Differences Training

Transcription

1 Differences Training

2 Preamble The purpose of this presentation is to familiarize the crew with the various differences in procedures and systems among the Fleet. The presentation highlights differences in the FCOM Volume 1, FCOM Vol II and the QRH. *All FCOM Volume 1 and 2 differences are highlighted in RED Where a particular system/component or procedure only applies to a particular aircraft, the effectivity will be highlighted in red. *All QRH differences are highlighted in Yellow Where there are differences which apply to both aircraft every attempt has been made show them side by side in order to draw out the distinctions.

3 Preface Model Identification Airplane Number Registry Number Serial Number Tabulation Number RT RM 082 NOTE:. The overriding difference on is that it is equipped with GE engines.

4 Normal Procedures Preflight procedures First Officer AUTO IGNITION selector - 1 or 2 AUTO IGNITION selector - SINGLE AUTO START switch (if installed) - ON

5 Normal Procedures Engine Start Procedure Engine Start Procedure Select the secondary engine indications. F/O Pack control selectors... SET F/O Set two or three packs off.. Start sequence... Announce C Call START ENGINE. C Engine START switch... Pull F/O Verify that the N2 RPM increases. F/O Verify that the oil pressure increases. C, F/O At maximum motoring (N2 greater than or equal to the fuel-on indicator and no increase for five to ten seconds) and a minimum of the fuel-on indicator: FUEL CONTROL switch...run C Verify that the EGT increases and stays below the EGT limit C, F/O After the engine is stabilized at idle, start the other engines. Do the ABORTED ENGINE START checklist for one or more of the following abort start conditions: the EGT does not increase by 20 seconds after the fuel control switch is moved to RUN there is no N1 rotation by 40% N2 the EGT quickly nears or exceeds the start limit the N2 is not at idle by 2 minutes after the fuel control switch is moved to RUN the oil pressure indication is not normal by the time the engine is stabilized at idle

6 Auto Start Procedure Normal Procedures Engine Start Procedure (Auto Start) Select the secondary engine indications. F/O Pack control selectors... SET F/O Set two or three packs off. To start two engines at the same time, it may be necessary to set three packs off. Start sequence... Announce C Call START ENGINE. C Engine START switch... Pull F/O FUEL CONTROL switch...run C Verify that the oil pressure increases. C, F/O Verify that there is N1 rotation and an oil pressure indication by idle N2. C, F/O After the engine is stabilized at idle, start the other engines. Autostart does corrective steps for: no EGT rise a hot start a hung start Do the ABORTED ENGINE START checklist for one or more of the following abort start conditions: there is no N1 rotation by idle N2 the fuel control switch is in RUN, the engine RPM is low, and the Autostart switch is off the oil pressure indication is not normal by the time the engine is stabilized at idle

7 Normal Procedures Before Takeoff Procedure Before Takeoff Procedure When responding to the FLAPS challenge in the BEFORE TAKEOFF CHECKLIST, the PF is verifying that the CDU and EICAS flap selections agree with the takeoff performance calculated. Engine warm up requirements: engine oil temperature must be above the lower amber band before takeoff Engine warm up recommendations (there is no need to delay the takeoff for these recommendations): when the engines have been shut down more than 2 hours: run the engines for 5 minutes when the taxi time is expected to be less than 5 minutes, start the engines as early as feasible use a thrust setting normally used for taxi operations Engine warm up requirements: engine oil temperature must be above the bottom of the temperature scale Engine warm up recommendations: run the engines for at least 3 minutes use a thrust setting normally used for taxi operations

8 Normal Procedures Takeoff Procedure Advance the thrust levers to approximately 1.10 EPR. Allow the engines to stabilize. Advance the thrust levers to approximately 70% N1. Allow the engines to stabilize. Procedure also applies to Supplemental Procedure Low Gross Wt, Aft CG Takeoff

9 Normal Procedures After Landing Procedure Engine cool down requirement: run the engines for at least 90 seconds use a thrust setting no higher than that normally used for taxi operations Engine cool down recommendations: run the engines for at least 5 minutes use a thrust setting no higher than that normally used for taxi operations Engine cool down recommendations: run the engines for at least 3 minutes use a thrust setting normally used for taxi operations

10 Supplementary Procedures Weather Radar Test Weather Radar Mode selector...non-test mode ND Mode selector...map EFIS WXR switch...push Note: In the short time the weather radar is on and not in the TEST position, it will radiate. Weather Radar Mode selector...test Observe the following sequence (approximately 20 seconds). The amber WINDSHEAR annunciation shows on the NDs and the aural message monitor radar display sounds. Then the amber WINDSHEAR annunciation blanks, the Master Warning lights illuminate, and the WINDSHEAR SYS and WINDSHEAR PRED EICAS messages show. Then the red WINDSHEAR annunciation shows on the NDs, the WINDSHEAR SYS and WINDSHEAR PRED EICAS messages blank, the Master Warning lights extinguish, and the aural messages go around, windshear ahead, and then windshear ahead, windshear ahead sound. During this time, the rainbow test pattern (with embedded PWS symbol) is shown. Continue

11 Supplementary Procedures Weather Radar Test Weather Radar Mode selector...test ND Mode selector... MAP EFIS WXR switch... Push Verify radar test pattern displays on ND. EFIS WXR switch... Push Select Captain s and First Officer s weather radar displays off. Weather Radar Mode selector... As desired

12 Supplementary Procedures Electrical Power up Electrical Power Up The following procedure is accomplished to permit safe application of electrical power. If APU power desired: APU Start Source switch (if installed) - TR APU selector START, then ON Position APU selector back to ON position. Do not allow APU selector to spring back to ON position. APU generator 1 and APU generator 2 AVAIL lights - Illuminated APU GENERATOR 1 switch - Push Verify ON light illuminated. APU GENERATOR 2 switch - Push

13 Supplementary Procedures Engine Start Procedure Manual Start Engine Start Procedure - Manual Start Select the secondary engine indications. F/O Pack control selectors...set F/O All packs may be off or one pack may be on for engine start. Start sequence...announce C AUTOSTART switch...off F/O Call START ENGINE C Engine START switch...pull F/O Verify that the N2 RPM increases. F/O Verify that the oil pressure increases. C, F/O At the fuel-on indicator: FUEL CONTROL switch...run C Verify that the EGT increases and stays below EGT limit. C, F/O After the engine is stable at idle: If autostart is operative: AUTOSTART switch... ON F/O The autostart switch may stay OFF between manual starts when more than one engine is to be started manually. After the engine is stabilized at idle, start the other engines. Do the ABORTED ENGINE START checklist for one or more of the following abort start conditions: the EGT does not increase by 25 seconds after the fuel control switch is moved to RUN there is no N1 rotation by idle N2 the EGT quickly nears or exceeds the start limit N2 does not stabilize at idle the oil pressure indication is not normal by the time the engine is stabilized at idle

14 Supplementary Procedures Cold Weather Operations Taxi - Out CAUTION: Taxi at a reduced speed. Use smaller tiller and rudder inputs, and apply minimum thrust evenly and smoothly. Taxiing on slippery taxiways or runways at excessive speed or with high crosswinds may start a skid. When nacelle anti-ice is required and the OAT is 3 C or below, do an engine run up, as needed, to minimize ice build-up. Use the following procedure:.c Check that the area behind the airplane is clear. Run-up to a minimum of 50% N1 for approximately 1 second duration at intervals no greater than 15 minutes. Run-up to a minimum of 60% N1 for approximately 30 seconds duration at intervals no greater than 30 minutes. This procedure and parameters also apply to SP - After Landing Procedure

15 Supplementary Procedures Cold Weather Operations Takeoff Procedure Do the normal Takeoff Procedure with the following modifications. When nacelle anti-ice is required and the OAT is 3 C or below, the takeoff must be preceded by a static engine run-up. Use the following procedure: Run-up to a minimum of 50% N1 and confirm stable engine operation before the start of the takeoff roll. Run-up to a minimum of 60% N1 for approximately 30 seconds duration and confirm stable engine operation before the start of the takeoff roll.

16 Supplementary Procedures Cold Weather Operations Nacelle Anti-ice Operation In flight Nacelle anti-ice must be ON during all flight operations when icing conditions exist or are anticipated, except when the temperature is below 40 C SAT. Prior to reducing thrust for descent in visible moisture and TAT less than 10 C, including SAT less than -40 C, nacelle anti-ice switch must be in the ON position. At or below 22,000 ft, wing anti-ice selector must be in the ON position. When these icing conditions (visible moisture and TAT less than 10 C, including SAT less than -40 C) are no longer present or anticipated, place the nacelle and wing anti-ice selectors in the OFF (or AUTO) position.

17 Supplementary Procedures Cold Weather Operations Fan Ice Removal Fan Ice Removal CAUTION: Avoid prolonged operation in moderate to severe icing conditions. If moderate to severe icing conditions are encountered: During flight in moderate to severe icing conditions for prolonged periods with N1 settings at or below 70%, or when fan icing is suspected due to high engine vibration, the fan blades must be cleared of any ice. Do the following procedure every 10 minutes on all engines, one engine at a time: increase thrust to a minimum of 70% N1 for 10 to 30 seconds.

18 Limitations Weight Limitations Weights Pounds Maximum Taxi Weight 878,000 Maximum Takeoff Weight 875,000 Maximum Fuel Transfer Weight 740,000 Maximum Landing Weight 652,000 Maximum Zero Fuel Weight 610,000 Minimum Flight Weight 377,400 Note: Maximum Fuel Transfer Weight is the weight above which Reserve Tanks 2 and 3 must be full. Note: In order to be above the a/c minimum flight weight, a minimum payload or fuel ballast of 20,000 lbs should be loaded. Additional weight limitations have been added to the above table. These limitations apply to and

19 Airplane General, Emergency Equipment, Doors, Windows Oxygen Mask Panel - Test and Reset switch is a push button type O2 flow indicator located in the top left corner of panel Test and Reset switch is a slide type O2 flow indicator located in the top right corner of panel

20 Air Systems Shoulder Air Selector 1. Rotate Sets air flow to side window shoulder air outlet

21 Anti-Ice, Rain Nacelle and Wing Anti-Ice Panel Push Button Switches installed Off Valve Closed On remains the same 3 Position Toggle switches installed Off - nacelle anti-ice valves commanded closed On remains the same Auto - In flight, nacelle anti-ice operates in response to inputs from the ice detection system. Requirements for valve operation are the same as ON position. On the ground, system off. When nacelle anti-ice valve is open at touchdown, valve remains open until engine shutdown. continue

22 Anti-Ice, Rain Automatic Ice Detection System Ice Detection System The automatic ice detection system detects airplane icing in flight. An ice detection system probe on the forward fuselage detects airplane icing in flight. The system provides data for displaying EICAS alert messages. Nacelle Anti-Ice System The nacelle anti-ice system uses engine bleed air to provide engine cowl inlet ice protection. Nacelle anti-ice can be operated in flight or on the ground. The nacelle anti-ice indication NAI is displayed beside the EICAS N1 indication when the nacelle anti-ice valve is open. When the Nacelle Anti-Ice switch is ON the selected engine igniters operate continuously. Nacelle Anti-Ice System Operation When the Nacelle Anti-Ice switch is ON, bleed air opens the nacelle anti-ice valve and bleed air is supplied to the engine inlet cowl. Automatic Ice Detection System The automatic ice detection system detects airplane icing in flight. The system consists of two ice detector probes on the forward fuselage. The system provides signals to control the nacelle and wing anti ice systems when those systems are in automatic mode. Nacelle Anti Ice System Nacelle Anti Ice System Automatic Operation In flight, when the NACELLEANTI-ICE switch is in AUTO, nacelle anti ice system operation is automatic. When ice is detected, bleed air opens the nacelle anti ice valve and bleed air is supplied to the engine cowl inlet. When ice is no longer detected, the nacelle anti ice valve closes and bleed air is no longer supplied to the engine inlet cowl. Nacelle Anti Ice System Manual Operation On the ground and in flight, when the NACELLEANTI-ICE switch is ON, bleed air opens the nacelle anti-ice valve and bleed air is supplied to the engine inlet cowl.

23 Communications Glareshield Microphone Switch N469SA 1. Push allows oxygen mask or boom microphone transmission on selected transmitter.

24 Communications Captain Audio System Switch 1. CAPT AUDIO SYSTEM Switch Normal (NORM) - all communication systems operate normally. VHF-L DIRECT - bypasses audio system by connecting Captain s boom/mic headset and control wheel push-to-talk switches directly to VHF-L transceiver. Allows Captain to communicate on VHF-L transceiver if audio system failure causes loss of communication. Volume control is not available.

25 Communications Printer Controls Appearance and switch functions Continue 1. FAIL Light Illuminated (amber) printer failure, or test in progress 2.PAPER Light Illuminated (amber) test in progress, or paper jam 3. RESET Switch Push aborts current print job deletes pending print job(s) resets printer Illuminated (white) reset in progress, or\ test in progress 4. TEST Switch Push tests printer prints test pattern Illuminated (white) - test in progress. 5. SLEW Switch Push and hold advances paper.

26 Communications Printer Controls Appearance and switch functions 1. SLEW Switch Push and hold - advances paper. 2. RESET Switch Push - resets Message (MSG) light. 3. TEST Switch Push tests printer when pushed with RESET switch, prints test pattern. 4. PAPER Indicator Indicates amount of paper in printer. 5. FAIL Light Illuminated (amber) - indicates printer failure. 6. PAPER Light Illuminated (amber) - indicates printer out of paper. 7. Message (MSG) Light Illuminated (blue) - indicates message sent to printer.

27 Communications Stuck Mic Protection Stuck Mic Protection On the ground, any VHF radio transmitting for longer than 35 seconds is disabled following annunciation of a warning beep. The radio is enabled when the microphone switch for that radio is released. On the ground or in flight, an EICAS advisory message RADIO TRANSMIT will display if any VHF or HF transceiver has been keyed for more than 30 seconds.

28 Electrical Alternate EFIS Selector ALTERNATE EFIS Selector CAPT - left FMC, and left PFD and ND powered by APU alternate power if captain transfer bus unpowered. right PFD and ND unpowered if both transfer busses unpowered. F/O - left FMC and first officer PFD and ND powered by APU alternate power if first officer transfer bus is unpowered. Left PFD and ND unpowered if both transfer busses unpowered. Note: Selector not functional during normal electrical system operation, or with failure of only captain transfer bus.

29 Electrical Electrical Power System Schematic Note: does not have the alternate EFIS switch

30 Engines, APU Primary Engine Display Primary Engine Indications Displayed full time on EICAS display: EPR N1 EGT 1. Primary Engine Indications Displayed full time on EICAS display: N1 EGT The N1 indication does not change color when the maximum N1 is reached

31 Engines, APU EPR/N1 Indications Thrust Reverser Indication Displayed REV (amber) - reverser in transit. Displayed REV (green) - reverser fully deployed. EPR Digital EPR displayed (white). Maximum EPR Line Displayed (amber) - maximum allowable thrust. Displayed (white) - maximum EPR is invalid. EPR Indication EPR, displayed: (white) - normal operating range (red) - operating limit reached Reference EPR Displayed (digital, green) - reference thrust selected by FMC. Primary Engine Indications Displayed full time on EICAS display: N1 EGT PW - The EEC selects an unannunciated alternate mode when reverse thrust is used due to EPR sensing inaccuracies during reverser operation.

32 Engines, APU N2 Indication At maximum motoring (N2 greater than or equal to the fuel-on indicator and no increase for five to ten seconds) and a minimum of the fuel-on indicator: FUEL CONTROL switch...run N469SA At the fuel-on indicator: FUEL CONTROL switch...run

33 Engines, APU Oil Pressure Indications 4. Oil Pressure Amber Band - GE only Displayed (amber) oil pressure caution range.

34 Engines, APU Engine Vibration Indications Engine Vibration Source Identifies the vibration source being displayed. Displayed (white) - vibration source with the highest vibration: N1 - N1 rotor vibration N2 - N2 rotor vibration Engine Vibration Source Identifies the vibration source being displayed. Displayed (white) vibration source with the highest vibration: FAN - fan vibration LPT - N1 Low Pressure Turbine vibration N2 - N2 rotor vibration

35 Engines, APU Compact Engine Display Compact Engine Indications Displayed continuously: EPR (Only for P&W Engines) N1 EGT Compact Engine Indications Displayed continuously: N1 EGT

36 Engines, APU Engine Start Panel AUTO IGNITION Selector 1, BOTH, or 2 - selects respective igniters. Selected igniters operate when any of the following occur: during start when N2 RPM less than 50% trailing edge flaps out of up position nacelle anti-ice ON Engine START Switches Pull (Autostart switch ON) arms start valve opens engine bleed air valve Pull (Autostart switch OFF) Same as P&W AUTO IGNITION Selector SINGLE - EEC alternates igniter 1 and igniter 2 after every second ground start EEC selects both igniters for in-flight start or flameout Selected igniters operate when any of the following occur: engine flameout AUTOSTART Switch ON arms the autostart system. OFF autostart system is disabled start is manually controlled

37 Engines, APU Engine Fuel System Schematic PW- The first stage engine fuel pump adds additional pressure to the fuel. GE- The first and second stage engine fuel pumps add additional pressure to the fuel.

38 Engines, APU Engine Oil system P&W The oil is cooled first by fan air as it flows through the air/oil heat exchanger and then by fuel as it flows through the fuel/oil heat exchanger. GE - The oil is cooled by fuel as it flows through the fuel/oil heat exchanger.

39 Engines, APU Thrust Reverser System PW- Each engine has a hydraulically actuated fan air thrust reverser. GE- Each engine has a pneumatically actuated fan air thrust reverser.

40 Engines, APU APU Operation APU Start An APU start requires both the main and APU batteries. The APU battery supplies power to the starter, air inlet door, APU controller, DC fuel pump, and APU fire detection system. The main battery supplies power for the APU fire extinguisher, APU fuel valve, and standby power for the APU controller. All APU components except the starter are powered by the main battery while the APU starter is engaged during a start sequence. Rotating the APU selector momentarily to START begins the start sequence. The APU fuel valve and inlet door open simultaneously. Starter engagement occurs when the inlet door is fully open. The start sequence continues with ignition, lightoff, and engine acceleration to rated speed. Between starts Battery wait: 1 and 2 1 minute 2 and 3 5 minutes 3 and 4 1 minute 4 and 5 20 minutes 5 and 6 1 minute For additional starts, wait 20 minutes then alternate between one and 20 minutes for further starts. continue APU Start limitations are not the same for P&W and GE Engines.

41 Engines, APU APU Operation Cont. APU Start The APU DC electric starter is powered by an APU start transformer rectifier (TR) whenever galley bus 2 is powered. Galley bus 2 may be powered from either an external or internal AC power source through the synchronous bus. If galley bus 2 is not powered, starter power is supplied by the 24 volt APU battery. The battery has a charger which disconnects during APU starter engagement. The APU battery powers the inlet door, APU controller, DC fuel pump, and APU fire detection system. The main battery supplies power for the APU fire extinguisher, APU fuel valve, and standby power for the APU controller. During a battery start sequence, the APU starter is powered by the APU battery and all APU components except the starter are powered by the main battery while the APU starter is engaged. Rotating the APU selector momentarily to START begins the start sequence. The APU fuel valve and inlet door open simultaneously. Starter engagement occurs when the inlet door is fully open. The start sequence continues with ignition, lightoff, and engine acceleration to rated speed. Between starts TR wait: Battery wait: 1 and 2 1 minute 1 minute 2 and 3 10 minutes 5 minutes 3 and 4 20 minutes 1 minute 4 and 5 20 minutes 20 minutes 5 and 6 20 minutes 1 minute For additional starts with TR power, wait 20 minutes between each start. For additional starts with battery power, wait 20 minutes then alternate between one and 20 minutes for further starts. APU Start limitations are not the same for P&W and GE Engines.

42 Flight Instrument, Displays Instrument Source Select Panels PVD is only installed on and is Deactivated Continued

43 Flight Instrument, Displays Para-Visual Display The PVD will be Deactivated 1. Para-Visual Display (PVD) - Deactivated 2. PVD Switch - Deactivated

44 Flight Instruments, Displays Radio Magnetic Indicator Radio magnetic indicator displays heading and VOR and ADF bearing to the selected station. Heading information is provided by the right or center IRU as selected by the F/O IRS source selector. Only installed on

45 Flight Management, Navigation Transponder Panel Above/Below switch () Appearance and functionality

46 Flight Management, Navigation Weather Radar Panel Appearance and functionality () * has a left and right tilt map and gain knob * Push button selections for TFR, WX, WS+T, MAP, and GCS, LR/T RR/T

47 Flight Management, Navigation Thrust Management Thrust limits are expressed as EPR limits. Thrust equalization references EPR. Thrust limits are expressed as N1 limits. Thrust equalization references N1.

48 Landing Gear Gear Synoptic Display Disabled System Messages TILT (amber) - main gear truck not in full tilt positions. ANTISKID (white or amber) - loss of antiskid protection to related wheels. LIMITER (white or amber) - torque limiting control fault detected.

49 Warning Systems GPWS and PWS Alerts on PFD Alert on PFD PULL UP (red) - PULL UP alert is occurring. WINDSHEAR (red) - predictive WINDSHEAR AHEAD alert or immediate WINDSHEAR alert is occurring all other GPWS alerts inhibited Alert on PFD PULL UP (red) GPWS PULL UP alert is occurring. WINDSHEAR (red) WINDSHEAR alert is occurring all other GPWS alerts inhibited Continue

50 Warning Systems Predictive Windshear (PWS) Display and Annunciations Only installed on PWS Symbol Displayed (red and black) - PWS alert is occurring displays windshear location and approximate geometric size (width and depth) Symbol, radials, and weather radar returns displayed automatically when: PWS alert occurs, and WXR is not selected on either ND, and respective ND is in MAP, MAP CTR, VOR, or APP mode When terrain display is selected and PWS alert occurs, weather radar display replaces terrain display. PWS Radials Displayed (amber) - PWS alert is occurring Extend from PWS symbol to help locate windshear event WINDSHEAR Annunciation WINDSHEAR (amber) - PWS caution is occurring. WINDSHEAR (red) - PWS warning is occurring. Displayed in all navigation display modes.

51 Warning Systems Master WARNING/CAUTION Reset Switches and Lights Master WARNING/CAUTION Reset Switch Push extinguishes master WARNING lights extinguishes master CAUTION lights silences the aural alert that accompany the EICAS warning messages: CABIN ALTITUDE CONFIG GEAR, if displayed because landing gear not down and locked, any thrust lever at idle, and radio altitude less than 800 feet FIRE PILOT RESPONSE OVERSPEED

52 Warning Systems Transponder Mode Selector TCAS Airspace Switch ABOVE - displays altitude reporting traffic from 2,700 feet below to 9,000 feet above current altitude. Normal (NORM) - displays altitude reporting traffic from 2,700 feet below to 2,700 feet above current altitude. BELOW - displays altitude reporting traffic 9,000 feet below to 2,700 feet above current altitude.

53 Warning Systems Radio Altitude/Barometric Altitude Control N469SA The airplanes listed in the table below are covered in this manual. The numbers distinguish data peculiar to one or more, but not all of the airplanes. Where data applies to all airplanes listed, no reference is made to individual airplane numbers. Minimums Voice Annunciation GPWS provides the voice annunciation MINIMUMS at the altitude set by the captain RADIO/BARO Altitude control on the EFIS control panel. Altitude Voice Annunciations During Approach GPWS provides the following altitude voice annunciations during approach: 2,500 feet - TWENTY-FIVE HUNDRED 1,000 feet - ONE THOUSAND 500 feet - FIVE HUNDRED 100 feet - ONE HUNDRED 50 feet - FIFTY 40 feet - FORTY 30 feet - THIRTY 20 feet - TWENTY 10 feet - TEN 5 feet - FIVE GPWS provides the voice annunciations PLUS HUNDRED at 100 feet above the altitude set by the Captain s RADIO/BARO Altitude control on the EFIS control panel, and MINIMUMS at the altitude set.

54 QUICK REFERENCE HANDBOOK Differences

55 Preface Airplane Effectivities Effectivities will be displayed below associated checklist title ALL QRH DIFFERENCES ARE HIGHLIGHTED IN YELLOW DOOR F/D OVHD When airplane effectivities are stated immediately below a checklist title, the entire checklist applies to the listed airplanes only. In the following example, the ENG 1, 2, 3, 4 FAIL checklist is applicable to only:

56 DOOR F/D OVHD Condition: The flight deck overhead door is not closed and secure.

57 >ELT ON Condition: The emergency locator transmitter is on.

58 BLD 1, 2, 3, 4 OVHT/PRV BLD 1, 2, 3, 4 OVHT/PRV Condition: One or more of these occur: An engine bleed air overheat A PRV is failed closed Condition: One or more of these occur: An engine bleed air overheat A PRV is failed closed Objective: To turn the engine bleed switch off while at a high power setting.

59 >ANTI-ICE >ANTI-ICE Condition: All of these occur: A nacelle or wing anti-ice system is on TAT above 12 C Ice is not detected Condition: All of these occur: A nacelle or wing anti-ice system is on TAT above 12 C

60 >ANTI-ICE NAC Condition: All of these occur: A nacelle anti-ice system is on TAT above 12 C Ice is not detected

61 >ANTI-ICE WING Condition: All of these occur: A wing anti-ice system is on TAT above 12 C Ice is not detected

62 HEAT P/S CAPT, F/O HEAT P/S CAPT, F/O Condition: A pitot static probe heat is failed. Objective: To isolate the failed probe to prevent erroneous flight instrument indications. Condition: A pitot static probe heat is failed.

63 HEAT P/S L, R AUX HEAT P/S L, R AUX Condition: A pitot static probe heat is failed. Objective: To isolate the failed probe to prevent erroneous flight instrument indications. Condition: A pitot static probe heat is failed.

64 >ICING Condition: Ice detector detects ice. 1 Message can be cancelled but cannot be recalled.

65 >ICE DETECTORS Condition: The ice detectors are failed.

66 >ICING NAC Condition: Ice is detected and a nacelle anti-ice system is off.

67 >ICING WING Condition: Ice is detected and the wing anti-ice system is off.

68 >NO ICING Condition: Ice no longer detected. 1 Message can be cancelled but cannot be recalled. If ice detected, message no longer shown.

69 >RADIO TRANSMIT Condition: A VHF or HF radio transmits for 30 seconds or more.

70 RADIO TRANSMIT Condition: A radio transmits continuously without crew input. Objective: To identify and isolate the stuck microphone. 1 Transmitter select switches (all audio select panels)... Flight Interphone This deselects the radios and stops radio transmissions. 2 The microphone or interphone with the stuck switch continuously transmits on flight interphone. 3 The associated audio select panel should stay on flight interphone. All other audio select panels may be used normally.

71 Radio Transmit Continuous (Stuck Microphone Switch) Condition: A radio transmits continuously without crew input. Objective: To identify and isolate the stuck microphone. 1 Transmitter select switches (all audio select panels)... Flight Interphone This deselects the radios and stops radio transmissions. 2 The microphone or interphone with the stuck switch continuously transmits on flight interphone. 3 The associated audio select panel should stay on flight interphone. All other audio select panels may be used normally.

72 ELEC AC BUS 1, 2, 3, ELEC AC BUS 1, 2, 3,

73 >STBY BUS APU Condition: The APU standby bus is not powered.

74 >STBY BUS MAIN Condition: The main standby bus is not powered.

75 >STBY POWER OFF Condition: The standby bus is not powered.

76 Aborted Engine Start Aborted Engine Start When N2 decreases below 20%: Engine START switch (affected engine)... Pull Motor the engine for 30 seconds. Engine START switch (affected engine)...push 3 When N2 decreases below 20%: AUTOSTART switch... Off This allows engine motoring. Engine START switch (affected engine)... Pull Motor the engine for 30 seconds. Engine START switch (affected engine)...push

77 ENG 1, 2, 3, 4 AUTOSTART

78 ENG 1, 2, 3, 4 FAIL (multiple) or Multiple Engine Flameout or Stall ENG 1, 2, 3, 4 FAIL (multiple) or Multiple Engine Flameout or Stall

79 Engine Limit or Surge or Stall Engine Limit or Surge or Stall

80 >AUTOSTART OFF Condition: The engine autostart switch is off.

81 >EEC 1, 2, 3, 4 TEST PWR Condition: EEC maintenance power switch in TEST.

82 ENG 1, 2, 3, 4 EEC MODE ENG 1, 2, 3, 4 EEC MODE Condition: An EEC is in the alternate control mode. Objective: To place all the EECs in alternate. Condition: An EEC is in the alternate control mode. Objective: To place all the EECs in alternate. 1 Do these steps on all operating engines, one 1 Do these steps on all operating engines, one engine at a time: engine at a time: Thrust lever...retard to mid position Thrust lever...retard to mid position ELEC ENG CONTROL switch... ALTN ELEC ENG CONTROL switch... ALTN 2 Maximum thrust limiting is not available. 2 Maximum thrust limiting is not available. 3 Autothrottle is not available. 3 Autothrottle is available.

83 ENG 1, 2, 3, 4 FAIL ENG 1, 2, 3, 4 FAIL

84 >ENG 1, 2, 3, 4 LIM PROT >ENG 1, 2, 3, 4 LIM PROT Condition: The EEC is in the alternate control mode and thrust is approaching maximum rating. Condition: The EEC is in the alternate mode and command N1 is more than the limit.

85 ENG 1, 2, 3, 4 OIL FILT ENG 1, 2, 3, 4 OIL FILT Condition: Oil filter contamination can cause oil to bypass the oil filter. 1 Primary engine oil filter approaching bypass condition. Oil flow to the engine will be filtered through the secondary filter element. Condition: Oil filter contamination can cause oil to bypass the oil filter.

86 ENG 1, 2, 3, 4 OIL TEMP ENG 1, 2, 3, 4 OIL TEMP

87 >ENG 1, 2, 3, 4 RPM LIM >ENG 1, 2, 3, 4 RPM LIM Condition: The N1 or N2 red line limit restricts the engine s thrust. Condition: The N2 red line limit restricts the engine s thrust.

88 Engine In-flight Start Engine In-flight Start

89 STARTER CUTOUT 1, 2, 3, STARTER CUTOUT 1, 2, 3,

90 Volcanic Ash Volcanic Ash

91 Fire Engine Tailpipe Fire Engine Tailpipe

92 IAS DISAGREE or Airspeed Unreliable 10.1 IAS DISAGREE or Airspeed Unreliable 10.5

93 ALT DISAGREE ALT DISAGREE Entire Procedure differs from. Consult QRH Entire Procedure differs from. Consult QRH

94 >FMC RUNWAY DIS Condition: Airplane is not on the FMC origin runway when takeoff is attempted.

95 GEAR DOOR GEAR DOOR

96 >PILOT RESPONSE Condition: Pilot action is not detected during a specified time.