e Parks Notes

Copyright 2001-2002 Eric Parks
Disclaimer: NOT approved by US Airways B!"!#$%% &lig't Training Dept(
&or st)dy only* )se at own risk* last )pdate + %$#,#%-
T'ese notes are intended to be )sed in con.)nction wit' t'e &lig't Operations /an)al and Boeing B!"!#$%% Pilots 0andbook(
As always* t'e &O/* P0 and t'e
US Airways Boeing B!"!#$%% Training Department are yo)r 1inal a)t'orities(
&or corrections* s)ggestions or comments email: eparks2comp)serve(com
Welcome aboard the -300!
“If it ain’t Boeing, I ain’t going”
“You can slow down or you can come down but you can’t slow down and come down!”
*ig5t ontros (PH 1).!............................................................................................33
:5e :5eory o; <iscontin,ity.......................................................................................##
:5e Sas5 :5ing...........................................................................................................##
ettin* T+at ,oein* oin* - nitialiation...................................................................../2
oing >ertica...............................................................................................................'#
Ta6eoff...............................................................................................................................'#
0N7 9epart1re...............................................................................................................'2
7pproa+es.......................................................................................................................'%
A)t'ors notes:
These notes are not intended to be a comprehensive look at every aspect of the 737-300!00" # only intend them to cover the basics" # hope they help in st$dying for initial or rec$rrent or as a %$ick reference d$ring line operations" They are &ritten from the vie& point of a '( )ir&ays line pilot beca$se that is &ho # am" # have incl$ded &hat # find helpf$l and left o$t &hat # tho$ght
obvio$s or too obsc$re" There are pilots at '( )ir&ays that have been in the 737-300!00Training *ept" longer than # have been &ith the airline+ (o if yo$ f ind something that yo$ feel sho$ld be incl$ded or corrected please let me kno&, # am al&ays seeking to improve the prod$ct."
Eric Parks, eparks/comp$serve"com
ote Epress permission is given to distrib$te these notes free of charge $nder the follo&ing conditions
• othing may be charged for the notes
• o changes may be made &itho$t epress consent of the a$thor
• )$thors copyright m$st be incl$ded
ote Copy shops may distrib$te and charge for cost of copies alone, no charge for the content allo&ed"
Trust in the LO with all thine heart" and lean not unto thine own understanding# In all thy ways ac$nowledge him, and he shall direct thy %aths# &ro'erbs ()*,+
3
US Airways B737-300/400 Notes
Limits memory items in bold italics, ' stands for '( )ir&ays imposed limit4
Note: additional limits are listed in P5, this is red$ced to memory limits
6eight imits P5 2"24
B!"!%% 3B,4 B!"!%% 56 3B-4 B!"$%%
8a Tai 1300 lbs" 13#000 lbs" 143000 lbs"
8a Takeoff 13000 lbs" 13$00 lbs" 14%00 lbs"
8a anding 114000 lbs" 114000 lbs" 1%1000 lbs"
8a 9ero :$el 10&00 lbs" 10&00 lbs" 113000 lbs"
(eats 12; 12-11!4 12; 12-11!4 1!! 12-1324
Note: &hen f$el is loaded in )$ f$el tank the 8a" 9ero :$el 6t" m$st be red$ced by the &eight of the a$ f$el"
<peration imits P5 2"34
8a =0> cross&ind component incl$ding g$sts4 for Takeoff and anding %# 'nots ()*
8a =0> cross&ind component incl$ding g$sts4 for anding &hen visibility is less than ? mile or @A@ !000, r$n&ay less than 7000 ft" and r$n&ay &et or contaminated 10 'nots ()*
8a =0> cross&ind component incl$ding g$sts4 :or C)T ##### 10 'nots ()*
imiting tail&ind component for takeoff and landing 10 'nots
8a operating altit$de 37000 ft"
8a flap etension altit$de %0000 ft"
!
88< "$%
T$rb$lence %$0 'ts"/"73, Note: in severe t$rb$lence belo& 1B,000 and belo& ma landing &eight aircraft may be slo&ed to 2B0 kts" in clean config$ration P5 3a-13-34
8a" speed &ith 8ach Trim #<P "74,
A< etension4 %70 'ts"/"$%,
AE 3%0 'ts"/"$%,
A< retraction4 %3 'ts"
8a :lap <perating (peeds
&la ps Setting -300 -!00 1 %30 'ts" %0 'ts"
2 %30 'ts" %0 'ts"
B %% 'ts" %0 'ts"
2B 1#0 'ts" 1#0 'ts"
30 1$ 'ts" 1$ 'ts" !0 1$ 'ts" 1&% 'ts"
)lternate flap system %30 'ts"
8a speed &ith 6indo& 5eat #<P belo& 10,000 ft" or any altit$de &here bird strike is likely %0 'ts"
#ce D @ain Protection P5 2";4
Engine anti-ice m$st be on d$ring all gro$nd and flight operations &hen icing
conditions eist ecept d$ring climb and cr$ise &hen the temperat$re is belo& -40 C T "
#cing conditions eist on gro$nd T 10 7 C (0 7 2* or belo #cing conditions eist in flight TT 10 7 C (0 7 2* or belo
B
C(* mber 56 5L T,8 light
/a8 9en 5oads Engine 9en load /a8 APU in1lig't /a8 APU gro)nd
-300 1% am.s 1% am.s 10 am.s -!00 140 am.s 140 am.s 1&0 am.s
T@ voltage range %4 to 30 9olts
8a T@ load &ith cooling4 & am.s
8a T@ load &itho$t cooling4 0 am.s
Fattery voltage range %% to 30 9olts
:$el P5 2"=4
8a f$el temp" :4#
Center Tank 100 lbs"
-300 a$" %$00 lbs"
8a allo&able f$el imbalance bet&een 8ains 1000 lbs"
Pne$matics, )ir Conditioning D Press$riGation P5 2"104
8a eternal air press$re &0 .si
8a *ispatch )ltit$de &ith one pack #<P %000 ft" ()*
8a press$riGation differential <ed <adial
8a cabin differential for landing "1% .si
;
5ydra$lics, Frakes D anding Hear P5 2"114
8in f$el for gro$nd operation of electric p$mps 1&7& lbs" @elief valve press$re )..er <ed rc
Po&erplant P5 2"1B4
8aim$m <ed <adial (=..er* Ca$tionary @ange >ello rc ormal <perating @ange 6reen rc 8inim$m <ed <adial (loer*
/a8 E9T 5imits: Takeoff <ed <adial mins"
Takeoff <ed <adial : 10
C Transient %0 secs"

8inim$m 13 .si
5f engine oil .ress=re is in the ?ello band ith ta'eoff thr=st set do not ta'eoff"
Engine Oil Temperat)re:
ormal <perating range 6reen rc
)llo&able for 1B mins >ello rc 8aim$m <ed <adial
(tarting Press$res I 8inim$m prior to (tarter Engagement 30 856 at sea le9el decreasing @ 856 .er 1000 feet abo9e sea le9el
(tarter *$ty Cycle - :irst )ttempt % min" N %0 sec" 22 (econd )ttempt % min" N 3 min" 22
Engine @P8 - 8a 1 <ed <adial , 8a 2 <ed <adial
)P' P5 2"1;4
ormal EHT 6reen rc 8aim$m EHT <ed <adial
/a8im)m APU operating altit)des: )P' Fleed &ith electrical load 10000 ft"
)P' Fleed 17000 ft"
)P' Electrical oad 3000 ft"
8aim$m )P' <perating )ltit$de 3000 ft"
7
8a r$n&ay slope J2"0K, - 2"0K
:light 8ane$vering loads
flaps $p J2"Bg to -1"0gflaps do&n J2"Bg to 0"0g
8a takeoff and landing ,!00 ft"
#nboard and r$n&ay t$rnoff lights stationary4 B mins <, B mins <::
Tai ight not for takeoff D landing
6ing )nti-ice o gro$nd operations4 :or Takeoff <::
ot on prior to !00 ft" ):E
8in 1 in or near 8<* or 5E)AL rain, hail or sleet !BK
)lternate :lap *$ty Cycle :laps 0-1B B mins <:: :laps greater than 1B 2B mins <::
o (peedbrakes belo& 1000 ft"
)$topilot Takeoff 1200 ft" Enro$te 1200 ft" anding (ingle Channel B0 ft" anding *$al Channel a$toland on-precision approach B0 ft" belo& 8*)
)$toland )$to go-aro$nd :)@E )@8E*
EHT &arning light ill$minates &hen EHT is =31> I =3=> C more than 20 secs" or
if EHT eceeds =!0> C
#gnition m$st be on for Takeoff, anding and Engine )nti-#ce operation
P8C operation for takeoff Foth either < or <::
@everser Hro$nd $se only
Frief *epart$re and Complete Pre-flight :8C loading
10 min$tes prior to door clos$re after f$eling is complete and )TC clearance received
:$el<il5yd %$antities checked @elease :$el8in" 2"B gals@:4 :$el Panel set ! or ; p$mps <, crossfeed closed4 - (eat Felt (ign < . 6indo& 5eat < / )s <::, Fs < 5yd p$mps4 & Press checked enro$te altit$de, landing elevation, landing min$s 200 ft" set4
0 5(# and :* s&itches set as needed / )ltimeters, :light and Engine instr$ments set @T< set < )$tobrake :8C preflight set$p complete
B Frakes set (peedbrake do&n, detent D Parking Frake set4 @adios set for depart$re
A1ter Start: 1//&
1 HE( <, engine)P' generators on as re%$ired / ) hyd p$mps < / )nti-ice, engine anti-ice as re%$ired & Pitot 5eat <
Be1ore Takeo11: /Y, /B
Y La& damper and @$dder checks
=
Emergency ights
Po&ered by individ$al batteries that sho$ld last abo$t 20 mins" )ctivated a$tomatically &hen )@8E* and loss of M1 *C F$s or loss of all )C" Charging is done in both <:: and )@8E* &hen po&er is available"
ote do not test emergency lights d$ring pre-flight as this &ill shorten battery life
6arning (ystems P5 B"3B"4
5ig't color legend
@ed I Fad things are happening like fire or landing gear $p, do something+
<range amber4 I Fad things b$t not too bad4 are happening and yo$ might &ant to look into it, pack trip, lo& fl$ids or press$res, fa$lts, etc"
Fl$e I N$st &ant to let yo$ kno&, valve position, generator stat$s, etc"
/aster &ire arning and /aster ;a)tion
T&o @ed :ire 6arning lights are installed in the glareshield, one in front of each
pilot" 6hen a fire &arning is given for engine, )P' or cargo hold these lights &illill$minate and the fire bell &ill so$nd" These lights may be eting$ished and the fire bell silenced by pressing either light" ote that the bell can also be silenced by pressing the Fell C$to$t s&itch on the fire panel" The fire lights in the fire handles &ill remain on as long as fire is sensed"
The 8aster Ca$tion lights are also mo$nted in the glareshield, one in front of each pilot" These are orange amber4 and &hen they ill$minate there is no a$ral" 5o&ever each pilot has in front of them a display of system areas. that are called (ystem )nn$nciator ights" This display &ill ill$minate the appropriate area that contains the ca$tion light to help the pilot to find the offending system"
The (ystem )nn$nciator ights look like this
Captains side
#@( )P'
:<s side
6hen the 8aster Ca$tion light is pressed the 8aster Ca$tion lights &ill eting$ish and the associated light in the (ystem )nn$nciator ights &ill also go o$t" Please note that the act$al ca$tion light for the system &ill remain on" #f yo$ press the 8aster Ca$tion and then &ish to see the (ystem )nn$nciator ight again O$st press the (ystem )nn$nciator ight display in front of either pilot" This &ill recall any active &arning and relight the 8aster Ca$tion lights as &ell"
)nother f$nction of the (ystem )nn$nciator ights &hen $sing the recall f$nction is to alert the pilots of any single channel fail$res in some systems" 6hen the (ystem )nn$nciator ight display is pressed all systems sho$ld light $p and then &hen released all sho$ld go o$t again" #f any system remains lit &ith no act$al associated fail$re light then that system has had a single channel fail$re in a d$al channel system" #n this case the system has f$ll f$nction &ith the remaining channel and the recall f$nction is alerting the pilot that one channel has failed"
)$ral &arnings incl$de )$to pilot disconnect, Cabin altit$de, Takeoff config$ration, :ire &arning, HP6(, )irspeed limit, anding gear, #@(
#ce D @ain P5 ;"4
Thermal anti-ice protection $sing engine bleed air is provided for the engine co&l and o$ter three slats on the &ing" o other area $ses engine bleed for anti-ice"
6ing anti-ice may not be $sed on gro$nd other than the gro$nd test" Engine anti- ice is only available &hen the engine is r$nning" )s &ith f$el valves &hen an anti- ice valve is selected on it the related bl$e valve open light &ill come on bright and &hen f$lly open &ill go to dim" 6hen selected back off it &ill again go bright $ntil off then go o$t"
6indo& heat is provided to the for&ard 14 and first side 24 &indo&s and the overhead ! D B4 &indo&s" The :6* s&itch controls the for&ard main &indscreen &hile the (#*E s&itch controls &indo&s 2,! D B"
)T#-#CE EH
Electrical P5 7"4
11B volt, !00 cycle )C from t&o main generators and one )P' generator" )ll three generators are identical, ho&ever the main generators have C(*s Constant (peed *rive4 to govern speed &hile the )P' generator has speed
maintained by the )P' itself"
*C from three T@'s transformer rectifier $nit4, battery and battery charger"
Po&er shifts occ$r by man$ally selecting desired po&er so$rce" )ny selected po&er so$rce &ill knock off. any prior po&er so$rce on the same b$s" #n normal operation yo$ do not have to deselect. a po&er so$rce, it is a$tomatically deselected &hen the net po&er so$rce comes online"
)$tomatic transfer of po&er is provided for critical items on the )C system"
)ll b$sses are s$pplied by m$ltiple po&er so$rces on *C &ith a$tomatic back$p"
The )C system basically is divided into t&o sides, each side being separated from the other in normal operation &ith t&o generator operation" There is no paralleling. of )C po&er"
Bl)e 5ig't Special
The HE <:: F'( lights are bl$e stat$s4 lights to indicate &hether the respective HEE@)T<@ is online or off the b$s" The H@* P6@ )A)#)FE light is similar" Each has its o&n set of r$les
Engine 9EN O&& BUS lig't I 6hen ill$minated it indicates that the HE is available for $se b$t is not c$rrently online" Placing the HE online by closing the HE 1 or HE 2 generator s&itch &ill t$rn off the light as the generator is no& po&ering its respective b$s"
APU 9EN O&& BUS lig't I 6hen ill$minated it indicates that the )P' HE is available for $se b$t is not c$rrently in $se" There are t&o )P' HE F'( s&itches, one for each side of the )C system" 6hen either one of these s&itches is closed and the )P' HE is online on either side the )P' HE F'( light &ill eting$ish" The remaining side may still be p$t online if on the gro$nd4 even tho$gh the )P' HE <:: F'( light is no& o$t
96D P6 A<A=5AB5E lig't I 6hen ill$minated this light indicates that Eternal Po&er has been connected to the aircraft and is available for $se" 6hen the Hro$nd Po&er s&itch is positioned to < gro$nd po&er &ill po&er F<T5 sides of the )C system and the H@* P6@ light &ill remain ill$minated" 6hen another po&er so$rce is selected and the gro$nd po&er no longer is s$pplying po&er to the )C system the H@* P6@ )A)#)FE light &ill remain on as long as the
12
Eternal Po&er &ithin system limits remains connected to the aircraft" The light &ill go o$t &hen the po&er cord is removed or po&er t$rned off"
M1 D M2 HE F'( and M1 D M2 8)# F'( are s$pplied by respective engine generator, )P' gen and gro$nd po&er" They do not have a$tomatic back$p and
cannot be s$pplied by other side of system" )P' can be started and placedonline on $npo&ered side to repo&er lost HE and 8)# b$sses &hile inflight"
M1 and M2 T@)(:E@ F'( are s$pplied by HE F'( on respective side d$ring normal operation" #f HE F'( is lost the T@)(:E@ F'( &ill a$tomatically repo&er from HE F'( on opposite side"
T@ M1 and T@ M2 are s$pplied by their respective T@)(:E@ F'(" T@ M3 is s$pplied by M2 8)# F'("
M1 D M2 *C F'( are s$pplied by their respective T@" #n normal operation the
T@s are paralleled and can s$pply both *C F'((E(" T@ M3 s$pplies theF)TTE@L F'( and backs $p T@s M1 D 2"
)C (T)*FL is normally s$pplied by M1 T@)(:E@ F'( and can a$tomatically repo&er by #AE@TE@ po&ered by the F)TTE@L F'("
*C (T)*FL is normally po&ered by M1 *C F'( and has a$tomatic alternate po&er s$pply from the F)TTE@L F'("
ote that )C and *C (T)*FL are linked. and if one goes to its alternate po&er so$rce the other &ill go as &ell even if the second b$s still has its normal po&er so$rce"
#f all )C po&er is lost then )C and *C (T)*FL b$sses &ill be battery po&ered thro$gh the F)TTE@L F'( and the #AE@TE@ for a minim$m of 30 min$tes Foeing promises+4"
C(* sho$ld only be disconnected if C(* o& <il Press$re or 5igh <il Temp amber lights come on" C(* can only be reconnected on the gro$nd"
)P' can po&er both M1 D M2 HE F'( on gro$nd b$t only one HE F'( inflight"
F'( T@)( s&itch allo&s for inhibition of relays to isolate the t&o sides of the electrical system" Foth Transfer F$s relays &ill be inhibited from the )lternate position and the Fattery Charger relay &ill be inhibited from alternate" The *C system *isconnect @elay &ill open to prevent T@ 2 D 3 from s$pplying *C F$s 1 or T@ 1 from s$pplying *C F$s 2" Please note that if the normal po&er so$rces are available this s&itch &ill not depo&er any b$s"
13
The F)T s&itch allo&s the 5ot Fattery F$s to connect to the Fattery and (&itched 5ot Fattery F$ses" #f T@ 3 is available then the Fattery F$s &ill connect to it instead" 5o&ever, if the (tandby Po&er s&itch is selected to F)T then the Fattery F$s is forced to the 5ot Fattery F$s &hether T@ 3 is available or not"
(T)*FL P<6E@ is inhibited from the alternate po&er so$rce Fattery F$s and#nverter4 &hen on the gro$nd" #f normal so$rce Transfer F$s 1 or *C F$s 14 is not available on gro$nd then b$s is $npo&ered" Placing the (T)*FL P<6E@ s&itch to F)T &ill force the (tandby b$sses to their alternate so$rces as &ell as forcing the F)TTE@L F'( to the alternate 5<T F)TTE@L F$s4" #n flight if one (tandby F$s becomes $npo&ered then F<T5 b$sses &ill go to their alternate po&er so$rce"
The (tandby Po&er check is done on every <riginating checklist and can be conf$sing &hen first learning it" :irst, yo$ m$st remember that the @ight )P' HE s&itch sho$ld have been p$t on the @ight F$s first d$ring initial po&er $p
and then the eft Transfer F$s checked to see that it transferred properly" Thismeans that the eft Transfer F$s has already been checked so no& &e &ill depo&er the right )P' HE F$s s&itch and see if the @ight Transfer F$s &ill properly transfer" )fter t$rning off the @ight )P' HE s&itch look to see if the T@)(:E@ F'( <:: light remains o$t &hile the @ight F'( <:: light comes on" This indicates a proper transfer and both transfer b$sses have no& been checked"
Note: if the )P' sh$ts do&n on depo&ering the @ight F'( then this indicates that the F)T F'( relay is st$ck on the T@3 position and this m$st be fied
#f the )P' is #<P then the transfer checks sho$ld be done after both engines are started and the Engine HE( are available for s&itching" To contin$e the check &itho$t )P' t$rn off the eternal po&er H@* P6@4 s&itch"
o& t$rn off the (T)*FL P<6E@ s&itch by selecting it to <::" This sho$ld ca$se the amber (T)*FL P6@ <:: light O$st above the s&itch to ill$minate"
)lso, the *C and )C volt meters and the )C :@E meter sho$ld all go the bottom peg sho&ing the b$sses are no& $npo&ered" )dditionally, look at the captains )*# and see that the )TT and Comp$ter flags are sho&ing" This is a good check sho&ing standby po&er b$sses $npo&ered"
Lo$ sho$ld no& select the (T)*FL P<6E@ s&itch to F)T" This &ill force both the )C and *C (T)*FL b$sses to their alternate po&er so$rce, the Fattery F$s and the #nverter" The Fattery F$s &ill also be forced to its alternate po&er so$rce, the 5ot Fattery F$s" Lo$ sho$ld no& observe the amber (T)*FL P6@ <:: light eting$ished, the *C volt meter sho$ld read appro" 22-30 volts, the
)C volt meter sho$ld read 11B volts and the )C fre% meter abo$t !00 CP(" )dditionally, the captains )*# sho$ld have the )TT and Comp$ter flags retracted o$t of vie& ote if #@(s are not yet aligned the )TT flag &ill remain in vie&4"
1!
This concl$des a good (tandby Po&er check and yo$ can no& ret$rn the s&itch to its normal do&n and g$arded )'T< position"
6hen the )P' has finished starting on initial po&er $p for the day the *C amp
meter sho$ld sho& a large charge indication after the @ight HE F'( s&itch isplaced <" 6hen p$tting the eft HE F'( s&itch on the *C amps meter sho$ld flicker. and ret$rn to a large charge indication" This check &ill sho& that the alternate and primary po&er so$rces for the F)TTE@L C5)@HE@ are operational"
The 5<T F)TTE@L F'( is po&ered any time a battery is connected to the aircraft" <Q, &ell be technical and say a po&ered battery is properly connected4"
The (6#TC5E* 5<T F)TTE@L F'( is po&ered &henever the F)T s&itch is <" ote that if the (T)*FL P<6E@ s&itch is positioned to F)T the 5<T
F)TTE@L F'( &ill be po&ered by the battery regardless of the F)T s&itchposition"
The F)TTE@L C5)@HE@ restores and maintains the battery at a f$ll po&er state" The F)TTE@L C5)@HE@ is normally po&ered by the )C H@<'* (E@A#CE F'(" This b$s is po&ered by either HE F'( M1 or eternal gro$nd po&er" The F)TTE@L C5)@HE@ alternate po&er so$rce is 8)# F'( M2"
)n a$iliary 2v *C po&er receptacle is provided to allo& start of the )P' in case of battery depletion"
1B
:ire Protection P5 "4
Protection available any time Engine D )P' eting$ishers on 5ot Fattery F$s4" *etection available &henever battery is < Engine D )P' on Fattery F$s4"
T&o engine fire loops per engine, ). D F." oops monitor for both overheat andfire conditions" )s long as both loops are operational both loops m$st see condition before &arning is given" #f one is fa$lted then remaining loop can give &arning by itself" #f loop fa$lts d$ring flight no &arning is given and system &ill a$tomatically deselect that loop, if both loops on one engine fa$lt <A5T *ET selector in <@8)4 d$ring flight then amber :)'T light &ill ill$minate b$t no ca$tion &ill be given" #f a fa$lt occ$rs then the net fire test &ill fail"
#f one loop is failed on test then engine fire light &ill not ill$minate, fire bell &ill not so$nd and :ire 6arn &ill not ill$minate" (elect operational loop on <A5T *ET selector"
There are t&o fire bottles available to eting$ish engine fires" Each bottle may be fired into either engine as needed"
P$lling an engine fire handle &ill affect the follo&ing items :ETF)H-
$el sh$toff valve closes 2ngine driven hydra$lic p$mp sh$toff closes Lo& press$re light deactivated for hydra$lic p$mp Thr$st reverser isolation valve closes Bleed valve closes /rms fire eting$ishing circ$it 1enerator breaker and field relay trip
)P' fire detection has one loop" #f )P' detection senses fire then :ire 6arn lights ill$minate, fire bell so$nds and )P' &ill a$to sh$tdo&n eting$isher m$st be fired man$ally4" ) &arning horn in the main &heel &ell &ill so$nd along &ith a flashing red light"
<ne fire bottle is available to the )P' and it is not shared &ith the engines"
The lights in the Engine and )P' fire handles &ill remain lighted as long as the fire condition is detected"
The fire bell may be silenced by pressing either the :ire 6arn light or the Fell C$to$t"
*$ring :ire Control Panel check if the )P' *ET #<P or :)'T ights fail to ill$minate this means that the loop fail$re detection has failed" This is a check of
1;
the checker." The :ire 6arning (ystems may act$ally still be operating b$t yo$ &ill not get a &arning of a fail$re in the loop itself"
The &heel &ell is protected &ith a fire detection system that &ill give a :ire 6arn light and bell b$t no eting$ishing is available" The 6heel 6ell fire detection has
one loop"
avatories have smoke detectors and $nder co$nter fire eting$ishers that can a$tomatically discharge if fire is detected" 5o&ever, the smoke detectors and $nder co$nter eting$ishers are separate systems that are not related"
Cargo smoke detection and fire s$ppression is provided" T&o fire bottles are available for both the for&ard and aft cargo bins" Cre& m$st man$ally arm and fire bottles" Fottles can be fired into either cargo bay by itself or both cargo bays at the same time" )fter first bottle fires the second bottle &ill fire a$tomatically" :irst bottle &ill fire for abo$t !0 secs" and second bottle &ill fire abo$t 1B min$tes
after first bottle and &ill last for abo$t !B min$tes" This totals ;0 min$tes of fires$ppression"
ormal :ire Test #ndications
<A5T:#@E test s&itch to :)'T#<P B lights
8aster Ca$tion 24 <A5T*ET ann$nciator :)'T
)P' *ET #<P
ote if )P' *ET #<P or :)'T do not ill$minate &arning systems are inoperative
<A5T:#@E test s&itch to <A5T:#@E 11 lights, fire &arn bell
:#@E 6)@ 24 8)(TE@ C)'T#< 24 <A5T*ET Engine 1 fire sh$toff handle light
)P' fire sh$toff handle light Engine 2 fire sh$toff handle light 6heel 6ell fire light )C only4 Engine 1 <AE@5E)T light Engine 2 <AE@5E)T light
17
ote 6heel 6ell fire light only &hen on )C po&er, if )P' or Eternal not on d$ring (afety D Po&er <n Checklist4 6heel 6ell light &ill not ill$minate for a total of 10 lights"
:inally check the s%$ibs+ To be s$re the fire eting$isher bottle s%$ibs &ill fire
&hen activated they also have a test"
ERT TE(T s&itch to 1 all three green lights ill$minate ERT TE(T s&itch to 2 all three green lights ill$minate
1
eft 6ing4
@ight 6ing4
TankP)T( )$ Tank optional4 -300 %$00 lbs" -!00 3300 lbs"
Each 8ain and the Center tank has t&o electric )C f$el p$mps" )ll the )C f$el p$mps are identical, ho&ever the Center tank has check valves that open at a lo&er press$re than the 8ain Tank check valves, therefore &hen all the 8ain and Center Tanks p$mps are on &ith f$el in each tank4 the Center &ill be the one providing f$el to the manifold" The )$ tank does not have a p$mp, instead air press$re is $sed to force the f$el to feed to the Center tank" The Center tank also has a scavenge Oet p$mp that &orks for 20 mins" after both Center tank are
t$rned off" The scavenge Oet p$mp is po&ered by M1 for&ard )C p$mp press$re and p$mps to the M1 8ain tank"
ormal f$eling priority is 8ains first, then Center, then )$ b$t they do not have to be f$eled in that act$al se%$ence" F$rn sho$ld be from Center first, if less than 1000 lbs" is in Center tank do not take off on Center, take off on 8ains4" Transfer )$ f$el if present4 &hen Center is belo& 13,B00 lbs" b$t above 10,000 lbs"
<nly the 8ain Tanks can s$ction feed" o f$el can be transferred inflight, f$el can be transferred on the gro$nd $sing the man$al def$eling valve" )P' is fed from
the left f$el manifold or &ill s$ction feed from the left &ing"
ormal indications on gro$nd &ith po&er on aircraft, f$el in given tank4
8ains I (&itches off, amber p$mp <6 P@E(('@E lights on, (&itches on, lights off"
Center I (&itches off, amber p$mp <6 P@E(('@E lights off, (&itches on, lights off"
)$ I (&itches off, amber < T@)(:E@ lights off, (&itches on, lights
on"
1=
:or P)T( )$ tank
8an$al def$eling valve in right &ing m$st be opened to ref$el )$ tank"
There m$st be a fail$re of F<T5 of the same type of valve before transfer &ill not
take place, i"e", both vent valves m$st fail or both transfer valves m$st fail" )fail$re of one vent valve and one transfer valve &ill <T fail to transfer"
Foth < T@)(:E@ lights look at one vent valve, one transfer valve and each looks at the same )$ fill valve"
#t is possible to get t&o < T@)(:E@ lights inflight and still get good transfer" Therefore if yo$ get t&o lights check f$el transfer on f$el ga$ges to see if f$el is transferring or not"
ormally Aent valves follo& aircraft stat$s, on gro$nd I valves open,
inflight I valves close
#f )$ :$el Transfer ocko$t s&itch in right &heel &ell is < then vent valves &ill follo& )'R T@)(:E@ s&itches" (&itch off I Aalves open, (&itches on I Aalves close, regardless of &hether inflight or on gro$nd" The )$ :$el Transfer ocko$t s&itch allo&s the override of the vent valves to the close position on the gro$nd so that f$el can be transferred on gro$nd only4 from the )$ to the Center tank in the case of over f$eling and needing to def$el the )$"
#nflight if yo$ get a < T@)(:E@ light O$st after takeoff most likely it is a failed vent valve" < T@)(:E@ light after s&itch on then most likely failed transfer valve"
<n Hro$nd if yo$ have &ith s&itches off4 T&o < T@)(:E@ lights &ith bright bl$e C@<((:EE* I )$ ref$eling T&o < T@)(:E@ lights - )$ Tank Hro$nd ref$el s&itch on in &heel &ell IorI T&o < T@)(:E@ lights I a$ fill valve st$ck aircraft may not be flo&n4
*$ring transfer of )$ f$el to Center tank in cr$ise, Center tank sho$ld slightly rise or stay abo$t the same and )$ sho$ld empty &ithin S hr"
ote ens$re that the crossfeed is closed prior to start to prevent $nintended crossfeeding d$e to $neven cracking press$re on main tanks"
The :)) has iss$ed an )ir 6orthiness *irective on the center tank boost p$mps" *o not r$n center tank p$mps on the gro$nd &ith less than 1,000 lbs" Center tank p$mps m$st be t$rned <:: &hen both lo& press$re lights come on Center tank p$mps m$st not be on $nless personnel are on the flight deck to monitor the p$mp lights"
20
Pne$matics P5 10-3"4
)ir conditioning and press$riGation 6ing and engine anti-ice Engine starting 5ydra$lic reservoir press$riGation 6ater tank press$riGation P)T( a$ f$el tank
There are fo$r pne$matics so$rces eft M14 and @ight M24 engine bleeds, )P' bleed and Hro$nd pne$matic" They all feed into a common d$ct" )n isolation
valve divides this common d$ct into t&o sides &ith the eft engine and )P'feeding the left side and the @ight engine and Hro$nd pne$matic feeding the right side" *$ring most normal operations this isolation valve is in )'T< and is closed" #n this &ay the isolation valve d$ring a damage sit$ation s$ch as r$pt$red d$ct or bleed valve fail$re4 can allo& the $ndamaged side to contin$e normal operation and maintain press$riGation"
The isolation valve &ill remain closed $nless
(&itch commanded to the <PE position
#n )'T< any engine bleed s&itch or Pack s&itch is positioned <::
(ince the Packs and Fleeds are arranged in a fo$r corner arrangement on the overhead panel the saying is that if any of the fo$r corners. are t$rned off then the isolation valve &ill open &hen in )'T<" Please note that this follo&s s&itch position not valve position" )lso note that the )P' bleed is not incl$ded in the isolation valve )'T< parameters"
The isolation valve can also be forced closed &hether any of the fo$r corners. are <:: or not by selecting C<(E on the isolation valve s&itch" This &ill be $sed d$ring proced$res &hen one of the fo$r corners. m$st be t$rned off b$t
isolation is still needed and &ill be noted in the @5 proced$res"
*$ring engine start it is necessary to open the isolation valve to allo& )P' air to go to the @ight engine starter" (ince the Packs are sh$t off d$ring engine start and the isolation valve is in )'T< it &ill a$tomatically open to allo& air to flo& across the valve from the left side of the d$ct to the right side"
21
ormal start se%$ence is engine 2 follo&ed by engine 1" )fter engine 2 is started if desired an #solated Pack <peration may be $sed to improve air flo& and cooling d$ring the second engine start" )fter engine 2 stabiliGes
o #(<)T#< A)AE C<(E*
o @ight Pack s&itch )'T<
This allo&s the @ight Pack to be s$pplied by the @ight M24 engine &hile the )P' is starting engine 1" )fter engine start the #solation valve is ret$rned to )'T<"
The )P' sho$ld only s$pply one pack at a time" ormally on the gate &ith )P' s$pplying bleed air the @ight Pack &ill be $sed as to provide better conditioned air flo& to the cabin"
:or best cooling on gro$nd &ith both )P' and Hro$nd Pne$matic )ir available4
)P' FEE* < and #solation Aalve )'T< isolation valve &ill close4 Eternal )ir connected &ith 20-2B lbs" min" press$re maintained4 P)CQ s&itches 5#H5
This &ill allo& the packs to r$n at 5#H5 J 10K additional airflo&"
ote both P)CQ( may be r$n off eternal pne$matic air if a minim$m of 20-2B psi is maintained P5 3;"3"24
D)al Bleed 5ig't
)ltho$gh the )P' has a check valve to prevent backpress$ring the )P' a *') FEE* light is installed to &arn of any condition &hen the )P' might be backpress$red &hich co$ld ca$se damage to the )P'4" This light &arns if the pne$matic system is config$red in a &ay that might allo& backpress$ring" The amber *') FEE* light &ill come on if
)P' bleed valve <PE and engine 1 bleed s&itch <
-<r-

)P' bleed valve <PE and engine 2 bleed s&itch < and isolation valve<PE
*$ring a normal engine start the *$al Fleed light &ill be on b$t since the engine sho$ld be at idle thr$st only there is no threat of act$al backpress$ring even if the check valve &ere to fail" Please note that the engine bleed valve does not have to be act$ally open b$t the light is looking at s&itch position here" The r$le here is
22
not to $se above idle thr$st &hen the *$al Fleed light is on" )fter the )P' bleed valve is sh$t the light &ill go o$t"
Bleeds O&& Takeo11 for f$ll description see P5 3b"3"104-
)P' < - O$st before takeoff set the pne$matic panel as follo&s
:or&ard C4 @ Pack )'T< #solation valve C<(E Pack 5#H5 EH 1 FEE* <::
)P' FEE* < EH 2 FEE* <::
)fter thr$st red$ction
Fack&ard C4 EH 2 FEE* <
)P' FEE* <:: EH 1 FEE* < Pack )'T< #solation valve )'T< @ Pack )'T<
Pne$matic Protections
The I300 and I!00 have similar b$t slightly different protections for the pne$matic system" 6#H-F<*L <AE@5E)T and FEE* T@#P <:: protection is the same on both models"
6#H-F<*L <AE@5E)T provides protection against d$ct r$pt$re in engine str$ts, &ing leading edges, air conditioning bays, the keel beam and the )P' bleed d$ct" *$ring a r$pt$re sit$ation the isolation valve &ill keep the t&o sides of the pne$matic system isolated so the $naffected side &ill contin$e to operate normally" There is no a$tomatic operation associated &ith the 6ing-body overheat" 5o&ever, be a&are that the isolation valve &ill open a$tomatically &hen in )'T< mode if either pack or bleed s&itch is t$rned <::" @5 proced$res &ill therefore direct the pilot to select the isolation valve to C<(E d$ring r$pt$red d$ct sit$ations"
FEE* T@#P <:: protection &ill a$tomatically close the respective bleed air valve &hen bleed temp or press$re is ecessive and the orange FEE* T@#P <:: light &ill come on for the respective side" This can be reset after the temp or press$re drops into limits by pressing the T@#P @E(ET b$tton this T@#P @E(ET
23
is $sed for the FEE* T@#P <::, P)CQ T@#P <:: and *'CT <AE@5E)T4" @ed$ction in thr$st may allo& a reset" This T@#P @E(ET b$tton &ill not improve a bad trip se%$ence, believe me, b$t it &ont h$rt either+ a little :< h$mor there4
P)CQ T@#P <:: -3004 and P)CQ -!004 lights f$nction in very similar &ays
normally indicating a pack over&orking and the @5 &ill direct to &arm $p thetemp selector and press the T@#P @E(ET b$tton" #ncreasing the selected temp &ill red$ce the cooling &ork load on the pack and $s$ally allo& the pack to cool &ithin limits allo&ing a reset" @emember, P)CQ 'P, FEE* *<6 for setting a &armer temp for the Pack trip and red$cing thr$st for the Fleed trip4
)ir Conditioning P5 10-B" D 10-7"4
The I300 and I!00 have the largest system differences in their air conditioning systems" The 300 has a t&o Gone system &ith analog temperat$re controllers
&hile the !00 has a three Gone system &ith electronic controllers" Foth types $set&o packs" Engine 1 bleed normally feeds the left pack and engine 2 bleed normally feeds the right pack" Foth packs sho$ld not be r$n off the same bleed so$rce at the same time" ) single pack can maintain normal cooling and press$riGation needs altho$gh 8E restrictions &ill limit single pack operation to :2B0 for dispatch p$rposes once on 8E"
The I300 feeds both packs into a mi manifold" The eft pack &ill bias to&ards the cockpit &hile the right pack &ill bias to&ards the cabin, ho&ever either pack can feed the entire aircraft" Hro$nd preconditioned. air is also connected into the mi manifold" The recirc recirc$lation4 fan takes eha$st air from the main cabin and the electrical e%$ipment bay and also adds this air into the mi manifold" The air temperat$re is set on overhead temp selectors and controls the temperat$re of the air leaving the pack" The *'CT <AE@5E)T light &ill ill$minate if the conditioned air in the s$pply d$ct eceeds the protection limit" This d$ct overheat condition &ill also ca$se the mi valve to drive f$ll cold" #f the d$ct overheat eceeds a higher limit then the pack &ill also sh$t do&n and the P)CQ T@#P light &ill ill$minate"
The I!00 feeds both packs into a mi manifold as &ell" 5o&ever the I!00 has three Gones cockpit, for&ard cabin and aft cabin Gones" The other main difference is that the I!00 commands both pack to cool to the lo&est temperat$re set on any of the three Gones" Then hot trim air is $sed to heat the remaining t&o Gones to the proper re%$ested temperat$re" This hot trim. air is added after the mi manifold" The I!00 has t&o recirc fans as compared to the one in the I300"
9<E TE8P is basically the same as the *'CT <AE@5E)T in the I300" #n an overheat condition the 9<E TE8P light &ill ill$minate and the trim air mod$lating valve &ill sh$t off allo&ing only cold air to the Gone d$ct"
2!
The I!00 Pack temperat$re controllers are electronic and have standby back$p available" :ail$re of either the primary or standby controller &ill not ca$se a system fail$re and &ill be sho&n on the @EC) f$nction of the 8)(TE@ C)'T#<" :ail$re of both the primary and standby temp controllers &ill also
ill$minate the 9<E TE8P light b$t a reset &ill not be allo&ed" The primarycontroller of the opposite pack &ill act$ally control the standby controller for a pack &hen the primary has %$it"
Packs s&itches have three positions, <::, )'T< and 5#H5" #n )'T< the flo& rate is varied in <6 to match demand" #f in )'T< and single pack operation the flo& &ill vary according to aircraft config$ration &ith flo& in <6 ecept 5#H5 &hen inflight &ith flaps $p" 6hen the pack s&itch is <:: the pack valve is closed and the air mi valve &ill drive f$ll C<* a$tomatically"
@am air cools the pack heat echangers" )ir flo& thro$gh the heat echangers is
a$tomatically controlled" @am air door lights bl$e4 indicate &hen the ram airdoors are f$lly open" The ram air door operation is f$lly a$tomatic" (ince the doors are normally f$lly open &hen on the gro$nd or in the air &ith flaps etended it &ill be normal to see the bl$e @)8 *<<@ :' <PE lights on d$ring terminal operations and on the gro$nd" ) t$rbofan in the ram air eh$ast a$gments ram air flo& and is po&ered by engine bleed air" ) deflector to protect against :<* in the ram air inlet etends &hen on the gro$nd"
Press$riGation P5 10"="4
(TFL- (tandby, semi-a$tomatic, in case of )'T< fail$re
8) )C- 8an$al )C, man$al control $sing )C po&er
8) *C- 8an$al *C, man$al control $sing *C po&er
<n the press$riGation panel the pilot &ill set the planned cr$ise altit$de in tho$sands of feet on the )'T< side of the panel in the :T )T selector" )lso set the destination airport elevation in the )* )T selector" :inally in the (T)*FL portion of the panel set the C)F )T selector to destination airport elevation min$s 200 ft"
ormal <peration in )'T<-
*$ring gro$nd operation the aircraft &ill be depress$riGed $ntil the H@*:T s&itch is selected to :T after engine start" The cabin &ill then a$tomatically drive to 200 ft" belo& ambient press$re "1 psi4" )fter takeoff the press$riGation controller &ill climb the cabin proportional to the aircraft climb rate on sched$le $p to a ma of B00 fpm" 6hen &ithin abo$t 1000 ft" of the set cr$ise altit$de :T
)T4 the controller &ill then trip a relay and enter a cr$ise mode and &ill maintaina constant cabin altit$de &ith either a differential of 7"!B belo& : 204 psi or 7"0 psi : 20 and above4" *$ring cr$ise mode the controller &ill allo& minor fl$ct$ations in the differential $p to 7"=0 psi to maintain a constant cabin altit$de" 6hen descent is beg$n to abo$t 1000 ft" belo& cr$ise altit$de a descent relay trips and the controller &ill program cabin descent do&n to selected )* )T at ma rate of no more than 3B0 fpm" The controller &ill act$ally descend the cabin to 200 ft" belo& the set )* )T to allo& the aircraft to land slightly press$riGed,
O$st as in takeoff" *$ring tai in the :TH@* s&itch &ill be positioned to H@* &hich &ill then allo& the aircraft to be f$lly depress$riGed"
)n amber )'T< :)# light is ca$sed by
oss of )C po&er
Ecessive cabin rate J- 100 fpm4
5igh cabin altit$de 1!,000 ft"4
)'T< :)# &ill ca$se the controller to a$tomatically go to (TFL mode" The selector &ill still be in )'T< ho&ever" 6hen the selector is positioned to (TFL the )'T< :)# light &ill go o$t"
(T)*FL 8ode-
*$ring normal operation the destination airport elevation min$s 200 ft" is set in the standby C)F )T selector" #f the )'T< mode fails d$ring flight the controller &ill then begin to descend to the planned landing altit$de if no other action is taken" @5 proced$res &ill direct to set for cr$ise altit$de as needed"
#f standby mode is planned then the controller &ill simply follo& &hatever is set in the standby C)F )T selector" (et :TH@* s&itch as in normal operation" The pilot &ill set 200 ft" belo& depart$re airport elevation before takeoff" )fter takeoff
the pilot &ill select the proper cabin altit$de in the C)F )T selector based on asmall chart on the press$riGation panel itself" The pilot may adO$st climb and descent rates as needed &hen in standby" 6hen ready to descend dial in the destination airport elevation min$s 200 ft" in the C)F )T selector" )ircraft &ill be slightly press$riGed on landing" (elect H@* on :TH@* s&itch to depress$riGe after landing"
2;
8an$al mode-
8an$al mode allo&s the pilot to directly control the o$tflo& valve if both )'T< and (TFL modes have failed" The same valve is controlled by both )C and *C motors" The )C motor is faster than the *C motor" The pilot &ill select
appropriate man$al mode and the green 8)') light &ill come on" The pilotcan then hold the man$al s&itch to C<(E or <PE as needed and follo& the progress on the valve indicator"
:TH@* s&itch set to :T flight4 allo&s the aircraft to be press$riGed on the gro$nd to "1 psi e%$als 200 belo& airport elevation4" This allo&s a smoother transition to press$riGed flight d$ring takeoff" (et to H@* allo&s the aircraft to f$lly depress$riGe on the gro$nd" The press$riGation system kno&s from the airgro$nd safety s&itch &hether the aircraft is inflight and the system &ill not depress$riGe if the aircraft is inflight and the s&itch is set to H@*" The :TH@* s&itch is only active. &hen on the gro$nd"
#f a descent is beg$n before getting to &ithin abo$t 1000 ft" of cr$ise altit$de then press$riGation &ill begin off sched$le descent to ret$rn to depart$re field elevation" )n amber <:: (C5E* *E(CET light &ill ill$minate" #f this is not intended d$e to )TC not allo&ing planned final cr$ise altit$de, etc" simply dial ne& cr$ise altit$de into press$riGation controller" Pressing the :T )T knob &ill cancel the <:: (C5E* descent"
#n normal operation the press$riGation :T-H@* s&itch &ill not prevent aircraft from press$riGing b$t &ill allo& aircraft to have slight press$riGation on gro$nd &hen set to :T to prevent takeoff press$re b$mp." <n gro$nd if set to H@* the o$tflo& valve &ill f$lly open"
E%$ipment Cooling ight is looking at airflo&" ack of airflo& &ill ca$se light to come on" (electing )lternate &ill activate the alternate fan" The #@'s are %$alified to r$n for at least 10 mins" &ith no cooling air do <T t$rn off #@'s d$ring cooling fail$re simply for lack of cooling4" T@'s are rated at B0 amps &itho$t cooling from normal ;B amps4"
The for&ard cargo compartment is &armed inflight &hen more than 2"B psi differential eists by air flo& from the EDE compartment flo&ing $p aro$nd it" The recirc fan normally provides this &arming flo& b$t the for&ard o$tflo& valve can also be $sed if the recirc fan is off ecept &hen for&ard o$tflo& valve closed to maintain press$riGation4"
27
0ydra)lics P5 11"1"14
System >A? - M 1 Engine p$mp and M 2 Electric p$mp
eak in (ystem ) Engine 1 p$mp &ill ca$se reservoir to drop to abo$t U f$ll"
System >B? - M 2 Engine p$mp and M 1 Electric p$mp
eak in (ystem F Engine 2 p$mp &ill ca$se reservoir to drop to abo$t S f$ll"
eak in (ystem F Electric 1 p$mp &ill fail (ys F b$t eno$gh fl$id &ill remain for PT'"
Note: Engine p$mp amber <6 P@E(('@E lights are inhibited &hen fire handleis p$lled"
Standby 0ydra)lic I Electric p$mp
(tandby press$riGed and fl$id level maintained by (ystem F reservoir thro$gh interconnect"
eak in (tandby (ystem &ill ca$se (ystem F to drop to bet&een S and @:
(tandby is a)tomatically activated &henever there is
oss of (ystem ) or F :laps etended #nflight or &heel spin of greater than ;0 kts"
-or-
6hen @$dder Press$re @ed$cer does not ret$rn to f$ll press$re at 700 V4 :laps etended or &heel spin of greater than ;0 kts"
This allo&s (tandby to be available for r$dder control if needed as &ell as thr$st reverse operation d$ring @T< and landing" (tandby is man)ally activated &hen
Either :T C<T@< s&itch to (TFL @'* position )TE@)TE :)P( master s&itch to )@8
2
Note: *$ring alternate flap etension (tandby 5ydra$lic is only $sed for alternate etension of leading edge devices" )ll E*s &ill f$lly etend &hen alternate flaps are selected to *<6" )lternate trailing edge flaps are operated electrically" (tandby 5ydra$lic cannot retract the eading Edge *evices &hen etended by alternate flaps"
0ydra)lic System >A? /ain ;ons)mers and back)ps
) 5L* Cons$mers ) 5L* Cons$mer back$ps :E)@ Hro$p )ilerons - F 5L*, follo&ed by man$al reversion
Elevator I F 5L*, follo&ed by man$al reversion @$dder I F 5L*, follo&ed by (tandby 5L* Elevator feel I F 5L*
)lternate Frakes )cc$m$lator #nboard flight spoilers one
)$topilot ) )$topilot F on F 5L*
ose 6heel (teering one Hro$nd (poilers one anding Hear @etract - F 5L* thro$gh the anding Hear Transfer 'nit
Etension - 8an$al Etension eft Thr$st @everser (tandby 5ydra$lic
0ydra)lic System >B? /ain ;ons)mers and back)ps
F 5L* Cons$mers ) 5L* Cons$mer back$ps :E)@ Hro$p )ilerons - ) 5L*, follo&ed by man$al reversion
Elevator I ) 5L*, follo&ed by man$al reversion @$dder I ) 5L*, follo&ed by (tandby 5L* Elevator feel I ) 5L*
ormal Frakes )lternate Frakes on F 5L*, follo&ed by )cc$m$lator )$topilot F )$topilot ) on ) 5L* )$toslats PT' po&ered by ) 5L* eading Edge *evices Etend only I (tandby 5L*, no retraction available Trailing Edge :laps )lternate Electrical etension, retraction available
)$tobrakes one, man$al braking only La& *amper one @ight Thr$st @everser (tandby 5L*
<$tboard :light (poiler one
Brakes P5 11"11"4
Frakes are normally po&ered by F 5L* b$t have back$p on ) 5L* and then )cc$m$lator"
2=
ormal Frakes have )$tobrakes and )nti-skid available" ormal )nti-skid provides skid control &heel-by-&heel and also provides ocked 6heel" To$chdo&n and 5ydroplane Protection"
)lternate Frakes are po&ered by ) 5L* and have anti-skid &ith side-to-side
protection" #f F 5L* is not available )lternate Frakes &ill a$tomatically activate"Fraking is done thro$gh the normal brake pedals" )lternate Frakes also incl$de the Parking Frake" To set the Parking Frake press both brake pedals do&n and p$ll back on the Parking Frake 5andle" ) red light &ill indicate that the parking brake is set"
)cc$m$lator Frakes are available if both ) and F 5L* have failed" The )cc$m$lator &ill provide eno$gh press$re for several brake applications" The )cc$m$lator &ill activate a$tomatically and braking is done thro$gh the normal brake pedals" The )cc$m$lator also provides press$re for the parking brake" The brake press$re ga$ge reads press$re from the air. side of the acc$m$lator"
ormal brake press$re is 3000 psi and the acc$m$lator air precharge is anominal 1000 psi" ) chart is provided in the P5 to correct the precharge psi for temperat$re changes" oss of brake press$re &ill read 1000 psi and loss of acc$m$lator precharge &ill read Gero psi" #f precharge is lost b$t ) 5L* or F 5L* is available brakes &ill still be available"
A)to brakes
The )$to brake is available in normal brakes and allo&s the aircraft to be slo&ed a$tomatically d$ring either landing or @T< mane$vers" To arm the a$to brakes for landing
)ircraft m$st be inflight )nti-skid m$st be < )$tobrake m$st be selected to 1,2,3 or 8)R
)fter being armed the )$to brakes &ill be applied &hen Thr$st evers are near idle and the 8ain 6heels spin $p"
)$to brakes &ill provide a set deceleration rate based on the setting, 1,2,3 or 8)R" The total deceleration rate is determined by braking force and thr$st reverser setting" The a$to brakes &ill bring the aircraft to a complete stop if not deactivated by the pilot"
The pilot can deactivate the a$to brakes by
T$rning the )$to brake (elector (&itch to <::
Pressing the brake pedals eno$gh to override the a$to brake force
8ove (peed Frake handle to *<6 position
)dvance Thr$st evers
)$to Frake *isarm light comes on &hen the a$tobrakes are disarmed"
A)tobrake 6TO
@T< can only be selected &hen aircraft is
<n gro$nd ess than ;0 kts" )nti-skid < )$tobrake s&itch to @T< Thr$st levers at idle
@T< activates at ;0 kts" b$t a$tobrake @T< &ill not take place $ntil aircraft reaches =0 kts" and thr$st levers go to idle" @T< is canceled once aircraft is inflight right main etension4 b$t the s&itch m$st be man$ally placed <::" #f
@T< is left on for landing no a$tobrake is available and t&o min$tes after landingthe )'T< F@)QE *#()@8 light comes on"
5anding 9ear P5 11"7"R4
The 737 landing gear
#s normally operated by ) hydra$lic"
5as enclosed nose&heel and open main &heel &ells"
5as nosegear sn$bbers and applies main &heel brakes after retraction"
'ses a main &heel h$bcap. as a fairing"
5as vis$al indicators for the nose&heel and main gears"
5as individ$al handles to p$ll for each gear for man$al etension"
8$st have the gear handle placed in the middle <:: position after retraction &hich t$rns off hydra$lic press$re to the gear4
5anding 9ear Trans1er Unit
The landing gear transfer $nit serves one p$rpose, to ens$re eno$gh vol$me of hydra$lic fl$id in the case of engine 1 fail$re to allo& the gear to retract fast
31

Engine 1 fails lo& 24 anding gear is do&n anding gear handle is selected $p
9ear <iewers
8ain Hear Aie&er located opposite the third &indo& aft of the over&ing escape hatches and one foot left of center" P$ll $p carpet to sight thro$gh vie&er" @ed lines on gear lock sho$ld line $p"
ose Hear Aie&er located O$st for&ard of cockpit door inside cockpit" P$ll $p the
access door to sight thro$gh vie&er" )rro&s on gear sho$ld point to each other"
8an$al Hear Etension is provided by p$lling three handles to f$ll etension" The middle nose gear handle is shorter than the t&o for the mains" P$lling the handle &ill release the $plocks and allo& the gear to free fall into a do&n and locked condition" The gear handle sho$ld be in the <:: position &hen the gear is man$ally etended to allo& it to free fall"
ose 6heel (teering is po&ered by ) 5L* and is controlled by either a steering tiller on the Captains side or thro$gh the r$dder pedals" The r$dder pedals have a limited steering range and are overridden &hen the tiller is $sed"
Boeing B)gaboo: Hear horn &ill operate b$t can be silenced &ith gear $p and flaps 1 I 10" Hear horn is contin$o$s &ith no ability to silence &ith gear $p and flaps greater than 10" 6ith the more $s$al operation of selecting gear do&n and flaps 1B from flaps B yo$ &ill not get a horn, ho&ever if yo$ select gear do&n and flaps 1B immediately from flaps 10 the horn &ill so$nd for a fe& seconds" The line fi &hen selecting gear do&n from flaps 10 is to call for gear do&n and flaps 1B on the green." This means to &ait for the gear do&n three green. indicators before selecting flaps 1B &hich &ill avoid the horn"
32
:light Controls P5 12"4
The 737-300!00 has fairly standard flight controls b$t there are a n$mber of added systems to make it all safe and legal" :ort$nately most of it is pretty transparent in operation and it &orks fairly &ell+
)ll primary flight control s$rfaces ailerons, elevators, r$dder4 are hydra$lically po&ered in normal conditions by both ) and F systems" Either ) or F hydra$lic can f$lly po&er any flight control system" )ilerons and elevator also have man$al back$p" The r$dder is backed $p by standby hydra$lic"
The flight controls on the 737 are gro$ped on the hydra$lic systems ) and F" The controls in this gro$p are
eel elevator feel $nit4 2levator
/ileron$dder
)s yo$ can see this list creates the acronym :E)@ and th$s the name :E)@ gro$p" The :E)@ gro$p is po&ered by both ) and F hydra$lic and either one can completely po&er the &hole :E)@ gro$p by itself" The pilot may select to t$rn off either side of the :E)@ gro$p to isolate it from its respective hydra$lic system"
6hen either :T C<T@< s&itch is moved to (TFL @'*
The associated lo& press$re light is deactivated as the standby r$dder
valve opens"
The sh$t off valve for the associated hydra$lic system for the :E)@ gro$p
closes"
The (T)*FL 5ydra$lic electric p$mp activates
F system :T C<T@< &ill t$rn off the L)6 *)8PE@
)ilerons are assisted in roll control by t&o spoilers on each &ing" :light spoilers
are po&ered by both ) and F systems &ith the inboard flight spoiler po&ered by ) and the o$tboard flight spoiler po&ered by F" :light spoilers move in proportion to the ailerons" The flight spoilers can also be deployed in flight &ith the speed brake handle" @oll rate &ill greatly increase &ith speed brake $se" #f the control &heels are Oammed the t&o &heels can be disconnected by $sing high force on the &heel" 6hen disconnected the captains &heel &ill have aileron control and the :< &heel &ill have spoiler control"
33
Elevators are connected thro$gh a tor%$e t$be" Foth ) and F hydra$lic system provide normal po&er b$t man$al control is also available in the case of loss of all hydra$lics"
The 5oriGontal (tabiliGer is trimmed to provide elevator trim" (tab trim is
available thro$gh main electric trim, a$topilot trim or man$al stab trim &heel" Theelectric trim has t&o speeds, high speed &ith flaps etended and lo& speed &ith flaps $p" Foth the main electric and a$topilot trims can be disconnected by t$rning off the (T)F T@#8 C'T<'T s&itches on the control pedestal"
#n addition the control &heels have c$to$t s&itches b$ilt into the control col$mns" These s&itches &ill c$to$t main electric and a$topilot trim if the trim movement is opposite the control col$mn movement" Lo$ cant see this s&itch as it is b$ilt into the control col$mn b$t yo$ can hear it click &hen on approach" ) special <AE@@#*E s&itch on the control pedestal is provided to t$rn off the control col$mn stab trim c$to$t s&itches if bypass is needed yo$ getting all thisW4" #n
other &ords if the <AE@@#*E s&itch is selected < yo$ can $se trim anydirection yo$ &ish regardless of the control col$mn movement"
8an$al control for the elevator trim re%$ires folding o$t handles in the trim &heel" Fe s$re to t$rn off the main electric trim by selecting the (T)F T@#8 s&itches to C'T<'T before folding o$t the handles" Those handles can break someones leg if yo$ have them o$t and spin the trim &heel &ith the electric trim+
The elevator has an elevator feel comp$ter system" This system provides the feel of speed. or aerodynamic forces to the elevator control" )ircraft speed is sensed thro$gh a dedicated elevator pitot system and control forces are varied according to speed" Foth ) and F hydra$lic systems provide po&er for this system" #f either
) or F is lost the system &ill contin$e to &ork b$t the :EE *#:: P@E(( light &ill ill$minate &hen flaps $p4"
@$dder is the most controversial flight control on the aircraft" )fter the PC' Po&er Control 'nit4 fail$re that ca$sed the 737 crash in P#T this has become one of the most st$died systems on aircraft today" 6hile the fail$re mode &as obvio$sly a very $ncommon one it &as fatal d$e to several circ$mstances" :irst, the aircraft &as flying belo& &hat is kno&n as crossover speed." Crossover speed is the speed at &hich the ailerons are able to overpo&er the r$dder and stop roll against a f$ll r$dder deflection" )t the time the speed they &ere at &as considered above crossover b$t later investigation has proven that the original Foeing tests &ere not acc$rate and this invalid data &as given to the :))" These minim$m speeds have no& been increased fleet &ide for additional margin of protection" :$rther, the fail$re of the PC' ca$sed it to hydra$lically lock to f$ll deflection"
) modification has been added to allo& the pilot to attempt overpo&ering a failed PC'" )dditional changes have been made to improve the reliability of the PC'
3!
and the final fi is to be a completely ne& design" The r$dder is completely hydra$lically po&ered &ith no man$al reversion" :eel and centering is done mechanically" @$dder trim simply repositions the r$dder pedals and re-centers the feel" The r$dder pedal position and the r$dder position al&ays follo& each other" The r$dder cannot move independent of the r$dder pedals"
#f ) and F hydra$lic fail the r$dder is po&ered thro$gh (tandby hydra$lic" (tandby hydra$lic is po&ered by man$ally selecting the :light Control s&itches from either ) < or F < to (T*FL @'*" This &ill depo&er the associated :E)@ gro$p and t$rn on (tandby hydra$lic" The r$dder &ill then be po&ered thro$gh the remaining normal hydra$lic system ) or F4 and (tandby" (tandby hydra$lic &ill a$tomatically be activated to provide back$p to the r$dder d$ring takeoff and landing if ) or F hydra$lic are lost" The parameters to a$tomatically activate (tandby are
) or F hydra$lic press$re lost
:laps etended
#n flight or &heel spin $p of greater than ;0 kts"
6P6: The modification mentioned earlier that has been added is called the @$dder Press$re @ed$cer @P@4" @emember that both ) and F normally provide press$re to the r$dder" The @P@ red$ces the press$re <L from ) system to the r$dder by abo$t a third" The press$re from F system is not red$ced" The @P@ red$ces ) system press$re after takeoff abo$t 1000 ft" <n approach to landing the @P@ restores f$ll press$re to ) at abo$t 700 ft" #f the @P@ does not restore press$re at 700 ft" the (tandby hydra$lic system &ill activate as noted
above d$e to lost press$re on ) system" The p$rpose of this system is to allo&the pilots a better chance of overriding an $ncommanded f$ll deflection" #n the case of fail$re of (L( F 5L* or engine fail$re the @P@ &ill restore f$ll press$re or not allo& red$ced press$re4 to allo& f$ll r$dder deflection if needed"
@aw Damper: Po&ered by F. 5ydra$lic, does not move r$dder pedal d$ring ya& damper operation" )n indicator is located on the instr$ment panel to sho& movement of the r$dder by the ya& damper" Pilot r$dder inp$t is not sho&n on this indicator" (electing the F :light Control s&itch to (T)*FL or <:: &ill disengage the La& damper"
Trailing Edge &laps: ormally operated by F. hydra$lic, if F 5L* fails then theflaps can be etended $sing alternate electric etension" The alternate electric may also be $sed to retract the flaps as &ell" The alternate flap etension system is very slo& compared to the normal hydra$lic and care sho$ld be given to allo& time to etend or retract4 the flaps &ith the alternate system" 6hen the alternate system is activated the hydra$lic side is locked o$t &ith a bypass valve"
)symmetry protection is a$tomatic &ith the hydra$lic operation b$t no asymmetry protection is available &ith the alternate electric operation" #n normal operation
3B
flap range is from 0 I 30 b$t flaps !0 is available for $se" ) flap load limiter is installed on flaps !0 and &ill a$tomatically retract flaps to 30 if 1B Q#)( is eceeded 3004 or 1;2 Q#)( !004" The flap handle &ill not move, O$st the flaps retract" :lap handle gates. are installed on :laps 1 and 1B to help d$ring go- aro$nds in getting the correct net. flap"
5eading Edge Devices: ormally po&ered by F. hydra$lic, if F hyd fails then (tandby 5yd can etend E *evices" *$ring )lternate :lap etension, &hen the
)lternate :laps s&itch is selected to *<6 all the E *evices &ill f$lly etend" <nce etended $sing alternate flaps the standby hydra$lic system cannot retract the E *evices" E*s are controlled thro$gh the flap lever in normal operation"
5eading Edge &laps: Etend on flap etension
5eading Edge Slats:
:laps 0 'P4 @etracted 'P4:laps 1, 2, B Etend #ntermediate Position4 :laps 10 and above :$ll Etend Note: E (lats go from Etend to :' Etend at abo$t >
A)toslats: 6hen slats are in the Etend #ntermediate4 position &ith flaps 1 - B, they can be etended a$tomatically &hen near a stall" This is normally po&ered by F. hydra$lics" The a$toslat system has d$al channels" #f a single channel fail$re occ$rs there is no loss of capability" (ingle channel fail$re &ill be sho&n d$ring 8)(TE@ C)'T#< recall" #f both channels are lost the )'T< ()T :)# light &ill ill$minate"
PTU: The a$toslat operation can be po&ered by ). hydra$lic thro$gh the PT' Po&er Transer 'nit4 if F engine p$mp fails" The PT' transfers po&er b$t not fl$id" The PT' is started if loss of press$re on the F engine p$mp is sensed" This PT' only transfers po&er in one direction, from ) to F"
Note: if a$toslats are activated the amber E :)P T@)(#T light is inhibited to prevent distraction d$ring a stall recovery4
9ro)nd Speed Brakes: 6hen armed the speed brake handle &ill a$tomatically deploy on landing, raising all spoiler panels incl$ding :light spoilers4" )ll spoiler panels &ill a$tomatically etend f$lly on landing &ith speed brake handle in )@8E* position, thr$st levers in idle and indication of a correct combination of &heel spin-$p or &heel spin-$p and gro$nd sensing is present" To arm (peed Frakes prior to landing p$ll handle $p o$t of detent and back slightly $ntil Hreen (PEE* F@)QE )@8E* light comes on"
3;
:or takeoff speed brakes are not armed b$t &ill etend a$tomatically &hen thr$st reverser levers are selected to reverse if not already man$ally selected o$t" )fter landing the speedbrakes &ill sto& a$tomatically if either thr$st lever is advanced"
#f the amber (PEE* F@)QE *< <T )@8 light is ill$minated the speed brake
lever m$st be moved man$ally to the f$ll $p position on landing"
/ac' Trim System: )s the 737 tends to t$ck. above 0";1B 8 a trim system is installed to compensate" #t controls thro$gh the elevator feel and centering $nit" 8ach trim $ses a t&o channel comp$ter and fail$re of one comp$ter &ill not res$lt in any loss of capability" 5o&ever a single channel fail$re &ill res$lt in a &arning on the 8aster Ca$tion &hen recall is checked" :ail$re of both channels &ill fail the system and ill$mination of the 8)C5 T@#8 :)# light" #f the system is lost in flight yo$ are restricted to 0"7!8" (ince this is very close to normal cr$ising 8ach this is not a very restrictive limit"
Speed Trim System: )t lo& gross &eights, lo& speeds, high thr$st, aft C"H" andflaps etended the 737-300!00 tends to become ne$tral in handling" )s yo$ might epect it is not considered good to have a ne$tral handling aircraft d$ring initial climb o$t after takeoff" To give the 737 a positive stability feel a speed trim system has been added that &ill a$tomatically trim the aircraft thro$gh the a$topilot trim system" Lo$ &ill see the trim &heel being t$rned by itself on initial climb o$t even tho$gh the a$topilot is off" This is a d$al channel system and a single channel fail$re &ill not res$lt in any loss of capability" (ingle fail$re &ill be sho&n by d$ring 8)(TE@ C)'T#< recall" *$al channel fail$re res$lts in system fail$re and ill$mination of the (PEE* T@#8 :)# light"
The speed trim system operates $nder the follo&ing conditions
• (ensing of trim re%$irement
• :laps 'P 3004, 'P or *<6 !004
• )irspeed 100-300 Q#)(
• 1 above ;0K
• )$topilot <::
The Takeoff &arning system &ill so$nd &hen one or both thr$st levers are advanced or takeoff &arning test b$tton p$shed as installed4 &hen
(tab trim not in H@EE band
:laps not in takeoff range 300 1-1B, !00 B-1B4
(peedbrake lever not in *<6 detent
E devices not in takeoff position
37
3
=6S 3P0 ,!(!(84
8ost of the instr$mentation in the 737 is very similar to &hat yo$ have seen in
many other aircraft" 5o&ever, there are a fe& systems that bear mentioning" Thefirst is the #@(" o, this isnt some system devised by the #nternal @even$e (ervice to track pilot income" )ct$ally the acronym stands for #nertial @eference (ystem" This system is the basic b$ilding block for a co$ple of very important feat$res and yet is transparent in $se to the point of being virt$ally $nnoticed in normal operations"
T&o #@(s eft and @ight4 are installed in the 737-300 and !00" The #@( serves as a highly acc$rate and very reliable so$rce of gyro inp$t for the attit$de and directional gyros as &ell as position inp$t for the :8C" Each #@( $ses a system of laser ring gyros that are able to sense motion and attit$de change" These laser
gyros m$st be aligned before $se to ens$re acc$rate information" )t the start ofeach flight part of the normal checklist is to t$rn each #@( from <:: to )A" This &ill begin the align process" The aircraft cannot be moved d$ring this alignment process even to the point that a t$g cannot b$mp the aircraft or the align &ill fail and have to be restarted" )s the f$ll align process takes a f$ll 10 min$tes it is &ise to get the #@(s aligning early in the preflight process to be s$re that yo$ have allo&ed eno$gh time for a proper alignment" *$ring the alignment process the pilot &ill enter the aircraft position into the :8C to allo& the #@( to find. itself" This is covered later in the :8C initialiGation area"
The selector on the #@( has an )#H position on it b$t &hen selecting )A the selector &ill pass thro$gh the )#H position and begin an )#H &hile the selector is in the )A position" <nce f$lly aligned the #@( &ill then a$tomatically enter the )A mode as the selector is in the )A position"
) key point to remember abo$t the #@( is that it act$ally is serving t&o very different p$rposes
to give a gyro signal to the attit$de indicator and compass system
provide nav signals to the :8( incl$ding latlong position, tr$e and
magnetic heading, acceleration, gro$nd speed, track and &ind data
)s the #@( has t&o distinct modes of operation at one time it is possible that one side may fail and the other side contin$e to &ork" :or this reason a fo$rth selector position is available on the #@( labeled )TT for attit$de" This is a back$p mode in the case that the nav side has failed it may be possible to recover attit$de information only and contin$e &ith f$ll normal operation on the attit$de indicator and 5(#"
3=
)ltho$gh a fast align. feat$re is available, '( )ir&ays only $ses the f$ll alignment so after every flight the #@( is sh$t do&n and then restarted if the aircraft &ill be contin$ing on" This prevents c$m$lative drift errors from b$ilding $p in the #@( system"
The #@( normally operates on )C po&er b$t each is provided back$p on *Cpo&er" The right :<4 #@( only has B min$tes of *C back$p provided &hile the left Captain4 #@( is not limited"
Each #@( also has fo$r indicator lights to sho& its mode of operation" They incl$de
)#H I &hite light
o
:lashing, alignment error gross position error or no positionentered yet4
o ight o$t, #@( not in align mode normal condition4
:)'T I amber light
< *C I amber light
o #@( is operating on *C po&er from s&itched hot battery b$s not normal4
o 8omentary ill$mination d$ring alignment self-test normal4
*C :)# I amber light
o *C voltage for #@( is not normal if other lights are o$t then #@( is
operating normally on )C po&er4
The #@(s have a common keypad and display" This allo&s inp$t of position directly into the #@( not $sed by '( )ir&ays in normal operation4" The display can be selected for eft or @ight #@( &ith a t&o position selector" The display can sho& error codes &hen a :)'T amber light is ill$minated" Error codes are fo$nd in the P5" #f #@( is < *C on the gro$nd the gro$nd call horn &ill so$nd in the nose &heel &ell to &arn of possible battery drain"
!0
/ake yo)r 1lig't instr)ctor 'appy: The key to remember &ith the #@( is not to simply t$rn it off if the amber :)'T light comes on" Fy $sing yo$r @5 proced$res yo$ &ill be directed to attempt recovery of the #@( in attit$de )TT4 mode to contin$e &ith normal gyro operation"
=nstr)ment Trans1er Switc'ing 3P0 ,!(-(84
*$e to the red$ndancy in modern Oet transport aircraft it is possible to have system fail$res and keep on flying &ith normal operation restored" That is the p$rpose of transfer s&itching" #f a pilots indicator fails the pilot can attempt to restore normal f$nction to that indicator if the fail$re &as in the so$rce and not the ga$ge itself" Three in some cases t&o4 s&itches are provided to allo& s&itching so$rces for the )ttit$de indicators, Compass systems and in some cases A5: )A"
Fasically stated, if the #@( fails on the captains side, he can s&itch to the :<s #@( to contin$e &ith normal indicator operation" The :< can also s&itch to the captains side" The same is tr$e for the compass system and for the A5: )A" <n each selector there are three positions F<T5 < 1, <@8) and F<T5 < 2" #f the captain loses an indication the selector &o$ld be positioned to F<T5 < 2 on :<s so$rce4 and of co$rse if the :< loses an indication the selector &o$ld be positioned to F<T5 < 1 on captains so$rce4"
<f co$rse be a&are that if the fail$re is in the indicator itself changing so$rces &ill not restore proper operation"
)lso, the so$rce s&itching does not involve the captains back$p pean$t. ga$ges &hich are entirely separate in both po&er and sensor so$rce"
<0& NA< 3P0 ,!(,(84
The A5: )A aka A<@#(4 &ill operate as a simple A<@ nav radio in man$al b$t also has an important f$nction in providing a back$p and correcting f$nction to the :8(" ormally the nav radios are r$n in &hat is called the a$tot$ne mode" This means that &hen the :8C is being $sed to control the aircraft navigation the :8C is able to a$to t$ne the t&o nav radios to appropriate A<@*8E stations as needed to provide a second so$rce of position information to the :8C as &ell as help establish #@( drift. d$ring long flights" The :8C can $se several *8E so$rces from one radio if needed $sing &hat is called agility t$ning." The :8C can determine the best signals to $se from the available A<@ and *8E stations in the :8C database" ormally the :8C &ill prefer *8E signals over A<@ &hen available"
!1
The :8C is able to $se all this information in a transparent &ay d$ring normal operation to establish more acc$rate flight navigation" The pilot can force the radios into man$al operation by either p$shing a p$sh b$tton selector on the nav radio itself from )'T< to 8) position" 6hen in 8) mode the :8C &ill $pdate $sing the station t$ned man$ally" The radio is also in man$al &hen selecting the
5(# selector from )A to A<@#(" Lo$ &ill be this on most flights &hen gettingset $p for final approach" 6hen the 5(# selector is in A<@#( the #@( is no longer getting back$p information and the :8C &ill give a &arning message stating #@( )A <L. in the scratchpad" This is an advisory message and can be cleared if yo$ are on approach &ith #( t$ned"
)$to :light P5 1!"4
The 737-300!00 has t&o a$topilots installed, labeled ) and F" The selectors for the a$topilots called paddles4 are located in the glareshield in a panel called the
8CP 8ode Control Panel4" Airt$ally all controls for making direct inp$ts to thea$topilot, a$to throttles and flight directors &ill be made from the 8CP" The 737- 300!00 has a$toland capability rated to C)T###"
The 737 $ses onside logic, meaning the pilot side4 that has control. &ill command the flight directors" (ince each pilot may select different nav data so$rces this may res$lt in improper commands being given on the off. side"
6hen the :light *irectors are t$rned on the first :* that is selected on &ill be the master." )n 8) light net to the master :* &ill ill$minate to indicate its master stat$s" 6hen an a$topilot is t$rned on the a$topilot selection &ill override the :* selection if different" The :*s can also go into independent mode and in this case both 8) lights &ill ill$minate and each :* &ill present its o&n nav data" There are three sit$ations that &ill ca$se independent mode
)PP mode &ith <C and H( capt$red
H) mode belo& !00 ft" @)
Takeoff mode belo& !00 ft" @)
Foth :*s m$st be on to engage takeoff or go-aro$nd mode" 6hen the T<H)
s&itch is p$shed on takeoff the initial command is 10> nose do&n" 5eadingcommand if other than r$n&ay heading &ill be !> maim$m bank $ntil !00 ft" then selected bank angle" )t ;0 Q#)( the :* pitch &ill command 1B> nose $p"
)fter liftoff pitch &ill command to maintain the set 8CP speed A24"
ote Even if the :* s&itches are <:: they &ill display a$tomatically if the T<H) s&itches are pressed belo& 2000 ft"
!2
ormally the captain &ill $se the ) or left paddle a$topilot and the :< &ill $se the F or right paddle a$topilot" Each paddle had three positions" The first position is the bottom or <::" )bove that is the middle or C6( Control 6heel (teering4 position" :inally, at the top is the C8* Command or <4 position"
The a$topilots are identical in capability and normally each pilot O$st selects thea$topilot on their side" (electing the a$topilot on the flying pilots side allo&s the onside logic to kno& &hich pilots nav inp$ts to follo&"
Control 6heel (teering allo&s man$al control of the a$topilot thro$gh the control &heel" Fasically the a$topilot keeps the aircraft &herever yo$ leave it" #n C6( the a$topilot &ill maintain the last pitch and roll the pilot has commanded thro$gh the control &heel" #f the bank is ;> or less the a$topilot &ill roll level and maintain heading"
C8* <4 &ill engage the a$topilot and the pilot can no& command the a$topilot
thro$gh the 8ode Control Panel 8CP4"
8CP
The 8ode Control Panel contains all the maOor controls for the a$topilot" These incl$de
)ltit$de )lert, (peed, 5eading, Aertical (peed, )$topilot modes, Fank )ngle, Co$rse as &ell as :*, )$topilot and )$to throttle controls"
These selectors are act$ally controlling a$topilot, a$to throttles and flight directors as available at the same time"
8CP selectors
)ltit$de )lert -
(et the assigned altit$de" Qnob &ill rotate &ith clicks for each h$ndred feet" 6hen &ithin =00 ft" of set altit$de a tone &ill so$nd &ith orange )T#T'*E
)E@T lights for each pilot" ights &ill eting$ish &ithin 300 ft" of set altit$de"
Co$rse-
Each pilot has a Co$rse selector to control the 5(# on their side" This selector &ill control &hen the 5(# s&itch is in A<@#( mode" 6hen in )A mode the :8C &ill control the 5(#"
!3
5eading-
)ssigned heading may be set &ith the 5eading selector" Fank angle may be set $sing a s%$are o$ter beGel aro$nd the 5eading selector knob" Fank angle may
be selected from 10> to 30> of bank"
#)(8)C5 (peed-
The (peed selector &ill drive the orange speed b$g on the airspeed scale as &ell as set the proper command speed for the a$topilot and a$to throttles" The display &ill a$tomatically change from #)( to 8)C5 aro$nd 2;,000 ft" ) changeover b$tton is provided to force a change from indicated to mach and is labeled C<"
Aertical (peed-
6hen in vertical speed mode the pilot can set the desired vertical speed" *escents are noted &ith a min$s sign eample -1B00 for 1B00 fpm descent4" The selector is a roll knob that is rolled similar to a trim &heel" Lo$ &ill move the selector &ith yo$r finger do&n for climb and yo$r finger $p for descent" #t makes more sense &hen yo$ act$ally do it+
)$topilot mode selectors-
evel Change-
The name so$nds conf$sing b$t evel Change act$ally is a very int$itive command" #f yo$ select a ne& altit$de and then press evel Change A C5H4 yo$ &ill get either Climb po&er for climb or #dle for descent &hile maintaining the selected speed"
Aertical (peed-
#n this case pressing this mode A(4 &ill provide the re%$ested vertical speed &hile maintaining the selected airspeed" 6hile Foeing is good they cannot give any vertical speed yo$ re%$est &itho$t regard for the act$al performance capabili

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e Parks Notes