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• STBY AC BUS and STBY DC BUS automatically switch to their back-up source upon loss of both
engine driven generators. The STANDBY PWR OFF amber light should not be illuminated!
If you see this light illuminated, the first check-list to be started [before the LOSS OF BOTH
ENGINE DRIVEN GENERATORS] is the STANDBY POWER OFF NNC
QRH
When placing the Standby Power Switch to BAT, the STANDBY PWR OFF amber light
should extinguish.
1) Unpowered
Unpowered AC Standby bus means, at least (non-exhaustive list):
- ATC 1 [XPDFR] INOP
- Right Igniters INOP [No
[No more igniters!]
- ADF No.1 INOP
- GPS No.1 INOP [No[No more GPS!]
- Fuel Quantity indicators INOP
2) Unpowered
Unpowered DC Standby bus means, at least (non-exhaustive list):
- VHF1 INOP [No[No more VHF!]
- Engine No.1 thrust reverser INOP
- NAV1 INOP [No more NAV capability!]
- EFIS Control panel INOP
- Stick shaker captain INOP
-
3) Unpowered
Unpowered Battery bus means, at least (non-exhaustive list):
- Engine 1 & 2 start lever Chan A+B INOP
- Engine 1 & 2 Fire Protection INOP
- Fuel Engine 1 & 2 HPSOV INOP
- Landing Gear Air Ground relays + Alternate Extend solenoid INOP
- Standby attitude indicator INOP
- N1 & EGT INOP, etc, etc
Declare MAYDAY
[Note: With only one generator available,
declare PAN-PAN and land at the nearest
suitable airport].
[Continuing]
• After takeoff, climb to MSA and stay below 10,000 ASL because aircraft is unpressurized!
• If both primary attitude displays are INOP (see QRH), the IRS drifts like a conventional gyro: you
need to update a heading entry every 15 minutes and before commencing the approach. Before
entering the magnetic compass reading, correct the value for deviation thru t he compass deviation
card.
Always take your time for this process! PNF should have a good crosscheck with the PF before
entering and executing any value into the ISDU or the CDU. Any wrong value entered by mistake
could result in a space disorientation!
disorientation!
• Should your remaining FMC be INOP, remember that you will have to set reference airspeed bugs
for approach via the SPD REF knob [see Boeing Supplementary Procedures / Flight Instruments,
displays]:
Speed reference selector (outer) ....................................................WT
[Default weight of 32,000 kgs / 70,000 lbs is displayed].
Speed reference selector (inner) .................. Set current gross weight
[Flaps up maneuver speed bug is displayed].
Speed reference selector
selector (outer) ................. ...............................VREF
[Default speed of 80 knots is displayed].
Speed reference selector
selector (inner) ...............................Set
....................... ........Set VREF speed
The green VREF bug and white VREF +20 bug are shown when a speed greater
than 80 knots is set.
• Because outboard anti-skid is not available, and with the higher approach speed, any excess
speed is undesirable.
undesirable.
• Bear in mind that auto speedbrake is INOP upon landing: extend speedbrake manually.
• Never abort your takeoff above 80 kt in case of loss of both engine driven generators because:
- Antiskid is INOP
- RTO mode is INOP
- Speedbrakes
Speedbrakes automatic extension is INOP
• Do not retract flaps after take off if possible (no severe icing conditions): flap position indicator is
INOP and flap retraction schedule is not available
• In cruise, do not stay above 25,000 ft if the actual MORA permits it. Again, remember that APU
start attempts are not recommended above 25,000 feet. Because of the loss of the engine fuel
pumps, thrust deterioration or engine flameout is also a critical factor.
• Avoid LNAV & VNAV selection before complete FMC pages check!