LIMITATIONS

Operational Limitations
Runway
o Slope 2 percent
o Maximum altitude 10,000 feet
Tailwind takeoff and landing 15 kts
o Above 375,574 kg 10 kts
Maximum crosswind component Takeoff Landing
o Non-Contaminated runway 30 30
o Standing water, snow, slush 15 10
o Ice or packed snow 10 10
Maximum altitude 45,100 feet
Ground winds for doors
o Opening or closing 40 kts
o Open 65 kts

Acceleration Limitations
Flaps up +2.5 to 1.0
Flaps down +2.0 to 0.0

Airspeed Limitations
Maximum 365 kts 0.90 mach
Maximum with fuel trap in reserves 325 kts 0.90 mach
Landing gear
o Extending or retracting 270 kts 0.82 mach
o Extended 320 kts 0.82 mach
Flaps
Maximum Minimum
o Flaps UP VREF+80
o Flap 1 280 kts VREF+60
o Flap 5 260 kts VREF+40
o Flap 10 240 kts VREF+20
o Flap 20 230 kts VREF+10
o Flap 25 205 kts VREF+5
o Flap 30 180 kts VREF
Turbulent air penetration
o Normal 290-310 kts 0.82-0.85 mach
o Below 15,000 and 290 tons 250 kts

Weight Limitations Passenger Freighter

Taxi 395,986 395,986
Takeoff 394,625 394,625
o Limited Above 276,691 ZFW
o Limited Above 24.8 MACTOW

13-Feb-17 1
 o Limited Below 0.77 S.G.
Minimum Fuel Transfer Weight 335,658 356,070
Airborne, landing flaps 303,906 303,906
Landing 285,763 302,092
Zero fuel weight 244,939 288,031 at 376.0
276,691 at 394.6
Minimum Flight Weight 170,460 163,838

Window Heat
#1 or #2 heater may be inoperative provided there is no forecast icing, other
heater works and windshield air works

Maximum Occupants
Passenger aircraft 678
Cargo aircraft 8 (CX policy is 6)

Pressurization
Maximum differential 9.4 psi
Maximum differential at landing or takeoff is 0.11 psi

Automatic Flight
Autopilot
o Engage not lower than 250 feet
o Disengage
Above 360 feet during non-precision approach
Above 100 feet during precision approach (No Autoland
annunciated)
Before touchdown during precision approach (Land 2 or 3
annunciated)
Aileron trim is Prohibited when autopilot is engaged

Landing Limitations
DH 200 feet Cat 1
o Manual approach and landing, with or without F/D
o 1, 2 or 3 channel automatic approach to manual landing
o 2 or 3 channel automatic approach to automatic landing
DH 100 feet Cat 2
o 2 or 3 channel automatic approach to manual landing
o 2 or 3 channel automatic approach to automatic landing
o 4 hydraulic systems, normal flight controls and LAND 2 on one PFD
DH 50 feet Cat 3A
o 2 or 3 channel automatic approach to automatic landing
o 4 hydraulic systems, normal flight controls and LAND 2 on both PFDs
DH < 50 feet Cat 3B
o 3 channel automatic approach to automatic landing

13-Feb-17 2
 o 4 hydraulic systems, normal flight controls and LAND 3 on both PFDs
Automatic landing limits (LWMO)
o Headwind 25 kts
o Crosswind Non-Contaminated 25 kts
Contaminated 10 kts
o Tailwind 15 kts
o Glideslope 2.5 to 3.25 degrees
o Flaps Land (25 or 30)

13-Feb-17 3
Engine and APU Limitations
Operational limits
o EICAS limits Red
o EICAS caution areas Amber
o EICAS limits take precedence over published FCOM limits
Engine starter
o Re-engagement maximum RPM 30 percent (20 percent)
o Duty cycle
Option 1 3 minutes, N3 to zero
3 minutes, N3 to zero
1 minute, 30 minute cool-down
Option 2 5 minutes, 30 minute cool-down
Engine Operational Limits
N1 N2 N3 EGT Time
o Start 600 Unrestricted
o Over-Temp 805 20 seconds
o Over-Speed 111.5 109.5 101.5 20 seconds
o Takeoff 110.5 107.7 99.2 785 5 minutes (10 min E/O)
o Continuous 109.5 105.0 97.1 733 Unrestricted
o Reverse 91.0 40 seconds

Engine Oil Limitations

o Temperature
Maximum 170 degrees
Minimum to start 30 degrees
Minimum for power lever advance 10 degrees
o Pressure
Minimum below 70 percent 25 psi
Minimum above 70 percent 35 psi

Continuous Ignition ON
o Heavy rain
o Moderate or Severe turbulence
o Volcanic ash
o Icing conditions (60 seconds minimum)
o Standing water or slush on runway contaminated
Note: Continuous anti-ice is provided when
Starter engaged with N3 rpm below 50 percent
Flaps in the land position
60 seconds after nacelle anti-ice selected ON

Anti-Ice
o Visual moisture: precipitation, < 1-nm in fog or mist, chance of blowing
snow
o Used in visible moisture between +10 TAT and 40 SAT

13-Feb-17 4
 o Used in visible moisture on descent
o Off when TAT or SAT is above +10 degrees

Fuel
o Jet A, Jet-A1 and JP-5 Unrestricted
o Jet-B and JP-4 Restricted
o Fuel temperature
Maximum +54 degrees (JP4 is +43)
Minimum for takeoff 40 or freezing point +3
Minimum airborne Freezing point +3

13-Feb-17 5
 APU
o Starter Duty cycle Between each start attempt
1 5 1 20 1 60 minutes
o Battery must remain on for 2 minutes after APU off
o Operating Limits
Altitude 20,000 feet
Bleed air 15,000 feet
Generator Ground operations only
Airstart Not authorized
Takeoff bleed air for pack-2 with isolation valves closed

13-Feb-17 6
Emergency Equipment
Passenger Signs
NO SMOKING Signs
o AUTO Sign come on when:
* Gear not UP
Cabin altitude above 10,000 msl
Passenger (or supernumerary) oxygen ON
SEATBELTS Signs
o AUTO Sign come on when:
* Gear not UP
* Flaps not UP
* Airplane altitude above 10,300 feet
Cabin altitude above 10,000 feet
Passenger (or supernumerary) oxygen ON
Both SEATBELTS and NO SMOKING Signs
o AUTO Both signs come ON when:
Cabin altitude above 10,000 feet
o OFF or AUTO Both signs come on when:
Passenger (or supernumerary) oxygen ON
EICAS Messages
o NO SMOKING memo when manually selected
o SEATBELTS ON memo when manually selected
o PASS SIGNS ON memo when both manually selected
Emergency Lighting
Components
o Interior
Door, aisle, cross-aisle, escape path and exit lights
o Exterior
Escape slide and over-wing lights
Controls
o Flight Deck
ARMED Automatic selection with DC power failure
ON Manual selection
OFF Secures all power to the emergency lighting
system
o Cabin Door 2-L
ON Manual selection of emergency lights by ISM
OFF Manually turns emergency lights OFF Unless
selected ON by the flight deck
Powered by remote batteries
o Charged by DC Bus #4
o Provides 15 minutes of operation
Passenger Oxygen System
Provides oxygen to passenger seats, attendant stations and lavatories
Deployment

13-Feb-17 7
 o Manual
Selected on the flight deck
o Automatic
Cabin altitude exceeds 14,000 feet
Automatic PA announcement
Passenger signs ON
o Flight attendants should immediately sit down and use oxygen
Reset
o Passenger Oxygen System
Flight Deck when cabin pressure is below 12,000 feet
o Individual Oxygen Mask
Toggle switch at each mask
Plunger at each chair cluster
Flight Deck Emergency Equipment
1 Halon fire extinguisher
2 Smoke Hoods (PBE) 15 minutes of oxygen
1 Smoke Mask with portable oxygen bottle
1 Pair of Gloves
1 Crow Bar
1 First Aid Kit
4 Inertial Reels
Smoke and Fire Equipment
Smoke Hoods (PBE) with integrated oxygen supply (16 total)
o 2 on the flight deck
o 3 on the upper deck
o 10 on the main deck (1 per door)
Smoke Masks (4 total)
o With portable oxygen bottle attached
1 on the flight deck
1 in the overhead crew rest area
o Additional Masks
Upper deck station ULA
Main deck station L-5
Water Fire Extinguishers (6 total)
o Upper Deck (1)
1 at Station UDL
o Main Deck (5)
1 at Station 1-R
1 at Station 2-R
1 at Station 3-R
1 at Station 4-R
1 at Station 5-R
Halon Fire Extinguishers (8 total)
o Flight deck (1)
o Upper deck (2)

13-Feb-17 8
 1 at Station UDL
1 at Station UDA
o Main Deck (5)
1 at Station 1-L
1 at Station 2-L
1 at Station 3-L
1 at Station 4-L
1 at Station 5-L
Smoke Straps (2)
o Main deck
Station 2-L and 4-L
Emergency Locator Beacons (4 total)
Main Deck
o Doors 2-L and 2-R
Aft ceiling compartments
o Doors 4-L and 4-R
Over-door storage compartment
Survival Packs
Main Deck
o 1 at each main deck door

13-Feb-17 9
 Spare Life Jackets
Main deck
o Doors 5-L and 5-R overhead bins
Emergency Oxygen
Flight Deck (1)
Upper Deck (5)
o 1 at station UDA
o 2 on each side behind last seats
Crew Rest (1)
Main Deck (22)
o 2 at each door 1 through 4
o 3 at door 5-L and 5-R
Doctor Medical Kit
Main Deck
o Door 2-R
Exits
Main Deck Doors
o Plug type
o Handle points forward when closed
o Automatic Mode
Handle DOWN
Pneumatic power assist when handle through 135 degrees
of turn
Slide deploys when door is opened
ARMED from before push-back to arrival at the gate
o Manual Mode
Handle UP
Should have safety pin and red flag
o Operation
Normally opened from the outside by qualified personnel
Upper Deck Doors
o Used in an emergency only
o Opens out and up requires pneumatic power assist
o Ground Light Blue
Illuminated when the safety latches are disengaged
Latches engaged when airborne
o Battery OK Light Green
Test battery verify electrical control of pneumatic power
assist
Press and hold for 3 seconds
Green OK light
Flight Deck Escape Hatch
o Route of last choice use main deck or upper deck or escape
hatch
Operational Considerations

13-Feb-17 10
 Door Evacuation Equipped Remarks
1 Ground and Ditching SlideRaft
2 Ground and Ditching SlideRaft
3 Ground only Slide or rope Emergency
4 Ground and Ditching SlideRaft
5 Ground and Ditching SlideRaft
U/D Ground only Slide Emergency
Hatch Ground only Inertial Reel Emergency
Attitude Considerations
o Normal All doors are OK to use
o Nose Down All doors are OK to use
o Nose UP Doors 1-L and 1-R are not usable too steep
o No Gear Doors 3-L and 3-R are not usable conflict with doors 4
Rafts and Slides
Manual Inflation Handle
o Main Deck Red handle on forward edge of girt bar
o Upper Deck Red handle under pouch in center of slide
Disconnect Raft
o Procedures
PULL the Door Strap Handle
Raise the girt bar cover
PULL white Girt Bar Release Handle
o Attachment by mooring line
Primary PULL the Quick Release Handle
Secondary CUT the line with the Hook Knife
Back-Up Break point fails at 850 pounds

Lights
Internal Lights
Flood Lights
o Captain controls associated instrument panel and center panel
o FO controls associated instrument panel
o Aisle stand light
Dome Lights
o 3 lights, 1 forward and 2 aft
Glareshield
Overhead and C/B Panel
Storm Lights
o Maximum intensity on instrument flood lights, aisle stand flood
light and dome light
Standby Lighting
o All 3 dome plus captain, center and aisle stand flood lights at
reduced intensity
o All standby instruments, clock and the compass
External Lights

13-Feb-17 11
 Landing Lights
o 2 inboard and 2 outboard lights
o Intensity
Maximum Gear handle down
Minimum Gear handle UP or OFF
Turn Off Lights
Anti-Collision Lights
Position Lights
Strobe Lights
Test and Intensity

13-Feb-17 12
FLIGHT MANAGEMENT SYSTEM (FMS)
3 EIUs receive aircraft data
FMC, CDU and WXR provide data directly to the displays

FLIGHT MANAGEMENT COMPUTERS (FMC)

Inputs
CDU (left or right)
EFIS control panel
MCP
Aircraft systems: ADC, EEC, fuel flow & quantity, IRS, etc
Outputs
Flight directors (FCCs) and autopilot
Autothrottles
ND MAP display
CDUs (all three)
Pressurization controllers
Navigation radios (automatic tuning)
Left and Right FMC
Receive data from associated CDU
Talk (verify) between FMCs
Only one (selected) provides data to the aircraft
Navigation Database
o Worldwide airport, runway, navaid, airway, STAR, SID and CO
routes
o Updated every 28 days
o MAP data between N87 and S87
Performance Database
o Airplane and engine data
o Thrust management (speed, altitude, thrust and trim)
FMC Present Position (Navigation)
Calculated 3 IRS positions are averaged to establish FMC present
position
Updated automatically
o LOC-GPS
o LOC-DME
o GPS
o DME-DME
o VOR-DME
Default to IRS only when unable to update
Polar regions, L-FMC uses L-IRS and R-FMC uses R-IRS
FMC Time
When the IRS present position is entered the FMC receives UTC time
from the GPS receivers.
If GPS time is not available then the FMC uses the captains clock.

13-Feb-17 13
13-Feb-17 14
PITOT STATIC SYSTEM
3 Air Data Computers (ADC)
In: TAT, AOA, Pitot and Static
Out: CAS and Mach, Altitude & TAS, TAT & SAT, and Vmo/Mmo
Center ADC is in standby mode
Standby A/S Aux Pitot #1 Alt Static
Standby ALT Alt Static
Standby Gyro Main Battery Bus
Standby RMI Standby AC Bus
Heading from FOs panel using Right or Center IRS
Magnetic headings < 78 Latitude (VOR requires magnetic)

13-Feb-17 15
FLIGHT MANAGEMENT COMPUTER (FMC)

L-EFIS L-ND L-F/D

NAV F/D
Selector Selector

L-CDU L-FCC L-A/P

AC-3 AC-3
HYD-3

L-FMC

Cross
C-CDU Verification C-FCC C-A/P
AC-1 AC-1
HYD-1

R-FMC

R-CDU R-FCC R-A/P

AC-2 AC-2
HYD-2
NAV F/D
Selector Selector

R-EFIS R-ND R-F/D

Navigation Pressurization
Radios Controller
Manual Manual

13-Feb-17 16
ELECTRONIC FLIGHT INSTRUMENT DISPLAY (EFIS)

EICAS

EFIS PRI EFIS

PFD ND SEC ND PFD

PFD

EIU EIU EIU

Selector Selector Selector

L-EIU C-EIU R-EIU

TCAS

FMC
Map Data

FMS CDU
L-ADC

WRX
L-IRS

EGPWS
L-FCC

L-ILS

L-RA

13-Feb-17 17
CRT Switching
Automatic
o PFD From outboard to inboard CRT
o Pri EICAS From upper to lower CRT
Manual
o Inboard CRT
PFD
EICAS Secondary or Primary
o Lower CRT
ND Captains navigation display has priority
PRI EICAS Primary EICAS defaults to upper or lower CRT when
available

13-Feb-17 18
 Primary Flight Display (PFD)
- Airspeed
o Mach when above 0.40
o Command speed from either MCP speed window or FMC
o Red squares for speed limit (top) or stall shaker (bottom)
o Yellow bar for maneuver margin to low speed buffet
o V Speeds from CDU (NO V SPD if not data inputted)
o Flap speeds for current setting and next retracted setting
o Speed trend arrow 10 second projection
- Attitude
o IRS attitude
o Turn and slip indicator
o Flight director
o Pitch limit indicator with flaps not up
o ILS deviation
Below 1000 feet RA amber scale and flashing indicator
when LNAV still engaged
Below 500 feet RA amber scale and flashing indicator for
excessive deviation
Expands to dot deviation when on-centerline (F/D or CMD)
o Marker beacon
- Altitudes
o ADC current altitude
Barometric reference setting
o Commanded altitude from FMC or MCP
o Radar Altimeter when below 2500 feet
o Decision Height
Flashes amber when reached
Reset when 75 feet above, after landing or reset
o Minimum descent altitude (MDA) with associated bug
o Magenta for Command altitude
- VSI
o Digital display when greater than 400 fpm
o Magenta for Commanded bug from MCP
- Headings
o Magnetic between North 73 and South 60
Will automatically transition to true
o Current Heading - INS
o Selected heading from FMC or MCP
Digital and bug
Automatic to ILS final upon LOC capture
o Track IRS

Navigation Display (ND)

- Modes

13-Feb-17 19
 o Approach Heading up display using ILS
o VOR Heading up display using VOR
o MAP Track up display
o PLAN True North up display
- Navigation aids
o VOR is green, ADF is blue
o Left needle is small, Right is big
o Font Size Large for VOR or NDB
Small for DME only

13-Feb-17 20
 - Routes
o Active Solid magenta line
o Inactive Dashed blue line
o Modified Dashed white line
- Stations
o Low altitude navigation aids when scale 40 nm or less
o High altitude navigation aids when scale is 80 nm or more
- Waypoints
o All waypoints in FMC data base when scale is 40 nm or less
- Data
o ETA and altitude at each waypoint
- Position
o Displays position of each individual source (GPS 1&2, IRS 1,2,&3)
- Airports
o Airports with 6,000 ft runways

Orientation
- Heading UP APP, APP CEN, VOR and VOR CEN
- Track UP MAP and MAP CEN
- True North UP PLAN
TAS and GS All modes
Winds All modes
Heading pointer APP, APP CEN, VOR, VOR CEN, MAP and MAP CEN
Heading Select (MCP) APP, APP CEN, VOR, VOR CEN, MAP and MAP CEN
Track Line APP, APP CEN, VOR, VOR CEN, MAP and MAP CEN
Altitude Arc MAP and MAP CEN
Valid ILS/VOR APP, APP CEN, VOR and VOR CEN
Course APP, APP CEN, VOR and VOR CEN

Radio Magnetic Indicator (RMI)

Heading source determined by FOs Heading Select
Right, Center, Center (will not use the left IRS)
Magnetic headings
Heading select switch in NORM and between N-73 and S-60
Heading flag when above N-73 or below S-60
o Must manually select true headings
True headings
Heading select switch to TRUE
VOR requires magnetic headings
ADF May use either magnetic or true headings

13-Feb-17 21
 EICAS Engine Indicating and Crew Alerting System
Primary
o Always displayed on available CRT
o Left TAT, Engine Thrust Limit, Engine Parameters, and ECS block
o Right Alerts, Airstart Envelope, Gear and Flaps, Fuel Quantity and Fuel
Temperature
Secondary
o Secondary engine parameters
o Synoptic
o Status
Lists discrepancies which affect dispatch
Status que on Primary EICAS when new message displayed
Indications for hydraulics, APU, Oxygen, Batteries and flight
controls
o Maintenance

ALERTING SYSTEM
Warnings Emergency Immediate Action Red
Caution Abnormal Possible Action Amber
Advisory Abnormal Future Action Amber and indented
Memo S/A reminder White End of list
> No QRH procedure associated, action should be obvious
Aural
Bell Fire Warning
Siren Overspeed, Cabin altitude or Configuration Warning
Voice Windsheer and terrain warnings or cautions
Beeper Cautions
Wailer Autopilot disconnect
Inhibits
During start inhibit all warnings and cautions except those start related
During takeoff
Warnings V1 until 400 feet RA or 25 seconds
Cautions 80 kts till 800 feet RA or 30 seconds
Landing Configuration 140 seconds
Takeoff Warnings On deck with 2 engines at takeoff power and with:
Body gear not centered
Flaps not in takeoff range
Spoiler not down
Stab trim not in takeoff range
Parking brake set
Configuration Warning Airborne with gear not down and:
Flaps to Land
Below 800 feet RA with power at idle
Inhibited from takeoff until 140 seconds
Cancel

13-Feb-17 22
 Removes cautions and/or advisories from primary display
Used to view subsequent pages
Recall
Recalls cautions and/or advisories which were previously removed from

view
Secondary Exceedance
Displays only the associated exceedance block (oil, vib, etc.) on secondary
engine page
Partial compacted format When lower CRT used for synoptic
Fully compacted format When lower CRT fails

13-Feb-17 23
CDU
CDU
Left communicates with L-FMC
Right communicates with R-FMC
Center receives data from L-FMC and (normally) communicated with
ACARS
Annunciator Lights
o Display CDU on in-active route page
o Fail Respective CDU has failed
Failure of Master FMC will illuminate FAIL on all 3 CDUs
o Message Any time a message is displayed in scratch pad
o Offset Commanded track is offset from active route

IDENT
Verify active navigation database

POS INIT
Initialize IRS position
Position reference for last, airport, and GPS
Page-2 GPS update inhibit, FMC position purge
Page-3 Individual GPS and IRS positions

PERF INIT
Gross weight, calculated continuously during flight
Fuel data (box for invalid totalizer, manual or calculated)
Reserve Fuel
Cost Index
Cruise altitude and step climb size

THRUST LIMIT
Assumed temperature
Takeoff thrust limits (TO, TO-1, TO-2)
Climb thrust limits (CL, CL-1, CL-2)
In-Flight limits available include: Climb, Cruise, Go Around and Max
Continuous
Pressing the THRUST button on the MCP will select the armed thrust
limit

TAKEOFF
Flap setting and acceleration altitude
Engine out acceleration altitude
Thrust reduction (from t/o to climb) altitude
V Speeds calculated by FMC and verified by pilot
CG entered and trim calculated by FMC
Position Shift Taking off from a position displaced from the threshold

13-Feb-17 24
 APPROACH REF
Airborne, use INIT REF for direct access
Runway data field displays the runway length (feet and meters)
o Departure runway when less than half way or less than 400 nm
o Destination when more than half way or more than 400 nm
V-REF flap setting for aircraft gross weight

13-Feb-17 25
 REF NAV DATA
Provide navigation data for any point
May inhibit use of any specific navigation aid (i.e., for NOTAM out of
service)

MAINT INDEX
IRS Monitor for IRS total drift rate (after landing)

ROUTE
Route Copy on page 1-of-3
Active Route
o Flight plan data
o Left or right offset from active route (99 nm maximum)
o Completed segments removed from the flight plan
Route 2 (Inactive)
o Not dynamic

LEGS
Leg specific data
o Heading and distance
o Speed
Small font for prediction, LARGE font for restriction
o Altitude
Small font for prediction, LARGE font for restriction
FL220A At or above
FL220 At
FL220B At or below
o Associated Route Data Page
ETA
Fuel Remaining
Winds at that waypoint
4 altitudes with OAT and wind data
Manual entries are carried forward to all subsequent
waypoints

HOLD
If no holding in the active route, returns to ROUTE page to select a holding
fix
o PPOS Initiates holding at the present position
o Hold at Initiates holding at a fix
Holding data
o Inbound course and direction or Quadrant and radial
o Time or Distance
o Target altitude climb or descent to target when established in
holding

13-Feb-17 26
 o Target speed cross holding fix at the target speed
o Hold Avail delay available to arrive at the destination with
reserve fuel
o EFC updates all of the ETAs
o Best speed Optimum performance
Maximum endurance (L/Dmax) above FL200
VREF30 plus 80 below FL150
o Exit Holding fly direct to the holding fix and then proceed

13-Feb-17 27
 DEPARR
Default to departure point when within 400 nm or less than half way
Selection
o Runway
o SID or STAR
o Transition
o Approach procedure
INDEX
o Departure airport Departure and arrival procedures
o Destination airport Only arrival procedures
o Any other airport Departure or arrival procedures

VNAV
Page 1 CLIMB
o Engine Out
o Climb Direct remove all climb restrictions
o Maximum climb angle (approximately VREF plus 100)
Maximum climb rate (approximately max angle plus 25)
Page 2 CRUISE
o Altitude to initiate cruise climb or descent
o Modes
Econ Cruise
Long range cruise
o Time and distance to step climb with arrival time and fuel
Use zero step size at final altitude to receive valid time-of-
arrival and fuel
Use waypoint step altitude to verify flight plan data
Page 3 DESCENT
o Modes
Speed
Mach
Econ
o End of descent (E/D) point
o Descent restrictions
o Speed transition Default to 10 kts below airport speed (240 below
10,000)
o Forecast
Descent wind data
Anticipated altitude for anti-ice on
o Descend Direct
Delete all altitude restriction
o Off Path Descent
Performance estimate for new end-of-descent point
Clean circle and distance remaining to Idle descent point

13-Feb-17 28
 Drag circle and distance remaining to Speedbrake descent
point

PROGRESS
Page 1
o Distance, ETA and fuel remaining
o Last waypoint, active waypoint, next waypoint and destination
Page 2
o Current Wind
Speed and direction
Head-wind and cross-wind components
o Track deviation
o TAS and SAT
o Fuel data
Total fuel used
Fuel used by engine
Totalizer Fuel
Calculated Fuel
CDU FUEL DIVIATION for split of 4080 kg

FIX
Create reference waypoints along new track abeam old waypoints

NAV RADIOS
VOR Automatic and manual tuning
ADF Manual tuning (ADF or BOL) only
ILS Automatic tuning is normal
Preselect Frequencies set for immediate use (missed approach)

MENU
FMC Controller
EFIS Controller Alternate control after EFIS panel failure
EICAS Controller Alternate control after EICAS panel failure
ACARS Controller Normally done by center CDU
CMC Controller Maintenance function

Dual FMC Failure

IRS Navigation
o Each CDU navigation solution determined by the on-side IRU (hard
wired)
o LEGS Page
Each CDUs route must be individually changed
Waypoint navigation data only course and heading
Waypoints limited to those included in the active route (e.g.,
those stored in the CDU) or to latitude and longitudes

13-Feb-17 29
 o PROGRESS Page
Distance and ETA (no fuel data)
Alternate NAV RADIOS
o NAV RAD
On-side tuning only
Left CDU L-VOR L-ADF L-ILS
Center CUD C-ILS
Right CDU R-VOR R-ADF R-ILS
Must manually enter all new navigation frequencies
Must enter approach ILS frequency in all 3 CDUs

13-Feb-17 30
CDU Technical Considerations
ECON
o Performance determined uses companys Cost Index (climb, cruise
and descent speeds)
Wind is factored into ECON Cruise Speed calculations
o The cost index (CI) is determined by dividing the airlines
operating cost (dollars/hr) by fuel costs (cents/lb). Only those
portions of operating cost affected by trip time are included (such
as flight crew, cabin crew, airspace)
o Cost Index Zero provides minimum trip fuel operation (max range
profile).
o A higher Cost Index will increase fuel cost but decrease trip
operating costs.
o Speed will decrease over the duration of the flight for low cost
index and increase for hi-cost index.

LRC
o Performance determined by GWT, pressure altitude, and
temperature.
Uses manufacturers Nautical Miles per Pound of Fuel
performance charts
Based upon still air (e.g., wind is not factored into the
calculation).
Determines a variable mach number to achieve 99% of max
still air range.
o Approximates lowest cruise speed without auto-throttles
o Speed will decrease with fuel burn off

Constant Mach
Speed remains constant, so as fuel is burned off the fuel flow will decrease

13-Feb-17 31
 GROUND PROXIMITY WARNING SYSTEM (GPWS)
Operating Altitude
30 to 2450 feet
Inputs:
L-ADC, L-RADALT, L-ILS, L-FMC, L-IRS, and gear and flap position
Modes
Cautions: Ground proximity light
Warning: Master warning light, PFD advisory and Aural (voice and/or siren)
DESCENT RATE
o Excessive barometric altitude descent rate regardless of
configuration
o Caution. Voice SINK RATE and ground proximity light
o Warning. WHOOP WHOOP PULL UP
TERRAIN CLOSURE RATE
o Excessive descent rate into terrain radio altitude
o Caution. TERRAIN TERRAIN and ground proximity light
o Warning. WHOOP WHOOP PULL UP
DESCENT AFTER TAKEOFF or GO AROUND
o Below 700 feet RA
o Caution. DONT SINK
UNSAFE TERRAIN CLEARANCE when not in the landing configuration
o TOO LOW TERRAIN
High airspeed below 1,000 feet
Caution TOO LOW TERRAIN
o TOO LOW GEAR
Low airspeed below 800 feet and with the gear not down
Caution TOO LOW GEAR
Remove caution by correcting configuration lower gear
o TOO LOW FLAPS
Flaps not to land (25 or 30) with the gear down below 245 feet
Caution TOO LOW FLAPS
Remove caution by correcting configuration set land flaps
o Inhibits
Flaps override
Gear override
DEVIATION BELOW GLIDESLOPE
o Caution starts at 1.3 dots below glideslope
o Caution GLIDESLOPE
o Inhibits
Glide Slope Inhibit
ALTITUDE CALL OUTS
o 60, 30 and 10 feet radar altitude (relative to gear touchdown)
WINDSHEER
o Priority over all other modes
o Active below 1,500 feet

13-Feb-17 32
 o Warning
2 tone siren
WINDSHEER WINDSHEER
PFD warning advisory WINDSHEER in RED

13-Feb-17 33
 INERTIAL REFERENCE SYSTEM (IRS)

3 separate inertial reference units (IRU)

- Laser gyros and accelerometers
Power
- Primary
o AC-3, AC-1, and AC-2 (respective)
- Secondary
o APU Battery Bus
Loss of AC-1 and DC-3 (total electrical failure) causes C-ILS
to secure after 5 minutes
- IRS DC LEFT
o Associated IRU back-up DC power has failed
Output
- Both true and magnetic heading
o Heading Reference Switch
NORM provides magnetic headings when between N-73 and
S-60. Automatically switches to TRUE headings outside this
range
Manual selection of TRUE provides true headings only
- Inertial position data, attitude, vertical speed, yaw rate
- To FMC which calculates more accurate present position
- Any operating IRS to autobrake system
- First officers selected IRS to captains RMI
- Left or right IRS for SATCOM antenna stabilization
Alignment
- IRS AC LEFT
o Self test checks APU battery bus (backup DC power supply)
- IRS ALIGN
o Requires present position
o Alignment complete after 10 minutes
HDG and ATT flags removed from PFD and ND
ALIGN advisory removed from EICAS
Present position data removed from CDU Posit Page
o High latitude alignment (70N to 78N)
Select ALIGN for 17 minutes
Select NAV after 17 minutes to complete alignment
- IRS FAST ALIGN
o Removes accumulated errors
Not recommended when the total time since initial
alignment will exceed 18 hours
o From NAV to ALIGN (best if position updated) and then back to
NAV
On the ground only
Fast alignment complete after 30 seconds

13-Feb-17 34
 - Alignment LOST in-flight
o AC and DC power failure
o IRS switch moved out of the NAV position
o IRS unit failure
- ATT Mode
o Provides attitude and heading information only (no velocity or
position)
o ATT selection levels system (align gyro for 20 seconds needs
wings level)
o Headings require CDU input to establish reference heading
Gyro platform provides stabilized compass headings
referenced to the manually entered heading (there is no
compass)

Advisories and Faults

- IRS MOTION
o Aircraft movement during alignment
- IRS ORIGIN DISAGREE
o More than 6 nm between IRS and airport position
- IRS AC LEFT
o Associated IRU has an AC power failure
Center IRU will secure after 5 minutes on battery power
o Initial self-test after power up
- IRS DC LEFT
o Associated IRU has a back-up DC power failure
- IRS LEFT
o Failure of or fault in respective IRU
- SOURCE SEL IRS advisory
o Both pilots have selected the same IRS source
- >ATTITUDE
o More than 3 degree difference between PFDs and selected IRUs
- >HEADING
o More than 4 degrees between PFDs and selected IRUs
- >TRACK
o More than 6 degrees between PFDs and selected IRUs

13-Feb-17 35
NAVIGATION RADIOS

Components
2 VOR receivers
3 ILS receivers
2 DME receivers
2 ADF receivers
1 Marker beacon (part of the L-VOR receiver)
2 Transponders
1 Weather radar with 2 R/T
3 Radar altimeters

Tuning
Automatic Tuning
VOR, ILS and DME receivers may be automatically tuned by master
FMC
DME receiver must be automatically tuned (co-tuned)
A Automatic used for position
R Route used along the navigation route
P Procedure used to define an instrument procedure
PARK IRS frequency not tuned
Manual Tuning
Manual using the NAV RAD page of the on-side CDU
ADF must be manually tuned
M Manual cannot be automatically turned

VOR Receiver
Components
2 receivers left and right
Antenna located on top of the vertical stabilizer
Provide bearing and deviation information
Manual tuning allows entry of an associated course (radial)
Displayed as a dashed green line
Display
ND and RMI
Bearing displayed in APP, VOR and MAP
Deviation scale is 5 degrees per dot on CDI

ILS Receiver
Components
3 receivers left and right and center
Antenna
Localizer Antenna
o VOR antenna at top of horizontal stabilizer used until
localizer capture

13-Feb-17 36
 o Localizer antenna in nose radome
Glideslope Antenna
o Glideslope capture antenna located in nose radome
o Track antenna (nose gear door) used when gear are
down
Threshold clearance will be reduced if nose
antenna is used

13-Feb-17 37
 >ILS ANTENNA caution
o 2 or more glideslope receivers have failed to switch
to the lower track antenna
o 2 or more localizer receivers have failed to switch to
the nose antenna
Tuning
Automatic all 3 receivers are tuned together
Parked
o Displayed in large font when more than 200 nm from
top of descent. Frequency may be set
o Displayed in small font when between ~40 nm and
200 nm. Frequency may be set but is not
automatically tuned
Tuned Frequency tuned and receiver active
o 25 nm from airport
o 10 nm either side of approach course out to 40 nm
from airport
o Displayed in LARGE font
PFD Display
ILS frequency or ID if verified
DME if associated
Runway course when LOC is captured
Standby Gyro Display
Data from L-IRS
APP or BACK may be selected
ND Display
Station
Localizer
Deviation
o Normal 5 degrees per dot
o Expanded (autopilot)
Within 5/8 dot deviation of course
Full deflection is half dot deviation
Localizer Pointer
o Not Displayed No localizer signal
o Un-Filled Localizer off scale
o Filled Localizer within scale (10 deg)
o FLAG Failure of all 3 receivers
o Yellow and Flashing
Excessive deviation More than dot when
below 500 feet off course in approach mode
Localizer capture failure
Glideslope Pointer
o Not Displayed No glideslope signal

13-Feb-17 38
 o Un-Filled Glideslope off scale
o Filled Glideslope within scale
o FLAG Failure of all 3 receivers
o Yellow and Flashing
Excessive deviation More than 5/8 dot when
between 100 to 500 feet in approach mode

13-Feb-17 39
 ILS Source
Source selection controlled by respective EIU selector
Automatic switching after ILS failure
Captain Primary is left receiver
FO Primary is right receiver
>SNGL SOURCE ILS
Only 1 ILS receiver is operational
After dual FMC failure and when using the 3 CDUs to tune the 3
ILS receivers if all 3 receivers are not tuned to the same station
then the PFD will display a yellow bar through the frequency

Distance Measuring Equipment (DME)

Antenna located on the bottom of the aircraft
Effective range out to 320 nm
Displayed on both PFD and ND and used by FMC for navigation updates
2 DME systems
Each may tune up to 5 stations simultaneously
Automatically tuned with associated ILS or VOR
Display
PFD
Below ILS frequency or ID (ILS only)
ND
Bottom left and right corner for associated VOR
o Left is L-DME and right is R-DME
Top right corner for primary VOR or ILS
Out of range ----
Failure display is blank

ADF System
2 ADF systems
Provide bearing information
Antenna located on top of the aircraft
Display
ND only in blue
Tuning
Manual tuning only on the CDU using FMC
Operating Mode
Freq
Direction finding mode Bearing to station
Freq + A
ANT = Antenna Mode
Allows for radio reception only
Pointers remain at last heading no bearing information
Freq + B
BFO Mode

13-Feb-17 40
 Allows reception of 1020 Hz audio unmodulated signal

Marker Beacon
Receiver is part of the L-VOR
Antenna located on the bottom of the aircraft
Displayed on PFD
OM Cyan 400 Hz
MM Yellow 1300 Hz
IM White 3000 Hz Airways marker
Transponder
2 Transponders
1 enabled and 1 armed
2 Antenna
1 on the top and 1on the bottom
Either antenna can be used by either transponder
Control Panel
Right side of center pedestal
Modes:
OFF
ALT OFF No mode C altitude reporting
ALT ON Mode C altitude reporting enabled
TA Mode C with TCAS operating in Traffic Alert
mode
TARA Mode C with TCAS operating in Resolution
advisory mode
>ATC LEFT or >ATC RIGHT
Respective transponder has failed

Weather Radar
2 receiver-transmitter units operating in X-band
1 engaged and 1 armed
1 Antenna
Uses IRS stabilization
Display
Weather or terrain
ND modes APP, VOR, MAP or MAP CEN
Color
Light Green
Moderate Yellow
Heavy Red
Turbulence Magenta 40 nm or less with rain
Controls
Weather Radar Control Panel
R/T Left or right
Mode WX Weather

13-Feb-17 41
 WX+Turb Weather and Turbulence
MAP Ground Mapping
TILT +15 to 15 referenced to the horizon
GAIN Auto or Manual
EFIS Control Panel
WXR
o ON Turns radar ON and transmits
NO ground inhibits
o OFF Turns system OFF
ND Annunciations
WX WEAK Calibration failure
WX ATTITUDE Attitude stabilization failure
WX FAIL System failure Loose all weather data
WXR RANGE DISAGREE advisory
EFIS and R/T ranges are different
MAP/WXR RANGE DISAGREE
EFIS, R/T and FMC ranges are different

Radar Altimeter
Operational from surface to 2,500 feet
3 RADALT Systems
Antenna located on bottom of aircraft
Display
PFD Digital altitude
2 foot increments from 20 to 100 feet
10 foot increments from 100 to 500 feet
20 foot increments from 500 to 2500 feet
Altitude is calibrate to read ZERO feet at touchdown
Reads negative value when on-ground
Decision Height Scale
At DH
o RADALT turns yellow
o DH100 displaced with flashing amber DH
o Reset on touchdown or 75 feet above DH
Source Selection
Manual selection using EIU source selector
Automatic switching after RA failure (no indications)
SINGLE SOURCE RA advisory
2 of the RADALTs have failed

13-Feb-17 42
COMMUNICATION SYSTEMS

Antenna
HF Forward portion of the vertical fin
L-VHF Top forward fuselage
C-VHF Bottom aft fuselage
R-VHF Bottom forward fuselage
Radio Control Panel
AM Indicator
AM annunciated indicates HF in Amplitude Modulation mode
AM not annunciated indicates HF in Upper Side Band mode
HF Sensitivity
Digital RCP allows for on-side and off-side selection
Unit Failure
FAIL message in ACTIVE window. Must select OFF in order to
secure failed unit
Observer Audio Switching
Selects observer audio control panel for backup to either captain or FO
Interphone
o Handset at every door and in certain galleys
Push-to-talk (PTT) is not required when using interphone
o Calling Codes
Door 1-L
Priority 33
Press FLT two times (2x)
Purser Station
Press CAB two times (2x)
Ground Station
Code P1
o Services Interphone
Connects services jacks located through out aircraft to flight deck
Passenger Address
o Mike select PA on audio control panel
o Handset select appropriate PA code
PA All Priority 4P
PA All 46
Push-to-talk (PTT) must be used to make a passenger
announcement
SELCAL
o Operational on HF, VHF, ACARS and Interphone
CALL light and a chime
Reset by selection transmit on called radio
Inhibited during takeoff and landing
On deck with any thrust lever in takeoff range
Airborne when below 800 feet

13-Feb-17 43
 Voice Recorder
o 30 minute self renewing tape
o Erase when on-deck, parking brake set, and AC power available
Flight Recorder
o Flight data taken from the EFIS-EICAS EIUs
o Automatic selection when any engine is ON or the aircraft is airborne

13-Feb-17 44
AUTOPILOT MODES
Flight Mode Annunciator
Auto Throttle | Roll Mode | Pitch Mode
Flight Directors
o Initial Selection
On ground establish 8 degrees up and on path | TO/GA | TO/GA
Airborne, wings level, no A/P | HDG HOLD | V/S
Airborne, > 5 AOB, no A/P | ATT | V/S
Autopilots
o 3 Flight Control Computers (FCCs)
Each FCC controls a servo to actuate a flight control surface
Normally only pitch (elevator) and roll (aileron) are used
Rudder is only available dual-channel below 1500 feet
L-FCC C-FCC R-FCC
Electrical power to FCCs 3 1 2
Hydraulic power to FCCs 3 1 2
System monitors flight control movement (rather than
hydraulic pressure) to determine associated failure
o Engagement
Airborne, wings level, no F/D | HDG HOLD | V/S
Airborne, > 5 AOB, no F/D | ATT | V/S
o Failures
FMC in control failure
A/P remains engaged with amber lines through the modes
A/T disengages
Autopilot mode failure
A/P remains engaged in attitude stabilized mode with EIGAS
caution
Thrust Modes
o Master FMC controls 2 servo motors
Electron trim control maintain equal EPR between engines
o THR
Thrust necessary to maintain vertical speed (FLCH or V/S)
o THR REF
Thrust set to maximum reference power
TO, TO-1, TO-2
CL, CL-1, CL-2
GA
CON
o Automatically selected when using LNAV and flaps
retracted and speed above VREF+98 kts
Thrust Reference either set on CDU or as a function of flight
condition
Engaged thrust reference mode displayed on Primary EICAS
Depress MCP THR button to select the armed thrust reference

13-Feb-17 45
 o SPD
Autothrottle holds selected MCP speed
o IDLE
Minimum throttle lever position
o HOLD
Throttle levers disengaged from A/T servos
o A/P Disengagement
Disconnect switch on outer edge of throttles 1 and 4
A/P system remains ARMED but not ENGAGED
Controlling FMC failure / switching between FMCs
After landing when idle thrust reverse selected

13-Feb-17 46
 Roll Modes
o TO/GA
Follows ground track
o HDG HOLD
Maintains either
Current heading when engaged while wings-level
Heading established after roll-out when engaged while in a
turn
Heading Window
Displays selected heading
Slews to ILS front course at localizer capture
000 at power-up
o HDG SEL
Maintains heading selected in MCP window
Turns
In shortest direction to new course when initially selected
In direction the heading window was slewed while
engaged
Bank Limiter
Automatic limits bank angle to 15-25 degrees depending on
flap position and TAS
o Below V2+90 15 degrees
o Above V2+90 25 degrees
Manual selects maximum angle 5-10-15-20-25-30
Heading Window
Displays selected heading
Slews to ILS front course at localizer capture
000 at power-up
o LNAV
Engaged
50 feet above the runway
Within 2.5 nm of the active course
Established on an intercept course
Maintains current heading when
Passing last active waypoint
Passing last waypoint prior to a discontinuity
Passing last route offset waypoint
Not on an intercept course
Deactivates when a new roll mode is selected
Heading Hold
Heading Select
Localizer Capture
Dual FMC failure
o LOC

13-Feb-17 47
 Captures and tracks localizer inbound when intercept within 120
degrees
MCP heading window automatically reposition to localizer course
after localizer capture
Course automatically slews to the localizer inbound heading
Deselect prior to localizer capture
Disengage after localizer capture by selecting new roll mode
o ROLLOUT
Armed
After localizer capture and below 1500 feet
LAND-2 or LAND-3 annunciated
Engaged at 5 feet

13-Feb-17 48
 Pitch Modes
o V/S
Default engagement mode
Speed window displays current VSI when opened
VSI maintained with pitch
Speed maintained with thrust
Autothrottle in SPD mode
Maximum thrust may not be sufficient to maintain MCP
speed and the aircraft may stall
Idle thrust may not be sufficient to maintain MCP speed and
the aircraft may overspeed
o FLCH SPD
Calculates a vertical speed required to accomplish the selected
altitude change in 125 seconds (~ 2 minutes) proportional to
altitude change
Speed maintained using pitch
Speed set in MCP window and displayed on PFD
Target VSI maintained using thrust
Autothrottle set to THR
o ALT
Altitude defaults to 10,000 feet when power applied
MCP altitude maintained using pitch
Established at altitude capture after FLCH
o VNAV
VNAV SPD
Speed maintained in climb/descent using pitch
Autothrottle in THR REF or IDLE to achieve maximum VSI
VNAV PTH
FMC cruise altitude maintained using pitch
Climb or descent path maintained using pitch
Speed maintained using autothrottle in SPD
VNAV ALT
MCP altitude maintained using pitch
Speed maintained using autothrottle in SPD
Deactivated
Select new vertical mode: TO/GA, FLCH, V/S, ALT or G/S
Dual FMC failure
o APP
Normally selected after localizer capture (though not required)
Glideslope captured and intercept heading less than 80 degrees
At G/S Capture
TO/GA armed and EICAS thrust limit set to Go Around
May disarm prior to glideslope capture
Disengage
Select roll mode (other than LNAV)

13-Feb-17 49
 Select pitch mode (other than VNAV)
Select TO/GA
Disengage A/P and both F/Ds
o FLARE
Armed
After glideslope capture and below 1500 feet
LAND-2 or LAND-3 annunciated
Engaged Between 40 and 60 feet
Starts flare maneuver
Throttle to IDLE
o TO/GA - Takeoff
On-Ground THR REF | TO/GA | TO/GA
Inhibited when the flap handle is in the UP position
Updates FMC to runway threshold when GPS not available
Autothrottles
o Set to THR REF when below 50 kts
o Set to HOLD at 65 kts
o Set to THR REF at 400 feet RA
o Will not engage between 50 kts and 400 feet RA
Follows ground track
FMC speed maintained using pitch
Airborne after takeoff
Removes takeoff de-rates

o TO/GA Approach
TO/GA ARMED with flaps down or GS intercept
Thrust Reference changes to GA when TO/GA is ARMED
Thrust Reference changes to CON when at VREF+98 on E/O Go
Around
1st selection THR | TO/GA | TO/GA
Autothrottle to THR to establish climb at 2000 fpm
Follow ground track
MCP speed maintained using pitch
nd
2 selection THR REF | TO/GA | TO/GA
Autothrottle to THR REF to establish best rate of climb
Follow ground track
MCP speed maintained using pitch
Level-off after go around THR | TO/GA | ALT
Autothrottle to THR but thrust lever will remain at last
setting and speed will therefore rapidly accelerate to Vmo
unless SPD or VNAV or FLCH is selected.
Follow ground track
MCP Altitude maintained using pitch
Inhibited at 5 feet plus 2 seconds

13-Feb-17 50
PFD Flight Mode Annunciations
F/D or A/P turned on
On deck | TO/GA | TO/GA
Airborne, level | HDG HOLD | V/S
Airborne, 5 deg | ATT | V/S
Vertical Speed (V/S) SPD | | V/S
Flight Level Change (FL CH)
Climbing THR | | FLCH SPD
Descending THR (HOLD) | | FLCH SPD
Altitude Hold (ALT) SPD | | ALT HOLD
Glideslope (G/S) SPD | | G/S
Vertical Navigation (VNAV)
Climbing THR REF | | VNAV SPD
Descending IDLS (HOLD) | | VNAV PATH
Shallow Descent SPD | | VNAV PATH
Level, FMC Altitude SPD | | VNAV PATH
Level, MCP Altitude SPD | | VNAV ALT
Descend Now THR (HOLD) | | VNAV SPD

13-Feb-17 51
 Automatic Landing Capability
o 1500 feet with localizer and glideslope captured
Electrical buses isolated
All 3 A/Ps engaged
Rudder authority provided to the A/P
Full elevator trim rate enabled
LAND 3 or LAND 2 or NO AUTOLAND annunciated
ROLLOUT and FLAIR armed
o First FCC & A/P in command remains primary with other 2 acting as
back-ups. All must concur.
o LAND-3 to LAND-2 annunciator change inhibited below 200 feet

De-Crab Maneuver
o Rudder is available to the autopilot:
During multi-channel autopilot approaches
LAND-3 or LAND-2 annunciated A/P takes control of the
rudder
Below 1500 feet with localizer and glideslope captured
Rudder
Reversion
Automatic Reversion back to single autopilot command will
occur at altitude capture after a Go-Around resulting in loss
of A/P rudder input and subsequent yaw if E/O
Reversion to manual flying after A/P rudder commands
initiated (during an approach with a cross-wind or E/O) will
require pre-emptive rudder pedal force to effect a smooth
transition
o Crosswind Crab Removal
Normal Configuration
10 Degree Crab or Greater
o 500 feet 5 degree sideslip to reduce crab and held
until touchdown
5 to 10 Degree Crab
o 500 feet Initial sideslip as required to reduce crab
to 5 degrees
o 200 feet Second sideslip increased to align with
runway
5 Degree Crab or Less
o 200 feet Sideslip as required to align with runway
Engine Out Configuration
Engine Failure Prior to Approach
o 1300 feet Sideslip introduced to establish wings level
attitude
Engine Failure on Approach

13-Feb-17 52
 o Wings level attitude established when failure
detected
Crosswinds
o When winds are from the side opposite the failed
engine no wings level crab will be initiated banking
into wind

13-Feb-17 53
 L-FCC C-FCC R-FCC

Manual Trim Manual Trim

SRM SRM
Manual Trim
And Autoland

Alternated Trim

STCM STCM

A single SRM commands both STCMs during manual trim and automatic
landing operations
Loss of the on-side SRM during single-autopilot operations will cause the
autopilot to disconnect.
Loss of the on-side SRM during multiple-autopilot operations will result in
NO AUTOLAND annunciation.
Loss of the off-side SRM during multiple-autopilot operations will result
in LAND 2 annunciation.
Loss of an STCM will result in LAND 2 annunciation.

13-Feb-17 54
LATERAL NAVIGATION (LNAV)
ND Display
Active route Magenta solid line
Modified route White dashed line
Inactive route Blue dashed line
Engagement
Armed White
Engaged Green
o 50 feet above the runway
o Within 2.5 nm of the active route
o On intercept heading
Disengagement
Select another lateral mode: HDG HOLD, HDG SEL
Localizer capture (LOC, APP)
Deselect
LNAV while armed (prior to engaged)
ROUTE
In accordance with the filed ATC flight plan or clearance
TO Beginning or ending waypoint along a segment
VIA Direct to, airway designation or procedure name
LEGS
Active leg
o Course Computed great circle between waypoints
o Heading Between waypoints identified with HDG suffix
o Procedure Procedure turn, Hold at or Arc
Waypoints listed in sequential order
(waypoint) is a non-geographic conditional waypoint from the FMC data
base
Altitudes Waypoint crossing constraints
o Small font FMC calculated airspeed or altitude
o Large font Restriction
A for at or above
B for at of below
DEP-ARR
Departure procedures
o Runway, SID and transition
Arrival procedures
o For departure airport when within 400 nm or less the half way
o For destination airport when more than 400 nm or over half way
o STAR, transition, approach and/or runway
o When no arrival procedure is selected the route will assume a
straight-in approach and intercept a 4 to 8 nm final
Modifications
Route
o Changing the route changes all associated waypoints

13-Feb-17 55
 Offset
o Offset left or right and fly parallel to route up to 99 nm
o 45 degree intercept to or from offset
o Offset end abeam IAF, holding, last waypoint or at discontinuity
o Offset removed by entering zero
Direct to
o Change active waypoint
o Abeam Points adds new waypoints abeam the old waypoints
o Inbound Course fly current heading and intercept inbound course
o Route Copy select the old route to become the
inactive route
Holding
HOLD
PPOS Initiates holding at the present position
Hold at Initiates holding at a fix
Holding data
o Inbound course and direction or Quadrant and radial
o Time or Distance
o Target altitude climb or descent to target when established in
holding
o Target speed cross holding fix at the target speed
o Hold Avail delay available to arrive at the destination with
reserve fuel
o EFC updates all of the ETAs
o Best speed Optimum performance
> 20,000 Max Endurance Airspeed
< 15,000 VREF30+80, but not less than flaps up Maneuver
speed
o Exit Holding fly direct to the holding fix and then proceed

13-Feb-17 56
VERTICAL NAVIGATION (VNAV)
Vertical input
AFDS and auto-throttle systems
Armed
White
Below 400 feet or PERF INIT data incomplete
Disarm
Pressing VNAV tile will disarm MCP when VNAV is not engaged
Engaged
Green
Above 400 feet
Autothrottle modes SPD and THR are inhibited while in VNAV
Disengaged
Select a new vertical mode: V/S, HOLD, FLCH, TO/GA
G/S capture
Modes
VNAV SPD Speed controlled using pitch
o THR REF Climb Maximum climb rate with thrust
VNAV PATH Vertical path is maintained using pitch
o SPD Climb Speed control with thrust
o SPD Level Speed control with thrust
VNAV ALT MCP altitude is maintained using pitch and the
MCP
altitude is different from FMC altitude
o SPD Level Speed control with thrust
Speed Profiles
Climb
o Climb at a restricted speed until above restriction
o Transition to economy climb speed when above restrictions
Intermediate level offs, as necessary, to maintain route
altitude limits
UNABLE NEXT ALT message if rate of climb insufficient to
meet next altitude restriction. Must select SPD and set MCP
to best climb angle speed.
Cruise
o Cruise at economy cruise speed until top-of-descent point
Descent
o End-of-descent point established at waypoint with altitude
constraint
STAR
Precision Approach procedure
Non-precision approach procedure
50 feet over runway threshold
o Aircrew must ensure MDA is not violated
o Go Around is initiated at the MAP

13-Feb-17 57
 Visual approach
50 ft over runway threshold
o Speed
Idle descent with speedbrakes in. Assumes decreasing wind
profile.
Economy descent speed above 10,000 feet
240 kts below 10,000 feet 10 kts below airspeed
restriction
170 kts at the final approach fix
o Headwind Nose up pitch to maintain vertical path, thrust added to
maintain programmed airspeed. THRUST REQUIRED message.
o Tailwind Nose down pitch to attempt to maintain vertical path.
DRAG REQUIRED message. Must deploy speedbrakes in order to
maintain the programmed speed
Altitude Capture
Capture either FMC altitude (restriction or cruise) or MCP altitude,
whichever is first
Press MCP Altitude Selector to reset FMC cruise altitude to current MCP
altitude

Altitude Constraints
Entered manually or automatically according to flight plan or procedure
A = at or above
B = at or below
AB = between (no manual between entries)
S = step climb point
To delete an altitude constraint
o Press MCP Altitude Selector removes next constraint between PP
and MCP altitude

Speeds
Economy
o Determined by FMC from current gross weight and cost index
Manual
o Set in the CDU for specific leg on active route
Engine Out
o Selection command E/O performance
o Automatically sets (lowers) cruise altitude to maximum E/O altitude
MCP Speed
o Intervention. Manual control via the MCP
Limit Speed
o FMC controlling to maintain a limitation (gear, flap or Vmo)
Long Range Cruise
o Maximum range profile (cost index zero)

13-Feb-17 58
 CLIMB Page
Speed for maximum climb angle

CRUISE Page
Altitude, speed and required EPR
Step size
o Step size
o Time and distance to next step
o Time and distance to T/D point if within 200 nm
Destination
o Fuel and ETA
o Assumes step climbs at optimum position
Optimum and maximum cruise altitude
E/O
LRC

DESCENT Page
Speed limit
Transition speed
Off Path Descent
o Clean or drag profile forecast to selected E/D point
Forecast
o Wind data
o Anti-icing altitude

Descent Direct
o Removes all waypoint altitude constraints between PP and E/D
Descend Now
o Initiates a -1250 FPM descent immediately using cruise spped
A/T establish ROD then to to HOLD, may be manually adjusted
to set desired rate of descent
Transitions back to VNAV when vertical path is intercepted
Note: within 50 nm of T/D point, pressing MCP Altitude
Selector
initiates a Descent Now

13-Feb-17 59
 ELECTRICAL SYSTEM

AC Power System
o 4 engine driven integrated drive generators (IDG)
90 kva
Self contained cooling and lubricating oil system

o 2 APU generators
90 kva
Can NOT parallel with each other, external power or IDGs

o 2 external power sources

Available when associated APU or IDG are not operating
Can NOT parallel with each other, APU generators or IDGs
Located on lower right side of fuselage

o 4 AC Buses
Powered through associated Generator Control Breaker

o 2 AC Tie Buses (also referred to as sync buses)

Separated into left and right sides
Allow common source to power AC Bus after a generator failure
Split System Breaker (SSB)
Divides AC system in half at Left and Right Tie Bus
CLOSED
o First AC power source applied
o When both Tie Buses powered by IDGs
o When only 1 APU generator or ground power source
OPEN
o Separates (ensures) power to half of system
o When power on one side cannot be synced with other
side
o After Tie Bus fault

o Captains Transfer Bus

Ensures power to captains flight instruments (PFD & ND) and L-FMC
Powered by
Primary AC Bus #3
Secondary AC Bus #1
Back-Up APU Standby Bus

o FOs Transfer Bus

Ensures power to FOs flight instruments (PFD & ND)
Powered by
Primary AC Bus #2

13-Feb-17 60
 Secondary AC Bus #1
Back-Up APU Standby Bus

o 4 Galley and 4 Utility Buses

Powered by associated AC Bus
Electric Load Control Units (ELCU)
4 galley and 4 utility ELCUs
Provide load shedding logic
o ELEC UTIL BUS advisory inhibited during shedding
o Switch OFF light inhibited during load shedding

o Ground Handling Bus

Powered by
Primary External ground power #1
Secondary APU generator #1
Powered only when on-deck
Cargo handling equipment in forward and aft compartments
Cargo compartment lighting in forward and aft compartments
Fueling and defueling systems
Auxiliary hydraulic pump #4 Normal Brakes

o Ground Services Bus

Powered by
Primary AC Bus #1
Secondary Ground Handling Bus
o EXT PWR 1 or APU GEN 1
Provides power to misc. service components
Main and APU battery chargers
#2 aft fuel boost pump (for the APU)
Lighting

o Main Standby Bus

Powered by
Primary AC Bus #3
Secondary Main Standby Inverter
o Using AC-1 through the battery chargers and Main Hot
Battery Bus
o Or using the Main battery via the Main Hot Battery
Provides power to critical equipment
L-EIU, L-CDU, L-ILS, L-VOR, L-ADC, L-EFIS C/P, Primary EICAS
and the RMI

o APU Standby Bus

Armed / Powered by the APU Hot Battery Bus via the APU standby
inverter

13-Feb-17 61
 Back-up bus for critical equipment.
Captains flight instruments (PFD & ND)
or FOs flight instruments (PFD & ND)
L-FMC
Power transferred to APU Standby Bus after either
Captains Transfer Bus fails AC-3 and AC-1
FOs Transfer Bus fails AC-2 and AC-1

DC Power System

o Main and APU Batteries

24 volt, 40 amp-hour, nickel-cadmium batteries
Provide 30 minutes of power
2 associated battery chargers
Powered by the ground services bus

o 4 Transformer Rectifiers (T/R)

24 volt DC, rated at 75 amps continuous
Connected to associated AC Bus

13-Feb-17 62
 o 4 Main DC Buses
28 volts DC
Primary Associated AC Bus via the transformer rectifier (TR)
Secondary DC Tie Bus
Connects all 4 DC Buses in parallel
Allows common source to power DC Bus after TR failure
o Main Battery Bus and APU Battery Bus
Primary DC Bus #3 (e.g., AC-3 through T/R)
DC-3 power is available under normal conditions.
When AC-3 fails, both Main and APU Battery Buses switch
from DC-3 to the associated Hot Battery Bus.
Secondary Respective Main and APU Hot Buses
o Main and APU Hot Battery Buses
Powers critical equipment
Back-up power for Main Standby and APU Standby Bus via associated
inverters

Controls
o Battery Switch
ON
Connects main and APU batteries to respective Hot Buses
Arms both inverters (for standby buses)
NOTE Respective Battery Bus are always powered
o Standby Power Selector
OFF
Standby power not available busses not powered
AUTO
Allows Standby Busses to be powered from available sources
o MAIN
Main Standby Inverter from the Hot Battery Bus
using AC-1 or Main Battery
o APU
Arms APU Standby Inverter
APU Standby Inverter using APU Hot Battery Bus
BATTERY
Ground maintenance function only
Main and APU Standby Buses powered by associated batteries via
inverters.
o No battery charging (chargers disconnected)
o Limited to 30 minutes of battery power
o External Power Switch
AVAIL
Available if voltage and frequency are correct
ON
Connects external power to associated Tie Bus

13-Feb-17 63
 One external source closes SSB powering all AC Buses
Both external sources open SSB
o External sources can NOT run in parallel
o APU Generator Switch
AVAIL
Available if voltage and frequency are correct
ON
Connects APU generator to associated Tie Bus
One APU generator closes SSB to power all AC Buses
One generator and one external power source open SSB
o Neither APU or external can run in parallel
Both APU generators open SSB
o Generator Control Switch
ON
IDG control breaker will close when voltage and frequency
are correct
OFF will illuminate when IDG control breaker is open
OFF
Opens both the IGD control breaker and generator field control
breaker
Uncontrolled frequency (HUL & HUN)
o Drive Disconnect Switch
Mechanically disconnects IDG from the engine
High oil temperature or low oil pressure (or uncontrolled frequency)
Illuminates drive light on switch
ELEC DRIVE advisory
OFF
ELEC GEN OFF and >DRIVE DISC advisories
Drive light stay illuminated
Generator OFF light illuminates
o Bus Tie Switch
AUTO
Opens and closes AC Tie Bus and DC Isolation breakers
Fault
o ILSN illuminated on the switch
o ELEC BUS ISLN advisory
MANUAL
Both AC and DC buses isolated
Buses powered only by the associated IDG
o Ground Services Switch (panel at door 2L)
Connects Ground Services Bus to either external #1 or APU #1 via the
Ground Handling Bus
Hot Battery Buses powered via their associated chargers
Only functional if there is no power to AC Bus #1
o Utility Power Switch

13-Feb-17 64
 ON
Enables automatic load shedding by ELCUs of both Utility and
Galley Buses
o When operating on only 2 generators and when 3 or
more thrust levers are above 70 percent (aircraft
assumes it is flying)
Automatic load shedding of all galley and utility
buses occurs
APU generators are also de-energized (on deck)
Will secure all entertainment and passenger
lighting.
OFF
Removes power from right or left Utility and Galley Buses
ELEC UTIL BUS advisory
o Advisory will also appear if there is a fault in either
galley or either utility bus on that side
o Automatic load shedding does not show advisory

Power Interruptions
o Designed not to interrupt power during transfers
o Power interruption will occur when
Second external source is selected
Second APU generator is selected

Approach Mode Electrical Power Isolation

o When APP selected all buses are isolated
Bus Tie Breakers 1, 2 and 3 open
Bus Tie Breaker 4 remains closed to power Tie Bus
DC Isolation Relay 1, 2 and 3 open
DC Isolation Relay 4 remains closed to power the DC Tie Bus
o Inhibits
EICAS electrical synoptic page is inhibited
ISLN lights inhibited
o Autoland 3 is available using 3 or 4 generators
1 generator failure associated BTB and DCIR close and AC and DC
Tie Buses provide power
Second generator failure associated BTB and DCIR close
NO LAND 3 advisory
Shutdown Sequence
o APU Generator #1 ON
Smooth sync and transfer from #1 and 2 IDGs to APU power
ELEC GEN OFF 1 and ELEC GEN OFF 2 advisories
o APU Generator #2 ON
Smooth sync and transfer from #3 and 4 IDGs to APU power
SSB opens APU generators can not run in parallel

13-Feb-17 65
 ELEC GEN OFF 3 and ELEC GEN OFF 4 advisories
o External Power #1 ON
Left Tie Bus transfers from APU to external power
SSB remain open
External power #2 required prior to securing APU

o External Power #2 ON
Right Tie Bus transfers from APU to external power
Problems
o Captains and/or FOs Transfer Bus Failure
Captains Transfer Bus Fails
APU Standby Bus will power captains PFD and ND regardless
of EFIS standby switch position
FOs Transfer Bus Fails
May select APU standby Bus to power PFD and ND using the
EFIS standby switch
Both Transfer Buses Fail
May select the APU Standby Bus to power either the captains
or FOs PFD and ND as selected on the EFIS standby switch
o AC Bus Failure
ELEC AC BUS advisory
IDG control breaker open and Tie Bus breaker open
If AC-3 failed
Captains Transfer Bus powered by AC Bus #1
Main Standby Bus powered by the Main Standby Inverter via
the Main Hot Battery Bus
DC-3 powered by DC Tie Bus
o AC Bus Isolation
Automatic isolation when bus power cannot be synced
Bus Tie breaker opens
ILSN light illuminates
ELEC BUS ISLN advisory
AC Bus is now only powered by associated IDG
May manually reset if it is a transitory fault
o IDG Failure
High oil temperature or low oil pressure (or uncontrolled frequency)
ELEC Drive advisory
Drive light illuminated
Must manually disconnect the drive
ELEC GEN OFF advisory
>DRIVE DISC advisory
Associated AC Bus powered by the AC Tie Bus
o Standby Power
C-PFD or FO PFD, ND and EFIS Controller
C-ND

13-Feb-17 66
 L-FMC
L-EFIS Controller
L-CDU
L-ADC
L-VOR
L-ILS
No DME
No C-IRS after 5 minutes
No Fuel Jettison
No Yaw Damper
No Elevator Feel
Aileron Lockout
No Leading Edge Flaps
Trailing Edge Flaps operate in secondary/electric mode
No Anti-Skid
No Auto-Brakes
No Brake-Limiter
No Reverse Thrust
No Automatic Speedbrakes
- Landing distance may exceed 12,000 feet

13-Feb-17 67
 EICAS Messages
o >BAT DISCH APU advisory
APU battery is discharging
o >BAT DISCH MAIN advisory
Main battery is discharging
o >BATTERY OFF advisory
Battery switch is OFF
o >DRIVE DISC advisory
IDG manually disconnected from engine gear box
o ELEC DRIVE advisory
IGD has low oil pressure or high oil temperature (or uncontrolled
frequency)
o ELEC GEN OFF caution
Generator control breaker is OPEN with associated engine running
o ELEC AC BUS caution
Associated AC Bus un-powered
o ELEC BUS ISLN advisory
Bus Tie Breaker is OPEN
o >ELEC SSB OPEN advisory
SSB is OPEN when commanded to close
o ELEC UTIL BUS advisory
Utility or Galley Bus is not powered (fault or OFF)
Inhibited during load shedding
o >STBY BUS APU advisory
APU Standby Bus is not powered
o >STBY BUS MAIN advisory
Main Standby Bus is not powered

13-Feb-17 68
AIR CONDITIONING SYSTEM
7 Zones for Temperature Control
o Flight deck
o Upper deck
o Passenger compartment zones A through E

3 Air Conditioning Packs

o Air cycle machines
o Supplies cold air to the 7 zones via a common manifold
May use 2 ground air supplies to supply conditioned air
o Hot Trim BA mixed to control individual zone temperature
o 4 fans recycle cabin air into the manifold
o Faults
Overheat (85 C)
Compressor Discharge Overheat (218 C)
Ram air door schedule failure

Controls
o Overhead panel, right side
o Passenger zones individually controlled using panel at door 2R

EICAS ECS Synoptic

o Commanded temperature listed in magenta
o Actual temperature listed in white

Air Conditioning Packs

o 2 Pack Controllers
Primary and alternate controllers (A & B)
3 separate channels one for each pack
Automatically selects alternate controller for next flight
When a controller is manually selected if a failure occurs the
alternate will still automatically be selected
o Temperature control logic
All 3 packs will discharge the same (common) temperature as
determined by the requirements of the coolest zone
May degrade to 24 degree average
o Trim Air
Adds hot bleed air to achieve the desired zone temperature
Trim Air Master Switch
ON provides trim air to all 7 zone control valves
OFF closes the Master Trim Air valve
o TEMP ZONE advisory
o >TRIM AIR OFF
o FAULT light will illuminate when packs are supplying
cold air but there is no trim air

13-Feb-17 69
 o Packs default to 24 degrees average cabin temperature
o Zone Temperature Controller
Controls all 7 trim control valves automatically
Flight Deck Zone
Controls just the 1 zone flight deck
Automatic 18 to 29 degrees (12:00 is 24 degrees)
Manual Manual control of trim valve within 18 to 29 band

13-Feb-17 70
 Passenger Zones
Controls 6 passenger zones
Master temperature 18 to 29 degrees
Automatic compensation for humidity comfort correction
o Cruise temperature increased 1.1 degree per hour for
first 2 hrs for a total of 2 degrees
o Descent temperature compensation removed within 5
minutes after top-of-descent
Individual Passenger Zone Controller (door 2R)
o Adjust zone +/- 6 degrees from master temperature
o Limited to within 18 to 29 temperature band
o Target temperature = Master + Comfort + Zone
Alternate Mode
o All 3 packs default to 24 degrees
o Zone Temperature Controller (door 2R) bypassed
o All 7 trim valves remain in last position
o Recirculation Fans
4 Fan
2 upper
o Remove the high, warm, moist air which may result in
fog
o Recirculated only to passenger zones
2 lower
o Remove lower, colder air
o Recirculated to all zones including the flight deck
ON Fans controlled automatically
Upper Fans Only
o A/C packs in High Flow
o Ground, Climb and Descent
Upper and Lower Fans
o A/C packs in Normal Flow (Cruise)
o Air Conditioning Pack FLOW
Normal rate 2/3 maximum
Used when conditioned air demands have stabilized
Minimizes bleed air demand
High Flow
Maximum air flow needed to meet air exchange requirements
Hi Flow Switch
OFF automatic control of flow as required by logic
o Ground Climb Descent
High flow
Upper recirculation fans only
o Cruise
Normal flow
All 4 recirculation fans operate

13-Feb-17 71
 ON High flow at all times
o Upper fans operate in accordance with logic
o PACK HIGH FLOW memo

13-Feb-17 72
 Zone Temperature Controller Operation
o ZTC Automatic Mode
Temperature controlled by the Zone Temperature Controller
Master temperature set on flight deck
Individual zone temperatures set at door 2R
Comfort adjustment function of time
SET zone temperatures =M+I+C
o Alternate Mode No Temperature Controllers
Degraded mode selected when Zone temperature controller FAILURE
Temperature controlled by the Pack Controllers
Pack output constant
Average cabin temperature 24 degrees
Maximum temperature in any one zone 29 degrees
Zone trim air valves remain at last position
o ZTC Back-Up Mode No Trim Air
Degraded mode selected when Trim Air is NOT available
Master trim valve FAILURE
Zone duct OVERHEAT (85 deg C)
Temperature controlled by the Pack Controllers
Packs respond to master temperature selector set on flight
deck
Average cabin temperature between 18 and 29 degrees
No control over individual zones

Flight Deck Supplemental Heating

o Feet electrical heaters in floor
o Shoulders Electrical heating of conditioned air
o Windshield
Available on deck

EICAS Messages
o PACK 1 advisory
Automatic control of output temperature of associated Pack has
failed
o TEMP ZONE advisory
Master Trim Air Valve CLOSED and ZTC operating in Back-Up Mode
Master trim air valve failed closed
Zone duct overheat
Controller failure
o >TRIM AIR OFF
Master Trim Air Valve has CLOSED and ZTC operating in Back-Up
Mode
o PACK 1 OFF memo
Pack has been selected OFF
o PACKS 1+2 OFF memo

13-Feb-17 73
 Packs have been selected OFF
o PACKS OFF memo
All 3 packs selected to OFF
o PACK HIGH FLOW memo
Packs manually selected to high flow

13-Feb-17 74
EQUIPMENT COOLING SYSTEM

Directs cabin air to cool equipment on the flight deck, in E/E and in E6/E9 (forward
cargo bay)
Equipment Cooling Switch
o NORMAL
Both supply and exhaust fans operate
Inboard supply valve OPEN supply cabin air
By-pass valve CLOSED
Smoke-Override valve CLOSED
On ground with all engines OFF or only one engine running
OAT 7 degrees or above
o Ground exhaust valve OPEN dump warm air to
environment
o Inboard exhaust valve CLOSED
OAT below 7 degrees
o Ground exhaust valve CLOSED
o Inboard exhaust valve OPEN directing warm air into
the forward cargo compartment
On ground with ONE engine on EACH WING running
Ground exhaust valve CLOSED
Inboard exhaust valve OPEN directing warm air into the
forward cargo compartment
Flight Configuration
o STANDBY
Drives exhaust valves to the Flight Configuration
Ground exhaust valve CLOSED
Inboard exhaust valve OPEN directing warm air into the
forward cargo compartment
o OVERRIDE
Selection
Manually
Automatic
o Selected when lower cargo fire extinguishers are
ARMED
o Every 10th descent to purge gunk out of the ducts
Smoke-Override valve OPEN
All other valves CLOSED
Both supply and exhaust fans OFF
Cabin differential pressure used to generate reverse flow causing air
and smoke to vent to environment. Caution there is no
differential on-deck
System monitors pressure differential rather than flow rate
o CLOSED LOOP
Automatic selection only

13-Feb-17 75
 Main Deck Cargo Fire
Supply or Exhaust Fan Failure
Lower Lobe Air Conditioning selected to FWD Low, Both Low, or
FWD High and temperature selected to less than 10 C.

Failures
o Single Fan Failure (supply or exhaust)
No EICAS message (pilots do not know)
Closed loop circulation mode
Supply valve will CLOSE
Ground exhaust valve will CLOSE
Inboard exhaust valve will remain CLOSED
Bypass valve will OPEN

13-Feb-17 76
 o Low Air Flow or Overheat or Smoke
EQUIP COOLING caution
On Ground
Ground horn sounds
No corrective actions available (select STANDBY)
Airborne
Select OVERRIDE to use cabin differential pressure to drive
cabin air back through the system and vent the smoke
overboard
If message returns land as soon as possible (smoke & fire)
o Ground Exhaust Valve failure to CLOSE
EQUIP COOLING caution
Not in the Flight Configuration
Select STANDBY and attempt to change configuration

Cockpit
Electronics

Electrical
Equipment
Smoke Override Exhaust Compartment
Valve

Supply Fan Exhaust Fan

Overboard Exhaust Valve

Bypass
Valve

Supply Inboard Exhaust Valve

Valve

Electric
Heater

Forward
Lower Lobe
Cargo

Lower Lobe Air Conditioning

Air Conditioning Overboard Valve

13-Feb-17 77
CARGO HEATING

Forward Cargo Compartment

o Warmed by equipment cooling exhaust air
o Automatic electric heating augments equipment cooling exhaust air to
ensure temperature remains above 4 degrees
No flight deck control
When Inboard Exhaust valve is closed the heater is secured
No forward cargo compartment heating when
Equipment cooling is in OVERRIDE
Cargo fire extinguishers are armed

Aft Cargo Compartment

o Heated using hot bleed air
o Overheat Shutoff Valve secures bleed air to both the aft cargo and bulk
cargo compartments
o Temperature Control Valves modulate bleed air to maintain desired
temperature
Temperature Select Switches located in aft cargo and bulk
compartments
Set either 7 or 20 degrees C
o Aft Cargo Heater Switch
Located on the flight deck Overhead panel, right side
Opens the Overheat Shutoff Valve
Arms both Temperature Control Valves
Arms the bulk cargo electric heater and associated fans

EICAS Messages
o TEMP CARGO HEAT advisory
Overheat detected in aft cargo compartment when cargo heat is
operating
Overheat Shutoff Valve CLOSED
Bulk cargo heater secured

Overheat Shutoff
Aft 45 C Valve
Cargo
Heat

Temperature Control
Valve
Thermostat
7 & 20 C

Aft Cargo

Fan
13-Feb-17 78

Bulk CargoElectric
Heater
PRESSURIZATION SYSTEM

Indications
o Primary EICAS ECS block
Cabin altitude, rate, differential and landing altitude
o Outflow valve position
Air conditioning control panel
Secondary EICAS ECS Synoptic
Both locations indicate regardless of mode

Limitations
o Maximum Programmed Pressure 8.9 psi
o Relief Valves Open 9.25 psi (9.7 psi back-up)
o Positive Structural Limit 9.4 psi
o Takeoff and Landing 0.11 psi
o Negative Pressure Relief 1.00 psi

Automatic
o No input required from the crew
o Departure, cruise and arrival data from FMC

Control Panel
o Auto Selector
NORM
Automatically selects controller A or B as primary on alternate
flights
Automatically switches to alternate controller when primary
fails
A or B
Manually selects controller A or B as primary
Automatically switches to alternate controller when primary
fails
Cabin Altitude Controllers
o Automatic control of outflow valves
Valves driven by
Primary AC motor (auto)
Secondary DC motor (manual)
Controller programs and executes pressurization schedule based on
data from:
FMC
o Departure altitude
o Time to climb
o Cruise altitude
o Time to top-of-descent point
o Time to descend

13-Feb-17 79
 o Landing altitude
Manual selection from 1000 to +14000 feet
ADC
o Aircraft altitude
Cabin altitudes determined by controller
o Altimeter setting
Air-Ground logic
Maximum cabin altitude
Target altitude (determined by the controller)
8.9 psi maximum cabin differential
Destination landing altitude (8,000 feet)
High Cabin Altitude Protection
11,000 feet both outflow valves close

o Manual Control of Outflow Valves

Manually controlled using DC motors
Disables the AC motor and enables the DC motor
Select manual ARMs left and/or right outflow valves
Manually open or close valve(s)
OUTFLOW VLV L advisory (AC motor inoperative)
When both outflow valves are selected to manual
CABIN ALT AUTO advisory
o Complete loss of automatic pressurization
OUTFLOW VLV L
OUTFLOW VLV R
Landing altitude information goes blank because it is not
used

Pressure Relief Valves

o Positive pressure relief valves
2 valves located on left forward fuselage
9.25 psi valves start to modulate open
9.4 psi is aircraft limitation
When a pressure relief valve opens
Pack-2 secures
o PACK 2 advisory
o No pack system fault light2
o If pack-2 fails to secure PRESS RELIEF caution
When the pressure differential decreases below 9.25 the PACK
2 advisory changes to a memo
Must use reset switch to re-engage Pack-2
o Negative pressure relief valves
4 valves 2 on each cargo door
Open

13-Feb-17 80
 Negative 1.0 psi
Mechanically opened when cargo door is opened

Outflow Valve Operational Sequence

o On Deck
Full OPEN for maximum air circulation
o 65 kts
Partially closed to pressurize cabin to 100 feet below field elevation
to prevent back-flow of air into cabin through outflow valves at
rotation
o Climb
Programmed with altitude to maximum 8.9 psi differential
o Cruise (highest of)
Cabin target altitude
8.9 psi differential
Landing altitude 8,000 maximum
Manually selecting 8,000 feet sets maximum air flow rate for
optimum smoke removal
o Descent
Initiated at T/D point or when aircraft starts descent at programmed
rate down to destination airport altitude
o Touchdown
Target cabin altitude 100 feet below field elevation
o After landing
Full open to depressurize the aircraft
Automatic switching of primary controller

Failures
o OUTFLOW VLV L advisory
Failure of the AC drive motor
Select manual control DC motor
EICAS advisory will remain on (because there is no AC motor)
o Primary Controller Failure
Single Automatic switching to standby controller
Dual CABIN ALT AUTO caution
Select manual control of both
o OUTFLOW VLV L (left AC motor failure manual)
o OUTFLOW VLV R (right AC motor failure manual)
o CABIN ALT AUTO remain on (no automatic control)
o Excessive Cabin Altitude
Primary EICAS ECS display block cabin altitude
8,500 amber caution
10,000 red warning
o CABIN ALTITUDE warning and siren
o Message remains on until below 9,500

13-Feb-17 81
 11,000 Both outflow valves driven to CLOSED
14,000 Cabin oxygen masks deploy
o Landing Altitude
LANDING ALT advisory
Invalid landing altitude date
Must manually set field elevation
LANDING ALT advisory remains (not in automatic mode)
o Excessive Pressure
Pressure relief valve OPENs
Pack-2 will automatically secure to remove a pressure source
PACK 2 advisory
If Pack-2 fails to automatically secure
PRESS RELIEF advisory
o EICAS message removed when Pack-2 manually secured
EICAS Messages
o CABIN ALT AUTO caution
Both cabin altitude controllers have failed
Both outflow valves in manual
o CABIN ALTITUDE warning
Cabin altitude exceeds 10,000 feet
o LANDING ALT advisory
Disagreement between controller and FMC landing altitudes (invalid)
o OUTFLOW VLV advisory
Automatic control of the valve has failed
Manual control selected
o PRESS RELIEF advisory
Either Pressure Relief Valve OPEN with AC Packs in high flow and
Pack-2 did not secure automatically

13-Feb-17 82
PNEUMATIC SYSTEMS

Sources
o 1 APU
o 2 Ground Air
o 4 Engines
Distribution
o Left and Right and Center ducts
Used by
o Air conditioning (packs)
o Trim air
o Pressurization
o Engine starting
o Wing and nacelle anti-ice
o Leading edge flap operation
o Thrust reverser operation
o Hydraulic demand pumps
o Hydraulic reservoir pressurization
o Portable water reservoir pressurization
o Cargo heat
o Cargo smoke detection
Indications
o Primary EICAS
ECS data block Displayed when
ECS or ENG synoptic selected
Any item turns amber or red
Fuel control to CUTOUT
Landing altitude manually selected
o Secondary EICAS
ECS synoptic
Components
o Ducts Isolation divided into 3 sections by left and right isolation valve
Left Duct
Left leading edge flap
Left wing anti-ice
AC pack-1
Demand pumps 1 and 2
Hydraulic reservoirs 1 and 2
Right Duct
Right leading edge flap
Right wing anti-ice
AC pack-3
Demand pumps 3 and 4
Hydraulic reservoirs 3 and 4
Center Duct

13-Feb-17 83
 AC pack-2
AC Trim Air
Aft Cargo Heat
Cargo Smoke Detectors
Potable water pressurization
APU

13-Feb-17 84
 o Duct pressure
Measures pressure in left and right ducts
Displayed on
Primary EICAS ECS data block
Secondary EICAS ECS synoptic
Amber display when pressure is 11 psi or less
o Pack control valve closes at 12 psi
o Ground Air Source
2 ground sources both into center duct
o APU Bleed Air
Provides air on-deck and airborne (to 15,000 feet)
Center duct
Check valve prevents higher engine BA from back flowing into
APU
o Engine Bleed Air
Primary source after engine start
Compressor bleed air
Intermediate pressure bleed air (IP)
o Used during high thrust settings
o Takeoff, climb and cruise
High pressure bleed air (HP)
o Used when IP air is not sufficient
o Selection controlled by HP Bleed Valve
Check valves prevent back flow into respective compressor
sections
o When HP valve is open the IP check valve closes
Fire Wall Shut Off Valve (FWSOV)
Closes to secure both IP and HP bleed air
o During start Starter Valve not CLOSED
o Fault detected
o Bleed Air Switch OFF
Fan Air Pre-Cooler
Regulates bleed air temperature using fan air as the sink
Automatic control using Fan Air Control Valve
Engine Bleed Valve (primary shut off valve PRSOV)
Secures all bleed air from the engine
Regulates and limits bleed air pressure 47 psi
Reverse source check valve
o Closes when duct pressure (from other sources) is
higher
o OPEN when start initiated
Automatically CLOSED
o Strut Overheat
o Bleed Overheat
o Bleed Overpressure

13-Feb-17 85
 o Start valve not CLOSED
o HP valve failed OPEN
Switch CLOSED light will illuminate any time the valve is
CLOSED

13-Feb-17 86
 Controls
o Engine Bleed Air Switch
ON
Engine bleed valve OPEN maximum 47 psi
FWSOV opens
HP valve opens as required
Electrically controlled
o Pneumatically opened
o Spring loaded to the closed position

OFF
Engine bleed valve CLOSED (no bleed air available)
FWSOV is CLOSED
HP valve is CLOSED
>BLEED 1 OFF advisory
o Associated bleed valve closed with
o Engine Bleed Air Switch OFF and
o Engine is running
OFF light indicates the valve is closed

Engine Start Sequence

o Starter switch pulled
Engine bleed valve OPEN
Bleed air switch light goes out when valve is open
Engine start valve OPEN
Starter switch light illuminates
FWSOV is CLOSED
A result of the starter valve being OPEN
o 50 Percent N3
Starter valve CLOSED
Starter switch light goes out when the valve is closed
Engine bleed valve CLOSES
Bleed air switch OFF light illuminates
15 seconds after the start valve is closed
FWSOV is OPEN by HP bleed air pressure
Engine bleed valve OPEN by HP bleed air pressure
o Bleed air switch OFF light goes out
o Failures
Bleed Valve Failure CLOSED
NO message if the bleed valve fails to OPEN for start
No Starter light
Engine bleed switch OFF light illuminated
Start Valve Failure CLOSED

13-Feb-17 87
 ENG START VLV 4 advisory
No START light
Engine bleed switch OFF light is out
Starter Valve Failure OPEN
STARTER CUTOUT
START light illuminated above 50 percent N3

13-Feb-17 88
 Nacelle Anti-Ice
o FWSOV must be OPEN to provide bleed air for nacelle anti-ice
o Nacelle anti-ice switch ON
Engine Bleed Air Switch ON
Everything works
Engine Bleed Air Switch OFF
FWSOV will OPEN anti-ice works
o IP bleed air is the only source (HP valve remains closed)
o Pressure may be insufficient to de-ice nacelle at low
power
When the FWSOV was driven closed due to a failure it will
remain closed and there will be no engine anti-ice available
o Strut over-heat
o Bleed air over-pressure
o HP valve failed OPEN when Engine Bleed Switch OFF
o Starter valve failed OPEN
o Automatically secured for a COWL OVERHEAT
Bleed Duct Leak
o BLD DUCT LEAK advisory
Heat sensors along outside of duct
Valve Failure (general)
o Valve transition light will remain illuminated after change commanded
Valve commanded CLOSED but remains OPEN
Valve commanded OPEN but remains CLOSED
o BLEED ISLN R or L or APU advisory
Isolation valve disagreement all 3 isolation valves not OPEN or
CLOSED
Respective valve light will illuminate
EICAS Messages
o BLD DUCT LEAK caution
Bleed air leak or overheat
o BLEED HP ENG advisory
HP Valve failed CLOSED
o BLD FWSOV advisory
FWSOV failed CLOSED
Bleed air over-heat
Bleed air over-pressure
o BLEED 1 advisory
Bleed air overheat
FWSOV failed OPEN
HP Bleed Valve failed OPEN
o BLEED 1 OFF advisory
Engine Bleed Air Switch OFF, the Bleed Air Valve is CLOSED and the
engine is running
o BLEED ISLN advisory

13-Feb-17 89
 Isolation valve position disagrees with switch position
o BLEED ISLN APU advisory
APU isolation valve position disagrees with switch position

System Fault Light

o Strut overheat
o Bleed Overheat
o Bleed Overpressure
o Starter Valve Failed OPEN
o HP Bleed Valve Failed OPEN

13-Feb-17 90
 Engine Bleed Valve

Nacelle Anti-Ice

Fan Air & Pre-cooler

FWSOV

IP

HP

HP Bleed Valve

Reverser

Start Valve

13-Feb-17 91
ANTI-ICE SYSTEM

Protection
o Wing anti-ice
o Nacelle anti-ice
o Probe heaters
o Flight deck window heaters
o Windshield air
Displays
o Primary EICAS Annunciated adjacent to N1 tape
o Secondary EICAS ECS synoptic
Wing Anti-Ice
o Valves are electrically controlled and electrically operated
o Heats the leading edge outboard of engines 2 and 3 with bleed air
Effective only when the leading edge flaps are retracted
Available only while in-flight
Inhibited on-deck (valves driven closed)
EEC adjusts N1 for bleed air demand
o Display
Primary EICAS WAI annunciated between N1 tapes
Secondary EICAS flow indicated on ECS synoptic
o WAI VALVE advisory
Valve failure to go to commanded position
Switch valve transition light will remain illuminated
Nacelle Anti-Ice
o Heats leading edge of engine nacelle with bleed air
o Automatically secured for a COWL OVERHEAT
o Nacelle Anti-Ice Switch
ON
Selects nacelle anti-ice valve OPEN
Turns on continuous ignition for 60 seconds
EEC adjusts N1 to compensate for bleed air demand
Approach idle limit set
When engine bleed switch is OFF
Engine bleed valve, FWSOV and HP valve are CLOSED
Selection of nacelle anti-ice will OPEN the FWSOV provided it
was not automatically secured due to a failure
o Anti-ice will operate but pressure may not be
sufficient to de-ice due to the HP valve remaining
CLOSED
NAI will not work when the FWSOV was secured due to:
o Strut Over-heat
o Bleed Air Over-pressure
o Start valve OPEN
o HP valve OPEN with Bleed switch OFF

13-Feb-17 92
 o Valve Failure / Disagreement
NAI VALVE advisory
Switch valve transit light will remain illuminated

13-Feb-17 93
 Ice Detection System
o Located on the left side of the forward fuselage
Determines ice build-up from change in resonance frequency of
vibrating post
o Available only while in-flight
o Notifies aircrew via EICAS messages
>ICING
Icing has been detected
Nacelle anti-icing is required
Advisory can be canceled but can NOT be recalled
>NO ICING
Icing is no longer detected
Advisory can be canceled but can NOT be recalled
>ANTI ICE
No icing is being detected and
Nacelle or Wing anti-ice is still ON and
Temperature is above 12 degrees
Window Heat
o All 6 windows receive some type of electrical window heat
o Windshields (captains and FOs)
Receive both anti-ice and anti-fog protection
Window Heater Switch
ON
o 3000 watts
o Maintains a constant windshield temperature
OFF
o HEAT WINDOW advisory
o Switch INOP light illuminates
INOP light illuminated
o When window heater is switched OFF
o Controller fault or overheat
Heater power removed
HEAT WINDOW advisory
Anti-Fog
Uses conditioned air to de-fog
Selected using respective sidewall panel switch
o Side Windows
Receive only anti-fog protection
200 watt thermostat controlled, AC power, electrical heaters
No cockpit control
Windshield Clearing
o Wipers
High and low speed
o Rain Repellent

13-Feb-17 94
 Dispenses a measured amount to respective windshield
Use on only one windshield at a time
Use only in heavy rain
Repellent located aft of 2nd observer
o Washer Fluid
Continuous application of fluid when held ON
Fluid located in reservoir aft of captains seat

Probe Heat
o Electric heaters are dual element, fully automatic
o Systems protected
4 pitot static probes ON when any engine is running
2 angle of attack probes ON when any engine is running
2 total temperature probes ON when airborne
4 engine P2/T2 probes ON when respective engine is running
o EICAS advisories
HEAT L AOA
HEAT L TAT
HEAD P/S CAPT or F/O or L-AUX or R-AUX
Advisory indicates that one element has failed
Other element may still function and provide protection
Dual element failure can only be determined from cockpit
instrument differences

13-Feb-17 95
 FUEL SYSTEM

Controls
o Fuel Control Panel
Overhead panel, mid section
Alternate action switches
Controls the fuel pumps and isolation valves
o Fuel Jettison Panel
Overhead panel
o Fuel Transfer 1-4 Panel
Overhead panel, extreme aft

Fuel Tanks
o 2 Reserve Tanks 3.9 -400 = 169.8 tons
o 2 Outboard Main Tanks 13.3 -400F = 160.0 tons
o 2 Inboard Main Tanks 37.3
o 1 Center Tank 51.0
o 1 Horizontal Stabilizer Tank 9.8
o 3 Surge Tanks
Left and right outboard wing tip surge tanks
Right horizontal stabilizer tip surge tank

Fuel Indications
o EICAS
Fuel Quantity
Total Fuel Quantity Primary EICAS
Tank Fuel Quantity Secondary EICAS FUEL Synoptic
FUEL QTY LOW 1 caution below 900 kg in that tank
Fuel temperature
Main tank #1 (coldest) is displayed
FUEL TEMP LOW advisory fuel temperature of 37 degrees
o CDU PROGRESS Page-2
Fuel Burned Total
Fuel Burned By Engine
Fuel Totalizer
Fuel Calculated
o Fuel Quantity Indicating System (FQIS)
Set calculated fuel equal to total fuel at first engine start
Total Fuel:
Fuel quantity measured in tanks
Unable to measure is tank densimeter fails
Calculated Fuel:
Subtracts fuel flow over time from initial total fuel
Unable to calculate if a fuel flow transmitter fails
Sensed Fuel:

13-Feb-17 96


13-Feb-17 97
 Fuel Pumps and Valves
o 8 AC boost pumps (25 psi output)
2 located in each Main Fuel Tank
Pumps feed associated engine (normally)
1 operating boost pump is sufficient to supply
1 engine at takeoff power
2 engines at cruise power
o 6 AC Override-Jettison Pumps (47 psi output)
2 located in each tank:
Main #2 Fuel Tank down to 3200 kg
Main #3 Fuel Tank down to 3200 kg
Center Fuel Tank down to 900 kg
Provide fuel at significantly higher pressure and therefore can
override the respective tank boost pump
Force fuel to any engine via the fuel manifold
1 operating override pump is sufficient to supply
2 engines at takeoff power
2 engines at cruise power
Main Tank Override Pump Switch
ON ARMED commanded ON by system logic
o FUEL OVRD 2 FWD advisory for low pressure
OFF Secures the pump and deactivates the PRESS light
Center Tank Override Pump Switch
ON Pump runs (no automatic functions gomer only)
o FUEL OVRD CEN R advisory for low pressure
OFF Secures pump and deactivates the PRESS light
o 1 Scavenge Pump
Transfers fuel from center wing tank to main tank #2
Scavenges 900 kg of fuel (below center override pump stand pipes)
Automatic operation in accordance with system logic
At 900 kg fuel remaining
Tank-to-Engine fuel configuration
o 2 HST Transfer and Jettison Pumps
Located in the horizontal stabilizer
ON
Automatic transfer in accordance with system logic
o FUEL PUMP STAB L advisory for low pressure
OFF
Secures the pump and deactivates PRESS light
o Cross Feed Valves
#1 and #4 Cross Feed Valves
ON Manually OPEN valve and supply fuel
OFF Valve is CLOSED
#2 and #3 Cross Feed Valve

13-Feb-17 98
 ON Automatic operation in accordance with
system logic
OFF Manually CLOSED
FUEL X FEED advisory
Failure of valve to go to commanded position
Switch VALVE light illuminated

13-Feb-17 99
 o #1 and #4 Fuel Transfer Valves
Both valves 1 in each tank open to transfer fuel by gravity into
adjacent Main Fuel Tank 2 or 3
Operates automatically in accordance with system logic during
jettison
Can be manually selected OPEN for transfer/imbalance
Stand pipe limits transfer 3,200 kg remaining
FUEL XFER 1+4
Selected ON while on-ground
Selected ON with inboard fuel quantity greater than outboard
quantity
o Reserve Fuel Transfer Valves
2 valves per reserve fuel tank open to transfer fuel by gravity into
Main Fuel Tank 2 or 3
Transfer starts automatically when Inboard Main Tank quantity
decreases below 18,140 kg (~18,000 kg)
FUEL RES XFR 2 advisory
Both valves on one side disagree with commanded position
Fuel Jettison

o Components
Jettison manifold
2 fuel jettison nozzle valves
8 pumps
4 main tank override-jettison pumps (automatic)
2 center tank override-jettison pumps (manual)
2 horizontal stabilizer transfer-jettison pumps (automatic)
6 jettison valves
Operated automatically
o Controls
2 separate control systems (A & B) manually selected
Provide automatic valve control
Maintain fuel balance
Dump to selected fuel remaining
Left and right nozzle switches
Opens respective nozzle valve
Opens all 6 jettison valves
Activates jettison pumps
o Indications
Fuel to Remain Displayed on primary EICAS in place of fuel
temperature
Magenta for commanded fuel-to-remain
White, flashing for 5 seconds, when complete
Time remaining Displayed on secondary EICAS on FUEL synoptic
o Jettison fuel flow

13-Feb-17 100
 Center Tank Direct through jettison manifold (down to 900 kg)
Main Tank 2 and 3 Direct through jettison manifold (down to 3200 kg)
Horizontal Stabilizer Direct through jettison manifold
Left & Right Reserve Via Main Tanks 2 or 3 when below 18,000 kg
Main Tank 1 and 4 Via Main Tanks 2 or 3 when below 9,100 kg
(down to 3200 kg)
o Completion of Jettison
Pumps deactivate
Jettison valves close
Nozzle valves remain OPEN
o Stand pipes limit 3200 kg remaining within each main tank

13-Feb-17 101
 EICAS Messages
o FUEL OVRD CEN advisory
Center override pump OFF with more than 900 kg remaining
Center override pump has failed Low pump pressure
o FUEL OVRD 2 FWD or AFT advisory
Main tank override pump OFF prior to fuel-to-engine configuration
Main override pump has failed Low pump pressure
o FUEL PMP STAB advisory
Pump is OFF with fuel remaining
Stabilizer transfer pump has failed Low pump pressure
o FUEL STAB XFR
Stabilizer fuel fails to transfer when commanded
Both FSMCs failure with fuel remaining in stabilizer
o FUEL AUTO MGNT advisory
With stabilizer fuel empty and both FMSCs fail
o FUEL PRESS ENG 1 caution
Both main tank boost pumps have failed and the cross feed valve is
CLOSED
Engine in suction feed
o FUEL QTY LOW caution
900 kg remaining in respective tank
o >X FEED CONFIG advisory
Cross feed valve 1 or 4 closed prior to fuel-to-engine configuration
Cross feed valve 2 or 3 not OPEN when flaps are retracted after
takeoff
o >FUEL TANK/ENG advisory
Fuel quantity in inboard main tank is less than associated outboard
main tank
o >FUEL IMBAL 1-4 advisory
1360 pound difference between main tanks 1 and 4
o >FUEL IMBAL 2-3 advisory
2720 pound difference between main tanks 2 and 3
o >FUEL IMBALANCE caution
2720 pound difference between inboard total fuel and outboard total
fuel when in tank-to-engine (main 1+4 versus 2+3)
o FUEL RES XFR 2-3 advisory
Both reserve tank transfer valves on one side have failed
o >FUEL JETT A-B advisory
Jettison control system has failed
o FUEL JETT SYS caution
Total fuel is less than fuel-to-remain and a nozzle is open
o >JETT NOZ ON advisory
Fuel jettison nozzle is OPEN
o JETT NOZZLE L advisory
Fuel jettison nozzle position disagrees with commanded position

13-Feb-17 102
 o >FUEL TEMP LOW advisory
Fuel temperature 37 or below
o FUEL TEMP SYS advisory
Fuel temperature sensing system has failed
o >SCAV PUMP ON advisory
CWT scavenge pump is ON while on-ground
o FUEL LEAK ENG
More than 4000 kg difference between fuel used and totalizer

13-Feb-17 103
 Fuel Configuration Management

o Full Fuel Load

Center Tank Full
Center override pumps provide fuel to all engines
o They over power the tank boost pumps
o Main override pumps armed
When Center Tank at 37.0 tons
Stabilizer transfer pumps energize and transfer fuel into center
tank
Center override pumps continue to supply all engines
When Stabilizer Tank Empty
Stabilizer transfer pumps manually secured
When Center Tank 0.9 tons
Center override pumps manually secured
Main override pumps energized and provide fuel to all engines
Scavenge pump energized to scavenge last 900 kg of fuel from
center

o Main Tank Fuel (only) 108 tons

After start
Main 2 and 3 override pumps provide fuel to all engines (over-
powering the main tank boost pumps)
Flaps Down
Inboard Isolation valves CLOSE logic (Flaps 5)
o Main 2 and 3 boost pumps fuel engines 2 and 3
o Main 2 and 3 override pumps fuel engines 1 and 4
Flaps Up
Inboard Isolation valve OPEN logic
o Main 2 and 3 override pumps provide fuel to all engines

o Main Fuel Tanks (only) equal quantity 53 tons

Equal quantity (main tanks 1, 2, 3 and 4)
Cross feed valves 1 and 4 CLOSE
Main override pumps manually secured
Boost pumps in each tank provides fuel to respective engine
o Tank-to-Engine Configuration

13-Feb-17 104
ENGINE SYSTEMS

Controls
Electronic Engine Controller (EEC) Panel
Engine Start and Ignition Panel

Indications
Primary EICAS
EPR and N1 and EGT all of the time
Secondary EICAS ENG Synoptic
N2, N3, Fuel Flow, Oil Pressure, Oil Temperature, Oil Quantity, and
vibration
Exceedence
When secondary EICAS is not currently being displayed
Only the exceedence information is displayed
When secondary EICAS is displayed but not displaying the ENG
Synoptic
Then SEC ENG flags on the primary EICAS
In-Flight Start
When engine control switch is to CUTOFF the In-Flight Start data is
displayed
Primary EICAS
In-Flight Start envelope available at the maximum or current
altitude
Secondary EICAS
X-BLD advisory displayed adjacent to the N3 RPM tape when
the current airspeed is too low and cross-bleed start is
required

Engine Fuel Supply

Components
Spar Fuel Valve
1st Stage Fuel Pump ~300 psi
LP Fuel-Oil Heat Exchanger
Fuel Filter
2nd Stage Fuel Pump ~ 1000 psi
Fuel Management Unit (FMU)
Engine Fuel Valve
Fuel Flow Sensor
HP Fuel-Oil Heat Exchanger
Fuel Control Switch
ON
Spar Fuel Valve OPEN
Engine Fuel Valve OPEN
Igniters energized

13-Feb-17 105
 CUTOFF
Spar Fuel Valve CLOSED
Engine Fuel Valve CLOSED
Ignition terminated
Hydraulic Demand Pump ON
Will illuminate if there is a FIRE
>ENG 1 SHUTDOWN advisory
Switch in CUTOFF or
Fire Handle PULLED
>FUEL SPAR VALVE advisory
Disagreement between Spar Valve and Engine Fuel Valve
position
ENG 1 FUEL VLV advisory
Disagreement between Engine Fuel Valve and CUTOFF switch
Disagreement between Spar Valve and CUTOUT switch

Engine Oil System

Components
Reservoir
Primary Pump
Oil Filter
LP and/or HP Fuel-Oil Heat Exchanger
Secondary Pump
Oil Pressure Sensor
Gear Box and Bearings
Scavenge Pump
Scavenge Oil Filter
Oil Temperature Sensor
>ENG 1 OIL FILT advisory
Primary oil filter contaminated
Scavenge oil filter contaminated or by-passed

Engines
RB-211-524G or H, 3-Spool Turbo-Fan
Thrust
524G 58,000 pounds flat rated at 17 degrees
524H 60,600 pounds flat rated at 17 degrees
Components
N1 Rotor 1-stage LP compressor and 3-stage LP turbine
N2 Rotor 7-stage IP compressor and 1-stage IP turbine
N3 Rotor 6-stage HP compressor and 1-stage HP turbine
Electronic Engine Controller (EEC)
One per engine
Powered by 1 of 2 dedicated generators on each engine
Thrust Management

13-Feb-17 106
 o Primarily from FMC
o Prevents engine over-boost
Thrust reverser
Control IP bleed air
Actuation HP bleed air
Deployable only on-ground
Indications
o Amber when in unlocked or moving
o Green when deployed
Ignition
ARMED when Start Switch is PULLED
Energized when Fuel Control Switch is placed to RUN
Power Supply
o NORM Automatic switching AC to DC back-up
o 1 or 2 DC Standby Bus provides power continuously to
selected ignitor(s)
Continuous
o During start with N3 below 50% and fuel control to RUN
o Flaps to land (25 or 30)
o 60 seconds after NAI selected ON
o CON IGNITION ON memo when manually selected

Indications
Moving vertical tape
Actual engine status
Normal operating range
Operating limit
Caution range AMBER
Maximum limit RED
EPR
Actual EPR
Reference EPR Green
Target EPR Magenta
Maximum EPR Amber
Blank when invalid
Command EPR White
Thrust lever position
N1 RPM

13-Feb-17 107
 Actual RPM
RED tape when the limit is reached
Digital box turns red at limit
Red box can be cancel or recall
EGT
Actual EGT
AMBER tape when in the caution range
o Inhibited at takeoff until plus 5 minutes
RED tape when the limit is reached
RED digital box when the limit is reached
o Red box can be cancel and recall
Red band indicates the maximum start limit
Displayed from start until EGT is stabilized
N2 RPM
Digital display only
Actual RPM
AMBER when in the caution range
RED when the maximum limit is reached
N3 RPM
Actual RPM
AMBER when in the caution range
RED when the maximum range is reached
Red band indicates the maximum limit
Fuel Flow
Digital display
Measured down-stream of the engine fuel valve
Oil Pressure
Digital and vertical
Measured down-stream of the secondary pump
Amber caution range
Red operating limit
4 ENG OIL PRESS advisory when the limit is reached

13-Feb-17 108
 Oil Temperature
Digital and vertical
Measured down-stream of the scavenge pump
Amber caution band 170
Red operating limit minimum and maximum
4 ENG OIL TEMP advisory when the maximum limit is reached
Oil Quantity
Digital
Usable quantity
White while in the normal range
Magenta when low
Engine Vibration
Digital and vertical
Source of the vibration
N1 or N2 or N3 or BB (un-located broad band)

Electron Engine Control (EEC)

Fully digital engine controller
Two channels Channel A is always the primary channel
Powered by 2 dedicated alternators driven on a single shaft
Forward thrust
Reverse thrust
Idle
Overspeed protection
EEC Modes
NORMAL
Sets thrust based on EPR
Adjusts fuel flow to match actual EPR to the calculated EPR
Maximum thrust set at maximum EPR when thrust levers full
forward
ALTERNATE
Sets thrust using N1 RPM based on thrust lever position
No thrust limiting as thrust levers move to full forward
Auto-throttles are NOT available when one EEC is in ALTN
EEC Control Mode Change
AUTO Automatic switch to ALTN due to fault no thrust
change
ALTN Manual selection of ALTN mode thrust increase
Cycling the switch will reset the EEC if it was a transient fault
ENG 1 EEC MODE advisory
EEC in ALTN mode
EEC 1 LIM PROT caution
In ALTN mode without overspeed protection and
Thrust levers approaching full forward
EEC 1 CONTROL advisory

13-Feb-17 109
 EEC is unreliable

Thrust Reverser
Fan Air Reverser
Reverser lever can only be raised when the thrust levers are at idle (full aft)
Indications
Primary EICAS
Replaces EPR value (EPR is not accurate with reverser
deployed)
Amber REV annunciator when reverser is deploying or unlocked
Green REV annunciator when reverser is deployed
Inadvertent deployment causes automatic retraction and locking
ENG 1 REVERSER
If advisory occurred while airborne
Reverser may deploy if lever is raised
Reverser will function correctly on landing
If advisory occurred while on-ground
Reverser may not deploy
Operating Sequence
Reverser sleeve moves aft
Fixed cascade vanes exposed
Fan blocker doors close

13-Feb-17 110
AUXILIARY POWER UNIT (APU)

Components
o 2 spool gas turbine unit
o 2 generators 90 kva
o 1 pneumatic compressor
o APU ground fire control panel located on right body gear wheel well
Limitations
o Not certified for in-flight start (inhibited)
o Operation up to 20,000 feet
o Bleed air available up to 15,000 feet
o No electrical power available while airborne (inhibited)
o Starter
Cooling periods required between starts 1-5-1-20-1-60 minutes
APU Electrical Control Unit
o System control
o Automatic start
o Automatic shutdown for malfunction or fault
o Requirements
APU Battery
Starter, inlet door, ECU, fuel pump and fire detection
Main Battery
Fire extinguisher and fuel shut-off valve
Standby power source for ECU
Will automatically secure if the battery is turned OFF
Fuel Supply
o Main tank #2
o Pressurized by the Aft Boost Pump (AC power)
Back-up by the APU DC boost pump
Sufficient pressure available while using cross-feed if both pumps fail
o APU FUEL advisory
Fuel shut off valve NOT in correct position
DC pump pressure too low (dual pump failure)
Cooling Air Blower
o Compartment Cooling
o Generator cooling
o Air-Oil heat exchanger
Control
o ON
Fuel valve OPEN, APU door OPEN, bleed air valve armed and #2 aft
boost pump powered
o START
Automatic start when door is fully OPEN
o APU RUNNING memo APU N1 above 95 % and APU selector ON
APU Operating Parameters

13-Feb-17 111
 o Displayed on secondary EICAS on Status page
EGT (C) N1 (%) N2 (%) Oil Qty (1.00)
Battery voltage and amperage
Start Sequence
o Start requires both Main and APU batteries
o Fuel valve and inlet door open
o Starter engagement when inlet door is fully open

Shutdown Sequence
o Automatic Normal
Close APU bleed air valve and de-energize both APU generators
60 second cool-down period to prevent thermal shock
Fuel shut off valve closed, boost pump de-energized and fault logic
reset
60 second door closed
o Automatic Fault
Immediately secured without cool down period
Faults
APU FIRE
Limit is exceeded
Controller fault
Battery switch OFF
EICAS Messages
o APU RUNNING
APU selected ON and operating above 95 % N1
o APU advisory
Automatic shutdown
o APU DOOR advisory
Inlet door not in commanded position
o APU FUEL advisory
APU fuel pressure low (at DC fuel pump)

13-Feb-17 112
FIRE DETECTION AND PROTECTION SYSTEMS

Fire Protection, Detection and Overheat Systems

Fire Protection
Engine Dual loop
APU Dual loop
Cargo Compartments Dual loop
Fire Detection (only)
Wheel Wells Single loop
Overheat
Turbine Dual loop
Strut Dual loop
Cowl Single Loop
Bleed Air Ducts Thremocouples

Indications
Fire Warning
FIRE EICAS message, fire bell and master warning light
Engine APU Cargo Wheel Well
Inhibited from V1 until 400 feet or 25 seconds
Overheat Caution
EICAS message, beeper and master caution light
Engine Overheat only
Inhibited from 80 kts until 800 feet or 30 seconds
Inhibit removed decelerating through 75 kts during abort

Engine Protection Systems

Indication
Fire
Fire switch will illuminate
Fuel control switch will illuminate
ENG FIRE 1 warning message
Master warning light
Fire bell
Strut Overheat
OVHT ENG 1 STRUT caution message
o Bleed valve, FWSOV and HP valve will automatically
close.
Cowl Overheat (with nacelle anti-ice on)
Respective NAI valve will close until temperature cools to
within limits
OVHT ENG X COWL caution message
o Temperature remains excessive
o Bleed valve, FWSOV and HP valve will automatically
close.

13-Feb-17 113
 System Failure
>DET FIRE/OVHT 1
Failure of any engine fire or overheat detection system
Engine Fire Extinguishers
2 fire bottles located in the nacelle
Manually discharge 1 bottle at a time
BTL LOW ENG 1A advisory
Pressure in respective bottle is low (discharged)

13-Feb-17 114
 Engine Fire Switch
RELEASE
Fire detected
Fuel control switch to CUTOUT
Manual override
PULL
Electric
o Generator Control Breaker OPEN
o Generator Field OFF
Hydraulic
o Hydraulic Shut Off Valve CLOSED
o EDP depressurized Fuel
Fuel
o Spar Fuel Valve CLOSED
o Engine Fuel Valve CLOSED
Pneumatic
o Engine Bleed Valve CLOSED
Extinguishers
o Fire extinguishers ARMED
o Fire Bell remains ON
ROTATE
Discharge respective fire bottle
o BTL LOW ENG 1A advisory
Low pressure in fire bottle

APU Fire Protection

Fire Detector
APU Compartment Dual loop detector
Automatic APU shut-down when a fire is detected
Fire Extinguisher
1 fire bottle
Discharged
On-Ground Automatically when fire is detected
o Manual back-up using either cockpit APU Fire Switch or
the APU External Fire Panel (right main body gear wheel
well)
Airborne Manually using APU Fire Switch
Indications
FIRE APU warning message
APU Fire Switch light illuminated
Master warning light
Fire Bell
Wheel well horn
System failure

13-Feb-17 115
 >DET FIRE APU advisory APU fire detection system failure

13-Feb-17 116
 Fire Switch
RELEASE
Fire warning
Manual override
PULL
APU Fuel Valve CLOSED
APU Bleed Valve CLOSED
APU generator field OFF and control breaker OPEN
APU fire extinguisher ARMED
Wheel well horn SILENCED
ROTATE
Discharge the one bottle
External Fire Panel
Located in the right main body gear wheel well
PULL the APU fire control switch
PUSH extinguisher discharge button

FWD / AFT Cargo Fire Protection

Smoke Detector
Separate systems for forward and aft cargo compartments
Passenger 4 zones and 2 dual-loop detectors per compartment
Requires bleed air from center duct to draw sampling air
Indications
FIRE CARGO FWD warning
FWD or AFT cargo warning light
Master warning light
Fire bell
Fire Extinguishers
4 Fire Bottles ABCD
Located in the forward cargo compartment
All 4 bottles are connected to both compartments
Extinguisher ARM Switch (FWD or AFT)
ARM all 4 fire bottles
Secures air conditioning Pack-3
o Freighter secures packs 2 & 3
Secures all air conditioning supply and vent valves
Secures all recirculation fans
Equipment cooling to OVERRIDE
AFT switch secures aft cargo heat and heater
DISCHARGE Switch
Fire bottles A & B Discharged immediately into selected
cargo compartment
Fire Bottles C & D Discharged after a 30 minute delay or upon
landing
>BTL LOW CARGO A advisory

13-Feb-17 117
 o Bottle pressure is low (discharged)
o DISCH light on respective switch
Provides 195 minutes of protection
Caution if both cargo compartments are ARMED bottles A & B
will be discharged into both. However, 2 bottles may not be
sufficient to extinguish the fire and bottles C & D will NOT
discharge

13-Feb-17 118
 FIRE MAIN DECK.
o Oxygen masks ON
o # Smoke goggles ON
o # Establish communications
o ARM the Main Deck Cargo Fire Switch
Secures 2 air conditioning packs (packs 2 & 3)
Secures all fans
Secures aft cargo heat
Equipment cooling to closed-loop mode
o Turn associated air conditioning packs OFF
o PRESS the Cargo Fire Depress/Discharge Switch
Depressurizes aircraft to FL250
o Descent to FL250
o Land at nearest suitable airfield ASAP

Wheel Well Fire Detection

Fire Detector
Through all 4 main wheel wells Single loop detector
Indication
FIRE WHEEL WELL warning message
Master warning light
Fire bell

Fault Monitoring
Automatic
Continuous monitoring of Engine and APU systems
Initial power-up BIT Test check all detection systems
Manual System Test (maintenance test)

13-Feb-17 119
 HYDRAULIC SYSTEMS

4 Independent Hydraulic Systems

Indications
Secondary EICAS
HYD Synoptic page
Quantity, temperature, pressure, with pump and valve
status
STATUS page
Quantity, temperature and pressure
System FAULT light
System operating outside acceptable quantity, temperature or
pressure limit
>HYD QTY LOW 1 advisory 33 %
HYD OVHT SYS 1 advisory 105 C
HYD PRESS ENG 1 advisory 1,400 psi
HYD PRESS SYS 1 caution 1,200 psi
Demand Pump PRESS light
Low pump output pressure (failure)
HYD PRESS DEM advisory
Switch if OFF
Engine Pump PRESS light
Low pump output pressure (failure)
HYD PRESS ENG advisory
Hydraulic Quantity
Displayed on both HYD Synoptic and STATUS pages
Scale in percentage 1.00
RF annunciated when refill is recommended 0.75 (On deck
only)
LO annunciated when quantity is low 0.33
>HYD QTY LOW advisory
Hydraulic Temperature
Measured at the pump case drain
Displayed on both HYD Synoptic and STATUS pages
HYD OVHT SYS advisory case drain fluid temperature above 105
deg
Hydraulic Pressure
Displayed on both HYD Synoptic and STATUS pages
HYD PRESS SYS advisory when system pressure is too low

Engine Driven Pump (EDP)

Primary power source for associated hydraulic system
Located on the engine gear box
Variable displacement, constant pressure, 3,000 psi pump
Will not operate when reservoir quantity falls below 33 percent

13-Feb-17 120
 Controls
ON Enables pump to be pressurized
OFF depressurized, but circulates for cooling and
lubrication
Indications
PRESS light
Pump output pressure low any time
HYD PRESS ENG advisory
Pump output pressure low while running

13-Feb-17 121
 Demand Pump (DEM)
Secondary (back-up) source of hydraulic pressure
Located in the engine pylon
Pump is physically identical to EDP
Powered either pneumatically with bleed air (1 & 4) or electrically
(2 & 3)
B-HUL and subsequent have electric DEP pumps
Will continue to operate until reservoir is empty (lower stand pipe)
Controls
AUTO pump operates automatically when:
System pressure falls below a preset psi (~2600 psi)
o Supplement EDP during period of high demand
o EDP failure
Engine secured by Fuel CUTOUT Switch
Demand pumps 1 & 4 operate when TE flaps are in transit
o Flap lever position
ON bypass automatic switching logic and pump operates at all
times
Indications
PRESS light
Pump output pressure low any time
HYD PRESS ENG 1 advisory
Pump output pressure low while running
Control switch to OFF

Auxiliary Pump (Aux)

Located in the pylon
Powered electrically driven using Ground Handling Bus
Provides hydraulic pressure to Hyd-4 while on-ground for normal brakes
Controls
AUX
Selects auxiliary pump ON when Ground Handling Bus
available
Secures AUX pump automatically when
o Ground Handling Bus is un-powered
o EDP #4 operating but switch remains in AUX
position

Reservoir
Located in associated engine pylon
EDP will not operate when reservoir quantity is 33% or less
DEM pump will continue to operated until reservoir is empty
Pressurized with bleed air to provide positive head pressure to the pumps
Prevents pump cavitation
Increase hydraulic fluid boiling point decrease foaming

13-Feb-17 122
 RSVR PRESS annunciated on Secondary EICAS when head
pressure low
RF annunciated when quantity is low (below 75 %) (Only on deck)
LO annunciated when quantity is insufficient (below 33 %)
Hydraulic Cooling
Hydraulic-Fuel Heat Exchanger in associated main fuel tank maintains
hydraulic temperature within acceptable limits
Hydraulic Shut Off Valve
Secures hydraulic from reservoir to the EDP
Fire Switch PULLED
Hydraulic Shut Off Valve CLOSED
EDP depressurized OFF
Demand pump ON

13-Feb-17 123
 Hydraulic Load Assignments
General Load Assignments
Hyd-1 & 4 TE flaps, gear actuation, normal and alternate
brakes, steering, and redundant to flight controls
Hyd-2 & 3 Flight controls, stabilizer trim, elevator feel, yaw
damper and (hyd-2) alternate brakes
Autopilot Autopilots 1-2-3 are powered by hydraulics 3-1-2
Specific Load Assignments
Hyd-1
Center A/P Servo
Flight Controls
Inboard TE Flaps
Nose and Body Gear actuation
NWS and BGS
Alternate Brakes
Hyd-2
Right A/P Servo
Flight Controls
Stabilizer Trim
Elevator Feel
Alternate Brakes
Hyd-3
Left A/P Servo
Flight Controls
Stabilizer Trim
Elevator Feel
Hyd-4
Flight Controls
Outboard TE Flaps
Wing Gear actuation
Normal Brakes
EICAS Messages
HYD PRESS ENG 1 advisory
Engine driven pump output pressure is low - failure
HYD PRESS DEM 1 advisory
Demand pump is ON and output pressure is low failure
Demand pump is OFF
Engine 4 demand pump selector in AUX
HYD PRESS SYS 1 caution
Hydraulic system pressure is low both EDP and DEM pumps
failed
HYD QTY LOW 1 advisory
Hydraulic system fluid quantity is low
HYD OVHT SYS 1 advisory
Hydraulic system fluid temperature is excessive

13-Feb-17 124
 HYD CONTROL 1 or 4 advisory
Hydraulic control module has failed No demand pump automatic
switching
System Pressure Light
HYD PRESS SYS 1
HYD PRESS ENG 1
HYD OVHT SYS 1
HYD QTY LOW 1

13-Feb-17 125
FLIGHT CONTROLS

Primary Flight Control Surfaces

Elevators Inboard and outboard
Ailerons Inboard and outboard
Rudder Upper and lower
Secondary Flight Control Surfaces
Spoilers 12 panels
Horizontal stabilizer Pitch trim
Leading edge flaps 3 Groups: 1, 2, and 3
Trailing edge flaps 2 Groups: Inboard and Outboard
Hydraulic power supply
Primary controls are redundantly powered by the 4 hydraulic systems
No manual reversion
8 flight control shut off valves (maintenance)
>FLT CONT VLVS advisory
Associated flight control valve is not fully open
Indications
Flight Control Position
Secondary EICAS on STATUS page
Rudder Upper and Lower
Elevator Left and Right Outboard
Aileron Inboard and Outboard
Spoilers Panels 4 and 12
Pitch Control Elevators
Inboard elevator directly controlled by the control column
Outboard elevators mechanically linked to and controlled by the
inboard elevators
Hydraulic power L-Out L-In R-In R-Out
1 1+2 3+4 4
Artificial feel
Computer generated 3&4
Airspeed dependent 4

Powered by hydraulic 2 & 3

Back-up After hyd-2 & 3 fail
Springs only provide same feel regardless of airspeed
Stabilizer Trim
Dual hydraulic motor brake drive modules
Powered by Hyd-2 and Hyd-3
Drive a jack screw moving entire stabilizer
Trim rate is dependent upon airspeed and number of modules
Trim CUT OUT switch
AUTO automatically secures hydraulic pressure after
un-commanded trim input

13-Feb-17 126
 ON manual selection bypasses automatic cut-out
feature
CUTOUT Hydraulics to Pitch Trim Module secured
o >STAB TRIM advisory
Primary (Manual) Trim
Manual trim switch on control wheel
o Electric trim signals to both trim modules
o Both switches must be used together
o Control column movement opposite trim direction
causes automatic disconnect

13-Feb-17 127
 Autopilot Trim
Always available
Controls each trim module individually
Single-Autopilot Manual trim in-put will disconnect A/P
Multi-Autopilot Deactivates manual trim
Alternate Trim
Uses a separate power source and wiring
Greater control range
Will override automatic trim but will not disconnect A/P
o STAB TRIM UNSKED caution
Speed Stability
Improve slow speed handling
Inhibited when autopilot is engaged or manual trim input
>STAB TRIM
Stabilizer trim module inoperative
o Automatic hydraulic CUTOUT
o Manual hydraulic CUTOUT
o Module brake failure to release when trim engaged
STAB TRIM UNSCHD caution
Stab moves without trim input
Alternate Trim used with A/P engaged
Trim Indications
Displayed on either side of the control stand
Green band allowable takeoff range
o Uses CG, GWT and Thrust in the calculation
>STAB GREEN BAND advisory
o Disagreement between calculated trim and nose strut
position
>CONFIG STAB warning
o On-ground with engines 2 or 3 at takeoff and trim not in
green

Roll Control Ailerons

Ailerons
Control cables routed to the feel-and-trim unit and then out to wing
actuators
Override jam control wheel at 35 pounds
Hydraulic PowerL-out L-In R-In R-Out
1+2 1+3 4+2 4+3
Inboard ailerons
Operate at all airspeeds
Directly input from control wheel 4 & 2 4&3
Outboard ailerons
Operate only at lower airspeeds
o Lock-Out

13-Feb-17 128
 LE Flaps UP and airspeed above 235 kts
o Un-Locked
Flaps DOWN
Below 232 kts or 0.51 mach
o >AILERON LOCKOUT advisory
Fault in the lockout system
Mechanical input from and controlled by inboard aileron
Aileron Trim
Repositions neutral position in the feel and centering
mechanism
Both trim switches must be used together
Indicator on each control column

13-Feb-17 129
 Yaw Control Rudder
Rudder
Ratio changer
Decreases rudder deflection with increasing airspeed
Failure remains at ratio set when failure occured
Hydraulic Power
Upper rudder 3 servos powered by hydraulics 1-3-3
Lower rudder 2 servos powered by hydraulics 2-4
Autopilot servos input into feet-and-trim unit
Parallel input feed back on to rudder pedals
De-crab and roll-out maneuvers
Rudder trim
Repositions neutral position
Failures
RUD RATIO SNGL or RUD RATIO DUAL
o Failure of one or both ratio changers

Yaw Damper
Function
Improve directional stability counter yaw rates
Turn coordination with flaps down improves roll
response
Operation
Displaces the rudder opposite to the yaw and at a proportional
rate
Operational only in-flight
Does NOT displace the rudders
Requires inputs from ADC, IRS and forward and aft
accelerometers
Hydraulic power
Upper hydraulic 3
Lower hydraulic 2
Yaw Damper and Ratio Changer input directly into the rudder
actuators
Series input no feed back
Failures
Switch INOP light illuminates
>YAW DAMPER advisory
o Hydraulic power removed from module

13-Feb-17 130
 Spoilers
6 spoiler panels on each wing number 1-6 and 7-12
Indications
Secondary EICAS, STATUS page
Panels 4 and 12
Hydraulic Power
Spoiler 1 2 3 4 5 6 7 8 9 10 11 12
Hyd System 3 2 2 3 4 4 4 4 3 2 2 3

Roll

SB - Ground

SB - Air

Coordination
Roll Control 5 outboard panels 1-5 and 8-12
Speedbrake
Air mode 4 inboard panels 3-6 and 7-10
Ground mode All 12 panels
Panels deploy in air-mode through ground-mode as handle is
raised
Deflection
Roll Control Outboards to 45 deg Inboards to 20
deg
Air SpeedbrakesOutboards to 45 deg Inboards to 20 deg
Ground Speedbrake Outboards to 45 deg Inboards to 45
deg
Speedbrake Handle
DOWN
Speedbrakes fully retracted
Lever repositions to UP and speedbrakes deploy when on-
ground and thrust lever 2 or 4 in reverse
ARM
Ground spoilers extend when on-ground and thrust levers 1 & 3
at idle
Ground spoilers extend when on-ground and reversers 2 or 4 are
deployed
FLIGHT
Maximum in-flight speedbrake position

UP

13-Feb-17 131
 Maximum on-ground speedbrake position
Lever repositions to DOWN and speedbrakes retract when
thrust lever 1 or 3 advanced
>CONFIG SPOILER warning
Speedbrake lever not DOWN with thrust lever 2 or 3 at takeoff
>SPEEDBRAKE EXT caution
Speedbrakes extended with
2 or more thrust levers forward of idle or
Flaps in land or
Below 800 feet (15 to 800 feet)
SPECBRAKE AUTO
Speedbrakes may not extend on landing
Speedbrakes may extend while airborne if ARMED

13-Feb-17 132
 Flaps
Leading Edge Flaps
14 panels divided into 3 groups
Group-1 Outboard of the engines Variable camber 6
segments
Group-2 Between the engines Variable camber 5
segments
Group-3 Inboard of the engines Kruger type 3 segments
Powered
Primary Pneumatically using bleed air
Secondary Electrically (AC Bus)
Trailing Edge Flaps
Powered
Primary Inboard using Hyd-1
Outboard using Hyd-4
Secondary Electrically (DC Bus)
Extension Limit Leading Edge Trailing Edge
Flap 1 280 2 & 3 Extended 0 degrees Retracted
Flap 5 260 1-2-3 Extended 5 degrees
Flap 10 240 1-2-3 Extended 10 degrees
Flap 20 230 1-2-3 Extended 20 degrees Takeoff
Flap 25 205 1-2-3 Extended 25 degrees Land
Flap 30 180 1-2-3 Extended 30 degrees Land
Flap Control Units (FCU)
3 flap control units provide
Sequence and monitoring
Asymmetric protection
Load relief
Position data to EICAS
Primary Mode
LE Pneumatic actuation
TE Hydraulic actuation
Secondary Mode
Automatically selected when a group does not move to the
commanded position
Electric motors drive effected group (and corresponding group
on opposite wing) to commanded position at greatly reduced
rate
o LE Flaps 1.5 minutes (90 seconds)
o TE Flaps 3.5 minutes to 5 degrees
5.5 minutes to 30 degrees
LE flap group remains in secondary mode until at command
position
TE flap group may reset if hydraulic power is restored, or when
fully retracted

13-Feb-17 133
 FLAPS PRIMARY caution
o Any flap group in secondary mode
FLAP DRIVE caution
o TE Flap Asymmetry and secondary mode cannot
correct
o LE or TE flap drive failure and Secondary mode cannot
correct
o Flaps Secured Shutdown both primary and secondary
modes
FLAP CONTROL caution
o All 3 FCUs have failed or
o Operating in Alternate Mode

13-Feb-17 134
 Alternate Mode (ALTN)
Bypass FCU for electrical extension or retraction of LE and TE
flaps
o Operation using electric flap drive only
o No asymmetric protection
o Flap lever is inoperative when ALTN selected
EXTEND
o All LE and TE flaps move at the same time
o Maximum Flap 25
RETRACT
o TE flaps retract first
o LE flaps retract after inboard TE flaps are retracted
Operations during thrust reverse
LE flap groups 2 and 3 automatically retract when thrust levers
1 & 4 or 2 & 3 set to reverse
LE flaps return to selected position when all thrust levers out
of reverse
Flap Load Relief
Automatic retraction of TE flaps when speed limit exceeded
from 30 to 25 and from 25 to 20
o Flaps will return to commanded position when speed is
reduced
o NOT available in Secondary or Alternate modes
>FLAP RELIEF advisory
o Relief system is active (overspeed)
Indications
Primary EICAS
o Indicates the slowest moving TE flap
o Magenta commanded position
o Green position indicator when at commanded position
o Expanded Display
Non-Normal Flap Position
Secondary Mode
Alternate Mode selected

13-Feb-17 135
LANDING GEAR SYSTEMS

Indications
Primary EICAS
Normal Gear position
UP White box around UP for 10 seconds
DOWN Green box around DOWN
Transition White box
Expanded Gear Position
Alternate gear actuation
Gear problem GEAR DISAGREE caution
Secondary EICAS on GEAR Synoptic
Wheel temperature
Relative value from 1 to 9
AMBER when 5 or above 480 degrees
o BRAKE TEMP advisory
o Fuse plugs may melt at 5 units
o Fuse plugs will melt at 7 units
Door position
Opening white box with diagonals
CLOSED
o GEAR DOOR advisory when door has not closed in
required time
Ground-Air Sensing
Airborne
Wheel truck tilt
GEAR TILT caution when any main gear not tilted in-flight
On-Ground
Wheel trucks not tilted

Gear Handle
Handle Safety Lock
Prevents gear handle movement from OFF to UP in unsafe situations
Main gear truck not tilted GEAR TILT caution
Body gear truck not centered >BODY GEAR STRG advisory
Can manually override if the locking solenoid has failed
UP
Hydraulically retracts the gear
OFF
Removes hydraulic pressure from retract actuators
Gear and doors held UP by mechanical up-locks
DOWN
Hydraulically releases door up-locks
Hydraulically releases gear up-locks

13-Feb-17 136
 Gear Extension and Retraction
Normal Operation
Nose Gear Hyd-1
Body Gear Hyd-1
Wing Gear Hyd-4
Doors
Hydraulic doors close when gear are closed when DOWN or UP
Mechanical (e.g., fixed) doors remain open when DOWN

Retraction
Gear Handle UP
Hydraulic gear doors open
Main gear trucks hydraulically tilted to the retract position
Gear hydraulically retracted
Automatic braking during retraction
Up-Locks hold gear in the retract position
Hydraulic gear doors close
Normal Extension
Gear Handle DOWN
Hydraulically releases door up-locks
Hydraulically releases gear up-locks
Hydraulically extended to the down-and-locked position
Down-Locks hydraulically positioned
Hydraulic gear doors close
Main gear trucks hydraulically tilted to the in-flight position
Alternate Extension System
Electric motors release the door and gear mechanical up-locks, the
gear free fall down and springs pull down the over-center locks
Controls
Nose and Body Gear 90 seconds
Wing Gear 30 seconds
Operation
Gear handle must be OFF
Select alternate extension system
Select gear handle DOWN to remove GEAR DISAGREE advisory
Hydraulic doors may or may not close (advisory is inhibited)
Selection of the alternate extension system mechanically
reconfigures the associated hydraulic valves which can only be
reset by maintenance. You are now committed.
Gear Configuration Warning
CONFIG GEAR warning
Gear not down and locked
o Below 800 feet with power at idle or
o Flaps to Land (25 or 30)

13-Feb-17 137
 Failures
GEAR DISAGREE caution
One or more gear disagree with the commanded position after
normal transit time
Expands the gear display on the Primary EICAS

Steering
Steering with the nose wheel and body gear powered by Hyd-1 (no back-up)
Requires the nose strut to be compressed (on-deck)
Control
Rudder pedals 7 degrees
Tiller 70 degrees
Tiller inputs override rudder inputs

13-Feb-17 138
 Body Steering reduces the turn radius and tire scrubbing
Body gear steer opposite direction to NWS (up to 13)
Conditions
Engage
o Below 15 kts and NWS over 20 degrees
Disengage center and lock
o Over 20 kts GS or
o NWS less than 20 degrees
>BODY GEAR STRG advisory
Unlocked or pressurized when not commanded
CONFIG GEAR CTR warning
Body gear are not centered and locked and thrust levers 2 or 3
are at takeoff power

Brakes
All 16 main gear equipped with carbon brakes
System
Hydraulic Power
NORM Hyd-4
ALT Hyd-1 or Hyd-2
Automatic switching as pressure is lost
Brake Accumulator Parking Brake
Provides reserve hydraulic pressure for the parking brake
(only)
750 psi pneumatic pre-charge
Direct indication of Hyd-4 pressure
Isolated as Hyd-4 fails
o Subsequent failure of Hyd-1 and Hyd-2 will OPEN the
isolation valve allowing the parking brake to be set
>BRAKE SOURCE caution
Complete loss of NORM and ALT brake system pressures
o Failure of Hyd-4, Hyd-1 and Hyd-2

Brake Temperature
Displayed on Secondary EICAS on GEAR Synoptic Page
Wheel temperature displayed as a relative value from 1 to 9
AMBER when 5 or above
Temperature where fuse plug may melt
BRAKE TEMP advisory
Any wheel at or above 5 (480 degrees C)
Anti-Skid System
Components
1 Controller
16 normal anti-skid valves On each main wheel
8 ALT anti-skid valves On tandem wheel pairs

13-Feb-17 139
 Protection down to 8 kts GS
Proportional decrease in brake pressure in order to maintain
maximum braking efficiency
Normal Mode
Skid Protect each individual wheel
Locked Wheel Comparison with other wheels
Hydroplane Comparison to IRS ground speed
Touchdown Comparison to IRS ground speed
Alternate Mode
Skid only Protect each wheel pair
In-Puts
Wheel speed
Ground speed from the IRS
Requires one operational IRU
Failures
ANTISKID advisory
Fault in part of the active anti-skid system
Anti-skid effectiveness may be reduced
ANTISKID OFF advisory
System is inoperative
Braking effectiveness is reduced longer roll-out, possible tire
blow-out or locked wheels

Brake Torque Limiter

Releases brake pressure as necessary to limit torque loads on landing gear
structure to prevent overstress during high deceleration / heavy braking.
Increases fatigue life of strut inner cylinder (18,000 landing between
overhauls).
Components
Torque sensor on each wheel form the lever arm between the brake
assemblies and the inner cylinder.
Operation
Operates with either Normal or Alternate braking
Signals associated normal or alternate anti-skid valve to release
pressure
BRAKE LIMITER
Failure of 2 or more limiters on a truck
Heavy braking may exceed gear structural limit

Parking Brake
Lever
Mechanically locks metering valve OPEN
Electrically CLOSE hydraulic return line Locks pressure in system
PARK BRAKE SET memo
Brake Accumulator Parking Brake

13-Feb-17 140
 Provides reserve hydraulic pressure for the parking brake
750 psi pneumatic pre-charge
Direct indication of Hyd-4 pressure
Isolated when Hyd-4 fails
Subsequent failure of Hyd-1 and Hyd-2 will OPEN the isolation
valve allowing the parking brake to be set
Takeoff Configuration Warning
>CONFIG PARK BRK warning
Parking brake set and thrust lever 2 or 3 set to takeoff
Failure
Brake valve not fully OPEN after parking brake released
ANTISKID OFF advisory
BRAKE LIMITER advisory
Both anti-skid and torque limiter inoperative
Hydraulic #4 Failure
Brake Accumulator Isolated

13-Feb-17 141
 Auto Brake System
Provides automatic braking during RTO and landing
Requires Hyd-4 and NORMAL brakes
Requires fully operational anti-skid system.
Uses IRS acceleration rates to match commanded deceleration rate
Brake pressure modulated when speedbrakes are extended and/or
thrust reversers are deployed in order to maintain constant
deceleration rate
1
4 ft/sec2
2
5 ft/sec2
3
6 ft/sec2
4
7 ft/sec2
MAX 11 ft/sec2 Still less than maximum
RTO Maximum braking performance
Autobrake Mode Operation
ARMED
Autobrakes selected airborne
o Normal brakes available (hyd-4)
AUTOBRAKE 3 memo
Enabled
4 thrust levers at idle
Main gear on-ground
Wheels have spun-up
Provides full anti-skid protection
Will bring the aircraft to a full stop
The auto brake selection can be changed after landing (but dont)
Automatic Disarm
Manual brakes applied after landing
Speedbrakes retracted
Thrust levers advanced
Auto-brake fault
Anti-skid fault
o Normal brake failure
AUTOBRAKE advisory when system is disarmed
RTO Mode
Arms the auto-brake system
AUTOBRAKES RTO memo
Can only be set while on-ground
Enabled
Abort initiated above 85 kts
All 4 thrust levers to idle
Provides maximum braking
Disarmed
Full manual brakes applied
Throttle levers forward

13-Feb-17 142
 Speedbrakes retracted
At liftoff decided to fly rather than abort
Anti-skid failure
Autobrake failure
AUTOBRAKE advisory
o Autobrakes disarmed
o Fault trips system into disarm
o Switch is OFF but auto-brake system is ARMED
o Aborted above 85 kts but auto-brakes did not apply

13-Feb-17 143
B-744F Freighter Differences

General
Limitations
Taxi 395,986 kg
Takeoff 394,625 kg
Land Flaps 303,906 kg *
Max Landing 302,092 kg *
Zero Fuel 288,030 kg *
Maximum number of occupants 8
Doors
Opening 40 kts
Open 65 kts
Doors
Nose Cargo Door
Control Panel
o ON Energizes door system
o OFF Locks out the door system
o LATCH CLOSED Light All latches engaged
o DOOR OPEN Light Door is fully open
Door Latch Panel
o Annunciator for each latch
GREEN Closed and Latched and power
secured (off) from the control panel
AMBER Unlatched
o Test for left and right banks of latches
Side Main Cargo Door
Left aft side access to main cargo deck
Mechanically unlatched
Electrically controlled
o From both inside and outside
DOOR Light Door is fully open
LATCH CLOSED Light Latch handle released and latches
engaged

Air Conditioning
7 Zones
Flight Deck
Upper Deck
Crew Rest
Forward Main Cargo
Aft Main Cargo
Forward Cargo Conditioned directly from Pack-3
Aft Cargo Conditioned directly from Pack-2
Lower Cargo Air Conditioning Flow Rate Panel

13-Feb-17 144
 OFF Secures trim air to both forward and aft cargo
compartments
FWD LOW 2/3 of Pack-3 flow to forward cargo
AFT LOW 2/3 of Pack-2 flow to aft cargo
BOTH 2/3 of pack-3 to forward and 2/3 of Pack-2 to aft cargo
FWD HIGH All of Pack-3 flow to forward cargo
AFT HIGH All of Pack-2 to aft cargo

Trim Air
Master Trim Air Valve
Secured with the Trim Air Switch to OFF
o Without master trim air the packs will output
regulated conditioned air for an average flight deck
temperature of 24 degrees
>TRIM AIR OFF advisory
Forward Trim Air Valve
Provides temperature control for the forward cargo
compartment
Secured when
o Lower Cargo A/C Flow Rate switch to OFF
o Pack-3 secured
o Forward A/C supply duct overheat
Aft Trim Air Valve
Provides temperature control for the aft cargo compartment
Secured when
o Lower Cargo A/C Flow Rate switch to OFF
o Pack-2 secured
o Aft A/C supply duct overheat
When trim air is secured (TEMP ZONE or >TRIM AIR OFF)
Pack-1
o Pack controller maintains pack output:
Last assigned temperature or
If no reference temperature is available pack
will maintain flight deck at 24 degrees
Pack-2 or Pack-3
o Pack controller maintains pack output temperature:
Last assigned cargo compartment temperature
or
If no reference temperature is available pack
will maintain cargo lobe at 15 degrees
Temperature Selectors
Flight Deck 18 to 29 degrees

13-Feb-17 145
 Main Deck Forward 4 to 29 degrees
Main Deck Aft 4 to 29 degrees
Forward Cargo 4 to 29 degrees
Aft Cargo 4 to 29 degrees
Each operate in both automatic and manual modes
Temperature Control Panel
Located on the upper deck
Controls upper deck and crew rest areas
Provides an automatic comfort correction
Provides temperature adjustment +/ 6 degrees from 24
Flight Deck Fan
B-HUH and B-HUK
Circulates cabin air through the flight deck when:
o On-ground only
o All air conditioning packs OFF
B-HUL and subsequent
Augments conditioned air flow to flight deck when:
o On-ground and
o At least one air conditioning pack is operating
Circulates cabin air through the flight deck when:
o On-ground only
o All air conditioning packs OFF

13-Feb-17 146
 Equipment Cooling
Cools flight deck electronics and the E/E compartment
NORMAL Mode
Above 7 degrees OAT and both engines on one wing OFF
Ground Exhaust OPEN
Inboard Exhaust CLOSE
Below 7 degrees OAT or 1 engine one each wing running
Ground Exhaust CLOSED
Inboard Exhaust OPEN
This is the normal Flight Configuration
STANDBY Mode
Manually selects the Flight Configuration
OVERRIDE
Automatically selected when AFT or FWD FIRE switch is armed
Uses differential pressure to reverse-flow: air drawn from the
flight deck and dumped over board
Smoke-Override OPEN
Inboard Exhaust CLOSED
Ground Exhaust CLOSED
Selected on descent on every 10th flight to clean system (no
indications)
CLOSED LOOP
Main Deck Cargo Fire
Intake or Exhaust Fan Failure
There are no cockpit indications

Aft Cargo Heat

Uses bleed air to heat aft and bulk
Overheat detected in the bulk compartment
TEMP light on the Cargo Heat Switch
Overheat Shut Off Valve CLOSED
TEMP CARGO HEAT advisory
Aft Cargo Heat Switch
OFF
Temperature Control Valve CLOSED
Overheat Shut Off Valve CLOSED
Interphone
Nets
Flight
Upper Deck
Crew rest areas (left and/or right)
Cargo load personnel
Ground
In Coming
Chime on flight deck

13-Feb-17 147
 CALL light on Audio Control Panel
Illumination of associated interphone button on Call Panel
VHF or HF
Flight
o Nose wheel well
o Upper deck crew rest (left or right)
o Load master
o Wing inspection stations
Reset after 60 seconds
Out Going
Selection of desired interphone system using Call Panel
Sounds the bell at the selected station
Interphone Interconnect Switches
Service Connects service stations to flight interphone
Cargo / Cabin Connects cargo, upper deck and flight
interphones

Fire Detection and Protection

Lower Cargo Lobes
4 Dual-Loop Photo-Cell Detectors in each compartment
1 zone with 4 sample ports per dual-loop detector
Both photo cells in the detector must be obscured by smoke
(10% reduction) in order to confirm a fire
4 Extinguisher Bottles
ARM Switches
o Secure 2 Packs (Pack-2 and Pack-3)
o Equipment cooling to OVERRIDE
o Secure all fans
o Secure all air flow and heat to both lower
compartments
o ARMs the fire bottles
DISCHARGE Switch
o Discharges bottles A and B immediately
o Discharges bottles C and D
After a 30 minute delay period
Upon landing
Provides 180 minutes of metered flow
BTL LOW CGO A advisory
Low pressure in associated bottle
o Total protection time of 210 minutes
Main Cargo Deck
16 Dual-Loop Photo-Cell Detectors
1 zone with 3 sample ports per dual-loop detector
Both photo cells in the detector must be obscured by smoke
(10% reduction) in order to confirm a fire

13-Feb-17 148
 Main Cargo divided into 3 sectors FWD, MID and AFT
FIRE MN DK FWD Fire detected within the forward
sector
FIRE NM DK MID Fire detected within middle sector
FIRE MN DK AFT Fire detected within aft sector
FIRE MAIN DECK Fire detected in more than one
sector
ATM Switch
Secures 2 Packs (Pack-2 and Pack-3)
Secures all air flow to the lower cargo compartments
Routes all air flow to the upper deck
Equipment cooling to CLOSED LOOP
ARMs the main deck for depressurization
DISCHARGE Switch
Initiates a control depressurization of the aircraft
o 9,000 fpm to 20,000 msl
o 2,000 fpm to 25,000 msl
Smoke Detectors
>SMOKE CREW REST caution

Fuel System
There is no horizontal stabilizer fuel tank

Electrical Systems
Galley Bus and associated ELCUs have been removed
The one galley is supported off of Utility Bus 2 and 3
Main Deck Cargo Handling Bus
Available only on-ground
Power Source
Primary EXT PWR 2 When AVAIL
Secondary APU GEN 2 When AVAIL
The power source cannot supply both the Handling Bus and
Aircraft AC Bus at the same time
o Selecting GND PWR 2 to ON will automatically switch
the Handling Bus over to APU GEN 2 (if AVAIL)
Emergency Equipment
Emergency Oxygen
Crew Oxygen
Sufficient for divert at 25,000 foot cockpit altitude
Passenger Oxygen
Sufficient for divert at 25,000 foot cockpit altitude (195
minutes)
Masks
o Automatically deploy at 14,000 msl
o Manually selected on flight deck

13-Feb-17 149
 o Must pull on mask to initiate flow
NO SMOKING and SEATBELT signs ON
SUPRNMRY OXYGEN ON advisory
Reset system below 12,000 foot cabin altitude
Escape Slide
Right side, upper deck
Crew Escape Hatch
8 inertial reels
6 descent harnesses
4 outside the lavatory
2 in crew rest
Main doors L-1 and L-5
May be opened manually
Escape rope in overhead door jamb
6 Fire Extinguishers
4 HALON
1 at Flight deck and 3 at main door L-1
Telescoping wand attachment
2 WATER
Lavatory and main door L-1
8 Life Vests
At every seat
2 Crash Axe
Flight deck and main door L-1
1 First Aid Kit
Lavatory
1 pair of Gloves
Flight deck
2 ELT Beacon
Lavatory
3 Smoke Hoods
2 at flight deck
1 at lavatory
2 10-man Life Rafts
Upper deck closet

Cargo Specific EICAS Messages

SUPRNMRY OXYGEN ON advisory
Supernumerary oxygen system is activated
TEMP ZONE advisory
Temperature controller failure or
Zone duct overheat or
Master trim air valve failed CLOSED or
Forward or aft cargo trim air valve failed CLOSED or
Forward or aft cargo overheat

13-Feb-17 150
 >TRIM AIR OFF advisory
Master trim air valve is closed
ELEC UTIL BUS advisory
Electrical utility bus not powered or
Related Utility Power Switch to OFF
>SMOKE CREW REST advisory
Smoke detected in upper crew rest area
FIRE MAIN DECK warning
Smoke detected in 2 or more sectors of the main deck cargo area
FIRE MN DK FWD warning
Smoke detected in main deck cargo area
>FIRE TEST FAIL warning
A system has failed the fire / overheat test
>FIRE TEST PASS warning
Successful completion of a manually initiated fire / overheat test
>TEST IN PROGRESS warning
Manually initiated fire / overheat test
>VALVE TEST FAIL warning
Failure of a main deck shut off valve or pack dump during fire-
overheat test
>VALVE TEST PASS warning
Successful valve test
>VALVE TEST IN PROG warning
Main deck shut off valves and Pack-1 and Pack-3 dump valve test
in progress

13-Feb-17 151
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS)
Transponder Interrogator
o Determines range, bearing and altitude
o Predicts flight paths
o Provides traffic separation by pitch commands only
Controls
o EFIS Control Panel
Traffic switch (TFC)
Controls the display of TCAS symbols and data tags on the ND
o APP, VOR, MAP and MAP CEN modes
o Limited information when using APP CEN, VOR CEN or
PLAN
ON
o TFC is displayed in blue
o Displays
All symbols and data tags
All messages
o Inhibited when TCAS TEST, TCAS FAIL or TCAS OFF
annunciations are displayed
OFF
o Displays
NO symbols or data tags
TRAFFIC message
TCAS TEST message
o Transponder Control Panel
ALT ON
TCAS system is not on.
TCAS OFF will annunciate on ND provided TFC selected ON
TA
Traffic advisories only.
TA/RA
Traffic advisories and resolution advisories
TEST
ND displays all symbols
TCAS TEST annunciated in all ND modes
PFD displays red pitch command bars
Messages
Message Color TFC Definition ND Display
TFC Blue ON Traffic display on APP, VOR, MAP, MAP
CEN
TCAS TEST Blue Testing TCAS All ND modes
TCAS FAIL AmberON Failure of TCAS
TCAS OFF AmberON TFC selected but TCAS is OFF
TRAFFIC Amber Traffic Advisory
Red Resolution Advisory

13-Feb-17 152
 OFF SCALE AmberON TA off ND range scale
Red ON RA off ND range scale
Resolution Advisory
o Warning - Traffic entering collision airspace within 25 seconds
o Filled red square
o Approximately 25 seconds to closes point of approach
o Data tag (requires altitude data)
Relative altitude
Vertical speed > 500 fpm

Traffic Advisory
o Caution Traffic entering collision airspace -within next 25-45 seconds
o Filled yellow circle
o Approximately 40 seconds to closes point of approach
o Data tag (requires altitude data)
Relative altitude
Vertical speed > 500 fpm
Proximate Traffic
o Advisory
o Filled white diamond
o Within 1,200 feet vertically and 6 nm laterally
Or within 6 nm and not responding with altitude
o Flight path will not enter collision airspace
Other Traffic
o Advisory
o Un-filled white diamond
o Outside 1,200 feet or 6 nm
No Bearing Data
o TRAFFIC advisory only (no symbol)
o Range and relative altitude
When relative altitude is below traffic is climbing
When relative altitude is above traffic is descending
o Red for RA warning - Amber for TA caution
Pitch Commands
o Vertical guidance commands displayed on PFD to avoid intruder
o Aircraft should move out of the PFD red band
o Can display 2 commands (2 intruders)
Stay out of the red band
Voice Annunciator
o Traffic Advisory
TRAFFIC TRAFFIC
o Resolution Advisory Preventative
MONITOR VERTICAL SPEED Close to the red band
o Resolution Advisory Corrective

13-Feb-17 153
 CLIMB CLIMB CLIMB climb out of red band
CLIMB CROSSING CLIMB climb through intruder altitude
INCREASE CLIMB adjust vertical speed
REDUCE CLIMB adjust vertical speed
CLIMB CLIMB NOW climb now, previous command was descent
o Resolution Advisory Completion
CLEAR OF CONFLICT
TCAS Test Mode
o Selected on the transponder control panel
o ND displays all symbols (RA, TA, Traffic and Other, altitudes and VSI vector)
o PFD displays both dont climb and dont descend red bars
o TCAS TEST annunciated in all ND modes
Resolution Advisory Inhibits
o 1450 feet inhibits INCREASE DESCENT
o 1100 feet inhibits DESCEND
o 1000 feet inhibits all Resolution Advisories
Reverts to TA only mode
o 500 feet inhibits all TRAFFIC voice annunciations
o WINDSHEER Warning
Inhibits all TCAS voice annunciations immediately
TCAS reverts to TA only mode
EICAS Messages
o >TCAS OFF
System not operating
o >TCAS RA CAPT
TCAS RA pitch commands can not be displayed on captains PFD
o >TCAS SYSTEM
Cannot display pitch commands on either PFD
Cannot display messages or traffic on either ND
o >EFIS/EICAS C/P
EFIS control panel inoperative
No TCAS displays on associated ND
o EFIS CONTROL L
EFIS control panel failure
No TCAS displays on associated ND

13-Feb-17 154
13-Feb-17 155
 Performance

VMCG Ground Minimum Control Speed

Aerodynamically controllable when critical engine fails at takeoff thrust
VMCA Air Minimum Control Speed
Controllable with 5 degrees AOB when critical engine fails at takeoff
thrust
V1 Decision Speed
Distance required to continue the takeoff to screen height will not
exceed the usable takeoff distance
Wet screen height 15 feet
Dry screen height 35 feet
Distance required to full stop will not exceed the acceleration-stop
distance available
VMBE Maximum Brake Energy Speed
Maximum speed from which a stop can be accomplished within the
energy capacity of the brakes
VR Rotation Speed
V2 Takeoff Safety Speed
Target speed to be obtained at screen height with one engine inoperative
VA Design Maneuvering Speed
Maximum speed where full control input will not overstress the aircraft
VRA/MRA Rough Air Speed
290 to 310 / 0.82 to 0.85
VREF Landing Reference Speed
Target threshold crossing speed
Equals 1.3 times the stall speed
Runway Conditions
Dry
Dry or damp, with no measurable depth of water
Wet
Well soaked but without significant amounts of standing water
(<3mm)
Contaminated Runway
Standing water 25 % of the runway in excess of 3 mm depth
Slush 25 % of the runway any depth
Loose Snow 25 % of the runway any depth
Compacted Snow Solid mass of compressed snow
Ice
Runway Information
Weight Limit Codes
Weights higher than structural limits may be shown
C Second segment weight limit
F Field length
* Obstacle clearance

13-Feb-17 156
 L Level Distant obstacle clearance limited by T/O thrust time
limit
T Tire speed
B Brake energy
V VMCG

13-Feb-17 157
 Regulated Take Off Weight (RTOW)
Must be recalculated if the actual GTW differs from the estimated gross
takeoff weight by +/ 3 ton
EPR
Maximum thrust actual temperature
Reduced thrust assumed temperature
VMCG
Actual OAT
A
Temperature is outside the aircraft environmental envelope can
only be used as an assumed temperature not an actual
temperature
V1
Balanced field length read against wind and assumed or actual
temperature
F25 RWY LMT LDG WT
Denotes the flap 25 landing weight with manual speedbrakes on a
wet runway against the wind component
VR and V2
Runway tailored data
Higher VR and associated V2 from the assumed or actual
temperature must be used

Thrust Selection
Reduced TO-1
Maximum TO-1
Reduced TO
Maximum TO
The above sequence will ensure the lowest EPR is used
When assumed EPR equals actual EPR use Maximum
Thrust
When field limited or tailwind limited lowest V1 is
preferred
Port page thrust rating requirements take priority
Reduced thrust for takeoff may NOT be used when
Contaminated runway
Landing gear extended flight
Reverse thrust inoperative on a wet runway
One or more antiskid channels inoperative
One engine inoperative ferry
#1 or #4 ADP inoperative
Certain MEL items

De-Rated Climb Schedule

13-Feb-17 158
 Schedules Climb Reduction Takeoff
Reduction
CL 0% Less than 5 %
CL-1 10 % Between 5 and 15 %
CL-2 20 % More than 15 %
Selection
Automatically based on total takeoff de-rate percentage
Manually override using CDU
Removed
Gradually between FL250 and FL350 or
When rate of climb is insufficient

Climb Performance
Adjustments
Airport altitude
Temperature deviation
Winds
Headwind subtract 5 nm per 10 kts wind
component
Tailwind add 5 nm per 10 kts wind component

Cruise Performance
Altitude Capability
Thrust Limited 300 fpm climb
1.3 g Buffet limited 40 degree AOB
Severe Turbulence Limited 1.4 g at rough air speed
CDU displayed maximum altitude considers both maximum thrust
limit and 1.3 g buffet limit
Break Even Wind Difference
Trade off efficiency gain with altitude against wind effects
Optimum Cruise Speed
Headwind adjustment (increase)
Engine Out Cruise
Maximum cruise thrust 300 fpm climb at VREF+130
Maximum continuous thrust level flight
Divert
Use 160 kg/min while maneuvering with flaps down
Apply % derate listed in CFP

13-Feb-17 159
 Holding
Margins
40 degree AOB
+5 % fuel for racetrack pattern
Speed
Flap 0
Above FL200 Minimum Drag
Below FL150 VREF + margin
Flap 1 or 5
VREF + 60
Prohibited unless within vicinity of the airport
Flap 1 = 250 maximum
Flap 5 = 230 maximum

Landing Performance
Demonstrated Landing Distance
Cross the threshold at 50 feet at VREF in Land Flaps
Land on a dry and hard surface
Use automatic spoiler deployment
Use maximum braking with antiskid
NO reverse thrust

Runway Length Required

1.92 of demonstrated landing distance
1.82 of demonstrated landing distance with thrust reversers
Good for both dry and wet runway conditions
Corrections
Inoperative thrust reversers
Inoperative antiskid
Inoperative spoilers
Inoperative brakes on 2 wheels

Maximum Allowable Landing Weight

Field Length Limited Performance
Landing Climb Limited Performance
Structural Limit 285,762

Quick Turn Around Landing Weight

Maximum weight where normal braking could melt the fuse plugs

13-Feb-17 160
 If above this weight must wait 70 minutes and check the tires

Brake Cooling Schedule

Ensure residual temperature is low enough to cope with a rejected
takeoff
Adjustments
Brakes ON speed
o 0.5 times the headwind component
o 1.5 times the tailwind component
VREF minus 6 kts (5-7 kts)

Automatic Brake Stopping Distance

Contaminated Runway Landing Distance
Provides actual plus 15 percent
290 tons must adjust for other landing weights

13-Feb-17 161