777 Study Guide SV

Study Guide
Prepared by Captain Jabir Al-Harbi
Your kind inputs are more than welcomed. alharbijj@hotmail.com

Updated FEB 2015. In accordance with FCOM VOL I Transmittal 17. & FCOM II Transmittal 12.
A. Aborted Engine Start L, R (Re-Call) B. Backup Generator Powers the transfer bus
ADIRU Backup Generator Switches
Advisories Bank Limit Selector (outer)
Advisory Messages Battery Switch
Aileron Trim Indicator BEACON Light Switch
Aileron Trim Switches Bleed Isolation Switches
Air Cleaner Selector Brake Accumulator Pressure Indicator
Air Conditioning Reset Switch Bus Tie Switches
Air Data Attitude Source Switch C. Cancel/Recall Switch

Alerts on PFD Cargo Fire Arm Switches
Alternate Flaps Arm Switch Cargo Fire Discharge Switch
Alternate Flaps Selector Caution Messages
Alternate Gear Switch Cautions
Alternate Pitch Trim Levers Center Display Control Source Switch
Altitude Hold Switch Checklist Icon
Altitude Increment Selector (outer) CLB/CON Thrust Switch
Altitude Selector (inner) Communication Messages
Altitude Window Crew Alertness Monitor
Approach idle is selected in flight if Crossfeed Switches
Approach Switch
D. Display Control Source Switches
APU Automatic Start
Display Select Panel
APU Bleed Switch
Display Unit Failure Automatic Switching
APU Bottle Discharge Light DOME Light Control
APU Fire Switch Drive Disconnect Switches
APU Selector
E. EEC Alternate Mode
Autobrake – Disarm
EEC Mode Switch
Autobrake Selector
EEC Normal Mode
Automatic Landing
EEC shuts down the engine when
Autopilot Disengage Bar
EGT Indications
Autopilot Engage Switch
EICAS Event Record Switch
AutoStart Attempts
Electrical Load Management System
Autostart Switch
Emergency Lights Switch
Autothrottle Arm Switches
Emergency Locator Transmitter Switch
Autothrottle Disconnect Switches
Engine Anti–Ice Selectors
Jabir J. Al Harbi Page 2

8 February 2015
Engine Bleed Switches G. Gasper Switch
Engine Bottle Discharged Lights Gear Operating Speeds
Engine Exceedance Cue Generator Control Switches
Engine Fire Switches Ground Proximity Flap Override Switch
Engine Indication & Crew Alerting System Ground Proximity G\S Inhibit Switch
ENGINE Limitations Ground Proximity Gear Override Switch
Equipment Cooling Switch Ground Proximity Terrain Override Switch
Evacuation Command Switch
Gust Suppression
Expanded Flap and Slat Position Indication
External Power
H. Heading Reference Switch
Heading/Track Hold Switch
F. Fire/Overheat Test Switch Heading/Track Reference Switch
Flap and Slat Modes Heading/Track Select Switch (inner)
Flap and Slat Sequencing Heading/Track Selector (middle)
Flap Extension Speeds Heading/Track Window
Flap Lever Hyd C1/C2 Elec Primary Pump Switches
Flight Control DC Electrical System Hyd Demand Pump Selectors
Flight Control Surfaces Hyd L/R Eng Primary Pump Switches
Flight Control System Normal Mode I. IAS/Mach Reference Switch
Flight Control System Secondary Mode IAS/Mach Selector
Flight Control System Direct Mode IAS/Mach Window
Flight Deck Access System Switch Inboard Display Selectors
Flight Deck Temperature Selector In–Flight Start
Flight Director Switches In-Flight Start Envelope
Flight Envelope Protection Integrated Standby Flight Display
FLCH Switch L. Landing Altitude Selector
Forward Cargo Air Conditioning Selector Landing Configuration Warning
Fuel Control Switches Landing Gear Alternate Extension
Fuel Jettison Landing Gear Lever
Fuel Jettison Arm Switch Landing Gear Lever Lock Override Switch
Fuel Jettison Nozzle Switches Landing Inhibits
Fuel Loading Limitations
Fuel Pump Switches LNAV Switch
Fuel To Remain Selector Localizer Switch
Fuel Usage

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M. Maneuvers Standby Altimeter
Standby Attitude Indicator
Manual Trim Cancel Switch
Standby Cooling Mode
Master Warning/Caution Reset Switches
Standby Electrical System
MCP Selected Altitude Alert
Start/Ignition Selector
Mechanical Backup
Starter Duty Limits
Memo Messages
Starter Re-engagement Speed
N. N1 Indications Status Cue
Navigation Source Switches
Status Display Switch
No Electronics Selector STORM Light Switch
NO SMOKING Selector System Alert Level Definitions
Normal Display Configuration
T. TAC is not available when
Nose Wheel Steering Tiller
Takeoff Configuration Warnings
O. Outflow Valve Manual Switches Takeoff Inhibits
Outflow Valve Switches TAXI Light Switch
P. Pack Switches TCAS
Page Number Thrust Asymmetry Compensation
Passenger Oxygen Switch Thrust Control Malfunction Protection
PFD Flight Mode Annunciations Time Critical Warnings
Pitch Modes TO/GA Switches
Primary Flight Computers TO/GA Switches

Transponder Panel
R. RA / TA
Trim Air Switches
RAAS Runway Override Switch
Turbulent Air Penetration Speed
RAM Air Turbine Switch
RAT deploys automatically if V. V/S – FPA Reference Switch
Recall Indication V/S – FPA Selector
Roll Modes V/S – FPA Switch
Rudder Trim Indicator VNAV Switch
Rudder Trim Selector Vertical Speed/FPA Window
Rudder/Brake Pedals Voice Recorder Switch
S. SAARU W. Warning Messages
Speedbrake Lever Warnings
Speedbrake Lever Extend Beyond Arm Weather Radar Panel
Stabilizer Cutout Switches Wheel to Rudder Cross–Tie
Stabilizer Position Indicator Wind Limits
Standby Airspeed Indicator Window Heat Switches

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Wing Anti–Ice Selector Y. Yaw Damping
Wind Shear
Maneuvers – Non-Normal Maneuvers index page
Climb RA in landing configuration
Crew actions during rejected takeoff
GPWS Warning
Nose High Recovery
Nose Low Recovery
RA
Rejected Takeoff
TA
Traffic Avoidance
Upset Recovery
Windshear
Windshear encountered during takeoff roll
Windshear encountered in flight
Windshear Escape Maneuver
Windshear Warning
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Weight Limitations TOC
Maximum Structural Weights (Kgs) The Turbulent Air Penetration Speed
HZ-AKA – HZ-AK11 –
HZ-AKW HZ-AK17 The turbulent air penetration speed (in severe
TAXI 287,804 352,441 turbulence) is defined as: 270 knots below
TAKEOFF 286,897 351,534
25,000 feet, 280 knots or 0.82 Mach whichever
LANDING 208,652 251,290
ZERO FUEL 195,044 237,682 is lower at 25,000 feet and above. maintain a
minimum speed of 15 knots above the
The maximum taxi, takeoff, or landing weights may
minimum maneuvering speed at all altitudes
be less than the structural weights as limited by when airspeed is below 0.82 mach.
performance, CG, fuel density and fuel loading
limits. Gear Operating Speeds
POSITION IAS (KTS) MACH
Extension/Retraction
Tires VLO, MLO
270 .82
Approved tires that are capable of at least 235 mph Extended VLE, MLE 270 .82
takeoff speed and 260 mph, overs peed landing must
be installed in order to utilize the maximum Flap Extension Speeds
structural and performance-limited takeoff weights POSITION
VFE - IAS (KTS) VFE - IAS (KTS)
HZ-AKA - HZ-AKW HZ-AK11 - HZ-AK22
FLAPS 1 255 265
Operational Limitations FLAPS 5 235 245
43,100 FLAPS 15 215 230
# Maximum Operating Altitude
feet PA FLAPS 20 195 225
# Maximum Takeoff and 8,400 FLAPS 25 185 200
Landing Altitude feet PA FLAPS 30 170 180
# Runway Slope Limits ± 2% Do not extend flaps above 20,000 feet.
# Maximum Tailwind
Component Takeoff or 10 kts Flight Controls
Landing Takeoff is permitted only in the normal
flight control mode.
Wind Limits
Crosswind Component (peak gusts): Engine Limitations
# Takeoff or Manual Landing................... 38 kts Engine Instrument Markings
# The maximum takeoff and landing crosswind
limits on slippery or contaminated runway Maximum and Minimum Limits...............RED
(SV).............................................................. 15 kts Cautionary Limits................................AMBER
# Do not operate HF radios during refueling
operations.
The engine limit display markings on EICAS must
# Do not operate the weather radar in a hangar
be used to determine compliance with the maximum
or within 50 feet (15.25 meters) of any fuel spill.
and minimum limits and precautionary ranges. If
Slush or Standing Water Limits (SV) EICAS markings show more conservative limits
# Takeoff....................................................½ inch than those specified in the OPERATING
# Landing ................................................. 1 inch LIMITATIONS, the limit markings shown on
EICAS must be observed.
Flight Maneuvering Load Acceleration Limits.
Flaps Up +2.5 g to -1.0 g
Flaps Down +2.0 g to 0.0 g Reverse Thrust
Use reverse thrust for ground operation
only.
Note: Intentional selection of reverse thrust in
With flaps 25 and 30, positive limits vary flight is prohibited.
linearly from +2.0g at maximum landing weight Backing the aircraft with the use of reverse
to +1.5g at maximum takeoff weight. thrust is prohibited.
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Operating Limitations GE90-90B HZ-AKA - HZ-AKW
Maximum Oil Temperature, Unrestricted
GE90-90B HZ-AKA - HZ-AKW .................................................................124°C
Condition N1 % N2 %
Max Time Transient Oil Temperature Operation, 15
EGT Limit. Minutes ..................................................135°C
Starting GE90-115BL1 HZ-AK11 - HZ-AK22
- - 750 Unlimited
(Ground) Maximum Oil Temperature, Unrestricted
Starting .................................................................132°C
(In-flight)
_ _ 825 Unlimited
Transient Oil Temperature Operation, 15
Takeoff - - 1030 Minutes ..................................................143°C
Max
Continuous
- - 1015 Unlimited
Max
109.0 117.0 - -
Starter Duty Limits (SV)
Operation
Max Continuous Operation ...... 5 minutes
GE90-115BL1 HZ-AK11 - HZ-AK22 Cool 30 seconds for each one minute of
Max Time operation.
Condition N1 % N2 %
EGT Limit.
17,000
After two consecutive 5-minute cycles, cool
feet and - - 1095 30 Sec.
below for 10 minutes prior to further use.
All
Altitudes
- - 1090 5 Mnts.
Starter Re-engagement Speed
All Maximum N2 ..........................................20%
Altitudes
- - 1050 Unlimited
Recommended N2......................................0%
Starting
(Ground)
- - 750 Unlimited
Flight Management Computer System
Starting (FMCS) with FMCS Calculate Takeoff
(In-flight)
- - 825 Unlimited
Speeds
Max
Operation
110.5 121.0 - -
HZ-AK11 - HZ-AK22
• When operating at an alternate forward center
* For normal takeoff operations (both engines of gravity limit for takeoff, disregard FMCS
operative), maximum EGT must be limited to a calculated takeoff speeds. Determine Takeoff
maximum time limit of 5 minutes. For engine speed from P&P manual.
inoperative takeoff operations (single engine
operative), maximum EGT may be extended to a
maximum time limit of 10 minutes. Engine Fuel System
HZ-AK11 - HZ-AK22 Tank fuel temperature prior to takeoff must not be
For ground operation (exclusive of takeoff) in less than -40 degrees C or 3 degrees C above the fuel
tailwinds and crosswinds between 30 and 45 knots, freezing point whichever is higher. In-flight tank
engine power should be limited to a maximum of fuel temperature must be maintained at least 3
70% N1. Avoid thrust levels above that required for degrees C above the freezing point of the fuel being
normal taxi operation in all tailwinds and crosswinds used.
greater than 45 knots. The use of Fuel System Icing Inhibitor additives
does not change the minimum fuel tank temperature
Engine Oil System limit.
Minimum Oil Pressure ......................... 10 psid In flight tank fuel temperature must be maintained at
Oil pressure can vary between 10-40 psid at least 3° C above the freezing point of the fuel being
minimum idle and 32-90 psid at takeoff. Oil pressure used.
below 10 psid requires engine shutdown. The maximum tank fuel temperature is 49°C.
Temporary operations below 10 psid during
negative G operation is limited to 15 seconds
maximum.
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Fuel Loading With center tank fuel quantity greater than 4,762
Fuel tanks may be loaded individually, kgs, use center tank fuel for all operations with all
simultaneously, or in any sequence. Load main tanks operable boost pumps on and the crossfeed valves
equally to the desired fuel quantity or until full. closed* until the FUEL LOW CENTER advisory
Main tanks must be scheduled to be full if center message is displayed. Then continue flight using
tank fuel is loaded. main tank-to-engine fuel feed with all operable main
Note: The center tank may contain up to 1360 kgs tank boost pumps on and the crossfeed valves
of fuel with less than full main tanks provided center closed.* If the FUEL IN CENTER advisory
tank fuel weight plus actual zero fuel weight does message displays in stabilized cruise, use center tank
not exceed the maximum zero fuel weight, and fuel with all operable boost pumps on and the
center of gravity limits are observed. crossfeed valves closed* until the FUEL LOW
CENTER advisory message is again displayed.
Fuel imbalance between main tanks for taxi, Then continue flight using main tank-to-engine fuel
takeoff and landing must not exceed: feed with all operable main tank boost pumps on and
When total main tank fuel exceeds the crossfeed valves closed.*
1360 kgs
51,709 kgs.
When total main tank fuel is less With center tank fuel quantity less than or equal to
2041 kgs 4,762 kgs, use main tank-to-engine fuel feed with all
than 22,680 kgs.
A linear interpolation may be calculated between operable main tank boost pumps on and the
1360 kgs and 2041 kgs when main tank fuel is crossfeed valves closed.* Once in stabilized cruise,
between 51,709 kgs and 22,680 kgs. if the FUEL IN CENTER advisory message
displays, use center tank fuel with all operable boost
HZ-AK11 - HZ-AK22 pumps on and the crossfeed valves closed* until the
Fuel imbalance between main tanks for taxi, FUEL LOW CENTER advisory message is
takeoff and landing must not exceed: displayed. Then continue flight using main tank-to-
When total main tank fuel exceeds engine fuel feed with all operable main tank boost
1360 kgs pumps on and the crossfeed valves closed.*
55,791 kg.
When total main tank fuel is less
2041 kgs * A crossfeed valve is opened for minimum fuel
than or equal to 40,823 kg.
A linear interpolation between 2041 kg and 1360 kg operation. To correct fuel imbalance, open a
when main tank fuel is greater than 40,823 kg and crossfeed valve and turn the low tank boost pumps
less than or equal to 55,791 kg, respectively. off.
Do not operate HF radios or weather radar during Engine Anti-ice System

refueling operations.
Engine anti-ice selectors must be ON during all
Fuel Usage ground operations, and either ON or in AUTO
Use center tank fuel for during flight, when icing conditions exist or are
all operations with all anticipated. When the OAT (SAT) is below -40°C,
Fuel in the CTR more
operable boost pumps engine anti-ice selectors should be left in AUTO.
than 4.762 kgs.
on and the crossfeed The primary ice detection system (if operative) will
valves closed. automatically turn the engine anti-ice system on and
Use main tank-to- off as required in response to ice detection signals
engine fuel feed with (flight mode only). Do not use anti-ice if OAT or
all operable main tank TAT exceeds 10°C.
boost pumps on and the
crossfeed valves
closed.* Once in
Automatic Flight
Fuel in the CTR less Autopilot/Flight Director System
stabilized cruise, if the
than or equal to 4,762
FUEL IN CENTER
kgs,
advisory message # The autopilot must not be engaged below a
displays, use center minimum engage altitude of 200 feet AGL after
tank fuel with all takeoff.
operable boost pumps
on and the crossfeed # Without LAND 2 or LAND 3 annunciated, the
valves closed. autopilot must be disengaged before the aircraft
descends below 200 feet AGL.
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Automatic Landing APU to pack takeoffs are prohibited at
When landing weather minima are predicated on airport altitudes above 6900 feet.
autoland operations the following limits apply:
Maximum Allowable Wind Speeds APU
# Headwind 25 kts The APU’s starter motors duty cycle for electric
# Tailwind 10 kts starter motor and air turbine starter is 3 starts in
# Crosswind 25 kts a 60 minutes period each.
# The maximum G/S angle is 3.25 degrees.
# The minimum G/S angle is 2.50 degrees. APU START CYCLE RESTRICTIONS ARE:
Electric
Between Air Turbine
# Automatic landings can be made using flaps 20 Starter
Starts. Starter Wait:
or 30, with both engines. Motor wait:
Automatic landing cannot be made if the 1 and 2 1 minute 1 minute
EICAS message SLATS DRIVE is displayed. 2 and 3 1 minute 1 minute
Low Weather Minima Operations In-flight Operations

The autopilot system and associated equipment has The APU can be started and operated to the
been found to meet the airworthiness and aircraft maximum certified altitude. 43,100 feet
performance criteria of applicable FAR advisory pressure altitude
circulars for Autoland Operation and Category II
Operation.
The APU supplies bleed air and electrical power.
Note: Compliance with the standards noted above
Electrical power has priority over bleed air.
does not constitute approval to conduct Category II
Electrical power is available throughout the aircraft
operations. Such authorization must be obtained by
operating envelope. Bleed air is available at or
Saudia from the GACA.
below 22,000 feet.
The aircraft is approved for the following types of
ILS approach and landing: Flight Instruments, Displays
DH 200 feet or more (Category I): Ground Maneuver Camera System
Manual approach with or without flight director. HZ-AK11 - HZ-AK22
Single, dual or triple channel automatic approach The ground maneuver cameras should not be used
and manual landing. during takeoff, approach, and landing.
Dual or triple channel automatic approach and Electronic Flight Bag (EFB)
landing (LAND 2 or LAND 3 annunciated). HZ-AK11 - HZ-AK22
operative or one engine inoperative. The autopilot Do not use the Airport Map display as a primary
flight director system (AFDS) autoland status navigation reference.
annunciation must display LAND 2 or LAND 3.
DH below 200 feet but not less than 100 feet RVSM Operations
(Category II): Prior to takeoff the maximum allowable
difference between captain’s or first officer’s
Dual or triple channel automatic approach and altitude display and field elevation is 75 feet.
manual landing (LAND 2 or LAND 3 annunciated). The standby altimeter does not meet altimeter
Dual or triple channel automatic approach and accuracy requirements of RVSM airspace.
landing (LAND 2 or LAND 3 annunciated).
Flight Management, Navigation
Cabin Pressurization Air Data Inertial Reference Unit
Maximum differential pressure (ADIRU)
9.1 psi
(relief valves)
Maximum allowable cabin ADIRU alignment must not be attempted at
pressure differential for takeoff 0.11 psi latitudes greater than 78 degrees, 14.75 minutes.
and landing
QFE Selection
APU A QFE altitude reference for the primary flight
APU to Pack Operation displays must be selected in the flight management
HZ-AK11 - HZ-AK22 system whenever QFE is used instead of QNH.
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TOC The message or parts of the message are delayed or
The use of VNAV and/or LNAV with QFE selected not received.
is prohibited. The message is delivered to the wrong recipient, or
The message content may be frequently corrupted.
However, Pre-Departure Clearance, Digital
Emergency Equipment Automatic Terminal Information Service, Oceanic
Passenger Evacuation Clearances, Weight & Balance, and Takeoff Data
Door-Mounted Power Assist and Escape messages can be transmitted and received via the
Slides
Main door emergency power assist systems and COMPANY format if they are verified per approved
emergency evacuation slide systems must be armed operational procedures.
with the mode select handles in the FLIGHT
position, prior to taxi, takeoff and landing whenever Warning Systems
passengers are carried. Girt bar indication flags are
visible through windows in the
GPWS - Look-Ahead Terrain
doorway liners when the doors and slides are in the Alerting
FLIGHT mode. Do not use the terrain display for navigation.
Cabin phone handsets must be stowed, and the cabin The use of look-ahead terrain alerting and terrain
prepared to satisfy direct view requirements by display functions is prohibited during QFE
lowering the passenger seat headrests and opening operations.
the partition viewing window, prior to taxi, takeoff The use of look-ahead terrain alerting and terrain
and landing whenever passengers are carried. display functions is prohibited within 15 NM of
takeoff, approach or landing at an airport or runway
not contained in the GPWS terrain database.
Miscellaneous
Emergency Escape Path Lighting
HZ-AK11 - HZ-AK22 TCAS
Photo luminescent Floor Proximity Emergency Pilots are authorized to deviate from their current
Escape Path Lighting must be charged in ATC clearance to the extent necessary to comply
accordance with approved procedures. Refer to with a TCAS II resolution advisory
FCOM Bulletin.
Runway Awareness and Advisory
Lower Crew Rest Compartment (If System (RAAS)
Installed) HZ-AK11 - HZ-AK22
HZ-AKA - HZ-AKW Do not use RAAS voice annunciations or alerts for
The lower crew rest compartment must not be navigation.
occupied, and the main entry hatch must be Do not use RAAS voice annunciations or alerts as a
closed during taxi, takeoff, or landing. substitute for NOTAM or ATIS information.
Flight Deck Security Door
Overhead Flight Crew Rest (OFCR) Verify that an operational check of the Flight Deck
HZ-AK11 - HZ-AK22 Access System has been accomplished according to
approved procedures once each flight day.
The OFCR may be occupied for Taxi Takeoff and
Landing. The OFCR enclosure door must remain
Use of assumed temperature takeoff thrust
open during Taxi, Take off and Climb till the fasten
reduction is not allowed with any of the
seat belt signs are turned off and prior to descent
following:
when the fasten seat belt signs are turned on.
HZ-AKA - HZ-AKW
• Slippery or contaminated runway (SV)
Overhead Flight Attendant Rest • 30 Days.90B Max. Thrust requirement.
The OFAR must not to be occupied during Taxi, • EEC in ALTN Mode.(Normal Inop.)
Takeoff, and Landing.
Flight Deck Communications HZ-AK11 - HZ-AK22
• Slippery or Contaminated runway
Systems (Datalink) • 30 Days.115BL Max. Thrust requirement.
The datalink from the company format is limited to • EEC in ALTN Mode.(Normal Inop.)
the transmission and receipt of messages, which will • Take off Bump thrust
not create an unsafe condition if the message is • APU to PACK Takeoff.
improperly received, such as the following
conditions:
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Pilot Seat Position Pilot Seat Position
Model (forward of nose gear) (forward of main gear)
feet (meters) feet (meters)
777 - 200 12 (3.7) 97 (29.6)
200LR 12 (3.7) 97 (29.6)
777 - 300 12 (3.7) 114 (34.8)
300ER 12 (3.7) 114 (34.8)
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Aborted Engine Start L, R

Condition: During a ground start, an abort start condition occurs.
1. FUEL CONTROL switch (affected side) . . . . . .. . . . . . . . CUTOFF
Dual Eng Fail / Stall
Condition: Engine speed for both engines is below idle.

1. FUEL CONTROL switches (both) . . . . . . . . . . . . CUTOFF, then RUN
2. RAM AIR TURBINE switch . . . . . . . …. . . Push and hold for 1 second
[ ] ENG AUTOSTART L, R
Condition: During a ground start, one of these occurs:

Autostart did not start the engine
Fuel control switch is in RUN at low engine RPM with the autostart switch off
1. FUEL CONTROL switch (affected side) . . . . . . .. . . . . . . . . CUTOFF
Eng Lim/Surge/Stall L, R
Condition: One or more of these occur:
Engine indications are abnormal

Engine indications
are quickly nearing or show an exceedance
Abnormal engine noises are heard, possibly with airframe vibration
There is no response to thrust lever movement or the response is abnormal
Flames in the engine inlet or exhaust are reported
1. A/T ARM switch (affected side) . . . Confirm . . . . . . . . . . . . . .. . . OFF

2. Thrust lever (affected side) . . . Confirm . . . . . . . . . . .Retard until
(engine indications stay within appropriate limits or the thrust lever is at idle)
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Eng Svr Damage/Sep L, R

Condition: One or more of these occur:
Airframe vibration with abnormal engine indications
Engine separation
1. A/T ARM switch (affected side) . . . . . . Confirm. . . . . . . . . . OFF
2. Thrust lever (affected side) . . . . . . Confirm. . . . . . . . . . Idle
3. FUEL CONTROL switch (affected side) . . . . . . Confirm. . . . . . CUTOFF
4. Engine fire switch (affected side) . . . . . . Confirm. . . . . . . . . . Pull
[ ] FIRE ENG L, R
Condition: Fire is detected in the engine.
1. A/T ARM switch (affected side) . . . . . . Confirm. . . . . . . . . . OFF

2. Thrust lever (affected side) . . . . . . Confirm. . . . . . . . . . Idle
3. FUEL CONTROL switch (affected side) . . . . . . Confirm. . . . . .CUTOFF
4. Engine fire switch (affected side) . . . . . . Confirm. . . . . . . . . . Pull
5. If the FIRE ENG message stays shown:
Engine fire switch (affected side) . . . . . . . . . . Rotate to the stop
hold for 1 second
If after 30 seconds, the FIRE ENG message stays shown:
Engine fire switch (affected side) . . . . . . . . . .Rotate to the other
stop and hold for 1 second
[ ] CABIN ALTITUDE
Condition: Cabin altitude is excessive.
1. Don the oxygen masks.

2. Establish crew communications.
3. Check the cabin altitude and rate.
4. If the cabin altitude is uncontrollable:
PASS OXYGEN switch . . . . . . . Push to ON and hold for 1 second
Without delay, descend to the lowest safe altitude or 10,000 feet,
whichever is higher.
To descend:
Move the thrust levers to idle
Extend the speedbrakes
If structural integrity is in doubt, limit airspeed and avoid high
maneuvering loads.
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TOC
Airspeed Unreliable
Condition: The airspeed or Mach indications are suspected to be unreliable.
(Items which may indicate unreliable airspeed are listed in the Additional
Information section.)
Objective: To identify a reliable airspeed indication, if possible, or to continue
the flight using the Flight with Unreliable Airspeed table in the Performance
inflight chapter.
1. Autopilot disconnect switch . . . . . ……………………. . . . . . . … .Push
2. Autothrottle disconnect switch . . . ……………………. . .. … . .. . ..Push
3. F/D switches (both) . . . . . . . . . . ………………… . …… . . . …. .. . OFF
Set the following gear up pitch attitude and thrust:
Flaps Extended ………………………..………10 degrees and 85% N1
Flaps Up…………..…………………………. 04 degrees and 70% N1
[ ] STABILIZER
Condition: One of these occurs:
Stabilizer movement without a signal to trim
The stabilizer is failed
1. STAB cutout switches (both) . . . . . ……………………….. . CUTOUT

2. Do not exceed the current airspeed
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Air Data Inertial Reference System. (ADIRU)
On Battery (ON BAT) Light
Illuminated (white) – airplane battery powers ADIRU.
Note: The ON BAT light illuminates when the ADIRU switch is

selected ON and ground power or primary power is subsequently
removed or fails (battery power only remains).
Ref.11.10.9
ADIRU Switch
ON – applies power to ADIRU.
OFF – removes power when airspeed is less than 30 knots.
If the switch is inadvertently turned off when airspeed is greater than 30 kts, the ADIRU
remains powered
The ADIRS calculates airplane altitude, attitude, airspeed, heading, and position data for the
displays, flight management system, flight controls, engine controls, and other systems.
The ADIRS provides:

1. Primary, secondary and standby air data
2. Inertial reference information.
The major components of ADIRS are

1. One air data inertial reference unit 4. Two angle–of–attack vanes
(ADIRU) 5. Three pitot probes
2. One secondary attitude air data 6. Six static ports
reference unit (SAARU). 7. Eight air data modules
3. One total air temperature probe.
the air data inertial reference unit (ADIRU), secondary attitude and air data reference unit
(SAARU), and air data modules.
Air Data Inertial Reference Unit (ADIRU)

The ADIRU is the primary source for speed, altitude, attitude and inertial navigation position
information. The ADIRU is fault–tolerant and fully redundant.
The ADIRU processes information measured by its internal gyros and accelerometers,
and from air data module inputs, angle–of–attack vanes and other systems. 10.20.14
ADIRU Power
Initial power–up requires battery bus power and the ADIRU switch to be ON. If the ADIRU
is switched off, it must complete a full realignment cycle before the airplane can be moved. If
electrical power is subsequently removed from the airplane and the Battery switch is switched
OFF, the hot battery bus continues to supply electrical power to the ADIRU.
The ON BAT light illuminates, and the horn in the landing gear wheel well sounds to alert
maintenance personnel the ADIRU is on battery power.
When the ADIRU switch is OFF, the ADIRU remains powered for a few seconds.
In flight, system logic prevents the ADIRU from becoming unpowered if the ADIRU switch is
inadvertently switched OFF. Ref.11.20.3
If the ADIRU fails, the SAARU automatically supplies attitude, heading, and air data. SAARU
heading must be manually set to the standby compass magnetic heading periodically.
Ref. 10.20.14
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Secondary Attitude Air Data Reference Unit (SAARU) Ref. 11.20.4
The SAARU is the secondary source for speed, altitude, and attitude information.
The SAARU processes information measured by its internal gyros and accelerometers, and
from air data module inputs, angle–of–attack vanes, and other systems.
If the ADIRU fails, the SAARU automatically supplies:
Attitude, Heading, and Air data.
SAARU heading must be manually set to the standby compass magnetic heading periodically.
If ADIRU inertial data fails, the EICAS caution message NAV ADIRU INERTIAL displays.
The SAARU supplies attitude data to the PFD and three minutes of backup heading. The heading is
based on ADIRU heading prior to failure.
The CDU POS INIT page displays the SET HDG prompt three minutes after ADIRU failure.
Use the SET HDG prompt to periodically set the SAARU heading to the standby compass
magnetic heading. There are no other prompts to remind the crew to enter or to update the
SAARU heading.
The following functions are inoperative after failure of the inertial reference portion of the ADIRU:
AFDS Modes:
Navigation Functions:
1. LNAV 5. GS
2. VNAV 6. FPA
3. TO/GA 7. TRK HOLD/SEL
4. LOC 8. HDG HOLD/SEL*
Navigation Functions:
1. FMC VNAV pages
2. FMC Performance Predictions
3. ND Wind Direction and Speed
(wind arrow)
PFD Functions:
1. Flap Maneuver Speeds
2. PFD Heading
The air data modules are remote sensors for the air
data functions within the ADIRU and SAARU.
They measure static and pitot pressure.
Both the ADIRU and SAARU receive data from
All air data modules. In addition.
two angle of attack vanes and
a dual element total air temperature probe.
HZ-AKA - HZ-AKW
The standby flight instrument displays receive
data from the center pitot and static ports through
standby air data modules.
Altitude and airspeed are independent of ADIRU
and SAARU values.
SAARU provides attitude information.
HZ-AK11 - HZ-AK22
The standby flight instrument displays receive
data from the center pitot and static ports through
standby air data modules. Altitude, attitude, and
airspeed are independent of ADIRU and SAARU
values.
Ref. 11.20.4
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PRIMARY FLIGHT COMPUTERS Disconnect Switch.
DISC –
Disconnects the primary flight computers (PFCs) from the
flight control system.
Puts the flight control system in the direct mode.
AUTO can be re selected to attempt restoration of secondary
or normal mode operation.
AUTO –
The flight control system operates in the normal mode
System faults automatically cause the system to switch to the secondary or direct modes.
PRIMARY FLIGHT COMPUTERS Disconnect (DISC) Light

Illuminated (amber) – the primary flight computers are disconnected
Automatically or manually and the system is in the direct mode. Ref.9.10.1/2
The following functions are not available in the secondary mode:

1. Autopilot 5. Thrust asymmetry compensation
2. Auto speed brakes 6. Yaw damping (may be degraded or
3. Envelope protection inoperative).
4. Gust suppression
HZ-AK11 - HZ-AK22
7. Tail strike protection Ref. 9.20.7
The EICAS caution message FLIGHT CONTROL MODE is displayed when the primary flight control
system is in the secondary mode. The secondary mode cannot be manually selected.
In the direct mode, the following functions are not available:

1. Autopilot 5. Manual rudder trim cancel switch
2. Auto speed brakes 6. Thrust asymmetry compensation
3. Envelope protection 7. Yaw damping
4. Gust suppression
HZ-AK11 - HZ-AK22
8. Tail strike protection. Ref. 9.20.9
Secondary and direct modes do not provide automatic pitch compensation for:
1. Thrust changes 4. Flap and speed brake configuration
2. Gear configuration changes changes
3. Turbulence 5. Turns to 30° bank angle. Ref. 9.20.12
In the secondary and direct modes, both the primary pitch trim switches and the alternate pitch trim
levers move the stabilizer directly. There is no trim reference speed.
The EICAS caution message PRI FLIGHT COMPUTERS is displayed when the system is in the direct
mode.
Direct Mode Mechanical Backup
In the unlikely event of a complete electrical system shut–down, cables from the flight deck to the
stabilizer and selected spoilers allow the pilot to fly straight and level until the electrical system is
restarted
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Flight Control Surfaces
Pitch control is provided by:
• Two elevators
• Amovable horizontal stabilizer.
The two elevators and horizontal stabilizer work
together to provide pitch control.
Roll control is provided by:

• Two flaperons
• Two ailerons
• Fourteen spoilers.
The flaperons and ailerons provide roll control,
assisted by asymmetric spoilers.
Yaw control is provided by:

• Single rudder
• Partial span tab.
Yaw control is provided by a single rudder, which is
almost the same height as the vertical tail. The lower
portion of the rudder has a hinged section (tab) that
deflects twice as far as the main rudder surface to
provide additional yaw control authority.
During takeoff, the rudder becomes aerodynamically
effective at approximately 60 knots.
Flight Control System Normal Mode

In the normal mode during manual flight, the ACEs
receive pilot control inputs and send these signals to
the three PFCs. The PFCs verify these signals and
information from other airplane systems in order to
compute control surface commands. These
commands are then sent back to the ACES. The four
ACES send enhanced signals to the flight control
surface actuators.
When the autopilot is engaged, the autopilot system
sends commands to the PFCs.
The PFCs generate control surface commands, which

are then sent to the ACEs in the same manner as pilot
control inputs. The autopilot commands move the
pilot controls to provide indications of what the
autopilot is doing. If the pilot overrides the autopilot
with control inputs, the PFCs disconnect the autopilot
and use the pilot control inputs. The autopilot is only
available during normal mode operation.
Flight Envelope Protection

The flight envelope protection system reduces the
possibility of inadvertently exceeding the airplane's
flight envelope. The flight envelope protection system
provides crew awareness of envelope margins
through tactile, aural, and visual cues. The protection
functions do not reduce pilot control
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authority. There are three forms of flight envelope protection in the autopilot:

8 February 2015
Stall protection ,
Overspeed protection
and Roll envelope bank angle protection.
Ref. 9.20.6 Ref.4.20.20
Stall Protection
Stall protection limits the speed to which the airplane can be trimmed. At approximately
the minimum maneuvering speed, stall protection limits the trim reference speed so that
trim is inhibited in the nose up direction. Ref. 9.20.11
The autothrottle can support stall protection when armed and not activated. If speed decreases to
near stick shaker activation, the autothrottle automatically activates in the appropriate mode (SPD
or THR REF) and advances thrust to maintain minimum maneuvering speed (approximately the top
of the amber band) or the speed set in the mode control speed window, whichever is greater. The
EICAS message AIRSPEED LOW displays.
Note: When the pitch mode is FLCH or TOGA, or the airplane is below 400 feet above the airport on
takeoff, or below 100 feet radio altitude on approach, the autothrottle will not automatically activate.
Ref.4.20.9
Flight Control System Secondary Mode
When the PFCs can no longer support the normal
mode due to internal faults or lack of required
information from other airplane systems, they
automatically revert to the secondary mode. The
ACEs continue to receive pilot control inputs and
send these signals to the three PFCs. However, the
PFCs use simplified computations to generate
flight control surfaces commands. These
simplified commands are sent back to the ACEs,
where they are sent to the control surface actuators
the same way as in the normal mode. The
simplified PFC control laws used in the secondary
mode affect airplane handling qualities. All flight
control surfaces remain operable. The elevator and
rudder are more sensitive at some airspeeds.
Ref. 9.20.8
The EICAS caution message FLIGHT CONTROL MODE is displayed when the primary flight
control system is in the secondary mode. The secondary mode cannot be manually selected.
Flight Control System Direct Mode

The ACEs automatically transition to the direct
mode when they detect the failure of all three
PFCs or lose communication with the PFCs. The
direct mode can also be manually selected by
moving the PRIMARY FLIGHT COMPUTERS
DISCONNECT switch to DISC.
In the direct mode, the PFCs no longer generate
control surface commands. Pilot inputs received
by the ACEs are sent directly to the control surface
actuators.
The direct mode provides full airplane control for
continued safe flight and landing. Airplane
handling qualities are approximately the same as
in the secondary mode. The EICAS caution message PRI FLIGHT COMPUTERS is displayed when
the system is in the direct mode. Ref. 9.20.9
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Mechanical Backup Flaps 20 is used for some non–normal landing

In the unlikely event of a complete electrical conditions.
system shut–down, cables from the flight deck
to the stabilizer and selected spoilers allow the HZ-AKA - HZ-AKW
pilot to fly straight and level until the electrical Flap and slat extension from the UP position is
system is restarted. inhibited when speed is more than 265 knots or
altitude is above approximately 20,000 feet.
Yaw Damping
In the normal mode, the yaw damping function HZ-AK11 - HZ-AK22
provides turn coordination and Dutch roll Flap and slat extension from the UP position is
damping. inhibited when speed is more than 275 knots or
altitude is above approximately 20,000 feet.
Gust Suppression
A gust suppression function reduces the effects If the flap handle is moved out of UP while the
of lateral gusts and improves lateral ride quality flaps are inhibited, LOAD RELIEF displays.
through a combination of yaw and roll
commands. Operation does not result in either Flap and Slat Sequencing
rudder pedal or control wheel movement. When the flap lever is in the UP detent, all flaps
and slats are commanded retracted. Moving the
Flaps and Slats flap lever aft allows selection of flap detent
The flaps and slats are high lift devices that positions 1, 5, 15, 20, 25 and 30. The flaps and
increase wing lift and decrease stall speed slats sequence so that the slats extend first and
during takeoff, approach, and landing. retract last.
The airplane has an inboard and an outboard Starting from flaps UP, selection of flaps 1
flap on the trailing edge of each wing, and one commands the slats to move to the midrange
inboard and six outboard slats on the leading position. The flaps remain retracted.
edge. A two–position Krueger flap provides a
seal between the inboard slat and engine nacelle Flap and Slat Modes
on each wing. Three modes of flap and slat operation are
In the flaps 1 position, only the slats move. possible:
Flaps 5, 15, and 20 are takeoff flap positions. Primary (hydraulic)
Flaps 25 and 30 are landing flaps positions.
Secondary (electric)
Alternate (electric).
Ref.9.20.18/1
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Thrust Asymmetry Compensation (THRUST ASYM COMP)
Switch AUTO – the thrust asymmetry compensation system operates automatically
if a thrust asymmetry condition is detected.
OFF – disconnects the thrust asymmetry compensation system from the flight control
system.
OFF Light Illuminated (amber) –
The thrust asymmetry compensation system has been automatically or manually disconnected.
TAC automatically adds rudder to minimize yaw If the thrust level on one engine differs by 10
percent or more from the other engine.
TAC is not available when: Ref. 9.10.1 & 15

Airspeed is below 70 knots on the ground, or
Reverse thrust is applied, or
Automatically disengaged due to system malfunction or loss of engine thrust data due engine
damage or surge.
Flight Control System in Secondary or direct Modes.
Wheel to Rudder Cross–Tie

1. A wheel to rudder cross–tie function provides the capability of being able to control the
initial effects of an engine failure using control wheel inputs only.
2. Control wheel inputs can deflect the rudder up to 8 degrees. Wheel to rudder cross–tie is
operative in flight below 210 knots in the normal mode.
APU Selector
OFF –
1. Closes the APU bleed air isolation
valve
2. Initiates normal shutdown
3. Resets auto shutdown fault logic.
ON (APU operating position) –

1. Opens the APU fuel valve and inlet door
2. Activates AC or DC fuel pump
3. Powers the APU controller.
START (momentary position, spring–loaded to ON) –

initiates automatic start sequence.
APU FAULT Light Illuminated (amber):
1. APU fault and/or fire is detected
2. APU shutdown due to fault and/or fire.
3. Momentarily during APU controller self–test. Ref. 7.10.16
INFO:
APU Start
The APU is started either by an electric start motor or an air turbine starter.
The electric starter is powered by the APU battery.
The main airplane battery powers the inlet door, fuel valve, and fire detection system.
The air turbine starter uses engine bleed air or ground cart air to start the APU.
Starter selection is automatic. The air turbine starter has priority over the electric start motor
when there is sufficient bleed air duct pressure. Ref.7.30.1
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APU Automatic Start
In flight,
If both AC transfer busses lose power, the APU automatically starts, regardless of APU selector
position.
The APU can be shut down by positioning the selector to ON, then OFF. Ref.7.30.2
APU Operating Modes. Ref.7.30.2
1. Attended 2. Unattended
The attended mode
Operates when either engine is running or starting, or when the airplane is in flight.
In the attended mode, any of the following faults cause the APU to shut down immediately:
1. APU fire/inlet over For the following faults, the APU continues to
temperature operate and the EICAS message APU LIMIT
2. Overspeed/loss of overspeed displays:
protection High EGT
High oil temperature
3. APU controller failure
Low oil pressure.
4. Speed droop.
The unattended mode
All other times on the ground.
In the unattended mode, any of the following faults cause the APU to shutdown immediately:
1. APU fire/inlet over temperature 6. Generator oil filter approaching
2. Overs peed/loss of over speed bypass
protection 7. Intake door failure
3. High EGT 8. APU controller failure
4. Low oil pressure 9. Speed droop
5. High oil temperature 10. No combustion on start
11. No acceleration on start.
BATTERY Switch
ON –
On the ground and the airplane does not have AC power:
• Some switch annunciator lights are illuminated
• Allows the APU to be started.
• No displays are powered.
On the ground after AC power is disconnected or lost:
Standby busses and emergency lighting are powered
Ref. 6.10.2
The left inboard, outboard, and upper center displays,
and the left CDU are powered.
Off – on the ground, battery bus is not powered.
Battery OFF Light
Illuminated (amber) – the battery switch off and the airplane
has AC power.
The main battery provides standby power to the:
Hot battery bus
Battery bus
Captain’s flight instrument bus
Left and center flight control PSAs
Standby inverter.
Note: The main battery can power the standby system for a
minimum of 10 minutes.
• The hot battery bus continues to supply electrical power to the ADIRU.
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APU Generator (APU GEN) Switch
ON – APU generator breaker is armed.
Off – APU generator breaker open.
APU Generator OFF Light

Illuminated (amber) –
The APU GEN switch is off, or
With the APU running, secondary external power not connected, and the auxiliary power
breaker open.
Electrical power is available throughout the airplane operating envelope. Ref.6.10.3
BUS TIE Switches

AUTO – bus tie breaker is armed.
Off – bus tie open.
Bus Isolation (ISLN) Lights
Illuminated (amber) – bus tie breaker is open because:
BUS TIE switch is off, or
BUS TIE switch is in AUTO and a fault has occurred.
External Power (EXT PWR) Switches Push -
External Power AVAIL Lights

Illuminated (green) – external power is plugged in and power quality
is acceptable
External Power ON Lights

Illuminated (green) – external power is connected to the bus.
External Power (EXT PWR) Switches
Push –
When AVAIL light is illuminated, connects external AC
When ON light is illuminated, disconnects external AC
Generator Control (GEN CTRL) Switches

ON – generator breaker is armed.
Off – generator breaker open
Resets fault trip circuitry
Generator OFF Lights

Illuminated (amber) – generator breaker open.
Drive Disconnect Switches

Push –
Disconnects the integrated drive generator (IDG) from the engine Requires maintenance action
on the ground to reconnect the IDG
Illuminated (amber) – IDG oil pressure is low.
Hi IDG Oil temperature causes the IDG to disconnect automatically.
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Backup Generator Switches
Backup Generator OFF Lights

Backup generator switch is off, or
A fault occurred, or
Engine is shutdown, or
Engine fire switch is out, or
If both OFF lights illuminated – backup generator converter failed
Backup Generator (BACKUP GEN) Switches

ON – backup generator converter armed.
Off –
Backup generator control relay open
Resets the fault circuitry.
The backup electrical system automatically powers one or

both transfer busses when:
Only one main AC generator (includes APU) is

available
Power to one or both of the main AC busses is lost
Approach (APP) mode is selected for auto land
The system is automatically tested after engine
starts.
The system transfers power without interruption.
Only one backup generator can power the converter at

a time through a frequency converter that converts the
generator frequency to a constant 400 Hz.
Each backup generator contains two permanent magnet

generators (PMGs) that supply power to the flight control DC electrical system (refer to DC
Electrical System).
Flight Control DC Electrical System

Primary power for the flight control DC electrical system comes from permanent magnet generators
(PMGs) housed within each backup generator. Variable frequency PMG AC power is used by individual
power supply assemblies (PSAs) to provide DC power to the three flight control DC busses.
To ensure a high level of system reliability, each PSA also has multiple DC power sources. If primary
PMG AC power is not available, secondary power for the left and right PSAs is provided by the related
main DC bus. Secondary power for the center PSA is provided by the captain’s flight instrument bus.
The hot battery bus provides additional backup power for the left and center PSAs only. Each PSA also
uses a dedicated battery to prevent power interruptions to the related flight control DC bus. The batteries
have limited capacity and are incorporated to supply power for brief periods during PSA power source
transfers.
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Standby Electrical System
The standby electrical system can supply AC and DC power to selected flight instruments,
communications and navigation systems, and the flight control system, if there are primary electrical
power system failures.
The standby electrical system consists of:
The main battery
The standby inverter
The RAT generator and its associated generator control unit
The C1 and C2 TRUs.
If both IDGs and the APU generator are inoperative, a backup generator powers essential airplane
equipment. To reduce electrical loading on the backup generator, the following systems are inoperative:
TCAS
SATCOM
HZ-AKA - HZ-AKW
Right HF radio
HZ-AK11 - HZ-AK22
Right HF radio and associated datalink
Center tank override/jettison pumps (center tank fuel is unusable and cannot be jettisoned)
Position and other exterior lights (except nose gear landing lights)
All non-essential cabin equipment (galleys, entertainment systems, etc.)
Passenger cabin lighting (except night, galley and cross-aisle lights)
Cabin temperature control (remains operative, but in degraded mode).
Electrical Load Management System (ELMS)

The ELMS provides load management and protection to ensure power is available to
critical and essential equipment.
If the electrical loads exceed the power available (airplane or external), ELMS automatically
sheds AC loads by priority until the loads are within the capacity of the airplane or ground
power generators.
The load shedding is galleys first, then utility busses. Utility busses are followed by
individual equipment items powered by the main AC busses.
When an additional power source becomes available or the loads decrease, ELMS restores
power to shed systems (in the reverse order).
The message LOAD SHED displays on the electrical synoptic when load shed conditions exist.
The ELMS also provides inputs for display of EICAS messages for manual center tank fuel
pump shut off during climb/cruise, and automatic shut off to prevent unintentional dry fuel
pump operation when the center fuel tank is empty.
Ref. 6.20.1
VOICE RECORDER Switch
AUTO –
The cockpit voice recorder runs from first engine start until 10 minutes after
last engine shutdown (spring–loaded).
ON –
The cockpit voice recorder runs until first engine start, then spring–loaded to
AUTO. Ref. 5.10.14
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RAAS RUNWAY Override (OVRD) Switch
Push (OVRD illuminated) – inhibits RAAS.
Ref. 15.10.10
Emergency Locator Transmitter (ELT) Switch

RESET (spring-loaded) – ends transmission of emergency locator signal.
ARMED (guarded position) – transmits emergency locator signal if activated
by high deceleration forces.
ON – transmits emergency locator signal. Ref. 1.30.29
PASSENGER OXYGEN Switch

Push – the cabin oxygen masks drop. Ref. 1.30.24
Passenger Oxygen ON Light
Illuminated (amber) – The passenger oxygen system is operating and the masks have
dropped.
The passenger oxygen system is supplied by individual chemical oxygen generators.
The masks automatically drop from the PSUs if cabin altitude exceeds approximately
13,500 feet. Oxygen is available for approximately 22 minutes. Ref. 1.40.12
Emergency (EMER) LIGHTS Switch.
OFF –
Prevents emergency lights system operation if airplane electrical DC power
fails or is turned off.
ARMED –
All emergency lights illuminate automatically if airplane electrical DC
power fails or is turned off.
ON – All emergency lights illuminate. Ref.1.30.10
The emergency lighting system can also be controlled by the EMERGENCY LIGHTS switch on
the main flight attendant switch panel.
A fully charged battery provides at least 15 minutes of lights operation.

When the EMERGENCY LIGHTS switch in the flight deck is armed, and the door mode select lever
is in the armed position, moving the door handle to the open position will cause the exterior fuselage
light and the interior emergency lights at that door to illuminate.
The EICAS advisory message EMER LIGHTS is displayed if:

The emergency lights switch is not in the ARMED position, or
The emergency lights switch is in the ARMED position, and the emergency lights are activated
by the switch at a flight attendant panel.
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WINDOW HEAT Switches
ON – controlled heat is applied to the
respective windows.
INOP (inoperative) illuminated (amber) –

• The switch is OFF, or
• An overheat has occurred, or
• A system fault has occurred
Flight deck windows are electrically heated.
• The forward windshields have anti-icing protection on the exterior surfaces, and anti-fogging
heating on the interior surfaces.
• The side windows have controlled anti-fogging heating on the interior surfaces.
• A backup anti-fogging system for the forward windows operates automatically if the primary
window heat system fails.
The WINDOW HEAT switches control heating for all flight deck windows.
• If a fault or overheat condition is sensed, power is disconnected from the respective window
heat system. Pushing a WINDOW HEAT switch off for 10 seconds, then ON, resets a window
heat controller fault.
RAM AIR TURBINE (RAT) Switch.

Push – deploys the RAT.
Ram Air Turbine Pressure (PRESS) Light
Illuminated (green) –
• The RAT is deployed.
• Center system primary flight control hydraulic pressure is greater than 1500
psi.
Ram Air Turbine Unlocked (UNLKD) Light

• Illuminated (amber) – the RAT is not in the stowed position.
The ram air turbine (RAT) can provide hydraulic power to the center hydraulic system primary flight
control components only.
The RAT provides hydraulic and electrical power throughout the flight envelope.
In flight, the RAT deploys automatically if:

1. Both engines are failed and center system pressure is low, or
2. Both AC transfer busses are unpowered, or
3. All three hydraulic system pressures are low.
The RAT can be deployed manually by pushing the RAM AIR TURBINE switch.
The hot battery or APU battery bus must be powered. The center hydraulic system does not need to
be powered.
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Left/Right Engine (L/R ENG) PRIMARY Pump Switches
ON – the engine–driven hydraulic pump pressurizes the related
left or right hydraulic system when the engine rotates.
Off (ON not visible) – the engine–driven hydraulic pump is turned
off and depressurized.
C1/C2 Electrical (C1/C2 ELEC) PRIMARY Pump Switches

ON –
The electric motor–driven hydraulic pump operates
pressurizes the center hydraulic system.
Off (ON not visible) – the electric motor–driven hydraulic pump
is turned off.
Primary Pump FAULT Lights

Low pump pressure
Excessive fluid temperature, or
Pump selected OFF
DEMAND Pump Selectors

ON – The pump runs continuously.
AUTO – The pump operates when system and/or primary pump(s) pressure is low, or when control
logic anticipates a large system demand.
OFF – The pump is off.
Note: If both air–driven pumps are selected to ON, only air–driven pump C1 operates; the two air–
driven pumps cannot operate simultaneously when both are selected ON.
Demand Pump FAULT Lights

Low pump pressure
Excessive fluid temperature, or
Demand pump is selected OFF.
INFO:
Left and Right Hydraulic System Demand Pumps
The left and right hydraulic systems each have a demand pump. The demand pumps are electric motor–
driven. The demand pumps provide supplementary hydraulic power for periods of high system demand.
The demand pumps also provide a backup hydraulic power source for the engine–driven primary
pumps.
The pumps are controlled by the DEMAND L and R pump selectors. In the AUTO position, the L and
R demand pumps operate for takeoff, landing, and when system or primary pump pressure is
low. In the ON position, the demand pump runs continuously.
Note: In the AUTO position the right demand pump operates continuously when the airplane is on the
ground.
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The airplane has three independent hydraulic systems: left, right, and center.
The left hydraulic system powers: The right hydraulic system powers:
Flight controls Flight controls
Left engine thrust reverser Right thrust reverser
Normal brakes.
The center hydraulic system powers:
Flight controls Alternate brakes
Leading edge slats Nose gear steering
Trailing edge flaps Main gear steering
Landing gear actuation
On the ground:
The C2 pump may be load shed by the electrical load management system.
With only a single ground power source, including the APU, the C2 pump will not run if the C1 pump
is selected. The pump will not be load shed if one engine generator is operating, or the following sources
are operating:
Primary external power and secondary external power or
APU generator and primary external power
In flight:
The C2 pump may be load shed by the electrical load management system when the following
conditions exist:
All other electric pumps are running.

There is a single source of electrical power.
Generator capacity is exceeded.
Center Hydraulic System Non–Normal Operation.

If center hydraulic system quantity is sensed to be low and airspeed is greater than 60 knots the:
Alternate brakes are isolated from the center system and remain operable using reserve fluid.
Nose gear actuation and steering are isolated
Leading edge slats are isolated and not allowed to operate in the primary (hydraulic) mode
The leading edge slats are reconnected to the center hydraulic system and allowed to operate in primary
mode when:
Center hydraulic fluid quantity recovers to normal for 5 seconds, and
The system determines that both engines have been running for more than 30 seconds
Nose gear actuation and steering are reconnected when:

Airspeed decreases below 60 knots, or
Hydraulic pressure to the center system flight controls is low, or
The landing gear is selected down, both engines are normal, and both engine–driven pumps are
providing pressure.
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HZ-AKA - HZ-AKW HZ-AK11 - HZ-AK22
NO SMOKING Selector
(HZ-AKA - HZ-AKW; before SB, NO
SMOKING selector not installed)
OFF – the NO SMOKING signs are not
illuminated.
AUTO – the NO SMOKING signs are
illuminated or extinguished automatically with
reference to cabin altitude and system NO ELECTRONICS Selector
configuration . HZ-AK11 - HZ-AK22
ON – the NO SMOKING signs are illuminated.
Note: Any time passenger oxygen is deployed, OFF – the ELECTRONIC DEVICES OFF
the NO SMOKING and FASTEN SEAT signs are not illuminated.
BELTS signs illuminate automatically, AUTO – the ELECTRONIC DEVICES OFF
regardless of the selector position. signs are illuminated or extinguished
automatically with reference to cabin altitude
SEAT BELTS Selector and system configuration.
OFF – the FASTEN SEAT BELTS and ON – the ELECTRONIC DEVICES OFF signs
RETURN TO SEAT signs are not illuminated. are illuminated.
AUTO – the FASTEN SEAT BELTS and Note: Any time passenger oxygen is deployed,
RETURN TO SEAT signs are illuminated or the ELECTRONIC DEVICES OFF and
extinguished automatically with reference to FASTEN SEAT BELTS signs illuminate
airplane altitude and system configuration. automatically, regardless of the selector
position.
The cabin signs illuminate when the following conditions are satisfied:
FASTEN SEAT BELTS signs (AUTO

selected):
Landing gear not up and locked, or
Flap lever not up, or
Airplane altitude below an airline
Defined altitude, or
Cabin altitude above 10,000 feet, or
Passenger oxygen on.
HZ-AK11 - HZ-AK22
HZ-AKA - HZ-AKW ELECTRONIC DEVICES OFF signs
NO SMOKING signs (AUTO selected): (AUTO selected):
Landing gear not up and locked, or on the ground, flap lever not up, or
Cabin altitude above 10,000 feet, or in flight, cabin altitude below an airline
Passenger oxygen on. defined altitude, or
passenger oxygen on.
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DOME Light Control
Controls overhead dome light brightness.
Overhead (OVHD) Panel Light Control (outer)
Rotate – controls overhead panel light brightness.
Circuit Breaker (CB) Panel Light Control (inner)
Rotate – controls circuit breaker panel light brightness.
GLARESHIELD Panel (PNL) Light Control (outer)
Rotate – controls glareshield panel light and standby
compass brightness
GLARESHIELD FLOOD Light Control (inner)
Rotate – controls glareshield flood light brightness.
STORM Light Switch • overrides individual brightness control
ON – overrides normal controls and illuminates settings
the following lights at maximum brightness: • limits adjustment range of individual
• all illuminated indicator lights brightness controls
• glareshield flood lights • has full adjustment range of all lights when
• instrument panel flood lights all individual brightness controls are set to
• aisle stand flood lights the center detent.
• dome lights. MASTER BRIGHTNESS Switch
MASTER BRIGHTNESS Control (outer) A black ring on the side of the inner switch is
Rotate (when the MASTER BRIGHTNESS visible when the switch is out (OFF).
switch is pushed on) –: PUSH ON (in) – the MASTER BRIGHTNESS
• controls the brightness of all panel lights control is on.
and displays (dome lights, flood lights, and PUSH OFF (out) – the MASTER
circuit breaker panel lights are not BRIGHTNESS control is off.
controlled by this switch) LANDING Light Switches
OFF – the landing light is not illuminated.
BEACON Light Switch

ON – the red anticollision beacon lights on the top and
bottom of the fuselage operate.
Navigation (NAV) Position Light Switch
ON – the red, green, and white navigation position lights
are illuminated.
LOGO Light Switch
ON – the stabilizer–mounted logo lights illuminate the
airline logo on the vertical tail surface.
WING Light Switch
ON – the wing leading edge illumination lights are
illuminated.
Indicator Lights (IND LTS) Switch STROBE Light Switch
TEST (spring–loaded): OFF – the white anticollision strobe lights on the
• illuminates all annunciator lights to full brightness tips of each wing and the tailcone are off.
for 10 seconds to check the bulbs, then dims the ON – the strobe lights operate.
lights as long as the switch is held TAXI Light Switch
• causes test patterns to display on the stabilizer OFF – the taxi lights are extinguished.
position indicators, rudder trim indicator, and radio ON – the taxi lights are illuminated.
tuning panel displays. Note: The taxi lights do not illuminate when the
BRT – sets all illuminated annunciator lights to full nose landing gear is not down and locked
brightness. RUNWAY TURNOFF Light Switches
DIM – sets all illuminated annunciator lights to low OFF – the runway turnoff light is extinguished.
brightness. ON – the runway turnoff light is illuminated
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CARGO FIRE ARM Switches
ARMED –
Arms all cargo fire extinguisher bottles
Arms the selected compartment extinguisher valve
Turns off both lower recirculation fans
Shuts down cargo heat
Commands the packs to provide the minimum air flow required
to provide pressurization
Shuts down the bulk cargo compartment ventilation system operation (aft cargo fire only)
Shuts down the lavatory/galley vent fan
Puts the equipment cooling system into the override mode (forward cargo fire only)
HZ-AKA - HZ-AKE
Activates lower crew rest evacuation system (aft cargo fire only)
HZ-AK11 - HZ-AK22
Shuts down Nitrogen Generation System
Off (blank) – normal position.
CARGO FIRE Discharge (DISCH) Switch

Push – Discharges the fire extinguisher bottles into the ARMED cargo compartment.
CARGO FIRE Discharge (DISCH) Light
Illuminated (amber) –The fire extinguishers have discharged.
In flight,
Pushing DISCHARGE switch causes the immediate total discharge of two
extinguisher bottles into the selected compartment. After a time delay, (20
Minutes) the remaining four extinguisher bottles discharge at a reduced flow rate into the
selected compartment. If the airplane lands before all of the bottles discharge, one of the
remaining bottles discharges at the reduced rate on touchdown.
On the ground,
If a CARGO FIRE DISCHARGE switch is pushed, two extinguisher bottles discharge into the
selected compartment, but only one of the remaining extinguisher bottles discharges after the
time delay.
When cargo fire extinguisher bottle discharge is initiated:
The CARGO FIRE DISCHARGE switch light illuminates when the first two extinguisher
bottles begin to discharge.
FIRE/OVERHEAT TEST Switch
Push and hold –

Sends fire/overheat test signals to the engine, APU, wheel well, and cargo
compartment fire detector systems
Tests flight deck fire and overheat indications (see Fire and Overheat Detection
System Manual Fault Test, Section 20).
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Electronic Engine Control (EEC) Mode Switch
NORM –
Selects the normal engine control mode for engine
control
The EEC sets thrust using N1 RPM as the controlling
parameter.
Off (ALTN visible) –

Selects the alternate engine control mode for engine control
Thrust is set using N1 RPM as the controlling parameter.
Electronic Engine Control (EEC) Alternate (ALTN) Light
Illuminated (amber) – the alternate engine control mode is either automatically or manually selected.
EEC Normal Mode

In the normal mode, the EEC sets thrust by controlling N1 based on thrust lever position. N1 is
commanded by positioning the thrust levers either automatically with the auto throttles, or manually by
the flight crew.
Maximum N1 represents the maximum rated thrust available from the engine.
The EEC continuously computes maximum N1.
Maximum rated thrust is available in any phase of flight by moving the thrust levers to the full forward
positions.
EEC Alternate Mode

If the required signals are not available to operate in the normal mode, the EEC automatically uses the
alternate mode. In the alternate mode, the EEC schedules N1 as a function of thrust lever position.
The alternate mode provides soft and hard levels of control:
Soft – When the EEC automatically switches an engine to the alternate mode and the EEC
mode switch remains in NORM, the EEC is in the soft alternate mode (the switch position is
NORM, the EEC mode is alternate). At a fixed thrust lever position, thrust does not change.
Hard – When ALTN is manually selected on an EEC mode switch, that engine is switched to
the hard alternate mode (the switch position is ALTN, the EEC mode is alternate). Reference
and target N1, and maximum and commanded N1 values are displayed on the N1 indication
during the hard alternate mode. Thrust may change to set the commanded N1 when ALTN is
manually selected.
For the normal, soft alternate, and hard alternate modes, actual, command, reference/target,
maximum, and red line N1 information is displayed.
Automatic reversion or manual selection to the alternate mode is indicated by the EICAS advisory
message ENG EEC MODE (L, R) and illumination of the EEC ALTN light on the associated EEC
mode switch. Selecting the alternate mode on both engines eliminates thrust lever stagger at equal thrust
settings, or asymmetric thrust when the thrust levers are operated together.
The autothrottles remain engaged whenever the EEC automatically switches to the alternate mode. The
alternate mode N1 reference/target values are computed by the FMC.
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Note: Autothrottles remains engaged in the soft or hard alternate mode.
The alternate mode schedule (N1 schedule) provides equal or greater thrust than the normal mode for
the same thrust lever position.
Thrust protection is not provided in the alternate mode and maximum rated thrust is reached at a thrust
lever position less than full forward. As a result, thrust overboost can occur at full forward thrust
lever positions. The EICAS caution message ENG LIMIT PROT (L, R) is displayed if the thrust lever
position commands an N1 greater than the maximum rated thrust (maximum N1). N1 and N2 red line
protection is still available in the alternate control mode.
Overspeed Protection
The EEC also provides N1 and N2 red line overspeed protection. If N1 or N2 approaches overspeed,
the EEC commands reduced fuel flow. The EICAS advisory message ENG RPM LIMITED (L or R) is
provided when overspeed protection is provided.
EEC Idle Selection

The EEC selects minimum idle or approach idle automatically. Minimum idle is a lower thrust than
approach idle. Approach idle is selected in flight if:
Engine anti–ice is operating
The flaps are commanded to 25 or greater
One hydraulic system air–driven demand pump is inoperative, and the flaps are out of the UP
position
The opposite engine bleed air valve is closed.
Thrust Control Malfunction Protection 7.20.6

The EEC provides protection against an uncontrolled high thrust malfunction during ground
operation. The EEC shuts down the affected engine when:
Airplane is on ground,
Thrust lever is at idle, and
Engine is above idle speed and not decelerating normally.
The EICAS caution message ENG FAIL (L or R) is displayed when the engine falls below idle speed.
START/IGNITION Selector
START –
Initiates engine start by opening the start valve
Releases to NORM at start valve cutout.
NORM –
The start valve closes
Ignition is automatically provided during engine start-up or if engine flameout occurs (if the
FUEL CONTROL switch is in RUN).
CON – Both ignitors operate continuously (if the FUEL CONTROL switch is in RUN) when:
On ground above approximately 55% N1 with takeoff flaps set, or
in flight.
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AUTOSTART Switch
ON – arms the auto start system.
OFF –
The auto start system is disabled
The start is manually controlled.
AUTOSTART OFF Light

Illuminated (amber) – the AUTOSTART switch is OFF.
During autostart, the EEC monitors EGT, N2 RPM, and other engine parameters until the engine
reaches idle. During ground start, the autostart system monitors engine parameters and will abort the
start for any of the following:
3 Start Attempts Only 1 Start Attempt

1. Hot start 5. No N1 rotation
2. Hung start 6. Insufficient air pressure for starter operation
3. No EGT rise 7. Starter shaft failure
4. Compressor stall 8. Start time exceeds the starter duty cycle timer
Note: The autostart system does not monitor oil pressure and temperature.
If a hot start, hung start, no EGT rise, or compressor stall is detected, and N2 RPM is less than starter
cutout speed,
the EEC turns off fuel and ignition and motors the engine for 4 seconds before making a second or
third attempt.
The second attempt uses both ignitors. If the second attempt fails,
a third attempt is made by adjusting the starting fuel flow. If N2 RPM is greater than starter cutout
speed, the EEC turns off fuel and ignition, closes the starter air valve and allows the engine to spool
down below 30 percent N2 RPM. It then reopens the starter air valve and motors the engine before
re-introducing fuel and ignition for subsequent attempt(s).
On the ground, if all attempts fail,

the EEC aborts the start. Fuel and ignition are shut off and the engine is motored for 30 seconds
to clear residual fuel.
The starter air valve then closes and the START/IGNITION selector releases to the NORM
position. The EICAS caution message ENG AUTOSTART (L or R) is displayed.
Ref.7.20.7
On the ground, autostart does not attempt a second or third start if there is:
• No N1rotation,
• Insufficient air pressure,
• The starter shaft fails,
• The EGT exceeds the red line limit,
• Or the start time exceeds the starter duty cycle. Ref. 7.20.8
In–Flight Start.
Secondary engine indications are displayed automatically when a FUEL CONTROL switch is moved
to CUTOFF in flight or if N2 RPM goes below idle RPM while in flight. A crossbleed start indication
is displayed next to the N2 indication if airspeed is below that recommended for a windmilling start.
For in–flight starts, autostart makes continuous start attempts until the engine either starts or the
pilot aborts the start attempt by positioning the FUEL CONTROL switch to CUTOFF (and
positioning the start switch to NORM if it was a starter assisted attempt). Ref. 7.20.8
8 February 2015
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Fuel Jettison System
Fuel Jettison NOZZLE Switches

ON –
• The jettison nozzle valve is selected
open in flight
• If in flight and jettison is armed, turns
on both main tank jettison pumps and
opens both center tank jettison isolation
valves.
Off (ON not visible) – the jettison nozzle valve is selected closed.
Fuel Jettison Nozzle VALVE Lights

Illuminated (amber) – the jettison nozzle valve is not in the selected position.
Fuel Jettison ARM Switch

ARMED –
• Arms the jettison system
• Initializes fuel–to–remain at the MLW (maximum landing weight) fuel quantity.
Off (ARMED not visible) – disarms the jettison system.
Fuel Jettison FAULT Light
• A system fault has occurred
• Fuel jettison is inoperative.
FUEL TO REMAIN Selector
PULL ON – changes the mode from MLW to

MAN.
Rotate –
• Rotate clockwise to increase,
counterclockwise to decrease the MAN
fuel–to–remain quantity
• Sets the MAN fuel–to–remain quantity
selection at the slow rate (first detent) or
fast rate (second detent).
Push – automatically selects the MLW fuel–to–
remain quantity.
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Fuel Jettison
Fuel jettison is initiated by pushing the FUEL JETTISON ARM switch to select ARMED.
The jettison system automatically sets the fuel–to–remain to the MLW fuel quantity. The TO REMAIN
quantity replaces fuel temperature on the EICAS display.
Pull on and rotate the FUEL TO REMAIN selector to manually decrease or increase the TO REMAIN
quantity.
Main tank jettison begins when:
• the FUEL JETTISON NOZZLE switches are pushed ON
• the jettison nozzle valves open, and
• the main tank jettison pumps operate.
If the center tank override/jettison pumps are on, center tank fuel also jettisons.
Center tank fuel will not jettison if the center tank override/jettison pumps are off.
You may Determine the approximate jettison time using the following rates:
Fuel in center tank: 2500 kgs/minute
Center tank empty 1400 kgs/minute
Ref. QRH 12.2
The nozzles cannot open on the ground, regardless of switch positions.
In flight, jettison time displays in minutes on the fuel synoptic when the FUEL JETTISON ARM switch
is ARMED. Jettison time increases with an increase in altitude. Jettison automatically stops when a
value just above the TO REMAIN quantity is reached. The system shuts off the main tank jettison
pumps and closes the center tank jettison isolation valves.
When the airplane is heavy and loaded near the forward CG, fuel is jettisoned from the center tank first
to keep CG within limits; main tank jettison pump operation is delayed. The computed jettison time is
automatically adjusted to reflect the increased jettison time.
HZ-AKA - HZ-AKW
At least 5,200 kilograms of fuel remains in each main tank after jettison is complete.
HZ-AK11 - HZ-AK22
At least 3,800 kilograms of fuel remains in each main tank after jettison is complete.
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Fuel System
Fuel Pump Switches

ON – The fuel pump is selected ON.
Off (ON not visible) – The fuel pump is selected off.
Forward and Aft Fuel Pump Pressure (PRESS) Lights
Illuminated (amber) – fuel pump output pressure is low.
Center Fuel Pump Pressure (PRESS) Lights

• Fuel pump output pressure is low with the pump selected
ON
• Illumination is inhibited when the center tank fuel pump switch is selected off.
CROSSFEED Switches
On (bar visible) – The crossfeed valve is selected open.
Crossfeed VALVE Lights
Illuminated (amber) – The crossfeed valve is not in the selected position.
INFO:
Each fuel tank contains two AC–powered fuel pumps.
The left main tank contains a DC–powered fuel pump, pump operates automatically to provide
fuel to the APU when AC power is not available and the APU selector is ON.
A single pump can supply sufficient fuel to operate one engine under all conditions.
The center tank pumps override the main tank pumps so that center tank fuel is used before
wing tank fuel.
The center tank fuel pumps will shut off automatically after 15 seconds of continuous low
pressure.
The auto-shutoff feature is disabled during jettison.
Surge tanks are provided in each wing, outboard of each main tank. Fuel in the surge tanks and
fuel remaining in the refueling manifold is drained into the main tanks.
With the main tank pumps ON, a scavenge system operates automatically to transfer any
remaining center tank fuel to the main tanks. Fuel transfer begins when either main tank
quantity is less than 23,900 kilograms. Center tank quantity must be below 15,900 kilograms.
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WING ANTI–ICE Selector
OFF – the wing anti–icing valves are commanded
closed.
AUTO – In flight, the wing anti-icing valves open
when wing icing conditions exist and bleed air
pressure is available.
ON – In flight, the wing anti–icing valves are

commanded open.
When TAT is above 10 degrees C, wing anti-icing is inhibited for five minutes after liftoff.
Automatic wing anti–icing operation is inhibited when:
• TAKEOFF mode is selected, and
• Less than 10 minutes has elapsed after liftoff.
ENGINE ANTI–ICE Selectors

OFF – The engine anti–icing valve is commanded closed.
AUTO – In flight, the engine anti-icing operates when engine icing conditions exist.
ON – The engine anti-icing valve is commanded open.
Note: When the ENGINE ANTI-ICE selector is in AUTO and the anti-icing valve is commanded open
or when the ENGINE ANTI-ICE selector is in ON, then:
• Approach idle is commanded by the EEC.
The anti–icing and rain systems include:

• Icing conditions detection • Flight deck window heat
• Engine anti–icing • Windshield wipers
• Wing anti–icing • Probe heat.
• Two probes on the forward fuselage and system logic:

• Control the engine and wing anti-icing valves
• Display anti-icing system operating indications on EICAS, and
• Display EICAS alert messages.
Forward Cargo Air Conditioning (FWD CARGO A/C) Selector

AUTO –
• C to W sets the temperature from (4°C to 27°C). Mid position (12
o’clock) sets approximately (16°C)
• Forward cargo compartment heating system does not operate.
Air Conditioning Air Cleaner System AIR CLEANER Control

AUTO –Opens two air cleaner shutoff valves and allows contaminates to be
drawn from the air cleaners into the ram air exhaust, when below 7,000 feet and
the applicable pack is operating.
OFF :Disables the shutoff valves; however the air cleaners continue to function.
Air Conditioning Air Cleaner System

An air cleaner in each air conditioning air supply duct removes contamination from the air before it
goes into the air conditioning packs.
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Gasper System
ON – the gasper fan operates.
The gasper system fan supplies conditioned air from the aft cabin distribution duct
to the passenger service unit air gasper outlets above each passenger seat.
Equipment Cooling (EQUIP COOLING) Switch
AUTO – equipment cooling is controlled automatically.

Off (AUTO not visible) –
• Both equipment cooling supply fans are not operating
• The override valve is open
• The forward cargo heat valve is closed
OVRD (override) illuminated (amber) – the equipment cooling override valve is open.
The override valve opens and the equipment cooling system configures to override mode when:
• Both equipment cooling supply fans are failed, or
• Smoke is detected in the equipment cooling system, or
• The EQUIP COOLING switch is off, or
• The CARGO FIRE ARM FWD switch is in ARMED
The forward system reconfigures automatically to an override mode when:
• In flight, both supply fans fail, or
• In flight, low airflow is detected, or
• Smoke is detected in the forward equipment cooling system or the forward equipment
ventilation system, or
• The FWD CARGO FIRE ARM switch is ARMED, or
• The EQUIP COOLING switch is in OVRD. Ref. 2.20.7
In the override mode when the FWD CARGO FIRE ARM switch is NOT ARMED,
• The vent valve opens,
• Both supply fans shut down, and
• The forward cargo heat valve closes.
In the override mode when the FWD CARGO FIRE ARM switch is ARMED,
• The vent valve remains closed,
• Both supply fans remain shut down, and
• The forward cargo heat valve is closed.
Cabin differential pressure draws air through the flight deck panels and into the E & E equipment
compartment to create a reverse flow of air across the equipment, then through the override valve to an
overboard vent.
In flight, the EQUIP COOLING switch in OVRD aids smoke evacuation from the flight deck.
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Flight Deck Temperature (FLT DECK TEMP) Selector
AUTO – C to W sets the temperature from (18°C to 29°C). Mid position
(12 o’clock) sets approximately (24°C).
MAN (spring loaded to 6 o’clock position) –
• C (cool) - the flight deck trim air valve moves toward closed to
supply cooler air
• W (warm) - the flight deck trim air valve moves toward open to
supply warmer air.
Cabin Temperature (CABIN TEMP) Selector
C to W – sets the temperature from (18°C to 29°C). Mid position (12 o’clock) sets approximately
(24°C).
PACK Switches
AUTO – the pack is controlled automatically.
Off (AUTO not visible) – the pack flow control valve is
commanded closed.
OFF illuminated (amber) – the pack flow control valve is closed.
The valve is commanded closed and the OFF light is illuminated
when:
• The pack valve is failed closed, or
• Apack or compressor outlet high temperature has occurred, or
• Bleed air pressure is inadequate, or
HZ-AK11 - HZ-AK22
• The R PACK valve is closed during APU to Pack Takeoff procedure, or
• The PACK switch is pushed off.
Air Conditioning Reset (AIR COND RESET) Switch

Push –
• Attempts to reset any closed pack flow control valve or
• Trim air valve held closed because an overheat, control failure, or valve failure
has occurred.
• Attempts to reset a failed recirculation fan and resets fault protection.
INFO:
Standby Cooling Mode
For certain internal malfunctions, pack control automatically uses standby cooling mode as a backup to
normal mode. In standby cooling mode, the EICAS advisory message PACK MODE (L, R) is displayed,
and STBY COOLING is displayed in amber on the AIR synoptic.
• If one pack is in standby cooling and the other pack is operating normally, the pack in standby
cooling mode shuts down at lower altitudes and higher outside air temperatures when ambient
conditions do not permit standby cooling. The pack restarts automatically when altitude and
outside air temperatures are suitable for standby cooling.
• If both packs are in standby cooling mode, or if one pack is inoperative and the other pack is in
standby cooling mode, the packs or pack operates continuously to maintain cabin
pressurization, regardless of altitude or outside air temperature. In standby cooling mode, pack
cooling capacity may be less than in normal mode and may result in warm flight deck or cabin
temperatures at lower altitudes.
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TRIM AIR Switches
ON – the master trim air valve is commanded open and the zone trim air valves
are controlled automatically.
Off (ON not visible) – the trim air valve is commanded closed
FAULT illuminated (amber) –
• the trim air valve is failed closed, or
• the trim air valve is commanded closed because a zone supply duct overheat has occurred, or
• the TRIM AIR switch is off
• if a single master trim air valve is failed closed or commanded closed, the other trim air valve
continues to operate normally.
Bleed Isolation (ISLN) Switches

AUTO – the bleed isolation valve is controlled automatically.
Off (AUTO not visible) – the valve is commanded closed.
CLOSED illuminated (amber) –
• The valve is closed because a duct leak or bleed loss
has occurred, or
• The valve is failed closed, or
• The switch is off
APU Bleed Switch

AUTO – the APU bleed air valve opens by system logic when bleed air pressure is available.
Off (AUTO not visible) – the valve is commanded closed.
OFF illuminated (amber) –
• The valve is closed because a duct leak has occurred
• The switch is off, or
• The APU fire switch is pulled out.
Engine (ENG) Bleed Switches

ON – the engine bleed valve opens when engine bleed air is available.
Off (ON not visible) – the valve is commanded closed.
OFF illuminated (amber) – the engine bleed valve is closed. The engine bleed valve is commanded
closed and the OFF light is illuminated when:
• The engine is not running, or
• A bleed air overheat, overpressure, or bleed control system failure has occurred, or
HZ-AK11 - HZ-AK22
• The L ENG bleed valve is closed during APU to Pack Takeoff procedure, or
• The ENG fire switch is pulled out, or
• The switch is off.
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Landing Altitude (LDG ALT) Selector
Pull ON, then rotate –
• Sets landing altitude manually
• Landing altitude followed by MAN is displayed on EICAS
• Landing altitude changes in 100 foot increments at first detent, 500 foot
increments at second detent
Push –
• Landing altitude is set automatically from FMS – Refer to Chapter 11,
Flight Management Navigation – Approach
• Landing altitude followed by AUTO is displayed on primary EICAS.
OUTFLOW VALVE Switches

AUTO – the outflow valve is controlled automatically.
MAN (manual) illuminated (amber) –
• Outflow valve is controlled manually
• Automatic outflow valve control and cabin altitude limiter is
bypassed
• AUTO is extinguished.
OUTFLOW VALVE MANUAL Switches

OPEN – Moves the outflow valve toward open.
CLOSE – Moves the outflow valve toward closed.
1. Navigation (NAV) Source Switch

Off – normal position (CDU not visible, switch out):
• With the FMC selector in AUTO, the active FMC provides the
information to generate the ND map
• If both FMCs fail, the CDU provides navigation data.
CDU – Non–normal position (CDU visible, switch in). The
selected CDU generates the ND map. Normally, the sources are:
• Left ND map – left CDU
• Right ND map – right CDU.
2. Display Control (DSPL CTRL) Source Switch

Off – Normal position (ALTN not visible, switch out):
• Automatically selects display processing channels for the left
outboard and inboard, or right outboard and inboard display pairs
• Reconfigures display processing channels as required for display unit or processing channel
failures.
ALTN – Non–normal position (ALTN visible, switch in). An alternate display processing channel is
selected to replace the current display processing channel.
3. Air Data / Attitude (AIR DATA/ATT) Source Switch

Off – normal position (ALTN not visible, switch out):
• The ADIRU provides air data and attitude information to the PFD and ND
• Alternate sources or the SAARU are automatically selected to replace ADIRU air data or
attitude, as required.
ALTN – Non–normal position (ALTN visible, switch in). The PFD and ND
alternate air data/attitude source is selected as follows:
• Air data (captain): SAARU single channel
• Air data (first officer): ADIRU single channel
• Attitude (captain and first officer): SAARU.
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Center Display Control (DSPL CTRL) Source Switch
Same as the display control source switches for the left and right inboard and
outboard display units, except this switch controls the upper center and lower center
display units.
INBOARD Display (DSPL) Selector

Selects what is displayed on each inboard display unit.
PFD – Displays the PFD, blanks the PFD on the outboard display unit, and
inhibits selections made from the display select panel.
NAV – Displays the ND and inhibits selections made from the display select
panel.
MFD – Displays the selection made on the display select panel. EICAS –
• displays EICAS
• Inhibits most selections made from the display select panel (limited ENG, FUEL, and AIR
displays can be selected)
• Blanks the upper center display unit.
Note: The PFD automatically appears on an inboard display unit if the adjacent outboard display unit
fails, regardless of switch position.
Heading Reference (HDG REF) Switch

Pushing alternately selects the heading reference for the PFDs, NDs, AFDS, and
FMCs.
NORM –
• Normally references magnetic north
• Automatically references true north when north of 82°N or south of 82°S
Latitude or within the vicinity of the magnetic poles (PFDs, NDs, and FMCs)
• Provides no reference for AFDS roll modes other than LNAV when north of
82°N or south of 82°S latitude or in the vicinity of the magnetic poles.
TRUE – references true north regardless of latitude.
When the AFDS roll mode is HDG SEL, switching the heading reference switch from NORM to TRUE or TRUE
to NORM engages the HDG HOLD mode.
When the AFDS roll mode is TRK SEL, switching the heading reference switch from NORM to TRUE or TRUE
to NORM engages the TRK HOLD mode.
1 Ground Proximity (GND PROX) Glideslope (G/S) INHIBIT

(INHIB) Switch
Push – Inhibits GLIDE SLOPE alert when pushed below 1,000 feet radio
altitude.
2 Ground Proximity (GND PROX) Light

• GPWS DON’T SINK, GLIDE SLOPE, SINKRATE, TERRAIN, TOO
LOW FLAPS, TOO LOW GEAR, TOO LOW TERRAIN immediate alert
is occurring
• Inhibited for GLIDE SLOPE, or TOO LOW FLAPS, or TOO LOW GEAR
alert when respective inhibit or override switch is pushed.
3 Ground Proximity (GND PROX) FLAP Override (OVRD) Switch

Push (OVRD visible) –
• Inhibits TOO LOW FLAPS alert
• EICAS advisory message GND PROX SYS will be displayed when airspeed greater than 250 knots for
more than 60 seconds
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4 Ground Proximity (GND PROX) GEAR Override (OVRD) Switch
Push (OVRD visible) –
• inhibits TOO LOW GEAR alert
• inhibits CONFIG GEAR alert
• EICAS advisory message GND PROX SYS will be displayed when airspeed greater than 290 knots for
more than 60 seconds.
5 Ground Proximity (GND PROX) Terrain (TERR) Override (OVRD) Switch

HZ-AK11 - HZ-AK22
Push (OVRD visible) – inhibits look–ahead obstacle and terrain alerts and display.
HZ-AKA - HZ-AKW
Push (OVRD visible) – inhibits look–ahead terrain alerts and display.
Landing Gear Lever

UP – the landing gear retracts.
DN – the landing gear extends.
Landing Gear Lever Lock Override (LOCK OVRD) Switch

Push – releases the landing gear lever lock.
Alternate Gear (ALTN GEAR) Switch

NORM – the landing gear lever operates normally.
DOWN – the landing gear extends by the alternate extension system.
Note: Alternate extension may be selected with the landing gear lever in any position.
INFO:
Landing Gear Alternate Extension
• The alternate landing gear extension system uses a dedicated DC powered electric
hydraulic pump and center hydraulic system fluid to extend the landing gear.
• Selecting DOWN on the ALTERNATE GEAR switch releases all door and gear uplocks.
• The landing gear free–fall to the down and locked position.
• The landing gear lever position has no effect on landing gear alternate extension.
• The EICAS landing gear position indication displays the expanded gear position indication
when the alternate extension system is used. During alternate extension, the EICAS
message GEAR DOOR is displayed because all the hydraulically powered gear doors
remain open.
• Following an alternate extension, the landing gear can be retracted by the normal system,
if it is operating. Select DN then UP to retract the landing gear using the normal system.
AUTOBRAKE Selector
OFF – deactivates and resets the autobrake system.
DISARM –
• Disengages the autobrake system.
• Releases brake pressure.
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Autobrake – Disarm
The autobrake system disarms and the EICAS advisory message AUTOBRAKE is displayed if any of
the following occur:
• Pedal braking applied
• Either thrust lever advanced after landing
• Speedbrake lever is moved to the DOWN detent after the speedbrakes have deployed on the
ground
• DISARM or OFF position selected on the AUTOBRAKE selector.
• Autobrake fault.
• Normal antiskid system fault.
• Loss of inertial data from the ADIRU.
• The autobrake is applied after loss of normal brake hydraulic pressure.
1, 2, 3, 4, MAX AUTO – selects the desired deceleration rate.

Autobrake application begins when:
• Both thrust levers are retarded to idle, and
• The wheels have spun up.
Auto brake application occurs slightly after main gear touchdown.
If MAX AUTO is selected, deceleration is limited to the AUTOBRAKE 4 level until pitch angle is less
than one degree, then deceleration is increased to the MAX AUTO level.
The deceleration level can be changed (without disarming the system) by rotating the selector.
RTO – automatically applies maximum brake pressure when the thrust levers are retarded to idle above
85 knots
Nose Wheel Steering Tiller

Rotate –
• Turns the nose wheels up to 70 degrees in either direction
• Overrides rudder pedal steering
• Main gear aft axle steering is slaved to nose wheel steering.
Rudder/Brake Pedals
• Push the full pedal –
• Turns the nose wheel up to 7 degrees in either direction
• Does not activate main gear steering.
BRAKE SOURCE Light

Illuminated (amber) – both active brake hydraulic sources (right and
center/reserve hydraulic systems) have low pressure.
BRAKE ACCUMULATOR PRESSURE Indicator

Indicates brake accumulator pressure.
EICAS EVENT Record (RCD) Switch

Push – records up to five EICAS events into memory.
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Integrated Standby Flight Display (ISFD)
HZ-AK11 - HZ-AK22
Provides an independent source of attitude, airspeed, and altitude information
Info: The ISFD displays attitude, airspeed, altitude, ILS, and magnetic heading
information. The ISFD receives airspeed and altitude from a dedicated pitot and static
air data module. Attitude information is provided by internal inertial sensors.
ILS information is provided by the center ILS receiver. The display receives its heading
information from the same source as the captain’s primary flight display. Heading
information is not available in polar regions.
Note: The standby magnetic compass must be used to validate heading information.
The left FCDC bus powers the ISFD. The left FCDC is initially powered when the main ac busses are powered
and remains powered with the main busses out. Ten seconds after receiving power, a 90 second initialization
sequence begins. ATT and INIT 90s messages display during initialization. Initialization will stop if airplane
movement is excessive and will resume when airplane movement is acceptable for initialization. Upon completion
of the initialization sequence, attitude information displays.
Standby Attitude Indicator

HZ-AKA - HZ-AKW
The standby attitude indicator displays SAARU attitude.
Powered by C FCDC BUS
Standby Airspeed Indicator
HZ-AKA - HZ-AKW
The standby airspeed indicator displays airspeed from a dedicated pitot and static
air data module. The indicator does not use ADIRU or SAARU information.
Powered by L FCDC BUS.
Standby Altimeter
HZ-AKA - HZ-AKW
The standby altimeter displays barometric altitude from a dedicated air data
module. Powered by L FCDC BUS.
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Normal Display Configuration
Display Unit Failure Automatic Switching
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Flap Controls
Flap Lever
Primary mode – positions the slats and flaps hydraulically.
Secondary mode – positions the slats and/or flaps electrically if
hydraulic operation fails.
Flap Gates
1 – prevents inadvertent retraction of the slats.
20 – prevents inadvertent retraction of the flaps past the go–around
position.
Alternate Flaps Arm (ALTN FLAPS ARM) Switch

Push (ALTN displayed) –
• Arms the alternate flap control mode
• Arms the alternate flaps selector
• Disables primary and secondary flap/slat mode operation
• Asymmetry/skew and uncommanded motion protection,
Autoslat, and flap/slat load relief are not available
• The flap lever is inoperative.
Alternate Flaps Selector
RET – the slats and flaps are electrically retracted.
OFF – alternate flaps are deactivated.
EXT –
• The slats and flaps are electrically extended
• Maximum extension is flaps 20, with the slats at the midrange position.
Speedbrake Lever
On the ground:
• The speedbrake lever moves to DOWN and all spoiler panels retract if
either thrust lever is advanced to the takeoff thrust position
• The speedbrake lever moves to UP and all spoiler panels extend if either
reverse thrust lever is raised to the reverse idle detent.
Speedbrake Lever
DOWN (detent) – all spoiler panels are retracted.
ARMED –
• the auto speedbrake system is armed
• after landing, the speedbrake lever automatically moves to UP and the
spoiler panels extend.
In the ARMED position, the speedbrake lever is driven aft to the UP position
when the landing gear is fully on the ground (not tilted) and the thrust levers
are at idle.
On the ground when either reverse thrust lever is moved to the reverse idle detent, the
speedbrakes automatically extend.
UP – the required spoiler panels extend to their maximum in–flight or on–ground

• Position (intermediate positions can be selected).
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1. Alternate (ALTN) PITCH TRIM Levers
Spring–loaded to neutral.
Push/pull (both levers) –
• In the normal mode, changes trim reference airspeed
and moves the stabilizer directly
• In the secondary and direct modes, moves the
stabilizer directly.
2. Stabilizer (STAB) Position Indicator
Indicates stabilizer position in units of trim.
3. Takeoff Trim Green Band

HZ-AKA - HZ-AKW
The green band indicates the allowable takeoff trim range,
based on gross weight, takeoff thrust, and CG information
from the FMC. When no information is available, the green
band defaults to midrange.
HZ-AK11 - HZ-AK22
The green band indicates the allowable takeoff trim range,
based on gross weight, takeoff thrust, and CG information
from the FMC. When no information is available, or V1 speed
is not selected or entered, the green band defaults to midrange. If the stabilizer signal is not present or
is invalid, the green band and the pointer are not displayed.
4. Stabilizer (STAB) Cutout Switches
NORM –
• Hydraulic power is supplied to the related stabilizer trim control module
• If unscheduled stabilizer motion is detected, center and/or right system hydraulic power to the
related stabilizer trim control module is automatically shut off.
CUTOUT – shuts off the respective center or right hydraulic system power to the related stabilizer trim
control module.
AILERON TRIM Indicator

Indicates units of aileron trim.
RUDDER TRIM Indicator

Indicates units of rudder trim.
AILERON Trim Switches

Push (both switches) – moves the control wheel, ailerons,
flaperons, and spoilers in the desired direction (spring–loaded
to neutral).
RUDDER Trim Selector

Spring–loaded to neutral.Rotate –
• Trims the rudder in the desired direction
• The trim runs at high speed with the knob rotated past the first left or right detent
• The rudder pedals move with rudder trim operation.
MANUAL TRIM CANCEL Switch

Push – cancels manual rudder trim in the normal and secondary flight control system modes.
Inop. In Direct mode.
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Emergency Evacuation Panel
1. Evacuation COMMAND Switch
ON –
the red EVAC light (flight deck) and amber
EVAC lights (flight attendant panels) flash
an audio horn sounds at each panel.
OFF (guarded position) - the evacuation signals can be
activated at the flight attendant panels.
2Evacuation (EVAC) PRESS TO TEST Switch
Push – tests the EVAC light.
1. Evacuation (EVAC) Light
Illuminated (red) – a command switch is in the ON 3. Evacuation HORN SHUTOFF Switch
position. PUSH – Silences the flight deck evacuation signal
2. EVACUATION SIGNAL Horn horn.
Sounds an audio signal.
Expanded Flap and Slat Position Indication

If any flap/slat is non–normal or if
control is in the secondary mode,
slat and flap positions are shown
independently. Each wing is also
shown separately.
Indicator motion is continuous
between flap detents.
1. Expanded Flap and Slat

Position Indications
The slat indication fills up (forward) for extension.
The flap indication fills down (aft) for extension.
Indication colors of outline and fill are:
• White when operating in secondary mode
• Amber when the respective FLAPS DRIVE or SLATS DRIVE EICAS message is displayed.
Loss of position information is shown as a white outline with no fill and no flap lever position indication.
2. Flap Lever Position (line and number)

Magenta – the slats or flaps are in transit to the commanded position.
Green – the slats or flaps are in the commanded position.
The numbers are shown next to the flap position indicator only.
3. Alternate Flap and Slat Position Indications (white)

Slat and flap extension is limited to slats midrange and flaps 20.
Displayed automatically when the alternate control mode is armed.
Slats – displays the position of the slats.
Flaps – displays the position of the flaps.
Flap position index marks – reference flaps 5 and 20.
Loss of position information is indicated as a white outline with no fill and no position index marks or
numbers.
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FUEL CONTROL Switch
RUN (AUTOSTART ON) –
• Opens the spar fuel valve
• Arms the engine fuel valve (the EEC opens the valve when
required)
• Arms the selected ignitors (the EEC turns the ignitors on when
required).
RUN (AUTOSTART OFF) –
• Opens the spar fuel valve.
• Opens the engine fuel valve.
• Turns ignitors on.
CUTOFF –
• Closes the fuel valves.
• Removes ignitor power.
• Unlocks the engine fire switch.
FUEL CONTROL Switch Fire Warning Lights

Illuminated (red) –
• An associated engine fire is detected, or
• The FIRE/OVERHEAT TEST switch is pushed.
Engine Fire Panel
Engine Fire Switches

In (normal position, mechanically locked) – unlocks
automatically for a fire warning, or when the FUEL
CONTROL switch is in CUTOFF.
Out –
1. Arms both engine fire extinguishers
2. Closes the associated engine and spar fuel valves
3. Closes the associated engine bleed air valves
4. Trips the associated engine generators off
5. Shuts off hydraulic fluid to the associated engine–
driven hydraulic pump
6. Depressurizes the associated engine–driven
hydraulic pump
7. Removes power to the thrust reverser isolation valve.
Rotate to position 1 or 2 – discharges the selected fire extinguisher into the engine.
Engine Fire Warning Lights

An engine fire is detected, or
The FIRE/OVERHEAT TEST switch is pushed.
Engine Bottle Discharged (ENG BTL DISCH) Lights

Illuminated (amber) – the extinguisher bottle is discharged or has low pressure.
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APU Fire Panel.
APU Bottle Discharge (APU BTL DISCH) Light

Illuminated (amber) – the extinguisher bottle is discharged or has low pressure.
APU Fire Switch

In – normal position, mechanically locked; unlocks automatically for a fire
warning.
Out –
1. Arms the APU fire extinguisher bottle
2. Closes the APU fuel valve
3. Closes the APU bleed air valves
4. Closes the APU air inlet door
5. Trips the APU generator field and generator breaker
6. Shuts down the APU (if automatic shutdown does not occur).
Rotate – either direction discharges the APU fire extinguisher into the APU compartment.
APU Fire Warning Light

An APU fire is detected, or
The FIRE/OVERHEAT TEST switch is pushed.
The APU automatically shuts down for a detected fire.
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Autopilot (A/P) Engage Switch

Push (either switch engages the autopilot) –
HZ-AK11 - HZ-AK22 (HZ-AKA - HZ-AKW ; SB activates autopilot engagement inhibit on the ground
with flaps out of up)
Inhibited on the ground with flaps out of up
When either Flight Director switch is ON, the autopilot engages in the selected flight director
mode(s)
When both Flight Director switches are OFF, the autopilot engages in:
Heading hold (HDG HOLD) or track hold (TRK HOLD) as the roll mode; or, if bank angle is
greater than five degrees, attitude hold (ATT)
Vertical speed (V/S) or flight path angle (FPA) as the pitch mode
Autopilot Engaged Light

Illuminated (green) – all operating autopilots are engaged.
• AFDS holds a bank angle between 5 and 30 degrees and will not roll to wings level.
• When the bank angle is less than 5 degrees, AFDS rolls to wings level (HDG HOLD or TRK
HOLD).
• When the bank angle is greater than 30 degrees, AFDS rolls to 30 degrees of bank.
Autopilot (A/P) DISENGAGE Bar

Push down –
With autopilot(s) engaged: Prevents autopilot engagement.

Disengages all autopilots. Displays EICAS advisory message NO
Displays EICAS warning message AUTOLAND
AUTOPILOT DISC. Disables bank angle protection.
Sounds an aural warning. Exposes amber and black stripes (as
Illuminates master warning lights. installed).
Lift up –
Enables autopilot engagement
Hides amber and black stripes (as installed)
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Flight Director (F/D) Switches
The left Flight Director switch activates the flight director steering indications on the left PFD. The
right Flight Director switch activates the flight director steering indications on the right PFD.
ON –
On the ground with both Flight Director switches OFF, the first Flight Director switch
positioned ON arms the flight director in takeoff go–around (TO/GA) roll mode. In addition,
the first switch arms the flight director in TO/GA pitch mode when MCP selected altitude
differs more than 20 feet from displayed baro altitude, or activates the flight director in altitude
(ALT) pitch mode when selected altitude is within 20 feet of displayed baro altitude. If ALT
mode is active, selecting an altitude more than 20 feet from displayed baro altitude and
recycling the first switch arms the flight director in TO/GA roll and pitch modes. The flight
mode annunciation appears on both PFDs. Positioning the second switch ON displays the flight
director steering indications on the second PFD
In flight with the autopilot disengaged and both Flight Director switches OFF, the first Flight
Director switch positioned to ON activates the flight director in:
Heading hold (HDG HOLD) or track hold (TRK HOLD) as the roll mode; or, if bank angle is
greater than five degrees, attitude hold (ATT)
Vertical speed (V/S) or flight path angle (FPA) as the pitch mode
In flight with the autopilot engaged and both Flight Director switches OFF, the first Flight
Director switch positioned to ON activates the flight director in the currently selected autopilot
mode(s)
OFF – the flight director steering indications do not display, unless a TO/GA switch is pushed when
airspeed is greater than 80 knots and flaps are out of up
Autothrottle (A/T) ARM Switches

• The left Autothrottle Arm switch controls the left engine autothrottle.
• The right Autothrottle Arm switch controls the right engine autothrottle.
ARM -
Arms selected autothrottle for mode activation
Autothrottle activates when VNAV, FLCH, or TO/GA switch pushed
Autothrottle activates when speed switch pushed and pitch mode is ALT, V/S, or G/S.
OFF –
Disconnects selected autothrottle
Prevents selected autothrottle activation
Autothrottle Modes
Autothrottle annunciations are:
THR – autothrottle applies thrust to maintain the climb/descent rate required by the pitch mode
THR REF – thrust set to the reference thrust limit displayed on EICAS
IDLE – displays while the autothrottle moves thrust levers to idle; IDLE mode is followed by
HOLD mode
HOLD – thrust lever autothrottle servos are inhibited. The pilot can set thrust levers manually
SPD – autothrottle maintains command speed. Speed can be set using the MCP IAS/MACH
selector or by the FMC, as displayed on the CDU CLIMB, CRUISE, or DESCENT page. The
autothrottle will not exceed the operating speed limits or the thrust limits displayed on the
EICAS. If only one thrust lever is active, "L-" or "R-" displays in front of SPD for the active
thrust lever
Autothrottle (A/T) Switch
Push – above 400 feet with autothrottle armed, activates the appropriate autothrottle mode
for the selected AFDS pitch mode, or if no pitch mode, in speed (SPD) mode.
Autothrottle Light
Illuminated (green) – an autothrottle mode is active.
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Climb/Continuous (CLB/CON) Thrust Switch
On the ground and below 400 feet during takeoff, the switch is inoperative.
Push –
With two engines operating, changes the engine thrust limit to the FMC selected
climb thrust
With one engine operating, changes the thrust limit to maximum continuous (CON).
IAS/MACH Window
Displays 200 knots when power first applied. Displays the speed selected by the
IAS/MACH selector.
Closed when the FMC controls the speed. When changing from TO/GA to V/S,
FPA, or ALT, the window displays:
the flap placard speed minus 5 knots (flaps extended), or
250 knots (flaps up), or
a speed value entered in the IAS/MACH window after TO/GA was
pushed
Display range:
100 – 399 KIAS .400 – .950 Mach
The selected speed displays as the PFD selected speed.
In climb, automatically changes from IAS to Mach at .840 Mach.
IAS/MACH Reference Switch

Push –
Alternately changes IAS/MACH window between IAS and Mach displays (Mach must be 0.4
or greater to switch from IAS to Mach) inoperative when IAS/MACH window is closed.
IAS/MACH Selector
Rotate –
Sets speed in IAS/MACH window and command speed on both PFDs
Inoperative when IAS/MACH window is closed
Push – with VNAV active, alternately opens or closes the IAS/MACH window.
When the window is closed, FMC computed target speed is active and displays on PFDs.
When the window is open, FMC speed–intervention is active and IAS/MACH selector may be used to
set the desired speed.
Lateral Navigation (LNAV) Switch

Push –
Arms, selects, or disarms LNAV as roll mode.
Displays LNAV in white (armed) on both PFDs roll flight mode annunciations when
armed. The previous roll mode remains active
LNAV activates when the airplane is above 50 feet radio altitude and: within 2.5
NM of the active leg
When not within 2.5 NM of the active leg and on an intercept heading to the active
leg, remains armed then activates when approaching the active leg
When active, displays LNAV in green on the PFD roll flight mode annunciation
Selection of LNAV with the airplane not on a heading to intercept the active leg, displays NOT
ON INTERCEPT HEADING in the CDU scratchpad
Selection of LNAV when an active FMC route is not available displays NO ACTIVE ROUTE
in the CDU scratchpad
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LNAV maintains current heading when:
Passing last active route waypoint
Passing last waypoint prior to a route discontinuity
Passing last route offset waypoint
Activating the inactive route or activating an airway intercept and not within LNAV
engagement criteria LNAV deactivated:
By selecting heading hold (HDG HOLD) or track hold (TRK HOLD)
By selecting heading select (HDG SEL) or track select (TRK SEL)
When localizer captures
With dual FMC failure (LNAV may be re–activated if there is an active CDU ALTN NAV
route available) LNAV is disarmed by pushing the LNAV switch a second time, or by arming
LOC or APP.
LNAV Light
Illuminated (green) – the LNAV mode is armed or active.
Vertical Navigation (VNAV) Switch

Push –
Arms, selects, or disarms VNAV as the pitch mode
Displays VNAV in white (armed) on both PFD pitch flight mode annunciations below 400 feet
VNAV activates 400 feet above runway elevation when VNAV selected and the FMC has
insufficient data to provide VNAV guidance (such as the gross weight is invalid or there is no
end–of–descent point in descent) displays PERF/VNAV UNAVAILABLE in the CDU
scratchpad
VNAV SPD, VNAV PTH, or VNAV ALT pitch mode displays in green (active) on the PFD
pitch flight mode annunciation
In VNAV SPD pitch mode, AFDS commands pitch to hold target airspeed. The autothrottle
operates in the THR REF, THR, IDLE, or HOLD mode, as required by phase of flight.
In VNAV PTH pitch mode, the AFDS commands pitch to maintain FMC target altitude or
VNAV path; autothrottle operates in speed (SPD) mode.
In VNAV ALT pitch mode, AFDS commands pitch to maintain MCP selected altitude;
autothrottle operates in speed (SPD) mode.
When selecting VNAV and VNAV commands a descent with the MCP altitude window above
the current airplane altitude, the autopilot maintains the altitude at which VNAV was selected.
When on an instrument approach using VNAV, selecting the missed approach altitude does not
interfere with the VNAV descent when selecting VNAV and VNAV commands a climb with
the MCP altitude window below the current airplane altitude, the autopilot maintains the
altitude at which VNAV is selected.
With the VNAV PTH pitch mode active, the autothrottle operates in the following modes:
For climb or cruise – operates in the speed (SPD) mode.
For descent – operates in the IDLE, HOLD, or speed (SPD) mode.
VNAV pitch guidance available with one engine inoperative VNAV deactivated:
By selecting TO/GA, FLCH SPD, V/S, FPA, ALT or G/S pitch mode.
If dual FMC failure VNAV is disarmed by:
Pushing the VNAV switch a second time, or
Arming APP.
VNAV Light
Illuminated (green) – the VNAV mode is armed or active.
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Flight Level Change (FLCH) Switch
Push –
Selects FLCH SPD pitch mode
FLCH SPD pitch mode displays in green (active) on PFD flight mode Annunciation
When IAS/MACH window closed, it opens to the FMC target speed, if valid. If not
valid, the IAS/MACH window opens to the current speed
When IAS/MACH window open, it displays command speed
When changing from TO/GA to FLCH, IAS/MACH window displays highest value
of current speed or selected speed
AFDS pitch holds selected speed. When selected altitude captured, pitch flight mode
annunciation changes to ALT
• A/T operates in THR, followed by HOLD mode in descent. When selected altitude captured,
A/T mode changes to SPD
A/T advances or retards thrust levers to provide 500 FPM vertical speed for each 1000 feet
altitude change
AFDS attempts to reach the MCP selected altitude within two minutes if able with available
thrust. Otherwise, A/T uses IDLE or CLB thrust to reach the MCP selected altitude
With a higher altitude set in the altitude window, reference thrust limit changes to CLB when
CRZ displayed or to CON with an engine inoperative.
Heading/Track (HDG/TRK) Reference Switch

Push – alternately changes the heading/track window, PFD, and ND selected heading/track references
between heading and track. Also changes PFD roll flight mode annunciations, when the HDG or TRK
mode is active.
Heading/Track Window
Displays selected heading or track; also displayed on PFDs and NDs.
When approach armed, changes to ILS front course at LOC capture.
Displays 360 when power first applied.
Heading/Track Hold (HOLD) Switch

Push –
selects heading hold (HDG HOLD) or track hold (TRK HOLD) roll mode
displays HDG HOLD or TRK HOLD on PFD roll flight mode annunciation
AFDS commands wings level and holds heading or track when wings level
Heading/Track Hold Light

Illuminated (green) – heading/track HOLD mode is active.
BANK LIMIT Selector (outer)

Rotate – sets AFDS commanded bank limit when in the heading select (HDG
SEL) or track select (TRK SEL) roll mode as follows:
AUTO – varies between 15 – 25 degrees, depending on TAS
5, 10, 15, 20, or 25 – selected value is the maximum, regardless of airspeed.
Heading/Track Selector (middle)

Rotate – sets heading or track in the heading/track window and on the PFDs and NDs.
Heading/Track Select (SEL) Switch (inner)
Push –
selects heading select (HDG SEL) or track select (TRK SEL) as roll mode
displays HDG SEL or TRK SEL on PFD roll flight mode annunciation
AFDS controls roll to fly the selected heading or track
bank is limited by bank limit selector
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Vertical Speed/Flight Path Angle (V/S – FPA) Window
Displays selected vertical speed in 100 fpm increments or the selected flight
path angle in 0.1 degree increments.
Display range:
V/S: -8000 to +6000 fpm
FPA: -9.9 to +9.9 degrees
Blank when vertical speed (V/S) or flight path angle (FPA) pitch mode is
not active; display state can be pre-selected by pushing the V/S - FPA
Reference Switch.
Selected vertical speed displays on the PFD vertical speed indication.
Selected flight path angle displays on the PFD attitude indicator.
V/S – FPA Reference Switch

Push – alternately changes vertical speed/flight path angle window and PFD
references between vertical speed and flight path angle. Also changes PFD pitch
flight mode annunciation, when the V/S or FPA mode is active.
V/S – FPA Switch

Push –
selects V/S or FPA pitch mode
displays V/S or FPA on the PFD pitch flight mode annunciation
displays current vertical speed or flight path angle in the vertical
speed/flight path angle window
when selected altitude is reached, the pitch mode changes to ALT
AFDS commands pitch to maintain the vertical speed or flight path angle
displayed in the vertical speed/flight path angle window
when V/S or FPA selected while in FLCH or VNAV, autothrottle activates in speed (SPD)
mode, when armed
V/S – FPA Light

Illuminated (green) – the vertical speed/flight path angle mode is active.
V/S – FPA Selector

UP or DOWN – sets the vertical speed or flight path angle in the vertical speed/flight path angle window
and on both PFDs.
Altitude Window
Displays selected altitude.
The displayed altitude is the reference altitude for altitude alerting and level off.
The altitude range is 0 to 50,000 feet.
Displays 10,000 feet when power is first applied.
Displayed altitude transmitted to ATC.
Altitude Increment Selector (outer)

AUTO –
the altitude selector changes the window display in 100 foot increments
displays the selected BARO minimum as the altitude selector passes
through that altitude. If the BARO minimum is not a 10 foot increment,
displays the next highest 10 foot increment 1000 – the altitude selector
changes the window display in 1,000 foot increments.
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Altitude HOLD Switch
Push –
1. Selects altitude (ALT) pitch mode
2. ALT displays on PFD pitch flight mode annunciation
3. AFDS commands pitch to maintain the altitude when the switch was pushed.
Altitude Hold Light

Illuminated (green) – the altitude hold mode is active.
Altitude Selector (inner)

Rotate – sets altitude in the altitude window and on both PFDs.
Push –
in climb or descent with altitude constraints, each push deletes the next waypoint constraint
between the airplane altitude and the altitude window setting
in climb with no altitude constraints, and the altitude window set above the FMC cruise altitude,
the cruise altitude is changed to the altitude window setting
in cruise:
with the altitude window set above or below FMC cruise altitude, resets the FMC cruise altitude
to the altitude window altitude
when in VNAV PTH or VNAV ALT pitch mode, initiates a climb or descent toward the altitude
window altitude
within 50 NM of the top–of–descent (T/D) point with the altitude window set below cruise
altitude, initiates descend now (DES NOW) feature
Localizer (LOC) Switch

Push –
arms, disarms, or captures localizer (LOC) as the roll mode
displays LOC in white (armed) on the PFD roll flight mode annunciation before
localizer capture; current roll mode remains active until LOC capture
displays LOC in green (active) on the PFD roll flight mode annunciation after
localizer capture
arms AFDS to capture and track inbound on front course
capture point varies based on range and intercept angle
localizer capture can occur when intercept track angle is within 120 degrees of the localizer
course The localizer mode can be disarmed before localizer capture by:
pushing the localizer switch a second time, or
arming or activating LNAV
The localizer mode can be deactivated after localizer capture by:
selecting a roll mode other than LNAV, or
pushing a TO/GA switch, or
disengaging the autopilot and turning both Flight Director switches off, or
pushing the localizer switch a second time above 1,500 feet radio altitude (reverts to the default
roll mode)
Localizer Light
Illuminated (green) – the localizer mode is armed or active.
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Approach (APP) Switch
Push –
arms, disarms, or captures localizer (LOC) as roll mode and glideslope
(G/S) as pitch mode
displays LOC and G/S in white (armed) on PFD roll and pitch flight mode
annunciations prior to localizer and glideslope capture
displays LOC and G/S in green (engaged) on PFD roll and pitch flight mode
annunciations after each one is captured
AFDS captures and tracks localizer and captures the glideslope upon interception
localizer captures when intercept track angle is within 120 degrees of localizer course
glideslope captures when intercept track angle is within 80 degrees of localizer course
The approach mode can be disarmed or deactivated for any status of localizer and/or glideslope by
disengaging the autopilot and turning both Flight Director switches off.
When both localizer and glideslope are armed, the approach mode can be disarmed by selecting APP,
LOC, LNAV, or VNAV.
The approach mode deselects:
by pushing APP when above 1,500 feet radio altitude, or
with localizer captured and glideslope armed, by selecting heading select
(HDG SEL) or heading hold (HDG HOLD), or
with localizer armed and glideslope captured, by selecting any other pitch
mode except VNAV, or
after localizer and glideslope are captured, by selecting TO/GA mode
Approach Light
Illuminated (green) – the approach modes (LOC and G/S) are armed or active.
Display Select Panel

1. Status (STAT) Display Switch
Push – displays status display on selected MFD.
Subsequent pushes –
Displays next page of status messages when additional pages
exist
Lower center MFD blanks when last page of status messages
displayed
Inboard MFDs return to NAV display after last page of status
messages displayed.
2. Cancel/Recall (CANC/RCL) Switch

Push (when EICAS caution or advisory messages displayed) –
Displays the next page of EICAS messages when additional pages exist
Cancels caution and advisory messages when last page displayed; warning, memo, and
communications messages remain displayed
Cancels red box for any engine parameter previously exceeded when displayed parameter no
longer exceeds the limit.
Push (when no EICAS caution or advisory messages displayed) –
Redisplays all caution and advisory EICAS messages, when non-normal condition exists
Displays first page of messages when multiple pages exist
Redisplays red box for parameters previously exceeded.
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Master WARNING/CAUTION Reset Switches and Lights.
1. Master WARNING/CAUTION Reset Switch

Push –
Extinguishes master WARNING lights
Extinguishes master CAUTION lights
Silences the aural that accompanies the EICAS warning
messages:
CABIN ALTITUDE
CONFIG GEAR, if displayed because landing gear not down and locked, any thrust lever at
idle, and radio altitude less than 800 feet
FIRE
HZ-AK11 - HZ-AK22, HZ-AKW
OVERSPEED
PILOT RESPONSE
STABILIZER
2. Master WARNING Light
New EICAS warning message displayed, or
ENGINE FAIL, PULL UP, or WINDSHEAR alert displayed on PFD
3. Master CAUTION Light
Illuminated (amber) – new EICAS caution message displayed.
Alerts on PFD
ENG FAIL (red) – ENGINE FAIL alert is occurring.
PULL UP (red) – PULL UP alert is occurring.
WINDSHEAR (red) –
HZ-AK11 - HZ-AK22, HZ-AKI - HZ-AKW
Predictive WINDSHEAR AHEAD alert or
immediate WINDSHEAR alert is occurring
HZ-AKA - HZ-AKH
• WINDSHEAR alert is occurring
• All other GPWS alerts are inhibited
PFD Flight Mode Annunciations (FMAs)
Note: When first activated, A/T, roll, or pitch mode changes are
emphasized for 10 seconds by a green box drawn around the
mode.
Note: An amber horizontal line displays through the affected

ACTIVE pitch or roll mode when a flight mode fault is detected.
Note: NO AUTOLAND displays on the PFD if failures cause

the system to degrade from multi-channel engage status (LAND
3 or LAND 2) to single channel status during an autoland. The
mode change is emphasized for 10 seconds by an amber box.
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NO AUTOLAND also displays on the PFD if multi-channel approach selected but multi-channel
engage status (LAND 3 or LAND 2) has not been annunciated by 600 feet AGL. Under these conditions,
flare and rollout modes are not armed.
1. Autothrottle Modes (Active)

Displayed (green) –
1. THR 4. IDLE 7. R-SPD
2. THR REF 5. SPD
3. HOLD 6. L-SPD
2. AFDS Roll Modes (Active)

Displayed (green) –
1. HDG HOLD 4. LOC 7. TRK SEL
2. HDG SEL 5. ROLLOUT 8. TRK HOLD
3. LNAV 6. TO/GA 9. ATT
3. AFDS Roll Modes (Armed)

Displayed (white) –
1. LOC 2. ROLLOUT 3. LNAV
4. AFDS Pitch Modes (Active) Displayed (green) –

1. TO/GA 5. VNAV SPD 9. FLCH SPD
2. ALT 6. VNAV ALT 10. FPA
3. V/S 7. G/S
4. VNAV PTH 8. FLARE
5. AFDS Pitch Modes (Armed) Displayed (white) -
1. G/S 2. FLARE 3. VNAV
6. AFDS (Active) Displayed (green) –

1. FLT DIR 2. A/P 3. LAND 3
Displayed (green with white triangles) – LAND

Displayed (amber) – NO AUTOLAND.
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Roll Modes.
Roll annunciations are:
LNAV – rolls to wings level (HDG HOLD or TRK
LNAV (armed) – LNAV is armed to activate HOLD). When the bank angle is greater than
when parameters are met 30 degrees, AFDS rolls to 30 degrees of bank.
LNAV (active) – LNAV activates when LOC –
above 50 feet and in position to turn onto the LOC (armed) – AFDS captures localizer
active route leg. In flight, selection causes when within range and within 120 degrees of
immediate activation if within 2 1/2 nm of the localizer course
active leg LOC (active) – AFDS follows the localizer
course
HDG –
HDG SEL (active) – airplane turns to or TO/GA –
maintains the heading set in the MCP On the ground, TO/GA annunciates by
heading/track window positioning either flight director switch ON
HDG HOLD (active) – AFDS holds present when both flight directors are OFF; or, by
heading. When turning, AFDS holds the pushing either TO/GA switch with airspeed
heading reached after rolling wings level greater than 80 KTS. TO/GA roll guidance
becomes active at lift–off
TRK – In flight, TO/GA is armed when flaps are out
TRK SEL (active) – airplane turns to or of up or glideslope is captured. There is no
maintains the track set in the MCP flight mode annunciation for TO/GA armed.
heading/track window TO/GA is activated in flight by pushing a
TRK HOLD (active) – AFDS holds present TO/GA switch. The roll steering indication
track. When turning, AFDS holds the track provides guidance to maintain the ground
reached after rolling wings level track present at mode engagement
ATT – (active) – ROLLOUT –
when the autopilot is first engaged or the ROLLOUT (armed) – displayed below 1500
flight director is first turned on in flight, feet radio altitude and activates below 2 feet
AFDS holds a bank angle between 5 and 30 ROLLOUT (active) – after touchdown,
degrees and will not roll to wings level. When AFDS uses rudder and nosewheel steering to
the bank angle is less than 5 degrees, AFDS steer the airplane on the localizer centerline.
Pitch Modes lesser of the current airspeed or V2 plus 25

Pitch annunciations are: knots
TO/GA – The IAS/MACH window speed if the

On the ground, TO/GA annunciates by window speed is changed to a speed greater
positioning either flight director switch ON when than the target speed.
both flight directors are OFF; or, by pushing
either TO/GA switch with airspeed greater than Note: AFDS uses the speed set in the IAS/MACH
80 knots. The flight director PFD pitch bar window for V2.
indicates an initial pitch of eight degrees up.
TO/GA pitch guidance becomes active at lift-off. In flight, TO/GA is armed when flaps are out
After lift-off, the AFDS commands a pitch of up or glideslope is captured.
attitude to maintain:
A target speed of V2 plus 15 knots or the When a go–around is initiated, the command
airspeed at rotation (pitch attitude greater speed is the MCP IAS/MACH window or current
than two degrees) plus 15 knots, whichever is airspeed, whichever is higher, to a maximum of
greater the IAS/MACH window speed plus 25 knots. GA
If current airspeed exceeds the target speed displays as the thrust limit on the primary EICAS
for 5 seconds, the target speed is reset to the engine display.
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VNAV – decent, VNAV is armed and the airplane
VNAV is armed by pushing the VNAV switch descent path subsequently intercepts the
(the light illuminates and VNAV is annunciated VNAV descent path, VNAV activates in
on the PFD pitch mode annunciation in white VNAV PTH.
characters below the current pitch mode).
VNAV activates at 400 feet and provides pitch V/S (active) – pushing the MCP VS/FPA switch
commands to maintain the FMC computed opens the vertical speed window to display the
airspeed/path: current vertical speed. Pitch commands maintain
VNAV SPD (active) – AFDS maintains the rate of climb or descent set in the VS/FPA
the FMC speed displayed on the PFD window.
and/or the CDU CLIMB or DESCENT
pages. If speed intervention is selected, FPA (active) – pushing the MCP VS/FPA switch
the MCP IAS/MACH selector is used to opens the flight path angle window to display the
manually select the speed. current flight path angle. Pitch commands
maintain the flight path angle set in the VS/FPA
VNAV PTH (active) – AFDS maintains window.
FMC altitude or descent path with pitch FLCH SPD (active) – pushing the MCP FLCH
commands. If the MCP altitude window switch opens IAS/MACH window (if blanked).
remains set to the current cruise altitude Pitch commands maintain IAS/MACH window
and the airplane is within two minutes of airspeed or Mach.
the top of descent, the CDU scratchpad
message RESET MCP ALT displays ALT (active) – altitude hold mode is activated by:
4.20.7 Pushing the MCP altitude HOLD switch,
or
VNAV ALT (active) – when a conflict Capturing the selected altitude from a
occurs between the VNAV profile and V/S, FPA, or FLCH climb or descent.
the MCP altitude, the airplane levels and
the pitch flight mode annunciation G/S (active) – AFDS follows the ILS glideslope.
becomes VNAV ALT. The airplane FLARE (armed) – during autoland, FLARE
maintains altitude. To continue the climb displays below 1500 feet RA.
or descent, change the MCP altitude and
push the altitude selector or change the FLARE (active) – during autoland, flare
pitch mode. activates between 60 and 40 feet RA.
If an early descent is desired, FLCH, V/S, FLARE deactivates at touchdown and smoothly
or FPA may be selected to descend below lowers the nosewheel to the runway.
the VNAV descent path. If, during the
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Autothrottle Disconnect and TO/GA Switches

Takeoff/Go-around (TO/GA) Switches
On the ground:
Push –
Below 50 knots and flaps out of up, activates autothrottle in THR REF
mode at reference thrust limit selected on THRUST LIMIT page. If not
pushed below 50 knots, autothrottle operation is inhibited until reaching
400 feet altitude
Pushing either switch above 80 knots disarms LNAV and VNAV
In flight:
Push (after lift-off with takeoff reference thrust limit displayed) –
Removes takeoff and climb de-rates and assumed temperature thrust reduction.
A/T in HOLD, activates A/T in THR REF mode
Disarms LNAV and VNAV, if armed
Between 50 feet and 400 feet, selects TO/GA roll mode
Above 400 feet, selects TO/GA roll and pitch modes
Push (on approach with flaps out of up or glideslope captured) –

Activates autothrottle in THR mode with GA reference thrust limit displayed
Selects TO/GA roll and pitch modes
With no A/P or F/D active, activates A/T in THR REF
HZ-AK11 - HZ-AK22
Arms or activates LNAV if an LNAV path is available
Second push (go-around active with flaps out of up, LNAV armed, TO/GA roll and pitch mode)
- activates autothrottle in THR REF using GA reference thrust, or
Second push (go-around active with flaps out of up, LNAV active, TO/GA pitch mode) -
activates autothrottle in THR REF using GA reference thrust, roll mode remains LNAV, or
Second push (go-around active with flaps out of up, HDG SEL or HDG HOLD active, TO/GA
pitch mode) - activates autothrottle in THR REF using GA reference thrust, selects TO/GA roll
and pitch modes.
Autothrottle Disconnect Switches

Push (either switch) –
Disconnects autothrottle (both left and right)
Illuminates Master Caution lights
Displays EICAS message AUTOTHROTTLE DISC
If autothrottle automatically disconnects, resets Master Caution lights and EICAS message.
Second push – resets Master Caution lights and EICAS message. Autothrottle remains armed.
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Transponder Panel
1. Transponder (XPNDR) Selector

L – selects left transponder.
R – selects right transponder
2. Altitude (ALT) SOURCE Selector NORM

(normal) – selects ADIRU as source for altitude
reporting.
ALTN (alternate) – selects SAARU as source for
altitude reporting.
3. Transponder Code Selectors ALT RPTG (altitude reporting) OFF –

Rotate – Sets transponder code in transponder • transponder enabled in modes A and S
• altitude reporting disabled
4. Transponder Code Window XPNDR (transponder) –
ATC L, ATC R – transponder selected. • transponder enabled in modes A, C, and S
Displays transponder code. • in flight, altitude reporting enabled
5. Transponder Mode Selector 6. Identification (IDENT) Switch

STBY (standby) – transponder not active. Push – transmits an identification signal.
Weather Radar Panel

1. Mode Selector
Rotate – Selects mode and controls display on NDs.
TEST –
tests weather radar system operation
without transmitting
displays test pattern and any fault message
on ND with WXR selected (except in
PLAN, CTR VOR, and CTR APP modes)
when on the ground, selecting WXR on the
Turbulence display available with display ranges of
EFIS control panel and TEST on the
40 miles or less.
weather radar control panel activates an 8
Note:
second test. Initially, the EICAS alert
Turbulence detection requires presence of detectable
message WINDSHEAR SYS displays.
precipitation. Clear air turbulence cannot be
Next, the amber WINDSHEAR
detected by radar.
annunciation displays and the aural
MAP – displays ground returns at selected gain
MONITOR RADAR DISPLAY sounds.
level.
Finally, the red WINDSHEAR
annunciation displays and the aural GO 2. GAIN Control
AROUND WINDSHEAR AHEAD, and Rotate – sets receiver sensitivity in WX,WX/TURB,
then WINDSHEAR AHEAD, and MAP modes.
WINDSHEAR AHEAD sounds AUTO (automatic) – maintains optimum receiver
sensitivity.
the test pattern remains displayed until
WXR is selected off on the EFIS control 3. TILT Control
panel, another mode is selected on the Rotate clockwise – radar antenna tilts up to selected
Mode Selector, or an actual PWS alert is degrees from horizon.
detected. The source of any faults displays Rotate counterclockwise – radar antenna tilts down
in the weather radar tilt field on the ND. to selected degrees from horizon.
WX (weather) – displays weather radar returns at
selected gain level. 4. System (SYS) Switch
WX/TURB (turbulence) – displays weather radar Selects R/T for operation.
returns and turbulence. L or R – selects desired R/T.
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1. Captain’s Mode Selector
Map – displays full coverage ground map.
AUTO – displays weather presentation.
MAN – displays constant altitude weather presentation.
2. Altitude Selector
Rotating clockwise raises the layer of weather return by
1000 feet per click.
Rotating counterclockwise lowers the layer of weather
return by 1000 feet per click. Active when MAN mode
selected.
3. Gain Selector
Rotate to vary the weather presentation gain. CAL position automatically sets standard thresholds. In AUTO or
MAN mode, rotating the selector toward MIN reduces precipitation intensity thresholds requiring greater intensity
precipitation levels to display in red. Rotating the selector toward MAX increases precipitation intensity
thresholds allowing lesser intensity precipitation levels to display in red. MAX gain should only be used at cruise
altitudes to help see less reflective frozen storm tops.
4. System Selector
Rotate – selects left or right radar system. When changing the selection, display of weather data may be slightly
delayed. This is due to refreshing the radar memory buffer.
TEST – with WXR selected on at least one EFIS Control panel, places radar system in test mode. When selecting
TEST, weather radar panel lighting increases to full bright, dims, then returns to the brightness setting selected
prior to selecting TEST.
Time TEST Selected Approximately 2 Seconds Approximately 4 Seconds Approximately 6 Seconds
PWS FAIL/INOP On OFF ("ON" if failure detected)
Amber WINDSHEAR on Red WINDSHEAR on both
PWS VISUAL ALERTS Off
both NDs NDs and PFDs
"Go Around,
Tone "Monitor Radar Windshear Ahead,
PWS AURAL ALERTS None
Display" Windshear Ahead,
Windshear Ahead"
DISPLAY Normal Test Pattern (No PWS Icon)
No fault indications shown after completion of the Right (R) – selects number two
test sequence indicates full radar system operation transmitter/receiver for normal weather operation.
is available. 5. First Officer’s Mode Selector
Map – displays full coverage ground map.
Left (L) – selects number one transmitter/receiver AUTO – displays weather presentation.
for normal weather operation. MAN – displays constant altitude weather
presentation.
Windshear predicted close to and directly ahead of airplane. Enabled during takeoff, below 1,200 feet radio
altitude.
Windshear predicted within 1.5 miles and directly

ahead of the airplane. Enabled during approach,
below 1,200 feet radio altitude.
Excessive windshear detected by GPWS. Enabled

below 1,500 feet radio altitude. GPWS windshear
detection begins at rotation.
Windshear position displayed by PWS symbol on the

ND in MAP, MAP CTR, VOR, or APP modes only.
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1. PWS Symbol
Displayed (red and black) –
2. 2 PWS Radials
Displayed (amber) –
• PWS alert is occurring
• extend from PWS symbol to help locate windshear
event
3. WINDSHEAR Annunciation
WINDSHEAR (amber) – PWS caution alert is occurring.
WINDSHEAR (red) – PWS warning alert is occurring.
Displayed in all navigation display modes.
1. Traffic Targets
Indicates relative position of traffic.
filled red square indicates a resolution advisory
(RA). An RA is a prediction that
another airplane will enter the
TCAS conflict airspace within
approximately 20 to 30 seconds. If altitude data from
the other airplane is not available, no RA can be
provided.
filled amber circle indicates a traffic advisory (TA)

A TA is a prediction another
aircraft will enter the conflict
airspace in 25 to 45 seconds. TAs
assist the flight crew in establishing visual contact with the other aircraft.
filled white diamond indicates proximate traffic

Proximate traffic is another airplane that is neither an RA or a TA but is within:
Six miles
1,200 feet vertically.
unfilled white diamond indicates other traffic

Other Traffic aircraft is an aircraft that is within the ND display limits but is
neither a RA, a TA, or proximate traffic aircraft
number is relative altitude of traffic in hundreds of feet; not displayed when altitude unknown
vertical motion arrow indicates traffic climbing or descending at 500 feet per minute or greater; not
displayed for vertical motion less than 500 feet per minute
2. TCAS Mode Annunciations

TFC (cyan) –
• TCAS traffic display enabled
• TCAS traffic displayed in MAP, MAP CTR, APP, and VOR modes
TA ONLY (cyan) –
• TCAS cannot provide RAs
• all traffic that would have been RAs are predicted as TAs
3. OFFSCALE Message
Displayed (red) – RA is beyond selected map range
Displayed (amber) – TA is beyond selected map range
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4. TCAS No Bearing Messages
RA (red) – data tag displayed for no-bearing RA.
TA (amber) – data tag displayed for no-bearing TA.
Data tag contains distance, altitude, and vertical motion arrow.
5. TCAS/Weather Radar Range Arcs

Displayed when TCAS or weather radar selected; replace range scale tics.
6. TCAS Three Mile Ring

Displayed when TCAS selected and range selected is less than 80 miles.
TCAS Alert Message TRAFFIC
Displayed:
• in all ND modes and ranges
• whether TCAS traffic is displayed or not
Flight Deck Access System Switch

OFF - removes electrical power from door lock.
NORM (Normal) - flight deck access system configured for flight.
LOCK FAIL Light

Illuminated (amber) - Flight Deck Door Lock selector in AUTO and
door lock has failed or Flight Deck Access System switch in OFF.
AUTO Unlock (UNLK) Light
Illuminated (amber) - correct emergency access code entered in
keypad. AUTO
UNLK light flashes and continuous chime sounds before timer expires and door unlocks.
Takeoff and Landing Configuration Warning System

The takeoff and landing configuration warning system alerts the crew that the airplane is not configured
for normal takeoff or normal landing.
Takeoff Configuration Warnings

The respective EICAS warning message CONFIG is displayed if:
Airplane is on the ground, and
FUEL CONTROL switches are in RUN position, and
Either engine thrust is in takeoff range, and
Thrust reversers are not unlocked or deployed, and
HZ-AK11 - HZ-AK22
airspeed is less than V1, or airspeed is less than 80 knots for EICAS warning message
CONFIG GEAR STEERING, and
HZ-AKA - HZ-AKW
Airspeed is less than V1, and any of the following configurations exist;
1. Any door not closed, latched, and locked, or
2. Flaps or Slats not in takeoff position, or
3. Main gear steering not locked, or
4. Parking brake set, or
5. Rudder trim not centered, or
6. SPEED BRAKE lever not in DOWN detent, or
7. Stabilizer trim not in green band.
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Landing Configuration Warning
The landing configuration warning system alerts the crew the landing gear is not extended for landing.
The EICAS warning message CONFIG GEAR is displayed if:
The airplane is in flight, and
Any landing gear is not down and locked, and
Any of the following configurations exist;
Either Thrust lever closed and radio altitude less than 800 feet, or
FLAP lever in landing position
If the message is displayed because a Thrust lever is closed at low radio altitudes, the message remains
displayed until the Thrust levers are advanced or landing gear is down and locked.
If the message is displayed because the FLAP lever is in landing position, the message remains
displayed until the landing gear is down and locked or the GND PROX GEAR OVRD switch is pushed.
Speedbrake Lever Extend Beyond ARM During Climb

HZ-AK11 - HZ-AK22
In flight, the EICAS warning message CONFIG SPOILERS is displayed if:
the SPEEDBRAKE lever is extended beyond ARMED, and
climb or higher thrust is set on either thrust levers
The message remains displayed until:
the SPEEDBRAKE lever is DOWN or at ARMED, or
both thrust levers are set below climb thrust.
Engine Indication and Crew Alerting System (EICAS)

EICAS consolidates engine and airplane system indications and is the primary means of displaying
system indications and alerts to the flight crew. The most important indications are displayed on EICAS
which is normally displayed on the upper center display.
System Alert Level Definitions

Time Critical Warnings
Non-normal operational condition
Requiring immediate crew awareness and corrective action to maintain safe flight. Master warning
lights, voice alerts, and ADI indications or stick shakers announce time critical conditions.
Warnings
Non-normal operational or system condition
Requiring immediate crew awareness and corrective action.
Cautions
Requiring immediate crew awareness. Corrective action may be required.
Advisories
Requiring routine crew awareness. Corrective action may be required.
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MCP Selected Altitude Alert
Altitude alerting is provided when approaching or departing the altitude selected in the MCP altitude
window.
Approaching MCP Selected Altitude
At 900 feet prior to reaching the selected altitude a highlighted white box is displayed around the
selected altitude and the current altitude on the PFD. The highlights are no longer displayed when within
200 feet of the selected altitude.
Departing MCP Selected Altitude
When departing the selected altitude by 200 feet, the EICAS alert message ALTITUDE ALERT is
displayed, and a highlighted amber box is displayed around the current altitude. The message and amber
highlight is no longer displayed when:
Subsequently re approaching to within 200 feet of the selected altitude, or
A new MCP altitude is selected, or
Departing more than 900 feet from the selected altitude.
MCP Selected Altitude Alert Inhibits

MCP selected altitude alerts are inhibited when:
glideslope captured, or
landing flaps selected and landing gear down and locked.
Crew Alertness Monitor

The FMC continuously monitors switch action on the MCP, EFIS control panel, display select panel,
CDUs, and radio transmitter microphone switches. When a predefined time elapses after the last switch
action was detected, the EICAS alert message PILOT RESPONSE is displayed.
The message is inhibited:
Below 20,000 feet, during climb, and when flaps are not up.
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1. Checklist Icon
When checklist with procedural steps,
notes, or other information of which
the crew must be made aware exists
for respective message.
No longer displayed when checklist
complete
No longer displayed when inhibited by
checklist of another message
2. RECALL Indication
When CANC/RCL switch pushed
Remains displayed for one second after
switch released. 7. Memo Messages
3. Warning Messages Reminder of selected state of controls
Displayed (red) – or systems
Highest priority alert messages Cannot be canceled by pushing the
Red alert messages remain displayed CANC/RCL switch
and cannot be canceled by pushing the EICAS alert messages have display
CANC/RCL switch. priority over memo messages; some or
all memo messages not displayed on
4. Caution Messages current EICAS message page if
Displayed (amber) – insufficient message lines are
Next highest priority alert messages available below alert messages
after warning messages
Amber alert messages can be canceled 8. STATUS Cue
or recalled by pushing the Displayed (cyan) –
CANC/RCL switch New status message exists
No longer displayed when status
5. Advisory Messages display selected
Displayed (amber) – Inhibited from beginning of first engine
Lowest priority alert messages; start until 30 minutes after lift-off
indented one space
Amber alert messages can be canceled 9. Page (PG) Number
or recalled by pushing the Displayed (white) –
CANC/RCL switch More than one page of alert or memo
messages exists
Indicates number of page selected
6. Communication Messages
Displayed (white) – 10. ENGINE Exceedance Cue
Prefaced with white dot Displayed (cyan) –
COMM low messages indented one Engine parameter on secondary engine
space display is exceeded
Cannot be canceled by pushing the Displayed until displayed parameter
CANC/RCL switch returns to normal operating range
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1. N1 Red Line
Displayed (red) – N1 RPM operating limit.
2. Reference/Target N1
Displayed (green) – reference N1 limit.
Displayed (magenta) – target FMC
commanded N1 when VNAV is engaged
and:
The autothrottle is engaged in THR or THR 6. Reference N1
REF mode, or Displayed (digital, green).
The autothrottle is not engaged.
7. N1
3. Commanded N1 Digital N1% RPM, displayed:
Displayed (white). (white) – normal operating range
Displayed (red) – operating limit reached.
4. Commanded N1 Sector
Displays momentary difference between 8. N1 Indication
engine N1 and N1 commanded by thrust N1 RPM, displayed:
lever position. (white) – normal operating range
5. Maximum N1 Line Displayed (red) – operating limit reached.
Displayed (amber).
1. EGT Red Line

Displayed (red) – maximum takeoff EGT
limit.
2. EGT Amber Band
Displayed (amber) – maximum continuous
EGT limit.
3. EGT Start Limit Line

Displayed (red): 5. EGT Indication
with the FUEL CONTROL switch in Displayed:
CUTOFF, or (white) – normal operating range
With the N2 RPM below idle. (amber) – maximum continuous limit
4. EGT reached
EGT (degrees C), displayed: (red) – maximum start or takeoff limit
(white) – normal operating range reached.
(amber) – maximum continuous limit
reached.
(red) – maximum start or takeoff limit
reached.
1. In-Flight Start Envelope
Displayed (magenta) – airspeed range for an in-
flight start at the current flight level or maximum
flight level (whichever is less) when the
respective engine fire switch is in and:
A FUEL CONTROL switch is in CUTOFF, or

Engine N2 RPM is below idle.
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8 February 2015
‫‪TOC‬‬
‫الحمد هلل كما ينبغي لجالل وجهه وعظيم سلطانه‬

‫‪TOC‬‬
‫‪Jabir J. Al Harbi‬‬ ‫‪Page 75‬‬

‫‪8 February 2015‬‬
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Maneuvers – Non-Normal Maneuvers
Rejected Takeoff
The Captain has the sole responsibility for the decision to reject the takeoff. The decision must be made
in time to start the rejected takeoff maneuver by V1. If the decision is to reject the takeoff, the Captain
must clearly announce “REJECT,” immediately start the rejected takeoff maneuver, and assume
control of the airplane. If the First Officer is making the takeoff, the First Officer must maintain control
of the airplane until the Captain makes a positive input to the controls.
Prior to 80 knots, the takeoff should be Above 80 knots and prior to V1, the
rejected for any of the following: takeoff should be rejected for any of the
following:
activation of the master caution system fire or fire warning

system failure(s) engine failure
unusual noise or vibration predictive windshear warning
tire failure if the airplane is unsafe or unable to fly
abnormally slow acceleration
takeoff configuration warning
fire or fire warning
engine failure
predictive windshear warning
if a side window opens
if the airplane is unsafe or unable to fly
During the takeoff, the crew member observing the non-normal situation will immediately call it out
as clearly as possible.
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Crew actions during rejected takeoff:
Captain First Officer
Without delay: Verify actions as follows:
Simultaneously close thrust levers, Thrust levers closed.

disconnect autothrottles, and apply Autothrottles disconnected.
maximum manual wheel brakes or verify Maximum brakes applied.
operation of RTO autobrakes. Verify speedbrake lever UP and call
If RTO autobrakes is selected, monitor system “SPEEDBRAKES UP.” If speedbrake
performance and apply manual lever not UP call “SPEEDBRAKES
wheel brakes if the AUTOBRAKE message is NOT UP.”
displayed or deceleration is not adequate. Reverse thrust applied.
Raise speedbrake lever. When both REV indication(s) are
Apply the maximum amount of reverse thrust green, call “REVERSERS NORMAL”
consistent with conditions. If there is no REV indication(s) or the
Continue maximum braking until indication(s) stay amber, call “NO
certain the airplane will stop on the runway. REVERSER LEFT ENGINE”, or “NO
REVERSER RIGHT ENGINE” or
“NO REVERSERS”
Call out any omitted action items.
Field length permitting: Call out 60 knots.
Initiate movement of the reverse thrust levers to Communicate the reject decision to the control
reach the reverse idle detent by taxi speed. tower and cabin as soon as practical.
When the airplane is stopped, perform procedures as required.

Review Brake Cooling Schedule for brake cooling time and precautions (refer to the Performance
Inflight chapter).
Consider the following:
the possibility of wheel fuse plugs melting
the need to clear the runway
the requirement for remote parking
wind direction in case of fire
alerting fire equipment
not setting the parking brake unless passenger evacuation is necessary
advising the ground crew of the hot brake hazard
advising passengers of the need to remain seated or evacuate
completion of Non-Normal
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GPWS Warning
Accomplish the following maneuver for any of these conditions:

HZ-AK11 - HZ-AK22
• activation of the “PULL UP”, “OBSTACLE OBSTACLE PULL UP”, or “TERRAIN
TERRAIN PULL UP” warning
HZ-AKA - HZ-AKW
• activation of the “PULL UP”, or “TERRAIN TERRAIN PULL UP” warning
• other situations resulting in unacceptable flight toward terrain
Pilot Flying Pilot Monitoring
• Disengage autopilot • Assure maximum* thrust

• Disconnect autothrottle(s) • Verify all required actions have been
• Aggressively apply maximum* thrust completed and call out any omissions
• Simultaneously roll wings level and
rotate to an initial pitch attitude of 20°
• Retract speedbrakes
• If terrain remains a threat, continue
rotation up to the pitch limit indicator or
stick shaker or initial buffet
• Do not change gear or flap configuration Monitor vertical speed and altitude (radio
until terrain separation is assured altitude for terrain clearance and barometric
• Monitor radio altimeter for sustained or altitude for a minimum safe altitude)
increasing terrain separation • Call out any trend toward terrain
• When clear of the terrain, slowly contact
decrease pitch attitude and accelerate
Traffic Avoidance
Immediately accomplish the following by recall whenever a TCAS traffic advisory (TA) or resolution
advisory (RA) occurs.
For TA:
Look for traffic using traffic display as a guide. Call out any conflicting traffic
If traffic is sighted, maneuver if needed.
For RA, except a climb in landing configuration:

WARNING: A DESCEND (fly down) RA issued below 1000 feet AGL should not be followed.

If maneuvering is required,
• disengage the autopilot and disconnect the
autothrottle.
• Smoothly adjust pitch and thrust to satisfy
the RA command.
• Follow the planned lateral flight path unless
visual contact with the conflicting traffic
requires other action.
Attempt to establish visual contact. Call out any conflicting traffic.
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Climb RA in landing configuration:

Disengage the autopilot and disconnect the
autothrottle. Verify
• Advance thrust levers forward to ensure • maximum thrust set.
maximum thrust is attained and call for • Position flap lever to 20 detent.
• FLAPS 20.
• Smoothly adjust pitch to satisfy the RA
command.
• Follow the planned lateral flight path unless
visual contact with the conflicting traffic
requires other action.
• Verify a positive rate of climb on the Verify a positive rate of climb on the altimeter and
altimeter and call "GEAR UP." call
• "POSITIVE RATE."
• Set landing gear lever to UP.
Attempt to establish visual contact. Call out any conflicting traffic.
Upset Recovery
An upset can generally be defined as unintentionally exceeding the following conditions:

• pitch attitude greater than 25 degrees nose up, or
• pitch attitude greater than 10 degrees nose down, or
• bank angle greater than 45 degrees, or
• within above parameters but flying at airspeeds inappropriate for the conditions
The following techniques represent a logical progression for recovering the airplane. The sequence of
actions is for guidance only and represents a series of options to be considered and used depending on
the situation. Not all the actions may be necessary once recovery is underway. If needed, use pitch trim
sparingly. Careful use of rudder to aid roll control should be considered only if roll control is ineffective
and the airplane is not stalled.
These techniques assume that the airplane is not stalled. A stalled condition can exist at any attitude and
may be recognized by continuous stick shaker activation accompanied by one or more of the following:
• buffeting, which could be heavy at times
• lack of pitch authority and/or roll control
• inability to arrest descent rate
If the airplane is stalled, recovery from the stall must be accomplished first by applying and maintaining
nose down elevator until stall recovery is complete and stick shaker activation ceases.
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Nose High Recovery

• Recognize and confirm the situation.
• Disengage autopilot and disconnect
autothrottle Call out attitude, airspeed and altitude throughout the
• Apply as much as full nose down elevator recovery
• *Apply appropriate nose down stabilizer • Verify all required actions have been
trim completed and call out any omissions
• Reduce thrust
• *Roll (adjust bank angle) to obtain a nose
down pitch rate
• - when approaching the horizon, roll to wings
level
• - check airspeed and adjust thrust
• - establish pitch attitude
• Complete the recovery:
Nose Low Recovery

• Recognize and confirm the situation.
• Disengage autopilot and disconnect
autothrottle Call out attitude, airspeed and altitude throughout the
• Recover from stall, if required recovery
• *Roll in the shortest direction to wings level • Verify all required actions have been
(unload and roll if bank angle is more than completed and call out any omissions
90 degrees)
• Recover to level flight:
• - apply nose up elevator
• - *apply nose up trim, if required
• - adjust thrust and drag as required
Windshear
Windshear Caution
For predictive windshear caution alert: (“MONITOR RADAR DISPLAY” aural)

• Maneuver as required to avoid the windshear
Windshear Warning
Predictive windshear warning during takeoff roll: (“WINDSHEAR AHEAD, WINDSHEAR

AHEAD” aural)
• Prior to V1, reject takeoff
• After V1, perform the Windshear Escape Maneuver
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Windshear encountered during takeoff roll:
• If windshear is encountered prior to V1, there may not be sufficient runway remaining to stop
if an RTO is initiated at V1. At VR, rotate at a normal rate toward a 15 degree pitch attitude.
Once airborne, perform the Windshear Escape Maneuver.
• If windshear is encountered near the normal rotation speed and airspeed suddenly decreases,
there may not be sufficient runway left to accelerate back to normal takeoff speed. If there is
insufficient runway left to stop, initiate a normal rotation at least 2,000 feet before the end of
the runway even if airspeed is low.
• Higher than normal attitudes may be required to lift off in the remaining runway. Ensure
maximum thrust is set.
• Predictive windshear warning during approach: (“GO-AROUND, WINDSHEAR AHEAD”

aural)
• perform Windshear Escape Maneuver or, at pilot’s discretion, perform a normal go-around
Windshear encountered in flight:
• perform the Windshear Escape Maneuver

Note: The following are indications the airplane is in windshear:
• windshear warning (two-tone siren followed by
“WINDSHEAR,WINDSHEAR,WINDSHEAR”) or
• unacceptable flight path deviations
Note: Unacceptable flight path deviations are recognized as uncontrolled changes from normal steady
state flight conditions below 1000 feet AGL, in excess of any of the following:
• 15 knots indicated airspeed

• 500 FPM vertical speed
• 5 degrees pitch attitude
• 1 dot displacement from the glideslope
• unusual thrust lever position for a significant period of time
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8 February 2015
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Windshear Escape Maneuver
MANUAL FLIGHT
• Disengage autopilot • Assure maximum* thrust
• Push either TO/GA switch • Verify all required actions have been
• Aggressively apply maximum* thrust completed and call out any omissions
• Disconnect autothrottle(s)
• Simultaneously roll wings level and rotate
toward an initial pitch attitude of 15°
• Follow flight director TO/GA guidance (if
available)
AUTOMATIC FLIGHT
• Press either TO/GA switch** • Assure maximum* thrust
• Verify TO/GA mode annunciation • Verify all required actions have been
• Verify thrust advances to GA power completed and call out any omissions
• Monitor system performance***
• Do not change gear or flap configuration • Monitor vertical speed and altitude
until windshear is no longer a factor • Call out any trend toward terrain contact,
• Monitor vertical speed and altitude descending flight path, or significant
• Do not attempt to regain lost airspeed until airspeed changes
windshear is no longer a factor
Note: Aft control column force increases as the airspeed decreases. In all cases, the pitch attitude that
results in intermittent stick shaker or initial buffet is the upper pitch attitude limit. Flight at intermittent
stick shaker may be required to obtain positive terrain separation. Smooth, steady control will avoid a
pitch attitude overshoot and stall.
Note: * Maximum thrust can be obtained by advancing the thrust levers full forward if the EECs are in
the normal mode. If terrain contact is imminent, advance thrust levers full forward.
Note: ** If TO/GA is not available, disconnect autopilot and autothrottle(s) and fly manually.
WARNING: *** Severe windshear may exceed the performance capability of the AFDS. The pilot
flying must be prepared to disconnect the autopilot and autothrottle(s) and fly manually.
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8 February 2015

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Prepared by Captain Jabir Al-Harbi

Your kind inputs are more than welcomed. alharbijj@hotmail.com

Aileron Trim Switches Bleed Isolation Switches

Air Cleaner Selector Brake Accumulator Pressure Indicator

Air Conditioning Reset Switch Bus Tie Switches

Air Data Attitude Source Switch C. Cancel/Recall Switch

Jabir J. Al Harbi Page 2

Jabir J. Al Harbi Page 3

P. Pack Switches TCAS

Page Number Thrust Asymmetry Compensation

Passenger Oxygen Switch Thrust Control Malfunction Protection

PFD Flight Mode Annunciations Time Critical Warnings

Pitch Modes TO/GA Switches

Primary Flight Computers TO/GA Switches

Roll Modes V/S – FPA Switch

Rudder Trim Indicator VNAV Switch

Rudder Trim Selector Vertical Speed/FPA Window

Rudder/Brake Pedals Voice Recorder Switch

S. SAARU W. Warning Messages

Speedbrake Lever Warnings

Speedbrake Lever Extend Beyond Arm Weather Radar Panel

Stabilizer Cutout Switches Wheel to Rudder Cross–Tie

Stabilizer Position Indicator Wind Limits

Standby Airspeed Indicator Window Heat Switches

Jabir J. Al Harbi Page 4

Maneuvers – Non-Normal Maneuvers index page

Climb RA in landing configuration

Crew actions during rejected takeoff

Nose High Recovery

Nose Low Recovery

Windshear encountered during takeoff roll

Windshear encountered in flight

Windshear Escape Maneuver

Jabir J. Al Harbi Page 5

Jabir J. Al Harbi Page 6

Jabir J. Al Harbi Page 7

Do not operate HF radios or weather radar during Engine Anti-ice System

Jabir J. Al Harbi Page 8

Low Weather Minima Operations In-flight Operations

Jabir J. Al Harbi Page 9

Jabir J. Al Harbi Page 10

Jabir J. Al Harbi Page 11

Aborted Engine Start L, R

Dual Eng Fail / Stall

Condition: Engine speed for both engines is below idle.

Condition: During a ground start, one of these occurs:

1. FUEL CONTROL switch (affected side) . . . . . . .. . . . . . . . . CUTOFF

Engine indications are abnormal

1. A/T ARM switch (affected side) . . . Confirm . . . . . . . . . . . . . .. . . OFF

Jabir J. Al Harbi Page 12

Eng Svr Damage/Sep L, R

1. A/T ARM switch (affected side) . . . . . . Confirm. . . . . . . . . . OFF

1. Don the oxygen masks.

Jabir J. Al Harbi Page 13

1. STAB cutout switches (both) . . . . . ……………………….. . CUTOUT

Jabir J. Al Harbi Page 14

Note: The ON BAT light illuminates when the ADIRU switch is

The ADIRS provides:

The major components of ADIRS are

Air Data Inertial Reference Unit (ADIRU)

Jabir J. Al Harbi Page 16

PRIMARY FLIGHT COMPUTERS Disconnect (DISC) Light

The following functions are not available in the secondary mode: