DIFF PRESS - Inner scale - - altitude in ft - Can be 0 or less ft - On and at airport close to or below sea level - In ight pressurized below sea level Outer scale - - Di erential pressure between cabin and ambient in psi CABIN rate of CLIMB - Rate of climb/descent in ft per minute ALT HORN CUTOUT Switch - Push - cuts out intermittent cabin altitude warning horn - altitude warning horn sounds when cabin exceeds 10,000 feet altitude CABIN PRESSURIZATION PANEL AUTO FAIL Light - Amber - indicates a single controller failure when ALTN light is also illuminated - indicates a dual controller failure when illuminated alone ff fl fl ff  OFF Schedule (SCHED) DESCENT Light - Amber airplane descended before reaching the planned cruise altitude set in the FLT ALT indicator. Flight/Landing Altitude (FLT/LAND ALT) Indicator - indicates selected cruise altitude - indicates altitude of intended landing eld - set before takeo - Note - DC power interruption -> “ 88888” or all dashes - FLT ALT indicator failure may result in display of non-number or a blank display. - If the indicator cannot be changed by rotating the ight altitude selector, it may be necessary to monitor the pressurization system to ensure normal operation, especially during climb and descent. - -1,000 ft. to 42,000 ft. in 500 ft. increments - FLT - -1,000 ft. to 14,000 ft. in 50 ft. increments - LAND MANUAL Light - Green pressurization system operating in the manual mode ALTN Light - Green pressurization system operating in the alternate automatic mode: - Illumination of both ALTN and AUTO FAIL lights indicates a single controller failure and automatic transfer to ALTN mode - pressurization mode selector in ALTN position Out ow Valve Switch (spring–loaded to center) CLOSE – closes out ow valve electrically with pressurization mode selector in MAN position. OPEN – opens out ow valve electrically with pressurization mode selector in MAN position. Pressurization Mode Selector AUTO – pressurization system controlled automatically. ALTN – pressurization system controlled automatically using ALTN controller. MAN – pressurization system controlled manually by out ow valve switch both auto controllers bypassed fl ff fl fl fi fl fl  Bleed Air System Description Air for the bleed air system can be supplied by the engines, APU, or an external air. Prior to engine start, bleed air from APU or External. The following systems rely on bleed air: 1. Air conditioning/pressurization 2. Wing and engine thermal anti-icing 3. Engine starting 4. Hydraulic reservoirs pressurization 5. Water tank pressurization 6. Aspirated TAT probe 7. Nitrogen Generation System Engine Bleed System Supply Engine bleed air sourced from 5th and 9th compressor stages. 5th stage provides low-pressure bleed air. High stage valve (9th) opens if 5th stage pressure is insu cient. During takeo , climb, and cruise, 5th stage air is usually su cient. ◦ High stage valve typically remains closed during these conditions. Engine Bleed Air Valves Engine bleed air valve functions as a pressure regulator and shuto valve. The valve is DC activated and pressure operated when the engine bleed air switch is ON. Maintains proper system operating pressure. Reduces bleed air out ow in response to high temperatures. Bleed Trip Sensors Bleed trip sensors monitor engine bleed air temperature and pressure. If temperature or pressure exceeds a set limit, the BLEED TRIP OFF light illuminates. The corresponding engine bleed air valve closes automatically in response. Duct Pressure Transmitters Duct pressure transmitters monitor bleed air pressure. Transmitters provide readings to the left (L) and right (R) pointers on the bleed air duct pressure indicator. The indicator operates on AC power. Di erences between L and R duct pressures are normal if cabin pressurization is adequate. Isolation Valve The isolation valve separates the left and right sides of the bleed air duct during normal operations. It is AC operated. In AUTO mode, the valve remains closed when both engine bleed air switches are ON and both air conditioning pack switches are in AUTO or HIGH. The valve opens if either an engine bleed air switch or an air conditioning pack switch is set to OFF. The isolation valve is una ected by the APU bleed air switch position. ff ff fl ff ffi ffi ff External Air Connection An external air cart/source provides an alternate air source for engine start or air conditioning. APU Bleed Air Valve The APU bleed air valve allows APU bleed air to ow into the bleed air duct. It closes automatically when the APU is shut down. The valve is DC controlled and pressure operated. If both APU and engine bleed air valves are open with engines at idle, APU bleed air can back-pressure the 9th stage valve, causing it to close. DUAL BLEED Light The DUAL BLEED light illuminates when the APU bleed air valve is open and engine bleed air switch and isolation valve positions allow possible back pressure on the APU. When the DUAL BLEED light is on, engine thrust must be limited to idle. fl Wing-Body Overheat A wing-body overheat condition is caused by a bleed air duct leak. It is sensed by the overheat sensors located as shown. => Bleed Air Valves are DC controlled and pressure operated => Isolation valve and duct pressure indicator are AC operated The left hand bleed air duct supplies: - HYD RESV - WATER TANK - NITROGEN GENERATION SYSTEM The fuel tanks are NOT pressurized by bleed air  Air Conditioning System Description - Air Mix 1. System Overview: - Provides temperature-controlled air using bleed air from engines, APU, or a ground air source. - Left Pack: Sends air directly to the ight deck. - Mix Manifold: Combines excess air from the left pack, right pack, and recirculation system for cabin distribution via left and right sidewall risers. - Ground-sourced air can also be routed through the mix manifold to the cabin for conditioned air. 2. Air Conditioning Pack: - Pack Valves: Control bleed air ow to each pack. - Left pack uses air from engine No. 1; - Right pack uses air from engine No. 2. - Single Pack: Can maintain cabin pressure and temperature up to max altitude in high ow mode. - APU: Supplies equivalent to 2 packs on the ground or 1 in ight. - External air carts can supply both packs. 3. Air ow Control: - In normal operation, both packs provide normal air ow when set to AUTO. - High Flow: Packs provide increased air ow when set to HIGH. - Automatic High Flow: - In ight ( aps up), if a pack or engine fails, the remaining pack automatically switches to high air ow. - On the ground or with aps down, auto-switching to high ow is inhibited unless the APU is in use. fl fl fl fl fl fl fl fl fl fl fl fl  4. Ram Air System: - Ram Air: Provides cooling air for heat exchangers, automatically controlled by ram air inlet doors. - Ram Door Operation: - Fully open on the ground or during slow ight, with the aps not fully retracted for maximum cooling. - Modulate between open and closed during cruise. - A RAM DOOR FULL OPEN light indicates when doors are fully open. - De ector Doors: Prevent slush ingestion during takeo and landing. - Activated electrically by air-ground safety sensor 5. Cooling Cycle: - Bleed air passes through a heat exchanger (for cooling), air cycle machine (for refrigeration), and water separator (for moisture removal) - Processed Cold air is then mixed with hot air - The conditioned air ows into the mix manifold for distribution. - Overheat Protection: Sensors trigger pack valve closure and illuminate the PACK TRIP OFF light in case of overheating. 6. Air Mix Valves: - Control hot and cold air based on the CONT CABIN or PASS CABIN temperature selector. - Air ows through the cold air mix valve is processed through the cooling cycle and then combined with hot air from the hot air mix valve - In automatic mode, valves are managed by the automatic temperature controller using inputs from cabin sensors. - In manual mode, the automatic controller is bypassed. - When the pack valve closes, air mix valves default to full cold to assist in cooling cycle startup and prevent hot air issues. 1. General Distribution: - Conditioned Air: Collected in the mix manifold; temperature controlled by CONT CABIN and PASS CABIN selectors. - Overheat Detection: Sensors downstream of packs trigger mix valves to full cold and illuminate DUCT OVERHEAT light; further overheating causes PACK TRIP OFF light. 2. Flight Deck: - Receives only a fraction of left pack air, with excess air routed to the passenger cabin. - Air outlets at oor, ceiling, and foot level with adjustable di users. - Foot warming and Defogging: Dual-purpose valves controlled by knobs near pilot rudder pedals. - Overhead Di users: Adjustable outlets near windows No. 3. 3. Passenger Cabin: - Air supply includes mix manifold, sidewall risers, and overhead ducts. - Conditioned air ows through sidewall risers to overhead distribution ducts running along the cabin ceiling. - Sidewall di users supply additional air to cabin sides. 4. Recirculation Fan: - Reduces load on air conditioning packs and engine bleed air demand. - Draws air from the passenger cabin and electrical equipment compartment, lters it, and recirculates it to the mix manifold. - Fan operates on AUTO unless both packs are on and at least one is in HIGH. 5. Equipment Cooling: - Consists of supply and exhaust ducts, each with normal and alternate fans. - Cools ight deck displays and electronic equipment in the E & E compartment. - Failure of a fan illuminates EQUIPMENT COOLING OFF light; alternate fan restores air ow within ~5 seconds. fl fl fl ff ff fl fl fl fl ff fl ff fi fl  - On the ground, overtemperature triggers a crew call horn in the nose wheel well. 6. Forward Cargo Compartment: - Recirculation fan system circulates air from the passenger cabin and E/E cooling into the forward cargo compartment. - In ight Heating: E/E cooling exhaust di uses into cargo compartment lining, assisting in heating during ight. 7. Ground Air Conditioning Source: - Ground air conditioning can be connected to the mix manifold for preconditioned air distribution throughout the aircraft. Air Conditioning System Description - Trim Air Same as above, only di erences are described below. Cooling Cycle Overview - Initial Cooling: Bleed air passes through a heat exchanger to cool down. - Refrigeration: The cooled air then enters an air cycle machine for further refrigeration. - Air Mixing: Cold air is combined with hot air that bypassed the air cycle machine to adjust the temperature. - Moisture Removal: The mixed air passes through a high-pressure water separator to remove moisture. - Distribution: The conditioned air ows into the mix manifold for distribution throughout the aircraft. - Overheat Protection: Temperature sensors monitor the system; if overheat is detected, the pack valve closes and the PACK light illuminates. fl fl ff fl ff  Pack Temperature Control Overview - Control Mechanism: Electronic controllers regulate the pack temperature control valve to maintain required pack discharge temperatures. - Primary Control Failure: If the primary pack control fails, the standby pack control from the opposite controller takes over. - Failure Indication: A failure of either primary or standby control triggers the PACK, MASTER CAUTION, and AIR COND System Annunciator lights during recall. - Dual Control Failure: If both primary and standby controls fail on the same pack, PACK, MASTER CAUTION, and AIR COND System Annunciator illuminate. The pack continues to operate, but it will shut down if excessive temperatures occur. Zone Temperature Control Overview - Zones: The system controls three zones: - Flight Deck (CONT CAB) - Forward Passenger Cabin (FWD CAB) - Aft Passenger Cabin (AFT CAB) - Temperature Setting: Adjusted by individual Temperature Selectors with a range of 65°F (18°C) to 85°F (30°C). - Cooling: Packs cool air to meet the most demanding zone; Trim Air is added to adjust individual zone temperatures via Trim Air Modulating Valves. - Single Pack Operation: - Trim Air ON: Works like dual pack operation. - Trim Air OFF: Pack tries to average the temperatures across all zones. - Overheat Protection: ZONE TEMP light illuminates, and the related trim air valve closes if a zone supply duct overheats. The valve can be reset after cooling. Temperature Control Modes - Electronic Controllers: - Left controller manages aft cabin and backups for the ight deck. - Right controller manages forward cabin and primary control for the ight deck. - Controller Failures: - Primary control failure triggers backup control and a ZONE TEMP light. - Dual controller failure illuminates warning lights, and the pack operates without precise control. - Unbalanced Pack Mode: Loss of trim air causes packs to work independently. - Left pack serves the ight deck; - right pack cools the cabin zone needing the most cooling. - Standby Pack Mode: If all zone controls fail, the system averages cabin temperatures, - closing trim air valves - ight deck selector has no e ect. - Fixed Temperature Mode: When all selectors are o , packs default to 75°F (24°C) for the left pack and 65°F (18°C) for the right pack. Air Conditioning Distribution - Mix Manifold: Conditioned air is distributed based on the Temperature Selector settings. - Overheat Detection: Sensors in packs and the manifold trigger valve closures and illuminate ZONE TEMP lights in case of overheating. Flight Deck - Air is primarily supplied by the left pack with distribution to oor, ceiling, and foot level outlets via di users. - Adjustable overhead di users and foot-warming/defogging valves for pilot comfort. fl ff fl ff ff ff fl fl fl Passenger Cabin - Conditioned air is distributed through sidewall risers and overhead ducts along the aircraft centerline, from forward to aft. - Supply distribution: mix manifold, sidewall risers, and an overhead distribution duct. Recirculation Fans - Function: The recirculation fan system reduces the air conditioning pack load and engine bleed air demand by ltering and recirculating air from the passenger cabin and electronic equipment compartment back into the mix manifold. - AC POWERED - Air Source: Air is drawn from the passenger cabin and electrical equipment compartment and recirculated after ltration. - Fan Operation: - In Flight: - The left fan operates when both packs are running, unless either pack is set to HIGH. - The right fan operates when both packs are running, unless both packs are in HIGH. - On the Ground: - The left fan runs unless both packs are in HIGH mode. - The right fan operates regardless of pack switch settings. - Control: Each fan operates only when its respective RECIRC FAN Switch is set to AUTO. Forward Cargo Compartment Smoke Penetration Prevention - Conditions for Activation: - RECIRC FAN switches are set to OFF. - PACK switches are set to HIGH. - Automatic Actions: - 1. Equipment Cooling Supply Fan: Shuts o for 5 minutes, then resumes normal operation. - 2. EQUIPMENT COOLING OFF Light: Illumination is inhibited for 5 minutes, then returns to normal. - 3. Equipment Cooling Exhaust Fan: Shuts o for the remainder of the ight. - Reactivation: If RECIRC FAN or PACK switches are moved from these positions, the cooling fans will begin operating again.3 Forward Cargo Compartment - Recirculated air from the cabin and E/E cooling system helps maintain temperature in the forward cargo compartment. - Exhaust air is also used for heating during ight. fi fi fl ff ff fl  Pressurization Conditioning System Description System Components: - Automatic controllers: Two identical controllers for AUTO and ALTN modes. - Manual controller: Provides pilot-controlled pressurization. - 3 controllers total - Bleed Air: Used from the air conditioning system for pressurization. - Out ow and Overboard Exhaust Valves: Control pressurization and ventilation by modulating air out ow. Pressure Relief Systems - Pressure Relief Valves: Prevent excessive pressure by limiting di erential pressure to 9.1 psi. - Negative Relief Valve: Ensures external atmospheric pressure doesn’t exceed internal cabin pressure. - Negative is going inwards Cabin Pressure Control Modes - AUTO & ALTN: - Automatic pressurization control using a DC motor. - Input from ADIRUs for altitude, speed, and pressure data. - Air/ground sensors determine airplane status. - MAN: - Manual control with a faster DC motor to adjust the out ow valve. Cabin Pressure Controllers - Modes of Operation: - AUTO: Normal automatic control. - ALTN: Backup automatic control. - MAN: Pilot controls out ow valve directly. - Cabin Altitude: Maintains up to 8,000 feet cabin altitude at a maximum airplane altitude of 41,000 feet. - Controllers Preset: Flight altitude (FLT ALT) and landing altitude (LAND ALT). Pressurization Out ow - Out ow Valve: Primary air exit for cabin air; - air is routed around the aft cargo compartment for heating. - Overboard Exhaust Valve: Manages air exhaust, - opens when recirculation fans are o or PACK switches are set to HIGH. - T PMS - AUTO Mode Operation Controllers: ◦ The system has two identical controllers that alternate as the primary controller for each ight, with the other on standby as a backup. ◦ AUTO and ALTN Modes: These modes use the pressurization control panel to preset two altitudes: FLT ALT (cruise altitude) and LAND ALT (destination airport altitude). Ground Operations: ◦ Air/Ground Safety Sensor: Detects whether the aircraft is on the ground or in the air. ◦ On the ground, the out ow valve is fully open to depressurize the cabin at lower power settings. fl fl fl fl fl fl fl ff fl ff  ◦ During takeo at higher power settings, the cabin is slightly pressurized to ease the transition to ight and respond better to ground e ect pressure changes. In-Flight Operations: ◦ The auto controller maintains a proportional pressure di erential between the airplane and cabin altitude, adjusting cabin altitude proportionally to the airplane's climb rate. ◦ Cruise Mode: Activated when the airplane is within 0.25 psi of the selected FLT ALT, maintaining the lowest possible cabin altitude within the di erential pressure limits: ▪ At or below 28,000 feet: 7.45 psid ▪ 28,000 to 37,000 feet: 7.80 psid ▪ Above 37,000 feet: 8.35 psid ◦ OFF SCHED DESCENT Light: Illuminates if the airplane descends without reaching the preset cruise altitude, automatically adjusting cabin pressure to land at the takeo eld elevation unless the FLT ALT indicator is changed. Descent Mode: ◦ Activated when the airplane descends 0.25 psi below the selected FLT ALT. ◦ The cabin descends proportionally to slightly below the LAND ALT and lands slightly pressurized to minimize pressure changes during approach. ◦ During taxi, the out ow valve is slowly opened to depressurize the cabin. Auto Fail Mode: ◦ An amber AUTO FAIL light indicates issues like: ▪ Loss of DC power ▪ Controller fault or out ow valve control faults ▪ Excessive di erential pressure (>8.75 psi) ▪ Excessive cabin pressure change rate (±2000 feet/min) ▪ High cabin altitude (above 15,800 feet) ◦ If AUTO FAIL occurs, the system automatically switches to the other controller (ALTN mode). ◦ Moving the selector to ALTN extinguishes the AUTO FAIL light, but the ALTN light remains on to indicate single-channel operation. PMS - MAN Mode Operation Activation: The green MANUAL light illuminates when the pressurization mode selector is set to MAN. This mode is used when both AUTO and ALTN modes are inoperative or during non-normal situations. Manual Control: ◦ The Flight Crew directly controls the cabin altitude by adjusting the position of the out ow valve using the Out ow Valve switch. ◦ In MAN mode, a separate DC motor (powered by the DC standby system) drives the out ow valve more quickly than in AUTO or ALTN modes. ◦ The out ow valve’s full range of motion takes up to 20 seconds, allowing for rapid depressurization when necessary. Monitoring: ◦ The Flight Crew monitors the cabin altitude and valve position on the cabin altitude panel and the out ow valve position indicator to ensure proper control. Caution: Small movements of the out ow valve can cause signi cant changes in the cabin's rate of climb or descent. This can lead to large, rapid changes in cabin pressure, potentially causing discomfort or injury to passengers and crew. fl fl fl ff ff fl ff fi fl fl fl fl fl ff ff ff fi Chapter 3 - Automatic Flight Controls and Indicators Window OVERHEAT Lights - Amber Overheat condition is detected. OVERHEAT lights also illuminate if electrical power to window(s) is interrupted. Window Heat ON Lights - Green Window heat is being applied to selected window(s). Extinguished – switch is OFF, or an overheat is detected, or a system failure has occurred system is at correct temperature Windshield Wiper Selector Panel INT = Seven second intermittent operation Probe Heat Lights - Amber related probe not heated. If operating on standby power, probe heat lights do not indicate system status AUTO – power is automatically supplied to both A and B probe heat systems when either engine is running. COWL ANTI–ICE Lights - Amber indicates an overpressure condition in duct downstream of engine cowl anti–ice valve. COWL VALVE OPEN Lights - Blue bright – related cowl anti–ice valve is in transit, or, cowl anti–ice valve position disagrees with related ENGINE ANTI–ICE switch position dim – related cowl anti–ice valve is open (switch ON) Extinguished – related cowl anti–ice valve is closed (switch OFF). ENGINE ANTI–ICE Switches ON – related cowl anti–ice valve is open stick shaker logic is set for icing conditions Green TAI indication shows on the engine display TAI = Thermal Anti-Ice indication Green = cowl anti-ice valve open Amber = cowl anti–ice valve is not in position indicated by related engine anti–ice switch WING ANTI-ICE Switch Note: Stick shaker logic remains set for icing conditions for the remainder of the ight, regardless of subsequent WING ANTI–ICE switch position. Not for engine anti ice ON (on the ground) – wing anti–ice control valves open if thrust on both engines is below takeoff warning setting and temperature inside both distribution ducts is below thermal switch activation temperature control valves close if either engine thrust is above takeoff warning setting or thermal switch is activated in either distribution duct. Switch remains ON switch trips OFF at lift–of fl System Description Thermal anti-icing (TAI), Electrical anti-icing and windshield wipers for ice and rain protection. 1. Flight Deck Window Heat: Windows: Glass panes laminated to a vinyl core. Heating System: Windows 1 and 2: Conductive coating for electrical heating on outer glass panes to prevent ice buildup and fogging. Window 3: Conductive coating on the inner glass pane to prevent fogging. Temperature Controllers: Maintain windows 1 and 2 at optimal strength temperature. Thermal switches control window 3’s temperature. Operation: Window 1 heat controlled by FWD WINDOW HEAT switches. Window 2 & 3 heat controlled by SIDE WINDOW HEAT switches. Automatic Shutoff: Power to window numbers 1 and 2 is automatically removed if an overheat condition is detected. Thermal switches, located on window number 3, open and close to maintain the correct temperature of window 3. 2. Windshield Wipers: Installed on the forward windows. Includes permanent rain-repellent coating. Caution: Avoid operating on dry windshields to prevent scratching. 3. Probe and Sensor Heat: Electrically heated: Pitot probes, total air temperature probe, and alpha vanes. Not Heated: Static ports. Standby Power: Only the captain’s pitot probe is heated (CAPT PITOT light does not illuminate for failure). Note: Standby airspeed pitot probe is not heated on standby power. 4. Engine Anti-Ice System: Uses engine bleed air to prevent ice on the engine cowl lip. Operation: Controlled by individual ENG ANTI–ICE switches. System can operate on the ground and in ight. Valve Operation: Electrically controlled and pressure- actuated. ENG ANTI-ICE Switch ON: Engine bleed air ows to the cowl lip for anti-icing. Stall warning logic is adjusted for icing conditions (affects stick shaker and minimum maneuver speeds, but FMC VREF is not automatically updated). Failure Indications: COWL VALVE OPEN Light: Illuminates bright blue if cowl anti-ice valve position is incorrect. Amber TAI Indication: Displays on CDS if valve position mismatch persists. COWL ANTI-ICE Light: Illuminates amber due to excessive duct pressure. fl fl 5. Wing Anti-Ice System: Protects three inboard leading-edge slats using bleed air. Does Not Include: Leading edge aps or outboard slats. Valve Operation: AC motor-operated control valves. Ground Operation: WING ANTI-ICE switch ON: Opens valves if engine thrust is below takeoff setting and duct temperature is within range. Valves close automatically if either engine thrust exceeds the takeoff warning setting or a duct overtemperature is sensed. Valves reopen if conditions normalize. In-Flight Operation: WING ANTI-ICE switch ON: Opens both control valves and sets stall warning logic for icing conditions. Stall warning logic remains active for the rest of the ight, even if the WING ANTI-ICE switch is turned OFF. Indications: Blue VALVE OPEN lights monitor valve position. fl fl Chapter 4 - Automatic Flight Controls and Indicators A/T ARM Switch - Arms A/T for engagement A/T engages automatically when following AFDS modes are engaged: LVL CHG, ALT ACQ, V/S, VNAV, ALT HOLD, G/S capture, TO/GA Changeover C/O Switch - push changes IAS/MACH display between IAS and MACH automatic changeover occurs at approximately FL260. MCP Speed Condition Symbols (3) - Overspeed or underspend limiting symbol when commanded speed cannot be reached Underspeed - ashing character “A” – minimum speed Overspeed - ashing character “8” - Vmo/Mmo limit, landing gear limit, ap limit IAS/MACH Display (4) - - display is blank when: - VNAV mode engaged - A/T engaged in FMC SPD mode - during 2 engine AFDS go–around - displays 100 knots when power is rst applied - display range is: - 100 KIAS – Vmo in 1 knot increments -.60M – Mmo in.01M increments. N1 Mode - A/T maintains thrust at N1 limit selected from FMC CDU. N1 mode engaged manually by pushing N1 switch if N1 mode is compatible with existing AFDS modes. N1 mode engages automatically when: - engaging LVL CHG in climb - except during inhibit period for 2 1/2 minutes after lift-o - engaging VNAV in climb. SPEED Switch - Maintains MCP IAS/MACH speed with MCP SPEED autothrottle mode - Speed mode engages automatically when: - ALT ACQ engages - ALT HOLD engages - V/S engages - G/S capture occurs. => When the “N1 SET” outer knob is in the AUTO position the A/T will not set thrust above the displayed N1 limit => However, A/T can exceed an N1 value manually set with the “N1 SET” outer knob in the manual BOTH, 1, or 2 position. Setting the thrust reference manually is intended to provide guidance when manually controlling thrust fl fl fl fi ff  SPD INTV Switch - Push when VNAV engaged IAS/MACH display alternately shows selected IAS/Mach and blanks UNBLANKED = FMC speed intervention is active, FMC target speed is displayed, and IAS/ MACH Selector may be used to set desired speed BLANK = FMC computed target speed is active and displayed on the airspeed indicator. VNAV Switch Pitch modes = VNAV SPD, VNAV PTH, VNAV ALT A/T modes = FMC SPD, N1, RETARD, ARM VNAV Mode The FMC commands AFDS pitch and autothrottle to y vertical pro le selected on FMC CDUs. VNAV arm criteria on the ground: a valid ight plan has been entered performance data has been entered and executed both ight director switches have been switched on VNAV guidance becomes active at 400 feet AGL. Climb – autothrottle holds FMC thrust limit AFDS holds FMC target speed automatic level-o occurs at MCP altitude or VNAV altitude, whichever is reached rst MCP constrained altitude annunciates VNAV ALT VNAV constrained altitude annunciates VNAV PTH. Cruise – autothrottle holds FMC target speed AFDS holds FMC altitude selecting a lower MCP altitude arms FMC to automatically begin descent upon arrival at FMC top of descent point. Descent – VNAV SPD descent autothrottle holds idle AFDS holds FMC target speed. SPD = IDLE + FMC TARGET SPEED VNAV PTH descent autothrottle holds idle but can command FMC SPD mode if ground speed becomes too low to maintain FMC vertical path AFDS tracks FMC descent path. PTH = IDLE (can command FMC SPD) + FMC descent PATH automatic level-o occurs at MCP altitude or VNAV altitude, whichever is reached rst fl fl ff ff fi fl fi fi Inhibited below 400 ft RA or if performance initialization not complete. VNAV mode is terminated by any one of the following: selecting another pitch mode glideslope capture reaching end of LNAV route transition of glideslope intercept waypoint if G/S is armed crosstrack deviation exceeds twice the RNP value during PTH descent for an active leg with a database vertical angle and LNAV not engaged In the event of glideslope intercept waypoint transition, VNAV can be re-engaged VERT SPEED range is –7900 to +6000 fpm. LVL CHG Switch Pitch mode = MCP SPD for climb or descent Autothrottle = N1 for climb, RETARD followed by ARM for descent LVL CHG Mode The LVL CHG mode coordinates pitch and thrust commands to make automatic climbs and descents to preselected altitudes at selected airspeeds. A LVL CHG climb or descent is initiated by: selecting a new altitude pushing LVL CHG switch setting desired airspeed. Climb – autothrottle holds limit thrust AFDS holds selected airspeed. Descent – autothrottle holds idle thrust AFDS holds selected airspeed. Airspeed – if a speed mode is active when LVL CHG is engaged, this speed is retained as target speed if a speed mode is not active when LVL CHG is engaged, existing speed becomes target speed speed can be changed with MCP IAS/MACH Selector. The LVL CHG mode is inhibited after glideslope capture. Altitude Hold Command Mode ALT HOLD mode commands pitch to hold either: MCP selected altitude pitch mode annunciates ALT HOLD ALT HLD switch light extinguishes. uncorrected barometric altitude at which ALT HLD switch was pressed if not at MCP selected altitude pitch mode annunciates ALT HOLD ALT HLD switch light illuminates.  When in ALT HOLD at selected MCP altitude: selecting a new MCP altitude illuminates the ALT HLD switch light and arms V/S mode LVL CHG, V/S, and VNAV climb and descent functions are inhibited until a new MCP altitude is selected. ALT HOLD mode is inhibited after G/S capture. The selected MCP altitude is referenced to: Captain’s barometric altimeter setting for A A/P and F/D First O cer’s barometric altimeter setting for B A/P and F/D. Vertical Speed - commands pitch to hold vertical speed - engages A/T in speed mode to hold selected airspeed - annunciates V/S pitch mode and illuminates V/S switch light. Vertical Speed Command Mode The V/S mode commands pitch to hold selected vertical speed and engages A/T in SPEED mode to hold selected airspeed. V/S mode has both an armed and an engaged state. Engaged – annunciates V/S pitch mode vertical speed display changes from blank to present vertical speed desired vertical speeds can be selected with vertical speed thumbwheel. V/S becomes armed if: pitch mode is ALT HLD at selected MCP altitude and new MCP altitude is selected (more than 100 feet from current altitude). With V/S armed, V/S mode is engaged by moving vertical speed thumbwheel. V/S mode automatically engages if ALT ACQ mode is engaged and a new MCP altitude is selected which is more than 100 feet di erent from previously selected altitude. vertical speeds can be selected which command ight toward or away from selected altitude. Inhibited if: ALT HOLD mode is active at selected MCP altitude glideslope captured in APP mode. ffi ff fl ALT INTV Switch - Push Allows manual deletion of next FMC altitude constraint via altitude SEL and ALT INTV switch. Push – (during VNAV climb) lowest FMC altitude constraint below selected MCP altitude is deleted if airplane is currently at an FMC altitude constraint, deletion allows airplane to resume climb. MCP altitude must be set above current altitude for each press of switch, one deletion occurs if MCP altitude is set above current FMC altitude, FMC cruise altitude resets to MCP altitude. FMC cruise altitude cannot be decreased using ALT INTV switch. Push – (during VNAV cruise) if MCP altitude is set above current FMC cruise altitude, FMC resets cruise altitude to MCP altitude and initiates a cruise climb if MCP altitude is set below current FMC cruise altitude, an early descent is initiated. Lower FMC cruise altitude cannot be entered using ALT INTV switch. if an MCP ALT is set to a lower altitude, but at or above any descent constraint, a CRZ DES occurs if the airplane is further than 50 nm from the top of descent at the current cruise altitude. The result will be a cruise altitude reset to the MCP ALT and vertical speed commands of -1000 fpm to the new cruise altitude. If within 50 nm of the top of descent, the Early Descent mode will be invoked. if more than 50 NM to T/D with VNAV engaged and the MCP ALT below current altitude and below a descent constraint altitude, the result will be Early Descent vertical speed commands of -1000 fpm until path intercept or MCP ALT level off occurs. VNAV CRUISE - CRZ DES MCP ALT lower, above constraint, >50NM ToD = CRZ DES => Cruise altitude reset & -1000 fpm MCP ALT lower, above constraint, 50NM ToD = Early Descent of -1000 fpm until path intercept or MCP ALT level off. Push – (during VNAV descent) the highest FMC altitude constraint above MCP altitude is deleted if airplane is currently at an FMC altitude constraint, deletion allows airplane to continue descent. MCP altitude must be set below current altitude if all FMC altitude constraints are deleted during VNAV path descent, an automatic transition to a VNAV speed descent is made.  LNAV Mode In LNAV mode, the FMC controls AFDS roll to intercept and track active FMC route. Active route is entered and modi ed through FMC CDUs and can include SIDs, STARs, and instrument approaches. LNAV arming criteria on the ground: origin runway in ight plan active route entered in FMC track of rst leg within 5 degrees of runway heading both ight director switches have been switched on. LNAV selected prior to TO/GA. LNAV guidance becomes active at 50 feet AGL bank angle is limited to 8 or 15 degrees below 200 feet and 30 degrees above 200 feet AGL. Note: The LNAV FMA is white when it is armed, and green when it is engaged. If LNAV is selected on the ground, it will be displayed as armed in white. If the required FMC data (e.g., valid radio altitude) is not available, it will ash white. LNAV engagement criteria in ight: active route entered in FMC within 3 NM of active route, LNAV engagement occurs with any airplane heading outside of 3 NM, airplane must: be on intercept course of 90 degrees or less intercept route segment before active waypoint. LNAV automatically disconnects for following reasons: reaching end of active route reaching a route discontinuity intercepting a selected approach course in VOR LOC or APP modes (VOR/LOC armed) selecting HDG SEL loss of capture criteria. VOR LOC Mode The capture point is variable and depends on intercept angle and closure rate. Localizer capture occurs not later than 1/2 dot deviation. Course capture is indicated when VOR/LOC annunciation changes from armed to engaged. While engaged in VOR or LOC modes: A autopilot and Captain’s F/D use information from Captain’s course selector and No. 1 VHF NAV receiver B autopilot and First Of cer’s F/D use information from First Of cer’s course selector and No. 2 VHF NAV receiver different courses and/or frequencies for two VHF NAV receivers can cause disagreement between the Captain’s and First Of cer’s F/D displays and affect A/P operation. When a localizer frequency is selected, VHF NAV radios automatically switch from tail antenna to nose antenna when VOR/LOC is annunciated (armed or engaged). If antenna switching does not occur, LOC mode is inhibited. Localizer backcourse tracking is not available. Course Selector Sets COURSE for related VHF NAV receiver, AFDS and DU. Provides information to (Left): A FCC, No 1. VHF receiver, captains course pointer and course deviation bar Right = B, No 2., F/O In VOR LOC or APP mode, the A A/P and Captain’s F/D use selected course and navigation data from the No. 1 VHF NAV receiver. => B F/O, from No 2. Bank Angle Selector = commanded bank angle can be selected at 10, 15, 20, 25, or 30 degrees. fl fi fi fl fl fi fi fl fi Heading Select Command Mode The HDG SEL mode commands roll to turn to and maintain heading shown in MCP HEADING display: initial selection commands turn in shortest direction toward selected heading bug after mode engagement, roll commands are given to turn in same direction as rotation of heading selector bank angle limit is established by bank angle selector HDG SEL mode automatically disengages upon capture of selected radio course in VOR LOC and APP modes (VOR/LOC armed). APP Mode - enables engagement of both autopilots The approach mode arms AFDS to capture and track localizer and glideslope and can be engaged for dual or single autopilot operation. One VHF NAV receiver must be tuned to an ILS frequency before approach mode can be engaged. With one VHF NAV receiver tuned, onside AFDS is enabled for guidance and operation. For dual autopilot operation, both VHF NAV receivers must be tuned to the ILS frequency and both autopilots must be selected in CMD prior to 800 feet RA. APP mode operation: localizer must be captured prior to glideslope localizer can be intercepted in HDG SEL, LNAV, or CWS R SINGLE CH annunciates in A/P Status Display after localizer capture for single autopilot approach, SINGLE CH remains annunciated for entire approach for dual autopilot approach, SINGLE CH annunciation extinguishes when second autopilot engages and FLARE armed is annunciated glideslope capture occurs at 2/5 dot below glideslope APP switch light extinguishes after localizer and glideslope capture After localizer and glideslope capture, APP mode can be disengaged by: pushing a TO/GA switch disengaging autopilot(s) and turning off both F/D switches retuning the VHF NAV receiver. While engaged in the APP mode: the A autopilot and Captain’s F/D use information from Captain’s Course Selector and No. 1 VHF NAV receiver the B autopilot and First Of cer’s F/D use information from First Of cer’s Course Selector and No. 2 VHF NAV receiver different courses and/or frequencies for the two VHF NAV receivers can cause disagreement between Captain’s and First Of cer’s F/D displays and affect A/P operation. After localizer or glideslope capture, during a single channel autopilot approach, CWS cannot be engaged by manually overriding pitch and/or roll control forces. Manually overriding pitch and/or roll will cause autopilot disengage. At autopilot disengage, the active Autopilot modes will remain engaged. During a dual autopilot approach and after FLARE ARM annunciation, any attempted manual override of the autopilots may result in an autopilot disengage. fi fi fi  CWS Engage engages A/P engages pitch and roll modes in CWS. Other pitch and roll modes not enabled displays CWS P and CWS R in A/P status display CMD not displayed in A/P status display F/Ds, if ON, display guidance commands and FD annunciates in A/P status display. A/P does not follow commands while in CWS A/P pitch and roll controlled by pilot with control wheel pressure when control pressure released, A/P holds existing attitude. If aileron pressure released with 6 degrees or less bank, the A/P rolls wings level and holds existing heading. Heading hold feature inhibited: below 1500 feet RA with gear down after LOC capture in APP mode after VOR capture with TAS 250 knots or less. F/D Switch - ON on ground, arms pitch and roll modes for engagement in TO/GA and HDG SEL when TO/GA switch is pushed. A/P Disengage Light - Illuminated Red - Flashes = + sound, autopilot has disengaged or unsuccessful autopilot engagement Steady = stabilizer out of trim below 800 feet RA on dual channel approach, ALT ACQ mode inhibited during A/P go–around if stabilizer not trimmed for single A/P operation, disengage light test switch held in position 2, automatic ground system tests fail. Illuminated Amber - Steady = disengage light test switch held in position 1 Flashing = A/P automatically reverts to CWS pitch or roll while in CMD. Resets by pushing either light or selecting another mode A/T Disengage Light Illuminated (red) – ashing – autothrottle has disengaged steady – disengage light test switch held in position 2. Illuminated (amber) – steady – disengage light test switch held in position 1 ashing – indicates A/T airspeed error under following conditions: in ight aps not up airspeed differs from commanded value by +10 or -5 knots and is not approaching commanded value. Disengage Light Test (TEST) Switch TEST 1 – illuminates autopilot/autothrottle disengage and FMC alert lights steady amber. TEST 2 – illuminates autopilot/autothrottle disengage lights steady red and FMC alert light steady amber. fl fl fl fl  System Description 1. General Overview Components: The Automatic Flight System (AFS) includes: Autopilot Flight Director System (AFDS) Autothrottle (A/T). AFDS and A/T Control Inputs: Managed via: AFDS Mode Control Panel (MCP) Flight Management Computer (FMC). Functions: The FMC provides: N1 limits and target N1 for the A/T. Command airspeeds for A/T and AFDS. The AFDS and A/T work automatically with the FMC to follow an optimized ight path during climb, cruise, and descent. 2. Autopilot Flight Director System (AFDS) System Con guration: Dual system with: Two Flight Control Computers (FCCs): Identi ed as A and B. a Single Mode Control Panel. Operation Modes: Autopilot (A/P): Each FCC sends commands to its respective pitch and roll hydraulic servos, which operate the ight controls through 2 separate hydraulic systems. Flight Director (F/D): Each FCC positions the F/D command bars on the respective attitude indicator. 3. MCP Mode Selector Switches Selection and Deselection: Pushed to activate a desired command mode for AFDS and A/T. Illuminates to indicate mode selection and can be deselected by pushing the switch again. Automatic Inhibition: Some modes may be automatically inhibited to prevent con ict with current AFS operations, indicated by switch extinguishment. All AFDS modes can be disengaged either by: Selecting another command mode. Disengaging the A/P and turning off the F/Ds. 1. Autopilot Engagement Criteria Autopilot (A/P) can be engaged by pushing either CMD or CWS engage switches. Engagement in CMD or CWS is inhibited unless: No force is applied to the control wheel. STAB TRIM AUTOPILOT cutout switch is in the NORMAL position. Single A/P Operation: Only one A/P can be engaged at a time unless in Approach (APP) Mode. In single A/P operation: full automatic are and touchdown capability, and A/P go-around capability are not available Dual A/P Operation: Engaging APP mode allows both A/Ps to be engaged, providing control through landing, are, touchdown, or automatic go-around. 2. Autopilot Disengagement Criteria Autopilot disengages automatically when any of the following occur: Pushing the A/P disengage switch. Force override on the control column or wheel. For some types: for a column and/or wheel force override of a single or dual channel CMD engaged autopilot, in approach or non-approach phase of ight. The AFDS will maintain the active pitch and roll modes with ight director guidance fl fl fi fl fl fl fi fl fl  TO/GA switch activation: Single A/P in CWS/CMD at/above 2000 ft RA, aps not up, or G/S engaged. After touchdown with both A/Ps in CMD. Pushing the A/P ENGAGE switch. Lowering the A/P DISENGAGE bar. Activating the control wheel trim switch. Moving the STAB TRIM AUTOPILOT cutout switch to CUTOUT. IRS failure or FAULT light illuminated. Loss of electrical power or sensor input. Stick shaker activation in ight for more than 5 minutes. Hydraulic system pressure loss (system A/B based on engaged A/P). Loss of the system A engine-driven hydraulic pump, and a heavy demand on system A, may cause A/P A to disengage. 3. Autopilot Operation with One IRU Inoperative If the IRS instrument transfer switch is set to BOTH ON L or BOTH ON R, either autopilot can be engaged. Recommendation: Engage the autopilot associated with the unfaulted IRU. Yaw Damper disengages and cannot be re-engaged until autopilot is disengaged. 4. AFS Failures Power loss or interruptions may cause disengagement of AFDS and/or A/T. Re-engagement is possible once power is restored. Dual channel A/P operation requires two generators powering the busses. Radio Altimeter: Two independent radio altimeters provide inputs to the respective FCCs. If a radio altimeter is inoperative, the autopilot disengages two seconds after LOC and G/S capture. 5. Flight Director (F/D) Display F/D Switch ON: Displays command bars on the pilot’s attitude indicator if command pitch and roll modes are engaged. Without active pitch and roll modes, the command bars are not displayed. F/D Operation: Can be used with/without the A/P and A/T. Operates in the same command modes as the A/P, except: Takeoff mode is a F/D only mode. Single engine operation has dual F/D guidance. No landing are capability; command bars retract at ~50 ft RA on ILS approach. 6. Flight Director Master FCC Logic FCC A: Drives the captain’s command bars. FCC B: Drives the rst of cer’s command bars. Master FCC: Controls logic when both F/Ds are ON and is indicated by the respective MA light. Determined by: With no A/P engaged: The rst F/D turned ON is the master. With A/P engaged: The rst A/P in CMD is the master, regardless of F/D activation. 7. Independent F/D Operation Occurs when no A/P is engaged in CMD, both F/D switches are ON, and any of the following modes are active: APP mode with LOC and G/S captured. GA mode engaged below 400 ft RA. TO mode engaged below 400 ft RA. Indication: Illumination of both MA lights. MA extinguishes when independent operation terminates. fi fl fi fl fi fi fl  8. Electrical Bus Transfer Effects During a generator loss in TO/GA or dual F/D APP mode below 800 ft: The unaffected FCC positions F/D command bars on both attitude indicators. Affected side’s MA light extinguishes upon bus transfer 1. AFDS Status Annunciations The following status indications are displayed in the A/P status display above the attitude indicator: CMD: One or both autopilots are engaged. FD: The ight director is ON, and autopilot is either OFF or engaged in CWS. CWS P: Pitch mode engaged in Control Wheel Steering (CWS). CWS R: Roll mode engaged in CWS. SINGLE CH: For single A/P ILS approach: Displays after localizer capture and remains active throughout the approach. For dual A/P ILS approach: Displays after localizer capture and extinguishes post-pitch monitor con dence test. 2. AFDS Flight Mode Annunciations Location: Displayed just above the attitude indicator on the outboard display unit. Mode Categories: Autothrottle Modes. Pitch Modes. Roll Modes. a. Autothrottle Modes N1: Maintains thrust at the selected N1 limit displayed on the thrust mode display. GA: Maintains thrust at a reduced go-around setting. RETARD: Moves thrust levers to the aft stop. Followed by ARM mode. FMC SPD: Maintains speed commanded by the FMC, limited to N1. MCP SPD: Maintains speed set in the MCP IAS/MACH display, limited to N1. THR HLD: Thrust lever servos are inhibited; pilot can manually set thrust. ARM: No autothrottle mode is engaged; thrust lever servos are inhibited. Minimum speed protection provided. b. Pitch Modes TO/GA (Takeoff): Engaged by turning both F/D switches ON and pushing TO/GA switch before takeoff. Commands pitch attitude: 10° nose down until 60 knots IAS. 15° nose up after 60 knots IAS. 15° nose up after lift-off until a suf cient climb rate is achieved. Then, MCP speed + 20kts TO/GA can also be engaged for takeoff with F/D switches OFF if a TO/GA switch is pushed after 80 knots IAS below 2000 feet AGL and prior to 150 seconds after lift–off. TO/GA (Go-Around): Engaged by pushing TO/GA switch: Below 2000 feet RA or above 2000 feet RA with aps not up or G/S captured. not in takeoff mode either F/D ON or OFF Commands roll to hold the ground track and 15° nose up pitch. After reaching a programmed rate of climb, pitch commands the target airspeed for each ap setting based on maximum takeoff weight calculations. VNAV (Armed): Displayed when VNAV is armed prior to takeoff; engages automatically at 400 feet AGL. VNAV SPD: Maintains FMC speed displayed on the airspeed indicator. fi fl fl fi fl  VNAV PTH: Maintains FMC altitude or descent path with pitch commands. VNAV ALT: Levels at MCP altitude in case of VNAV pro le and MCP altitude con ict. V/S: Armed: Armed for vertical speed. Engaged: Commands pitch to hold selected vertical speed. ALT ACQ: Transitions from a V/S, LVL CHG, or VNAV climb/descent to MCP altitude. Engages but does not annunciate during VNAV transition ALT HOLD: Commands pitch to hold MCP selected altitude or barometric altitude at which ALT HOLD is engaged. MCP SPD: Maintains IAS/MACH window airspeed or Mach. G/S: Armed: Armed for glideslope capture. Engaged: Follows ILS glideslope. G/P: Armed: Armed for IAN glide path capture. Engaged: Follows IAN glide path. FLARE: Armed: Displays below 1500 feet RA during dual A/P ILS approach. The second A/P couples with the ight controls and A/P go–around mode arms Engaged: Engages at 50 feet RA to accomplish the autoland are maneuver. c. Roll Modes LNAV: Armed: Engages at 50 feet RA prior to takeoff or when a missed approach exists in the ight plan. Engaged: Intercepts and tracks the active FMC route. When: on any heading and within 3 NM of the active route segment if outside of 3 NM of active route segment, airplane must be on an intercept course of 90 degrees or less and intercept the route segment before the active waypoint. HDG SEL: Turns to or follows the MCP heading. VOR/LOC: Armed: Armed to capture selected VOR or LOC course. Engaged: Tracks selected VOR course or localizer course. FAC: Armed: Armed to capture IAN nal approach course. Engaged: Tracks IAN nal approach course along inbound course bearing. B/CRS: Armed: Armed to capture localizer back course. Engaged: Tracks localizer back course. Autopilot Control Wheel Steering (CWS) CWS Engage Switch: Engaging this switch activates autopilot (A/P) pitch and roll axes in CWS mode, indicated by CWS P and CWS R on Flight Mode Annunciators (FMAs). CWS Operation Control Pressure: A/P maneuvers in response to manual control pressures, similar to manual ight. Attitude Hold: Upon release of control pressure, A/P maintains the current aircraft attitude. Wing Leveling: If aileron pressure is released with ≤ 6 degrees bank, A/P levels wings and holds heading, but this is inhibited under certain conditions: Below 1,500 feet RA with landing gear down. After Flight Director (F/D) VOR capture with True Airspeed (TAS) ≤ 250 knots. After F/D Localizer (LOC) capture in Approach (APP) mode. Pitch CWS with CMD Engage Switch Engagement Conditions: Pitch axis engages in CWS if command pitch mode is deselected or not selected. A/P pitch can be manually overridden with signi cant control column force. fi fl fi fl fi fi fl fl fl  CMD selected without large deviations in pitch ight director command. Altitude Acquisition: In CWS P approaching a selected altitude, CWS P changes to ALT ACQ; when at altitude, ALT HOLD engages. If pitch is overridden while in ALT HOLD, it changes to CWS P. Releasing control force within 250 feet of altitude returns to ALT ACQ and engages ALT HOLD; otherwise, it remains in CWS P. Roll CWS with CMD Engage Switch Engagement Conditions: Roll axis engages in CWS if command roll mode is deselected or not selected. A/P roll can be manually overridden with control wheel force exceeding normal CWS force. Engaged while ying beyond FMS end of route or into a route discontinuity. Course Capture: CWS