Apr 23, 1982 176.100 110 OPERATING INFORMATION 176.000 p 4 Contents Introduction. The Goal Definitions Chapter Organization Command and Control Concepts Management Crew Concept Standardization Normal Checklist Normat Operation, Pretakeot{ Dispatch Preparation The Captain's Briefing Takeoff Computations Required Papers Required Charts Engineer's Pretight jeneral Preflight Inspection Fuel Load Verification Paperwork Monitoring Panop Flight with No Flight Attendants Crew Management Cabin Report Starting Engines Aborting A Start Operational Variations External Air Supply Start Crossbleed Start Battery Start High-Altitude or High Temperature Start Weigh! and Balance Pretax Taxi Steering Braking One: and Two-Engine Taxi Systems Management Airconditioning System Fuel 176.000 p 1an Am 727 Act Cpeniog Manus 176.000 p 2_ OPERATING INFORMATION Contents 176.000 p 2 176.120 130 p4 Nov 17, 1980 Normal Operation, Takeotf Crew Management Pretakeoff Announcement Takeoff Considerations Takeoff and Departure Briefing Checklist Airplane Cont Takeoff Positioning Applying Takeoff Thrust Ground Roll through initial Climb Standard Takeoff and Departure Climb Noise-Restricted Takeott and Depar- ture Climb Systems Management Landing Lights Packs for Takeoff Airconditioning and Pressurization Flaps Compass Ignition Yaw Damper Landing Gear Flight Director No Smoking Sign Operational Variations Crosswind Takeoft Rough-Field Takeott Reduced-Thrust Takeoff Normal Operation, Climb Crew Management Callouts During Climb Checklist Airplane Control Climb Speed Setting Climb Thrust ‘Systems Management Airconditioning and Pressurization Fuel System Operation Variations ‘Low-Speed Turbulence Maximum-Angle Climbs‘pe A 27 ALeah gating Man Nov 17, 1980 176.140 pd 150 p1 160 2 OPERATING INFORMATION 178.000 p 3 Contents Normal Operation, Cruise Crew Management Airplane Contro! Altitude Selection Buffet Boundary Cruise Thrust and Instrumentation Airplane Trim Speed Cruise Performance and Economy Step-Climb Minimum Top-ot-Descent Fue! Fuel Score Fuel Gage Score Turbulence ‘Autopilot Unplanned Penetration Procedures Planned Penetration ‘Systems Management Pneumatic Pressurization Electronic Pressurization Manual Fuel Tracking ‘Normal Operation, Descent Crew Management In-Range Call to Panop Approach Briefing During Descent Landing Bugs Setting Altimeter Bugs for Approach Callouts Airplane Control Normal Descent Descent Variations Thrust Systems Management Airconditioning and Pressurization Fuel System Flight Director Operational Variations Holding Normal Operation, Approach Crew Management ‘Scan Policy Approach Duties ‘Checklists 176.000 p 3176.000 p4_ OPERATING INFORMATION Contents 176.160 p 3 170 180 190 176,000 p 4 Apr 23, 1982 Radio Check Approach Callouts Instrument Failures Airplane Control 4” Speed Controt Rate of Descent Control Gear and Flap Extension Flight Director Management 5 DME Arcs 6 ILS Approach with Flight Director ILS Approach with Autopilot 8 Unsatisfactory Autopilot Pertor- mance ILS Approach Tolerances 9 ILS Approach with Autothrottle 40 Nonprecision Approaches 18 Radar Approaches Descent Below Minimums Visual Approach 15 _ Missed Approach 16 Systems Management Windshield Wiper and Rain Repellent Landing Lights Normal Operation, Landing Crew Management Go-Around Callouts Airplane Control Landing Flap Setting Final Approach 2 Wing Shear 3 Touchdown Stopping Reversing 4 Operational Variations Crosswind Landings Normal Operation, After Landing Crew Management Checklists Establishing Groundcrew Com ‘munications Maintenance Log Panop Blocks Message Airplane Control Taxi Parking Engine Shutdown pt Normal Operation, Callouts p 2. Standard Callout SummaryOPERATING INFORMATION 176.000 p 5 Oct 20, 1989 Contents 176.200 Adverse Weather Operation 176.300 p 1 Normal Operating Checklists— P 1 Introduction Expanded {cing Conditions Outside Air Temperature 320 p 1 Engineer's Pretlight—Expanded Temperature Rise Caused by Ram 340 Engineer's Transit Pretlight and Antilee Systems Usage Check Groups—Expanded Engine Anti-Ice System p 1 General 2 Wing Anti-ice System Expanded Information 3. __Antiricing Penalties 2 Check Groups Pre-Departure 5 Transit Preflight Fuel Freeze Points and Dispatch Restrictions 400 Training Maneuvers Takeoff Computations +. Minimum Altitude Ice, Snow, and Frost Removal et Sai APU Steep Turns 4 Draining Fuel Tank Sumps Butch Aoll Recovery Frozen Tires One-Engine-Inop ILS to 1004t DH Airplane Interior Heating Nose Gear Engineer's Preflight 2. Touch-And-Go Landing paeaine Start 3 Training Checklist Flight Control Check Flap Operation Instrument Operation Takeoff and Climb Takeoff Limitations Airplane Control Setting Takeoff Thrust Temperature Inversion In flight Severe Rain and Hail Descent and Holding Engine Icing Wing Icing Approach ‘Approach Speeds Altimetry 7 Landing Braking Landing on Packed Snow Wet and Slippery Runway 8 After Landing Flap Retraction Stabilizer Position Parking Brakes and Chocks Draining the Water System 176.000 p 5INTENTIONALLY LEFT BLANKPanto 727 Aca Oparatng Marat Nov 17, 1980 THE GOAL To use this chapter, a crewmember should be familiar with the other chapters of this manual and with the FOM according to the requirements of his position and current regulations and policies. This chapter contains operating information se- quenced by phase of flight. The goal is to achieve safe, comfortable, and efficient operations, Operating information has been developed to attain this goal within airplane capabilities, FAA regula- ns, and company policies. Compliance ‘operating information in this manual ensures meeting these requirements. DEFINITIONS. POLICIES ‘The selected policies in this chapter are statements ‘of company position. They deal with the treatment of problems or concepts directly retated to flight opera- tions. In some cases specific procedures have been developed to comply with these policies. PROCEDURES A procedure is an orderly plan for doing something. ‘These procedures are based on airplane capabilities, FAA regulations, and company policies. Compliance with procedures is required. TECHNIQUES [7A technique is a means of accomplishing a pro- cedure. It may be suggested in a Pan Am manual, or may be an alrman's Own personal method. In. any {, Cate, the use of a specific technique ie optional. TERMINOLOGY + An important element of flight operations Is stan- dard terminology, that Is, always using the same word or phrase for similar things or conditions. Ac- cepted terms and responses are indicated by quota- tion. marks throughout the manual. See Section 176.190 for a summary of all standard callouts. OPERATING INFORMATION 176.100 p 1 Introduction WARNINGS, CAUTIONS, AND NOTES The following definitions apply 10 "Warnings," "Cau- tions,” and “Notes,” found throughout the manuai Warnings present commands to prevent injury to personnel. Cautions present commands to prevent damage to equipment. NOTE Notes present explanations, comments, conditions, or observations that must be highlighted. CHAPTER ORGANIZATION This chapter is divided into the following sections: * A normal operations section, which describes a routine flight from report time to the blocks at destination, * An adverse weather section, which describes the variations in procedures required for adverse weather operations, + Expanded checklist sections, which contain an expansion for training purposes and for review of the Normal Checklist, Engineer's Preflight checklist and Engineer's Transit Preflight and Check Groups checklists, * A training maneuvers section, which describes procedures for training maneuvers. 178.100 p 1176.100 p2_ OPERATING INFORMATION Introduction Feb 18, 1981 COMMAND AND CONTROL CONCEPTS MANAGEMENT To manage is to: + Take charge. + Handle, direct, govern, or control. ‘* Achieve successful accomplishment of tasks. It is obvious then, that, under the direction of the captain, the prime function of every flight crewmember Is management. By his function in the cockpit, by training, and by specific statement of crew duties, each’ flight crewmember is given management responsibility. Because the 727 is not a ‘one-man airplane, these responsibilities cannot be discharged without full and complete coordination with the other crewmembers. Proper management demands constant vigilance, the sharing of information, and development of the habit of cross-checking. The heart of such manage- ‘ment is planning. Only. through proper planning can the flightcrew utilize their abilities fully and effi- ciently. CREW CONCEPT The elements of crew concept are: + Communication. * Planning. ‘+ Sharing of information and plans. + Constant vigilanc + Cross:checking. STANDARDIZATION The use of standard procedures and terminology reduces the burden of planning and promotes con- fidence and precision within the crew. It is recog- nized that airplane operations are a long series of variables. Not all eventualities can be foreseen. However, it has been well proved that the best opera- tions occur when a high level of planning, crew sup- port, and standardization exist. The precise level of standardization Pan Am hopes to maintain is high enough to discourage unsafe practices, carelessness, and the development of in- dividualized procedures, but not so high that opera- tional flexibility, good judgment, and profes- sionalism are discouraged. 176.100 p 2 NORMAL CHECKLIST ‘A checklist can be an effective tool in achieving safe, consistent operations. For a checklist to be ef- fective, its function and use must be clearly understood. Checklists do not think. They cannot react to changing conditions or make rational judgments. However, if used properly, they can pre- vent omissions. The operating checklists have been designed to be quickly and easily accomplished at logical places during the flight. The Preflight and Radio checklists are accomplished without command by the flight engineer and first officer, respectively. The pilot flying will request the remaining checklists at the proper time. The flight engineer is not to in- itiate a checklist, but he should remind the pilot fly- ing if he feels the request for it is overdu ‘A checklist normally should not be started until sut- ficient time and attention can be devoted to Its ex- Peditious completion. Groupings have been selected to avoid items done at different times so that the reading can be finished quickly with minimal terruptions. If the engineer has a check group to. Perform, he should accomplish that group before starting to read the checklist. Checklisi be accomplished before the checklist is executed. This means that the crew can and should accom- plish their functions as circumstances and good Rudgment cictate, the checklist hon bocomes vor fication that itams have not been forgotten. The Nor- mal Checklist has been designed to be a “checklist” rather than a “do-list”. NOTE ‘A normal operating checklist is not com- plete until the final item, “__ checklist is complete,” is read. ms can (and in most instances, should) +] aPa A 727 AeratOoering Manel Dec 15,1986 NORMAL CHECKLIST USE The crewmember reading the checklist will announce the checklist heading and then read each individual item, using a challenge and response method, NOTE At transit stops, with no maintenance work and no crew change, when reading the Pre- start check, only the flagged (») items must be completed. The crewmember reading the chechlist must be sensi- tive to other operating requirements, particularly cockpit and radio communications. The first officer normally reads the Prestart, Start, Pre- taxi, Taxi, and Takeoff checklists, down to the Contig- uration check (highlighted by the line of asterisks). The flight engineer reads the Configuration check and all other checklists on the Normal Checklist All crewmembers are to check the challenged items to the extent possible, even though only one may be accounting for that item. For example, with the cap- tain flying, the fact that the first officer may respond to the Landing Gear challenge on the Landing check- list does not in any way alter the requirement for both the captain and the flight engineer to check that the gear handle is down and the gear indications are proper. Donot skip items. If the captain elects to not accom: plish an item on the checklist at that time, he wit! say, “Hold the checklist at the ___.” When the captain says “Continue the checkiist,” the reading of the checklist will continue just as though there had been no interruption. In some instances the location of certain items be- ing checked will require that the crewmember reading the checklist make the appropriate challenge and response. Where a response of “declare” is indicated, the crew- member answering the challenge will state the condi- tion (or position) of the item involved (that is, “On,” “Closed,” “Guards down,” and so forth). A response of “As required” is not acceptable. NOTE Variations to normal checklist responses are allowed when operating with inoperative ‘components permitted by the MEL. GPEHALING INFORMATION 176.100 p 3 Introduction Parenthetical Items A parenthetical phrase preceding a challenge, for ex- ample ‘(-221)" or "(scissors connected for ~ Pushback)”, specifies airplane series or a condition; the parenthetical phrase “(it installed)” may follow a challenge. If the parenthetical phrase is applicable, read the challenge aloud; if not applicable, the challenge should not be read aloud Engineer's Checks Certain items have been grouped together as the responsibility of the flight engineer and are accounted for by a single challenge and response. Before he may answer the single challenge, the flight engineer is to read to himself both the challenge and response for each individual sub-item of the group, in sequence, ensuring the accomplishment of each before pro: ceeding to the next item. A list of the items so grouped for the Engineer's Start, Taxi, and Takeott sections is located beneath a plastic cover on the engineer's table and is to be used in accomplishing these checks. Thereafter, the cockpit checklist is to be used. The captain may require "challenge and response" on the individual items of the Engineer sub- ‘group at his discretion. NOTE When taxiing with less than all engines ‘operating, accomplish as many items as possible on the Engineer's Tax! chack. After the last engine is started, the engineer must reread (to himself) both the challenge and response to each item in sequence before he can respond to the Normal Checklist challenge. When accomplishing the Engineer's Check in con- junction with the After Takeoff, Descent, Approach, Landing, After Landing, and Blocks checklists, note the following: + Do not verbally state the words “Engineer's Check.” * Do not verbally state “Engineer's Check is com: plete”. * Stating “Approach Checklist is complete,” for example, verifies that all items on the Approach ‘Checklist have been reviewed and all items on the Engineer's Check have been completed. 176.100 p 3INTENTIONALLY LEFT BLANKNov 6, 1987 DISPATCH PREPARATION Normal operations begin whten the flightcrew reports, usually one hour before departure. Alter completing the local check-in and predeparture formalities, the engineer proceeds to the ramp area while the rest of the crew go to the operations and flight-planning area. Predeparture planning requirements vary with the route to be flown. The captain is to coordinate the crew's activity to accomplish the following before each departure: — Conduct the captain’s briefing. — Complete the airplane preflight. — Review the enroute and terminal weather. — Review the applicable notams and intams. The captain is to see that the flight engineer is aware of any intams affecting his duties. — Review the flight plan and Loadsheet. — Verify that the required fuel specified on the Dis. patch Release is equal to or greater than the mini- mum fuel required for dispatch. — Determine the limiting takeoff gross weight (TOGW), the engine thrust settings, and the \V-speeds for the anticipated takeoff conditions. If the captain wishes to modify the fuel load or change the maximum TOGW, he should notify Load Control as early as possible. — Complete the Dispatch Release. — Collect the required papers and charts. — Review the Aircraft Maintenance Log, — Review the Dangerous Goods Loading Notitica- tion form, Make alf flight crewmembers aware of any dangerous goods, perishable cargo, or live ani- mals on board. THE CAPTAIN'S BRIEFING Before departure, the captain is to personally establish the basis tor an effective working relation- ship between the flightcrew and flight attendants, tems covered in this briefing should include at least the following: ~ Establish effective communications between the flightcrew and flight attendants. This should include guidelines for the use of the public ad- dress (PA) and interphone systems. ~ Discuss items that may be of concern during the flight, such as periods of turbulence or special security precautions. ~ Discuss items of routine interest, such as flight time, altitude, route of flight, and points of in- terest — Confirm that each flight attendant is familiar with afi emergency procedures and the location and use of emergency equipment on board OPERATING INFORMATION 176.110 p 1 Normal Operation, Pretakeoff — Confirm that each flight attendant has been given a seat assignment for takeoff and landing and that each fully understands all duties associated with that assignment, particularly with respect to an emergency evacuation, land or water. ‘The purser is to be prepared to confirm to the captain the last two items above as part of the "Cabin Secure report. TAKEOFF COMPUTATIONS The Takeoff Computations form (bug sheet) is pro- vided to record the takeoff gross weight limitation, the engine thrust settings, and the V-speeds necessary fo meet takeoff performance requirements. This form is completed with the values expected to exist at the start of the takeoff roll If the actual conditions at the time of takeoff are the same as those recorded on the Takeoff Computations form, the flightcrew will thus have the information necessary to meet takeoff performance requirements. However, if any one or more of these conditions at the time of takeoff is different from that on the form, the engine thrust settings, V-speeds, and the takeoff per formance limitation must be reviewed and changed to reflect the changed conditions. The Takeoff Computations form is to be completed independently by one pilot and checked 1» dependently by the other pilot Instructions for completing the Takeo!f Computations form are in the Forms chapter of the Flight Operations, Manual REQUIRED PAPERS The first officer is to see that the following papers are on board for each departure: ‘* The Dispatch Release, with weather data, notams, and intams {considered part of the Dispatch Re~ lease). + The Loadsheet. * A copy of the flight plan filed with ATC. + The Takeotf Computations form. NOTE An extra copy of the FPA and Takeoff Com- putations form will be prepared for the tlight engineer and carried aboard by the first officer, 176.110 p176.110 p 2 OPERATING INFORMATION Normal Operation, Pretakeoff When dangerous goods are carried, the captain shall be notified in writing (FAR part 175), the Loadsheet shall be completed to reflect the dangerous goods, and the following documents shall be carried on board: * Dangerous Goods Loading Notification form (white copy is retained by the captain, green copy is placed in the flight documents briefcase or, on passenger flights, in the cargo documents briefcase). * Special Handling Notice form (attached to the green copy of the Dangerous Goods Loading Noti- fication form and filed as directed above). See Chapter 9 in the Flight Operations Manual for dangerous goods list and limitations. REQUIRED CHARTS For flights o7 routes over which VOR/ADF navigation is authorized, the requirements for charts are met with the charts in the pilot's Route and Airport Manual. For any route over which VOR/ADF navigation is not authorized, the first officer is to see that a Navigation envelope and plotting chart are on board before depar- ture. (Exception: plotting chartinavigation envelope not required for Gulf of Mexico or N.E. USA~Bermuda operations). For route authorization, see the Routes section of the Route and Airport Manual. ENGINEER’S PREFLIGHT GENERAL Major maintenance services occur at frequent inter- vals. In the interim, when the airplane is in flight status, the primary determination of its condition and airworthiness is through crew observations and nota- tions in the performance and maintenance log books. The Engineer will: — Be alert for discrepancies requiring nonroutine maintenance. — Provide comments to help work in process. — Follow-up on work completed. —Be alert for MEI and CDL restrictions in Con- tinued Items. After checking in, the engineer will proceed directly to the airplane to complete the following major duties: ‘* Conduct preflight inspection. + Review Maintenance Log and status of in- complete items that may prevent transfer of the airplane to flight status before departure, 176.110 p2 Dec 3, 1985 + Appraise the airplane's physical condition and servicing progress, in relation to that required for an on-time departure. The flight engineer should advise the captain and Panop if there is a possi bility of delay. * Check that the best available combination of ground and airplane equipment is being used to Properly condition the cabin before the passen- gers are boarded. * Verity fuel load and distribution. ‘* Brief the captain and crew on above items. PREFLIGHT INSPECTION Before each flight, the engineer will conduct a pre- flight inspection according to the expanded preflight checklist. The specific Items which must, as a minimum be checked, are listed in the Engineer's Preflight checklist. Preflight procedures should be accomplished in the Prescribed manner from memory. After a major area has been completed, the Preflight Checklist should to verify accomplishment of all appropriate Where tolerances are specified, responsibility for final resolution is delegated to Maintenance. ‘The engineer should plan to have his preflight com- pleted about five minutes before scheduled departure. This is a planning time only; take the time required to complete a proper preflight Do not operate any airplane system until both the exterior and interior safety checks on the Preflight checklist have been completed. Even after these checks are completed, no. flight control system, or any other system that could injure personnel or damage equipment may be operated without a specific indication from an observer that it is safe to do so. SAFETY CHECK. The Interior and Exterior Safety ‘Checks must be dones at every departure, originating and transit. ‘The Safety check deactivates the flight controls to prevent personnel injury and airplane damage due to moving surfaces when electrical power is established,_ _ _ OPERATING INFORMATION 176.110 p 3 May 17, 1989 Normal Operation, Pretakeott Exterior Preflight 2. The sum of the metered fuel added plus the The Exterior check must be accomplished before every departure, both originating and transit. The exterior preflight is a quick but thorough visual inspection. Attention is concentrated on the presence and security of the visible components of the airplane. Operation or tolerances are checked in only a few in: stances. The visual inspection should begin as soon as the airplane comes into view. Look for gross as well a8 specific deficiences. Visual check of the fuselage, wings and tail are not included as specific items. Look for damage and o| viously loose, forn, or missing access plates and f ings. Watch for damp areas on the ground that may be indicative of fluid leakage. Curling paint is a good indicator of hydraulic fluid leakage. Specific items are listed where amore detailed check is required. The expanded section defines the extent, of these checks. Consider the need for a control check in the event of adverse weather or work performed on the airplane. Interior Prettight The interior check must be accomplished: * If the airplane is delivered to the gate by Main: tenance from an "A", “B' Base or Package service. * If it's the airplane's first flight of the day. For other than the two conditions listed above, if the airplane remains on the gate during a transit, including crew or flight number change, the Engineer's Transit Preflight may be used in lieu of the Interior check. If maintenance has been done at the gate, use good judgment in determining which check to use con- sidering the area(s) being worked. NOTE To ensure that cockpit controls are posi- tioned for flight operations, a complete panel scan, including circuit breaker panels, is required with the transit preflight. FUEL LOAD VERIFICATION The engineer must verify the fuel load as follows — Confirm that the Fuel Loading Instructions form is made out for the correct airplane and flight. — Confirm that the required fuel load is aboard as, follows: 1. The sum of all the quantity gages should be at least equal to, but not exceed by more than 1800 Ib, the total fuel listed on the Fuel Load Distribution form. Check fuel density if all gages are reading high or low for a measured amount of fuel added, total fuel on board before fueling should be no more than 500 Ib less when using actual density (1500 Ib less when using standard den. sity) or 1800 Ib more than the total fuel listed on the Fuel Loading Instructions Form, NOTE Crosscheck ¢he arrival flights’ gage sum with the gages before fueling-sum. If there is a discrepancy, refer to Fuel Load Verifica: tion FEFM 8.037. PAPERWORK When fueling is completed, the engineer should: — Test the fuel and oil quantity gages. — Record the following on the Flight Engineer's Fue! Computations form * Fuel Loading Instructions form total fuel at blocks. + Individual fuel gage readings and sum. (If a fuel quantity gage(s) is inoperative, record the measured tank quantity as that gage entry and cir le it to indicate that itis a verified number. In- clude this entry in the gage sum and fuel score.) * Gage score, the difference between the gage < ‘sum and Fuel Loading Instructions form total fuel at blocks. * Crew oxygen pressure. ‘+ Hydraulic and oil quantity gage readings. The Fuel Loading Instructions form will be completed on all departures except training and test flights. On. flights where no fuet is added and there is no crew change, the flight engineer will furnish fuel quantity by tank to Station Operations. After receiving his copy of the Takeoff Computations form (bug sheet) from the first officer, the flight engineer will check it for gross etrors as follows: —Enter the Takeoff Speeds chart with pressure altitude, assumed temperature (or actual temperature if fuif takeoff thrust is being used), planned flap setting for takeoff, and estimated takeoff gross weight, and verify that V-speeds are reasonable. — Enter the Takeoff Thrust chart with pressure alti- tude and actual temperature (and with assumed temperature if a reduced-thrust takeoff is pianned) and verify that Takeoff EPR and Reduced EPR values are reasonable. MONITORING PANOP Before departure, when compatible with other duties, Panop should be monitored whenever a flight ‘crewmember is in the cockpit. Fifteen minutes before departure, contact Panop for a possible update of sta- tion departure information. 176.110 9176.110 p 4_ OPERATING INFORMATION Normal Operation, Pretakeoff Sep 6, 1991 FLIGHT WITH NO FLIGHT ATTENDANTS The captain must confirm that a briefing of the cabin. ‘occupants has been accomplished by a crewmember before departure. See FOM chapter 10 for required procedures in addition to his normal duties. For a flight with no flight attendants, the flight engineer is to accomplish the following in addition to his normal duties: — Check that the galley lockers are closed and locked. — See that no stowaways are on board — Turn off unnecessary cabin and galley lights. — Attach the forward main entry door slide. —Within the first hour after top of climb, inspect the cabin for any irregularities (such as smoke or vibration) affecting the safety of the flight — At the blocks, confirm that the forward main entry door slide is stowed before opening the door. The slide may be stowed by any qualified crewmember. CREW MANAGEMENT Develop a pattern of station preparation to minimize ‘omissions and wasted time. Personal effects should be stowed, required charts and publications placed at hand, masks cleaned and goggles checked, lights. adjusted, etc. Refer to Engineer's Preflight Expanded section 176.320 for appropriate portions of the scan pattern to be used during station preparation. Adjust the pilots’ seats and rudder pedals as follows: —To get maximum viewing angle over the nose the nonreflective paint on the nose should be barely visible without stretching, — Readjust the seat, if necessary, to fully view the HSI.Contirm by reference to the eye position indicator (if installed). — Adjust the sudder pedals so that there is a slight flex in the knees at full rudder throw. The first officer and flight engineer should plan their respective predeparture activities to have the Radio and Preflight checklists completed before the captain calls for the Prestart checklist, The flightcrew’s preparations for departure should be completed approximately five minutes before schedul: ed departure time. This permits the flightcrew to monitor much of the predeparture activity that must be coordinated for an on-time departure. ‘The grounderew must be advised as soon as the cap: tain is ready to start engines. When at the blocks, be aware that Maintenance personnel or equipment may be positioned around the airplane. Therefore, use caution and communicate with ground personnel before operating any airpiane system that could cause injury to personnel or damage to equipment. 176.110 p 4 BLOCKS DELAY MESSAGE If a delay at the blocks has exceeded 10 minutes, transmit a delay message as described in RAM Comms/Met 5/104, CABIN REPORT Prior to taxi, the purser is to report “Cabin secure” in person to the flight engineer. The report is made only after the purser has confirmed that: * Preflight Emergency Briefing has been completed. * The documents briefcase is on board * FAA required minimum number of flight atten- dants are on board. ‘+ Flight attendant seating has been assigned. * All carry-on baggage has been properly stowed. * Door slides are attached. STARTING ENGINES If required, starting clearance must be received from ground control in advance of the start. Normally, the engines are started in a 1, 2, 3 sequence. Other se- quences may be used. Make every effort to have the ground crew obtain an operative headset. NOTE If the APU generator is inop, start No. 3 engine at the blocks. Transition to No. 3 engine generator and disconnect external power before pushback. Start other engines during or after pushback. Do not switch elec- trical or pressurize “A” hydraulic system un- til pushback completed and the groundcrew is clear. If starting during pushback, advise the grounderew when cleared to push back. The ground crew will normally state, “Release brakes, “A” pumps off, interconnect closed.” After pushback, engine start, and tow bar disconnect are completed, the ground crew should advise the flight crew via in: terphone. If the nose gear scissors were disconnected for pushback, confirm verbally with the groundorew, that both the scissor pin and safety pin are installed. After receiving an all clear signal from the ground: crew, the “A” hydraulic system is pressurized and then the electrical system switched to engine driven, generators.Sep 6, 1991 ¢ pushback with the engine(s) running, the “A" hydraulic system depressurized, and the electrical system powered by the APU, do not pressurize the "A" hydraulic system or switch to engine generators until the groundcrew is clear. Switching of electrical power causes momentary pressurization of the "A" system because the engine driven hydraulic pumps are held in the depressurized position by electrical solenoids. The first officer and the flight engineer may start the engines when s0 directed, but the captain and flight engineer wil! normally start the engines as outlined below. Before starting engines, complete the Start checklist ABORTING A START A start should be aborted and the engine shut down for any of the reasons shown below. No N1 Rotation N1 gage indicates zero and other engine parameters are abnormal. Start Fuel Flow High Starting fuel flow is 1100 pph or more prior to lightup or 1500 pph or more after lightup. No EGT Rise No EGT rise after 20 seconds. Hung Start NZ stabilized between 40 and 50% rpm, accompanied by low EGT for one minute after lightup. Potential Hot Start Potential hot start indications: + ~7B or -9A engines: 300°C or higher before 35% N2. ‘* -15 or -17R engines: EGT approaching 550°C. Hot Start Hot start indications are: + -78 or -9A engines: 350° if OAT is 15°C or colder: 420°C if OAT is warmer than 15°C. + =16 or -17R engines: 550°C. Start Valve Failure to Close If the start vaive fails to close after the START switch is OFF; duct pressure does not increase or START VALVE light remains illuminated. No Oil Pressure No oil pressure rise by the time N2 idle rpm is reach- ed (approximately 57%), ifthe start switch ig released for any reason, do not reengage the starter until N2 indi- cates zero rpm, OPERATING INFORMATION 176.110 p 5 Normal Operation, Pretakeot PILOT STARTING PROCEDURES After the “alt clear” from the grounderew, state the starting sequence and then: = Using the interphone, call “Turn number — Gall "Ni" when the N1 gage indicates rotation At 20% N2 with N1 rotation (3% to 5% Nj), place the start lever to 1DLE. (-221: the flight engineer calls “20% N2".) NOTE If 20% N2 cannot be aitained, place start lever to idle at maximum attainable N2 (not lower than 15 — Check that the initial fuel flow stabilizes at normal Value of 900 to 1100 pph, and call out, “Fuel flow normal (or high or low)” relative to these values. — Monitor EGT; call “light up" when EGT begins to increase. Continue to monitor EGT until it has stabilized, NOTE The ~15 and -17R engines are equipped with fast response EGT indicating systems. FLIGHT ENGINEER STARTING PROCEDURES On the command to turn the engine, respond, “Turn: ing (engine number)" and hold the ENGINE sTant switch to GROUND, then: — Call “valve open” when the duct pressure drops: note that the VALVE OPEN light is illuminated. — Check N2 rotation and olf pressure rise; call “oil pressure” when the pointer begins to rise. — (-221) cal 20% N2. NOTE 11 20% N2 cannot be obtained, call the max- imum N2. — Release the start switch at 35% N2 (18% Nt) and check that the duct pressure increases; call out “valve closed” and note that the VALVE OPEN light is out — When the engine is stabilized at idle, (22% Nt, 57% 2), cheok that oil pressure is in the green band, and oll pressure and CSD Low press lights are out NOTE For cold weather oil pressure indications, see AOM 176.200. ~ After all engines are started, check oil pressure, temperature and quantity within limits. NOTE 4 If the APU generator is inop, start No. 3 ‘engine at the blocks. Transition to No. 3 ‘engine generator and disconnect external power before pushback. Start other engines during or after pushback. Do not switch elec- trical or pressurize “A” hydraulic system un til pushback completed and the grounderew is clear. 176.110 pSrc 176.110 p 6 OPERATING INFORMATION Normal Operation, Pretakeoff Jan 2, 1990 After pushback with the engine(s) running, the “A” hydraulic system depressurized, and the electrical system powered by the APU, do not pressurize the "A” hydraulic system or switch to engine generators un, til the groundcrew is clear. Switching of electrical Power causes momentary pressurization of the “A” system because the engine driven hydraulic pumps are held in the depressurized position by electrical solenoids. (221) APR SELF TEST After the N1 of the last engine started reaches 22%, ‘observe that the APR ARMED and APR FAILED lights iF luminate and then go out, indicating that self-testing has occurred. NOTE If electrical power is transitioned or elec- trical loatis are switched on or off or engine thrust is changed during the selt-test, the APR FAILED light will illuminate, Refer to ‘AOM 177.174, APR Failed Light On. OPERATIONAL VARIATIONS EXTERNAL AIR SUPPLY START To start engines with an external air supply, = Plug in the air supply. — Check for a minimum of 30 psi duct pressure. — Proceed with a normal start, When the first ‘engine is started with external air, the remaining engines may be started using cross-bleed alr. Cross-bleed air may be augmented by the external air supply. CROSSBLEED START Crossbleed starts differ from normal starts only in that the pressure source comes from an engine bleed. To crossbleed start an engine, — Advance the throttle as required to obtain the necessary duct pressure (35 psi). — Proceed with a normal start Because of high exhaust velocity, the jet blast area must be clear for the duration of the start. Consider advising ground control. Do not accomplish a crossbieed start dur. ing pushback. When accomplishing a crossbleed start before taxi, the parking brake must be set. BATTERY START — Set the BATTERY switch to ON. 176.110 p 6 — On ail airplanes except -2D4 and -221, set the ESSENTIAL POWER SOURCE selector to STANDBY for 18 seconds; if closed, the flow multiplier bypass valve will open, — On -2D4 and 7221 airplanes, set the ESSENTIAL POWER SOURCE selector to STANDBY until the first engine is started and the generator is on the line. This will power the EGT gage. NOTE Observe the two-minute time limitation on the standby inverter without equipment cooling. — Use normal start procedure, NOTE When using airplane battery power, the following are inoperative: fire detection, and gages for engine oil pressure, EPR, and fuel flow. N1, N2 and EGT are operative. — Once the first engine is started, its generator should be used to power subsequent starts, —When normal electrical power is established, accomplish those items on the Prestart check: list requiring electrical power; the entire Prestart checklist should then be read to ensure that all checklist items have been accomplished, HIGH-ALTITUDE OR HIGH-TEMPERATURE START Above 4000 ft field elevation or on very hot days, engine acceleration may be slow. To reduce ac: celeration time, allow N2 to reach maximum starter speed before moving the’ start lever to IOLE, NOTE To increase APU pneumatic output, electrical power may be transferred to the engine- Griven generator after the first engine is started provided "A" hydraulic system is pressurized. ‘Acceleration time may also be reduced by advancing the throttle to about the %4-position before starting or after lightup. Return the throttle to IDLE upon reaching idle rpm. MARGINAL APU PNEUMATIC OUTPUT If the APU ability to accelerate the engine to starting N2is marginal, reduce the electrical load or transfer, electrical power to an engine-driven generator after the first engine is started. EXTERNAL POWER If using external electrical power, inform the captain when the electrical system is on airplane generators for taxi, With the APU generator operating, leave the blocks at any time. ENGINEER’S TAXI CHECK After completing the taxi check and weight and bal ance, adjust the seat to the takeoff position. THREE ENGINE TAXI Complete the taxi checktist before accepting other duties, Such as weight and balance, communications, ete.May 1, 1990 ONE OR TWO ENGINE TAXI Complete the taxi checklist to the extent possible before accepting other duties, such as weight and bal- ance, communications, etc. After all engines are started, the engineer must reread (to himsel) both the challenge and response to each item in sequence before responding to the Normal Checklist, WEIGHT AND BALANCE The preliminary weight and balance must be checked by a flight crewmember, usually the flight engineer. Check the following: + Flight number. + Airplane registration number. * Date. ‘+ Planned kilo-to-pound conversion for reasonableness, {not required for computer generated loadsheets). + That the ZFW and takeoff weight (TOW) de not exceed the Dispatch Release limits. + That the weight of fuel is the same as that speci- fied on the Fuel Loading Instructions form and confirmed to be on board. * That the intersection of the TOGW and takeoff per- cent MAC lines is within timits (not required for computer generated loadsheets). Before takeott a final record of the weight and balance: for the flight must be on board. It should include: * Final passenger count. + Dry tank weight (DTW), index, and CG. * Takeoff gross weight and CG. * Dangerous goods on board veritied. The weight and balance may be finalized after depart- ing blocks (but before takeoff) using Panop. When this, procedure is used, the flightcraw is to be advised. The flight engineer (or another flight crewmember not manning a cockpit station) is to contact Panop for the weight and balance finals. NOTE Major deviations from preliminary weight and balance figures should be questioned. Before takeott, the captain and first officer are to be advised of the final TOGW and stabilizer trim setting for the flaps being used, and they are to ver ally contirm that takeoff computations are correct. PRETAX Flight service will not attach the door slides during departure until the airplane has actually moved. If taxi is to be accomplished directly from the parking loca- tion (without pushback), it will be necessary for the flighterew to communicate in some manner (captain's, briefing, on the interphone, etc.) that, for this depar- ture, the slides are to be attached before moving the airplane. This will enable the purser to make the cabin report (which includes confirmation that the slides are attached) prior to crew accomplishment of the Pretaxi Checklist: Before releasing the brakes for either pushback or taxi, confirm that door warning lights (except APU} are out _OPERATING INFORMATION 176.110 p 7 Normal Operation, Pretakeott Prior to taxi, complete the Protaxi checklist. Do not lower fiaps until receiving the “All Clear” signal from the groundcrew. POWERBACK FROM GATE The 727 may be backed from approved gates using reverse thrust. Gates which are approved for power. back will be listed under the Departure heading in the T-pages of applicable airports. Additional procedures and restrictions applicable to specific stations will be published in the airport pages when necessary Unless specifically authorized on the airport T-1 page or station intam for powerback turns, powerback is authorized straight back only; however minor track: ing adjustments may be made using nose wheel steer: ing during straight powerback. Powerback uses more fuel than does a normal push- back. However, at smaller stations it avoids charges. for a tug, and at larger stations, if there are multiple departures or a tug is not available, powerback gives us another option that can be used to maintain on time operations. When a Pan Am tug and personnel are available, pushback remains the preferred mode of departure from a nase-in gate. Powerback requires only one ground crewman unless otherwise required by procedures published for specific stations, and may be accomplished either with hand signals or using the interphone. CONDITIONS FOR USING POWERBACK Powerback may only be used under the following conditions: * The gate is approved for powerback. + In the judgment of the captain, the proximity of other airplanes and equipment is such that suffi- cient room exists for a safe and easy operation Airplanes must not be moving on adjacent gates. ‘+ The ramp is clear of ice, snow, and slush. ‘+ Heavy ‘ain is not falling nor is standing water present in an amount that would create a hazard. ‘+ Reversers and reverser operating lights are opera tive on all engines which will be operating during the procedure. PREPARATION The following procedures are to be accomplished prior to powerback: Either via a verbal briefing, or by use of the PA system, the captain must inform the senior purser that powerback is to take place. Flight attendants must be at their duty stations with seat belts and shoulder harnesses fastened unless they are per forming safety related duties. — Start two or three engines at the captain's discre tion on the gate using normal procedures. Pro- cedures for some stations require the use of all three engines for powerback. — Complete the Pretaxi check. The “A” hydraulic Pumps must be on. 176.110 p7