study guide

Capt naif alharthi

[email protected]

This is not official document and for personal use only.

26May2017

NDH

21FEB/2017 capt naif alharthi

21FEB/2017 capt naif alharthi
21FEB/2017 capt naif alharthi
 FLIGHT CONTROL SURFACES Lock Switches (TAIL and WINGS)
NORM – the respective flight control surfaces are unlocked.
LOCK (illuminated amber) –
• the respective flight control surfaces are electronically locked.
• EICAS advisory message FLT CONTROL LOCKED is displayed.
Flight Control Surfaces Lock FAIL Light
Illuminated (amber) – a flight control surfaces lock switch is selected and any of
the respective flight control surfaces are not locked.
for use by maintenance personnel.
automatically unlock when groundspeed exceeds 40 knots.

k
d luc
g oo

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ND

Wing span 60.1 Meters

Minimum pavement width for 180o turn: 47 meter.

21FEB/2017 capt naif alharthi

 System Normal Secondary Direct
Primary in manual flight, 4 ACEs PFCs no longer
Flight receive pilot inputs and send The PFCs use generate control
Computers these signals to 3 PFCs.The simplified surface
(PFC) use PFCs verify these signals and computations. The commands, Pilot
information sent them back to the ACEs, elevator and rudder inputs received
from then to the flight control are more sensitive by the ACEs are
1-air data, surface actuators. All 3 PFC work in at some airspeeds sent directly to
2-inertial With autopilot , the AP sends parallel the control
data control surface commands to
surface actuators
3-flap and the PFCs. The PFCs generate
slat position control surface commands
which are sent to the ACEs All flight control surfaces remain
4-engine
and then to the control surface operable and yaw damping is
thrust,and
5-radio actuators. degraded.
altitude) - Inertial data fail -All 3 PFC fail.
Switch to - Air data fail -Lose communication
Failure secondary or direct - Flap/slat data loss. between the PFCs and
mode Can not be ACEs.
manually selected -Manually selected.
FLIGHT PRI FLIGHT
EICAS
CONTROL COMPUTERS
MODE
 • autopilot
• auto speedbrakes
Functions
• envelope protection
not
• gust suppression
available
• pitch compensation
• roll/yaw asymmetry
compensation
• tail strike protection

Pitch Normal Secondary Direct

PFCs automatically
Control column forces
position the elevator
increase with control proportional elevator deflection
and stabilizer to instead of a maneuver command.
Pitch displacement and with
generate the
Control speed. elevator variable feel system provides
commanded
maneuver. feel force levels based on flap position

compensation for
 thrust changes,
 flap/gear configuration changes,
Pitch
Compensation  turns up to 30° bank no no
 turbulence

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 Pitch Normal Secondary Direct

On ground, moves stabilizer directly. on the ground and in flight; the stabilizer
In flight, it makes inputs to the PFCs to change is directly positioned when the pilot uses
Both the primary or the secondary pitch trim
pitch the trim reference speed.
switches.
Trim

Alternate pitch trim commands have priority over primary pitch trim commands in all flight
control modes
both pitch trim switches are inhibited when the autopilot is engaged

Flight Overspeed: by inhibiting trim

Envelope in the nose down direction.
available no no
Protection stall protection: by inhibiting
trim in the nose up direction
Control column forces increase Continuous
Elevator with increasing airspeed and variation with Based on flaps position (flaps
Feel with larger column airspeed UP = higher forces)
displacement
Automatic Speedbrakes ext :
-(if armed) main gear trucks
not tilted and both thrust levers
not in T/O range. No auto speedbrakes
Spoilers available
- both reversers are used on
landing or
- rejected takeoff above 85 kts

Deflecting ailerons
upward and raising two most available
outboard spoilers when (in manual and
Autodrag above glideslope/path and no no
automatic
flaps 25 or 30 and thrust in approach)
idle
Vertically by utilizing available with
symmetric deflection of A/P in level
flaperons and elevators. flight (ALT
Gust Laterally by yaw commands HOLD, no no
Suppression in response to lateral gusts and VNAV)
turbulence.

During takeoff or landing, the available no no

Tail Strike PFCs calculate if a tail strike is
Protection imminent and decrease
elevator deflection

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 Roll Normal Secondary Direct

The flaperons and ailerons

provide roll control, assisted
by asymmetric spoilers
The ailerons are locked out
Roll during high speed. Roll maneuver
Flaperons are not used to control roll
Control Control wheel forces increase command
with control displacement.
Forces do not change with
airspeed

bank angle protection°. If the

Flight boundary 35 is exceeded, the
no
Envelope control wheel force rolls the available
Protection airplane back within 30° of
bank.

Yaw Normal Secondary Direct

Pedal forces increase with

pedal displacement. Forces do
Yaw Sideslip
not change with airspeed. Yaw Rudder deflection command
Control maneuver command
control is provided by a single
rudder
Yaw Turn coordination and Dutch
Damper roll damping available Yaw Damping is degraded

Rudder Rudder ratio changer reduces Based on flaps position (flaps UP

Ratio sideslip when airspeed available = rudder response is less)
increases
Manual inputs automatically Automatic trim
zeroed during takeoff passing (asymmetry
Rudder compensation)
through 30 knots and upon
Trim
landing. Manual inputs
inhibited during LAND3. Manual trim
On ground, maintain zero yaw
during crosswind / gust wind
takeoff or asymmetric reverse No asymmetry protection, except for
thrust landing. Wheel to Rudder Cross-Tie
Rudder pedals do not move available
(reduces maximum sideslip
In flight for any asymmetry and vertical fin loads )
condition. Rudder pedals
Asymmetry move for awareness.
Compensation In combination with
Thrust Asymmetry
On ground above 60 knots, Protection TAP
maintain almost zero yaw in which reduces No asymmetry protection and no
case of engine failure on thrust on the engine TAP
takeoff. Rudder pedals move. operating engine
during takeoff or go
around.

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 Self-Test

When flaps and speedbrakes

retracted and groundspeed is
Self-test 90 seconds
After Landing below 30 knots
checks
When hydraulic systems are
depressurized Self-test 70 seconds

Non-Normal Normal Secondary Direct

The channel causing Stabilizer does

stabilizer motion is not move. Pitch
automatically shutdown. trim remains
If the affected channel can
available
not be isolated, both channels
are shut down. through No Pitch Trim
elevators (Trim
Reference Speed
uncommanded logic) stabilizer
stabilizer motion does not move.
Switches Cutout
This function is only available
Control Column Cutout
in normal and Secondary
(moving the control column
mode. If active for more than
opposite of the trim direction no
20 seconds, the flight control
more than 2 seconds) on flight
system reverts to Direct
only.
Mode.
electrically actuated stabilizer and two spoiler pairs
Loss of allow pilot control of pitch and roll using the primary
hydraulic power pitch trim switches, alternate pitch trim switches, and
the control wheel.
direct wiring from the flight deck to the stabilizer
and a spoiler pair allow pilot control of pitch using
Loss of all
the alternate pitch trim switches and roll using the
control signaling
control wheel.

If a jam occurs in a column, wheel, or rudder pedals the pilots can maintain control by applying force to
the other column, wheel, or rudder pedals to overcome the jam.

Two nose gear pressure transducers provide actual airplane gross weight and CG information. The nose
gear pressure data is used to determine two separate sets of validation limits (one for each transducer).
The FMC calculated stabilizer green band is then compared to the validation limits from the transducers.
The EICAS advisory message STAB GREENBAND is displayed if:
• computed green band disagrees with pressure transducer data, or
• the two transducer values are not within the set tolerance, or
• either transducer has failed

21FEB/2017 capt naif alharthi

 has been aligned on airplane or ground power,
and primary power is subsequently removed or
failed(battery power only remains). On the
ground, a warning horn is sounded in the nose
wheel well to alert the ground crew that the IRS
is depleting the battery
IRS Selectors
On Battery (ON BAT) Light ON – applies power to the associated IRS.
Illuminated (white) – airplane battery powers OFF – removes power from the associated IRS.
IRS. Note: IRS selectors must be pulled out before
Note: ON BAT light illuminates only when IRS moving to the OFF position
IRS consist of:
1-IRU gives position.
2-attitude and heading reference units (AHRU) gives attitude and heading.
The IRU has the additional capability to complete an alignment while in flight.
The IRU is the primary source for independent inertial navigation position information. The IRU
processes information measured by its internal gyros and accelerometers and GPS inputs. it combines
inertial reference functions with GPS position information to provide hybrid GPS inertial position outputs.
AHRUs supply a stable source of attitude, heading and rate information used in voted solutions for flight
controls, displays, and other using systems. they also contribute to a hybrid GPS inertial position that
combines the accuracy of the GPS position with the stability of the AHRUs inertial sensors.

Pushing alternately selects the When the AFDS roll mode is HDG SEL:
heading reference for the • manually switching the HEADING REF switch
AFDS, FMCs, NDs and PFDs. from NORM to TRUE or TRUE to NORM
NORM – activates HDG HOLD as the roll mode.
• normally references • automatic autopilot switching from magnetic to
magnetic north true or true to magnetic activates HDG HOLD as
• automatically references true the roll mode.
north for FMCs, NDs and PFDs when When the AFDS roll mode is TRK SEL:
operating within the polar regions • manually switching the HEADING REF switch
• automatically references true north for all from NORM to TRUE or TRUE to NORM
AFDS cruise roll modes (HDG HOLD, HDG activates TRK HOLD as the roll mode.
SEL, TRK HOLD, TRK SEL, and LNAV) • automatic autopilot switching from magnetic to
when operating within the polar regions true or true to magnetic activates TRK HOLD as
TRUE – references true north regardless of the roll mode.
latitude.

• AUTO can be reselected to attempt restoration

PRIMARY of secondary or normal mode operation
FLIGHT AUTO –
COMPUTERS • the flight control system operates in the normal
Disconnect mode
Switch • system faults automatically cause the system to
switch to the secondary or direct modes
DISC – PRIMARY FLIGHT COMPUTERS
• disconnects the primary flight computers Disconnect (DISC) Light
(PFCs) from the flight control system Illuminated (amber) – the primary flight
• puts the flight control system in the direct computers are disconnected either automatically
or manually and the system is in the direct mode.
mode
21FEB/2017 capt naif alharthi
 The electrical power sources are:
• four variable frequency engine
starter/generators
• two variable frequency APU
starter/generators
• three external AC power receptacles
• one Ram Air Turbine (RAT)
• one main battery
• one APU battery
• three flight control Permanent Magnet
Generators
• two EEC Permanent Magnet Alternators

main buses :
-four main 235 Vac buses, designated L1,
L2, R1, and R2 .
-two 115 Vac buses.
-two 28 Vdc buses.

1- BATTERY Switch 6- Forward External Power ON Lights

ON – Illuminated (white) – forward external power is
• initiates L CCR start-up sequence selected ON.
• (after L CCR start-up complete) energizes the 7- Forward External Power AVAIL Lights
“On-Ground Battery Only” mode Illuminated (white)
OFF – • forward external power is plugged in and
• (after delay of up to 2 minutes) de-energizes power quality is acceptable.
the “On-Ground Battery Only” mode • extinguishes when the ON light illuminates.
• de-energizes the L CCR 8- Generator Control (GEN CTRL) Switches
2- Battery OFF Light ON –
Illuminated (amber) – the BATTERY switch is • arms generator control breaker (allows it to
OFF. close automatically when power is available).
3- IFE/PASS SEATS Power Switch • closes generator field.
ON – energizes in-flight entertainment system, OFF –
passenger seat systems, video surveillance • opens generator control breaker.
cameras, and flight deck personal electronic • opens generator field.
device power outlets. • resets fault protection systems.
OFF – de-energizes in-flight entertainment
system, passenger seat systems, video 9- Generator OFF Lights
surveillance cameras, and flight deck personal Illuminated (amber) – the generator control
electronic device power outlets. breaker is open.
4-IFE/PASS SEATS OFF Light 10- Generator Drive Disconnect (DRIVE
Illuminated (amber) the IFE/PASS SEATS DISC) Switches
power switch is OFF. Push – disconnects generator drive from engine.
5- Forward External Power (FWD EXT Requires maintenance action on the ground to
PWR) Switches reconnect generator drive.
Push – (if AVAIL light illuminated) closes 11- Generator DRIVE Lights
forward external power contactor. Illuminated (with the engine running) (amber) –
Push (if ON light illuminated) opens forward a generator drive malfunction has occurred.
external power contactor.

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 12- CABIN/UTILITY Power Switch 15- APU Generator OFF Lights
ON – energizes galleys, most cabin lights, and Illuminated (amber) –
other non-essential cabin utility loads. • the APU generator control breaker is open
OFF – de-energizes galleys, most cabin lights, • the APU GEN switch is selected OFF
and other non-essential cabin utility loads. 16- AFT External Power (AFT EXT PWR)
13- CABIN/UTILITY Power OFF Light Switch
Illuminated (amber) – CABIN/UTILITY power Push – (if AVAIL light illuminated) closes aft
switch is selected OFF. external power contactor.
14- APU Generator (APU GEN) Switches Push – (if ON light illuminated) opens aft
ON – external power contactor.
• arms generator control breaker (allows it to 17- AFT External Power ON Light
close automatically when power is available) Illuminated (white) – aft external power is
• closes generator field powering the large motor power system
OFF – for right engine start.
• opens generator control breaker 18- AFT External Power AVAIL Light
• opens generator field Illuminated (white) –
• resets fault protection systems • aft external power is plugged in and power
quality is acceptable
• extinguishes when the ON light illuminates

Electrical system powers engine start, Large Motor Power Distribution System :
pressurization, wing ice protection, stabilizer trim, Energizes and conditions the variable frequency
and wheel brake systems. power to be used.
External system consists of both a forward and
Electrical sys modes:
aft system, The forward system provides the
power for general ground operations. Towing Power mode
At a minimum, two forward external power On-Ground Battery Only mode
sources are required to start the ENG with Ground Handling mode, EXT power avail light
significant load shedding occurs, and engine start only
time increases.. Ground Service mode , GROUND SERVICE
To receive the benefit of the aft power source, switch on.
both forward power sources must also be External Power On mode.
connected, and the right engine must be started In-Air Rat Only mode (Standby Power)
first. In-Air Battery Only mode (Standby Power)

The main battery provides power for: Flight control electronics is powered by :
• airplane power-up 1-Three engine driven Permanent Magnet
• APU start (assists APU battery) Generators (PMG) are the primary source.
• refueling operations 2- secondary source is the airplane’s 28 Vdc
• towing operations bus distribution system and
• electric braking (as a backup power source) 3-backup system is provided by dedicated
• captain’s flight instruments (after a power failure, batteries.
energizes essential instruments until RAT EEC is powered by :
deployment) 1-Two engine driven Permanent Magnet
The APU battery provides power on the ground for: Alternators (PMA) (one per engine) are the
• APU start primary source .
• navigation lights (when Towing Power mode is 2-airplane’s 115v AC bus distribution system.
active)

21FEB/2017 capt naif alharthi

 START (momentary position, spring–loaded to
ON) –
APU Selector
• initiates automatic start sequence
OFF –
Either starter can be powered by forward external
• initiates normal shutdown
power or an engine generator or apu battery.
• resets auto shutdown fault
logic. (cooling 2 minutes Note: If the common core system is not running,
the APU controller delays start until the required
before shutdown).
common core applications are available.
ON (APU operating position) – APU FAULT Light
• opens the APU fuel spar valve and inlet door Illuminated (amber):
• activates AC or DC fuel pump • APU fault and/or fire is detected
• powers the APU controller • APU shutdown due to fault and/or fire
• momentarily during APU controller self–test .

The APU battery is designed to support two • high EGT

consecutive APU start attempts. If the APU fails to • high oil temperature
start after the second attempt, a 5 minute cooling • low oil pressure
period must be observed before a third attempt is
There is no cooldown period when the APU is
made. manually shut down after the APU LIMIT
message is displayed.
APU Operating Modes
The APU has attended and unattended operating
modes. The attended mode operates when either In the unattended mode, any of the following
engine is starting or running, or when the airplane faults cause the APU to shutdown immediately:
is in flight. The unattended mode operates in all
other configurations on the ground. • APU fire/inlet overtemperature
In the attended mode, any of the following faults • overspeed/loss of overspeed protection
cause the APU to shut down immediately: • high EGT/loss of EGT signal
• APU fire/inlet overtemperature • low oil pressure
• overspeed/loss of overspeed protection • high oil temperature
• APU controller failure • APU starter/generator oil filter approaching
• speed droop bypass
• APU start failure (no rotation, or no acceleration, • Air inlet door failed closed
or no light-off) • APU controller failure
• Air inlet door failed closed. • speed droop
There is no cooldown period. The EICAS advisory • APU starting failure (no rotation, or no
message, APU SHUTDOWN, displays . For the acceleration , or no light-off)
following faults, the APU continues to operate and There is no cooldown period. The EICAS
the EICAS caution message APU LIMIT displays: advisory message, APU SHUTDOWN, displays.

In flight, if three or more engine generators go offline, the APU automaticallystarts, regardless of APU
selector position. can only be shut down by pulling the APU fire switch.

The indications of an APU fire warning are:

• the fire bell sounds
• the master WARNING lights illuminate
• the EICAS warning message FIRE APU is displayed
• the APU fire switch fire warning light illuminates
• the APU fire switch unlocks

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 ON BAT Light
Illuminated (white) – the battery TOWING
POWER switch is ON
Towing Battery Charge Lights
Illuminated (white) – pushing the towing battery
TEST switch illuminates one of the following
battery state of charge indicators:
• HIGH – a minimum of 60 minutes remains before
battery charge is depleted
Towing Battery Test Switch • MEDIUM – a minimum of 30 minutes remains
Push – applicable towing battery charge light before battery charge is depleted
illuminates, indicating the current state of charge of • LOW – a minimum of 15 minutes remains before
the batteries (HIGH, MEDIUM, LOW). battery charge is depleted
TOWING POWER Switch Note: Minimum times assume steady state towing
ON – selects the main and APU batteries for (no braking) before batteries are depleted. If heavy
energizing the “Towing Power” mode. Applicable braking occurs, actual time remaining may fall
towing battery charge light illuminates. below the minimum times listed.
OFF – De-energizes the “Towing Power” mode.

• Load inhibit – loads are inhibited at

predefined operational phases. This
is because the affected system is not
required, or additional power is
temporarily needed by another system.
• Load shed – loads are shed in the order
of priority to stay within the
capacity of the available power sources.

21FEB/2017 capt naif alharthi

 CCR RESET Switches
Push –
• temporarily removes all power from the related CCR causing a restart
within the associated system
• restart cycle takes approximately 1 minute for the CCR to begin running
• restart attempts to recover a blanking condition of the forward displays
Common Core System
The Common Core System (CCS) provides a common computing network and data exchange system
for the majority of airplane systems. CCS operation is automatic. The CCSs main component is the
Common Computing Resource(CCR).

Emergency (EMER) LIGHTS Switch Passenger (PASS)

OXYGEN Switch
OFF – prevents Push – the passenger
emergency lights system cabin oxygen masks
operation if airplane drop.
electrical power Passenger Oxygen ON
fails or is turned off.
Light
ARMED – all Illuminated (amber) – the passenger oxygen
emergency lights system is operating and the masks have dropped.
illuminate automatically if airplane electrical The masks automatically drop from the PSUs
power fails or is turned off. prior to the cabin altitude reaching the greater of:
ON – all emergency lights illuminate. • 15,000 feet, or
The emergency lighting system is powered by • origin airfield altitude +2000 feet, or
remote batteries. Battery charge is maintained by • destination airfield altitude +2000 feet
the airplane electrical system. A fully charged
battery provides at least 10 minutes of operation.

WINDOW HEAT Switches

ON – window heat is applied to the selected
windows.
INOP (inoperative) illuminated (amber) –
• the switch is off, or
• an overheat is detected, or
• a system fault has occurred
BACKUP WINDOW HEAT Switches
Off (ON not visible) – backup window heat anti-
fogging system is off.
ON – backup window heat anti-fogging is
commanded on for the selected windows if
primary window heat system fails.

All flight deck windows are electrically heated. The forward windows have exterior surface anti-icing,
and interior surface antifogging protection.
The side windows have interior surface antifogging protection only .
In the backup system ,only anti-fogging to FWD window .

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 hydraulic system when engine starts.
Off (ON not visible) – the engine-driven hydraulic
pump is turned off and depressurized.
FAULT illuminated (amber) –
• low primary pump pressure
• excessive primary pump fluid temperature, or
• pump selected OFF
C1/C2 Electrical (C1/C2 ELEC) Pump
Selectors
ON – the pump runs continuously.
AUTO – Pumps alternate as a primary pump and
a demand pump. The primary pump operates
continuously and the demand pump operates
during high system demand.
OFF – the pump is off.
C1 and C2 Pump FAULT Lights
Illuminated (amber) –
• low primary pump pressure
• excessive primary pump fluid temperature, or
• pump selected OFF
RAM AIR TURBINE Switch
Push – deploys the RAT. DEMAND (L/R ELEC DEMAND) Pump
Ram Air Turbine Pressure (PRESS) Light Selectors
Illuminated (white) – ON – the pump runs continuously.
• the RAT is deployed AUTO – the pump operates when system and/or
• center system primary flight control hydraulic primary pump(s) pressure is low, or when
pressure is greater than 3000 psi control logic anticipates a large system demand.
OFF – the pump is off.
Ram Air Turbine Unlocked (UNLKD) Light
Illuminated (amber) – the RAT is not in the Demand Pump FAULT Lights
stowed position. Illuminated (amber) –
Left/Right Engine (L/R ENG) PRIMARY • low demand pump pressure
Pump Switches • excessive demand pump fluid temperature, or
ON – the engine-driven hydraulic pump • demand pump is selected OFF
pressurizes the related left or right

L HYD SYS C HYD SYS R HYD SYS

• flight controls • flight controls • flight controls
• the left engine thrust • landing gear actuation • the right engine thrust
reverser • nose gear steering reverser
• right and left wing • trailing edge flaps • right and left wing spoilers
spoilers • leading edge slats
• right and left wing spoilers

21FEB/2017 capt naif alharthi

 In the AUTO position, the L and R demand pumps operate under the following conditions:
• system low pressure, or
• on the ground, for the first three minutes after the second engine is started, or
• from takeoff thrust set to flaps retracted.
• during descent and landing, from gear down or RA less than 1000 feet,
to groundspeed less than 40 knots, or
• thrust reverser operation.

The center demand pump operates under the following conditions:

• system low pressure, or
• on the ground for the first three minutes after the second engine is started, or
• from takeoff thrust set until radio altitude exceeds 2000 feet
• flaps or slats are in motion, or
• during descent from gear lever is down and radio altitude is less than 2000 feet until
groundspeed is less than 60 knots .

The RAT, when deployed, provides 5000 psi hydraulic power to the primary flight controls
connected to the center hydraulic system.
the RAT deploys automatically if any of the following occur:
• both engines have failed.
• all three hydraulic system pressures are low.
• loss of all electrical power to captain’s and first officer’s flight instruments.
• loss of all four electric pumps (EMPs) and faults in the flight control occur on approach.
• loss of all four electric pumps (EMPs) and an engine fails on takeoff or landing.

The center hydraulic system has isolation functionality in the event of a leak to ensure the
flight crew can lower the landing gear and that nose wheel steering is operational for landing,
roll-out and taxi.

21FEB/2017 capt naif alharthi

 MASTER Brightness (BRIGHT) Control
(outer)
Rotate (when the MASTER BRIGHTNESS
switch is pushed on) -
• adjusts the brightness of all panel lights and
displays (does not control:
dome lights, flood lights, area lights, HUD,
standby compass, handset and annunciators)
• overrides individual brightness control settings
• limits adjustment range of individual brightness
controls
• has full adjustment range of all lights when all
individual brightness controls are set to the center
detent
MASTER Brightness (BRIGHT) Switch (inner)
SEAT BELT SIGNS Selector A black ring on the side of the inner switch is
OFF – the fasten seat belt and return to seat signs visible when the switch is out (OFF).
are not illuminated. Push ON (in) – the MASTER BRIGHTNESS
AUTO –illuminate if : control is on.
• landing gear not up and locked, or Push OFF (out) – the MASTER BRIGHTNESS
• flap lever at 5 or greater, or control is off.
• airplane altitude below an airline defined Note: If display brightness cannot be set as
altitude, or desired when master brightness is on, pushing the
• cabin altitude above 10,000 feet, or MASTER BRIGHTNESS switch off may allow
• passenger oxygen on. setting display brightness to an appropriate level
ON – the fasten seat belt and return to seat signs using individual brightness controls.
are illuminated. LANDING Light Switches
Note: Anytime passenger oxygen deploys, the OFF – the landing light is not illuminated.
FASTEN SEAT BELT signs illuminate and the ON – the landing light is illuminated.
RETURN TO SEAT signs extinguish, regardless Note: The nose gear landing lights cannot
of selector position. illuminate when the nose landing gear is not down
CABIN CHIME Switch and locked. When the nose gear landing lights are
Push - rings chime in cabin. ON, the taxi lights are also illuminated.
DOME Light Control
Rotate – adjusts overhead dome light brightness. Cockpit Voice
Overhead (OVHD) PANEL Light Control Recorder TEST
Rotate – adjusts overhead panel light brightness. Switch
GLARESHIELD Panel (PNL) Light Control Push and hold for
(outer) three seconds (on
Rotate – adjusts glareshield panel light brightness. the ground and
GLARESHIELD FLOOD Light Control engines off) –
(inner)
Rotate – adjusts glareshield flood light brightness. • tests area microphone CVR channel
STORM Light Switch • a test tone is heard from flight deck speakers
ON – overrides normal controls and illuminates • an EICAS status message is displayed if test fails
the following lights: Note: Test may fail if crew is speaking when test is
• all illuminated indicator lights initiated. If necessary, repeat test without speaking
• glareshield flood lights for three (3) seconds after the test tone is heard.
• instrument panel flood lights Cockpit Voice Recorder ERASE Switch
• aisle stand flood lights Push and hold for two seconds (on the ground and
• forward dome lights engines off) – erases voice recorder.

21FEB/2017 capt naif alharthi

 • shuts down cargo heat
• commands the packs to provide the minimum
flow required to provide pressurization air
• turns off both lower recirculation fans
• outflow valves move to 50/50 flow split for air
flow stability
• puts associated (fwd or aft) equipment cooling
system into the override mode
• shuts down the bulk cargo compartment
ventilation system operation(aft cargo fire only)
APU Bottle Discharge (APU BTL DISCH)
• shuts down the lavatory/galley vent fan (aft
Light - Illuminated (amber) – the extinguisher
cargo fire only)
bottle is discharged or has low pressure.
APU Fire Switch • shuts off door 4 galley chiller units (aft cargo
In normal position, mechanically locked;
–
fire only)
unlocks automatically for a fire warning. • turns off miscellaneous equipment cooling fan
Out –
(forward cargo fire only)
• arms the APU fire extinguisher bottle • turns off zonal dryer fans
• closes the APU fuel valve • shuts off in-flight entertainment equipment
• closes the APU air inlet door (IFE) cooling
• trips the APU generator field and generator • turns off Nitrogen Generation System (NGS)
breaker Off (blank) – normal position.
• shuts down the APU (if automatic shutdown CARGO FIRE Warning Lights
does not occur) Illuminated (red) –
Rotate – either direction discharges the APU fire • associated cargo compartment smoke is
extinguisher into the APU compartment. detected, or
APU Fire Warning Light • the FIRE/OVERHEAT TEST switch is pushed
Illuminated (red) – CARGO FIRE Discharge (DISCH) Switch
• an APU fire is detected, or Push – discharges the fire extinguisher bottles
• the FIRE/OVERHEAT TEST switch is pushed into the ARMED cargo compartment.
The APU automatically shutsdown for a detected Note: The bulk cargo compartment is included
fire. Normally, both loops must detect a fire. in the AFT cargo fire extinguishing system.
If a fault is detected in one loop, the system CARGO FIRE Discharge (DISCH) Light
automatically switches to single loop operation. Illuminated (amber) – the fire extinguishers have
On the ground with both engines off an APU fire discharged.
signal from either APU fire detector loop causes
FIRE / Overheat (OVHT) TEST Switch
APU shutdown and extinguisher bottle discharge .
Push and hold –
CARGO FIRE ARM Switches • sends fire/overheat test signals to the engine,
ARMED – APU, wheel well, and cargo compartment fire
• arms all cargo fire extinguisher bottles detector systems
• arms the selected compartment extinguisher valve • tests flight deck fire and overheat indications
The APU compartment has dual fire detector loops. one fire extinguisher bottle.
An APU fire signal causes the APU to shutdown immediately. The APU extinguisher bottle is
automatically discharged after a 15 second delay to allow time for the fuel valve to close.
18 smoke detectors are installed in the forward cargo compartment. 9 detectors are installed in the aft /
2 in the bulk.
Two smoke detectors in the same cargo compartment must detect a fire or overheat condition to cause
a cargo fire warning.
Six fire extinguisher bottles are installed for cargo, fire warning in flight causes the immediate
discharge of two bottles. After 15 minute, the remaining four bottles discharge at a reduced rate.
On ground, if a DISCHARGE switch is pushed, three extinguisher bottles discharge into the selected
compartment, with the third bottle discharging at a reduced flow rate .
Cargo fire suppression is provided for 240-minute ETOPS operation
21FEB/2017 capt naif alharthi
 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.
START Selector
Electronic Engine Control (EEC) Mode Switch
START –
NORM –
• initiates engine start by commanding the fuel spar
• selects the normal engine control mode for
engine control. valve to open and the starter motors to energize.
• the EEC sets thrust using N1 as the controlling • releases to NORM at completion of start.
parameter. NORM – the starter motor is de-energized.
The EEC uses N1 to calculate thrust. The EEC controls thrust in 3 modes:
- Normal mode : EEC calculate engine N1 rating control based on its signal received .
and provide thrust protection .
- Soft ALT mode : When the EEC automatically switches an engine to the alternate.
EEC losses some required signals then it use the last available information.
- Hard ALT mode : When ALTN is manually selected.
Failsafe information is used to calculate maximum N1.
In the normal mode, the EEC sets thrust by controlling N1 based on thrust lever position.
In the alternate mode, the EEC uses N1 and a TLA schedule to control the engine thrust.
Thrust protection is not provided in the alternate mode and maximum rated thrust is
reached at a thrust lever position less than full forward.
When the EEC is in the soft or hard alternate mode, thrust calculations are less accurate.
in the soft alternate mode at a fixed thrust lever position, thrust does not change
Overspeed Protection :
The EEC monitors N2 rotor speed and commands reduced fuel flow if the rotor
speed approaches its redline limit.
Thrust Ramping : slowly increasing thrust until takeoff thrust is achieved
Thrust Control Malfunction Accommodation:
The EEC commands shutdown of the affected engine when the:
• airplane is on the ground, and
• thrust lever is at idle, and
• engine is above idle speed and not decelerating normally
EEC

Thrust Asymmetry Protection (TAP) :

TAP is an automatic feature that provides protection against asymmetric thrust
during takeoff or go-around by limiting thrust on the higher thrust engine.
For an engine-out condition, TAP reduces thrust on the operating engine to ensure
there is sufficient rudder for directional control.
Transient Bleed System to unload the compressor during engine start and rapid deceleration
for increased engine stall margin by dumping air overboard throgh transient bleed valve.
Minimum idle is selected for ground operation and most phases of flight.
Approach idle is selected in flight when:
• the flaps are commanded to 25 or greater, or
• the landing gear is selected DOWN
Icing idle is selected when:
• engine anti-ice on
Ice Crystal Anti-Ice (ICA) is an automatic feature that provides engine protection
against ice crystal icing (ICI). The ICA function activates only above 30,000 feet.
21FEB/2017 capt naif alharthi
 -Simultaneous engine start is only allowed when the APU is running During ground starts, the autostart
-During autostart , system aborts without motoring and does not system monitors engine parameters
make another attempt for : and attempts to correct the start
• loss of both starters for any of the following:
• no N1 rotation • compressor stall
• no oil pressure rise • high residual EGT
For other malfunction the autostart attempts to correct the start. • hot start
if the EEC is unable to correct for a hung start or compressor stall, • hung start
the EEC cancels theautostart and the engine is motored. • loss of one starter
There is a limit of 3 start attempts on ground. • no EGT rise
For in-flight starts, autostart discontinues the start for high EGT, • start time exceeds the
or a hung start. starter duty cycle time

system includes :
-2 Main Tank
Defuel/isolation Valves
– -2 Center Tank Fuel
Jettison Isolation Valves
2 Fuel Jettison Nozzle
Valves

ON – Fuel Jettison NOZZLE Switches

• the jettison nozzle valve is selected open in flight
• if in flight and jettison
– is armed, opens main tank defuel/isolation valves
and 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 fuel quantity.
Off (ARMED not visible) – disarms the jettison system.
Fuel Jettison FAULT Light
Illuminated (amber)
• a system fault has occurred.
• fuel jettison is inoperative.
FUEL TO REMAIN Selector
PULL ON – changes the mode from MLW
(maximum landing weight) to MAN (manual).
Rotate –
• clockwise to increase the MANUAL fuel–to–remain quantity.
• counterclockwise to decrease the MANUAL fuel to remain quantity.
Push – automatically selects the MLW fuel–to–remain quantity.

The fuel jettison system allows jettison from all fuel tanks.
The nozzles cannot open on the ground
At least 3900 kilograms of fuel remains in each main tank after jettison is
complete.

21FEB/2017 capt naif alharthi

 selected ON
• illumination is inhibited when the center tank
fuel pump switch is selected off
CROSSFEED Switch
On (bar visible) the crossfeed valve is selected
–

open.
Off (bar not visible) the crossfeed valve is
selected closed.
CROSSFEED VALVE Light
Illuminated (amber) the crossfeed valve is not in
–

the selected position.

BALANCE Switch
ON the balance system is selected on.
–

Off (ON not visible)

• system is not commanded ON
• off is manually selected
Fuel Pump Switches • fuel balance is automatically commanded off for
ON – the fuel pump is selected ON. one of the following:
Off (ON not visible) – the fuel pump is selected • fuel is balanced
off. • jettison system is active
Forward and Aft Fuel Pump Pressure (PRESS) • FUEL DISAGREE message is displayed
Lights • FUEL Q TY LOW message is displayed
Illuminated (amber) fuel pump output pressure
–

• airplane is on ground and either engine running

is low. Fuel BALANCE FAULT Light
Center Fuel Pump Pressure (PRESS) Lights Illuminated (amber) –
Illuminated (amber) – • a system fault has occurred
• fuel pump output pressure is low with the pump • fuel balance system is inoperative

The two center tank fuel pumps are override/jettison pumps which have a higher output
pressure than the left and right main tank fuel pumps.
APU fuel is supplied from the left fuel manifold (any AC fuel pump supplying fuel to
the left fuel manifold).
On the ground, with the APU switch ON and no AC power available, the DC
pump runs automatically. With AC power available, the left aft AC fuel pump
operates automatically, regardless of fuel pump switch position, and the DC fuel
pump turns off.
With the main tank pumps ON and the center tank pumps off, 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 approximately 16,000 kilograms
(depending on fuel density) .
Fuel balance operation is inhibited for the any of the following reasons:
• refueling, defueling and ground transfer of fuel (using the refueling
control panel)
• On ground and the APU is off.
• on the ground and one or both engines are running.
• the fuel balance system is failed.
• a center tank pump is on.
• in flight and the fuel jettison system is active, or the FUEL DISAGREE
or FUEL QTY LOW message shows.
The Nitrogen Generation System (NGS) provides automatic full time flammability
protection for the fuel system. It generates nitrogen enriched air to displace fuel vapors
in all fuel tanks.

21FEB/2017 capt naif alharthi

 on and operates without input from automatic ice
detection system (with TAT less than 25º C)
• with flaps out of up, stick shaker logic is set for
icing conditions
Note: Stick shaker logic returns to normal when
the airplane lands, regardless of switch position.

ENGINE ANTI-ICE Selectors

OFF –
• the engine anti-ice valves are commanded
WING ANTI-ICE Selector closed.
OFF – • with flaps out of up, stick shaker logic returns
• wing ice protection system is not powered to normal if no icing conditions have been
• with flaps out of up, stick shaker logic returns detected for a certain time and TAT is greater
to normal if no icing conditions have been than10º C
detected for a certain time and TAT is greater
than10º C AUTO –
Note: To enter the OFF position, switch must be • in flight, the engine anti-ice valves are opened
pulled during rotation from AUTO to OFF. or closed automatically by the ice detection
AUTO – system (inhibited on the ground)
• in flight, wing ice protection system is powered • with flaps out of up, stick shaker logic is set for
on and off automatically by the ice protection icing conditions when icing conditions have
system been detected and TAT is10º C or less. Stick
• with flaps out of up, stick shaker logic is set for shaker logic returns to normal if no icing
icing conditions when icing conditions have conditions have been detected for a certain time
been detected and TAT is10º C or less. Stick and TAT is greater than 10º C
shaker logic returns to normal if no icing ON –
conditions have been detected for a certain time • the engine anti-ice valves are commanded open
and TAT is greater than 10º C • with flaps out of up, stick shaker logic is set for
ON – icing conditions
• in flight, wing ice protection system is powered Note: Stick shaker logic returns to normal when
the airplane lands, regardless of switch position.

WING ANTI ICE ENG ANTI ICE

Source Electric Bleed air
Supplied to leading edge slats on each wing engine core and inlet cowl
Inhibited On the ground below 75 knots. With auto and on ground
Auto On when icing conditions are detected only in valves open when icing conditions are
flight or on ground speed more than 75kts detected in flight only
ON powered if TAT is below 25ºC in flight Valves is open
Stick shaker speed and minimum maneuvering speed increases when :
Any switch AUTO: flaps not up, ice detected and TAT 10c or less.
Any switch ON: flaps not up.
The engine anti-ice valves close automatically: Three pitot probes and two angle of attack probes are
• during start, or electrically heated for anti-ice protection when either
• for bleed air overtemperature, or engine is operating.
The total air temperature probe is electrically heated
• for bleed air overpressure, or
for anti-ice protection in flight.
• when an engine fire switch is pulled, or both cabin air compressors ram air inlets anti-iced
• when a bleed air leak is detected automatically with signals from the automatic ice
detection system. Operation is inhibited on the ground
and when TAT is above10º C.

21FEB/2017 capt naif alharthi

 BROADBAND Communication (COMM) Switch
OFF – disables the broadband communication system.
ON – enables the broadband communication system.
High-speed internet connectivity inflight.

Emergency Locator Transmitter (ELT) Switch

RESET (spring–loaded) – push and hold momentarily (between
1 to 3 seconds):
• stops ELT transmission if transmitting
• starts ELT self–test if not transmitting
ARMED – ELT starts transmitting if high deceleration is
sensed.
ON – ELT transmits continuously.

Humidification (HUMID) Switch

ON – flight deck humidification system operates automatically.
operates automatically during cruise when the HUMID switch is
on and is automatically switched off approximately 1-1.5 hours
prior to touch down.

21FEB/2017 capt naif alharthi

 FWD CARGO FLOW Selector BULK CARGO TEMP Switch
LOW – Normal ventilation flow for maintaining AUTO – bulk cargo heat system targeting 21° C
perishable, temperature sensitive, or any cargo and turns on the bulk ventilation fan to allow for
other than animal carriage. pack airflow is live animal transport.
automatically adjusted to minimize fuel burn, and Off (AUTO not visible) – bulk cargo heat is
to increases cabin humidity. commanded off.
HIGH – High ventilation flow demanded from the OFF (illuminated amber) –
air conditioning system to prevent cargo odors • BULK CARGO TEMP switch selected off
from entering the passenger cabin, or to remove • bulk cargo heater overheat.
cabin odors. Use for live animal carriage or other When an automatic overheat shutdown occurs,
odorous cargo. cargo heat to the related compartment cannot be
restored in flight.
Forward Cargo Air Conditioning (FWD
CARGO A/C) Control Forward Cargo Air Conditioning (FWD
Provides automatic temperature control for the CARGO A/C) OFF Light
forward cargo compartment OFF (Not Visible)
Turning the control toward C or W sets the desired • fwd cargo air conditioning selector is OFF, or
target temperature between 4° C and 27° C. Mid • fwd cargo air conditioning functioning properly
position (12 o’clock) sets approximately 16° C. OFF (Illuminated Amber)
if it fails, the packs maintain the last selected target • fwd cargo air conditioning is inoperative when
temperature. selector is in any position other than OFF
OFF – disables heater and cargo refrigeration unit.
Normal cargo heating is provided by the forward
E/E exhaust ventilation system.

-Fwd cargo Ventilation and conditioned air are provided by forward E/E cooling exhaust, a
dedicated refrigeration unit, in-line electric heaters and a forward cargo exhaust fan.
-Bulk cargo compartment ventilation and heat are provided from cabin air passing through a supply
fan and in-line electric heaters and some residual heat from the aft E/E cooling exhaust
-Aft cargo compartment ventilation and heat are provided from aft E/E cooling exhaust entering
from below the compartment floor.there is also some residual heat from the bulk cargo compartment.

21FEB/2017 capt naif alharthi

 The FWD systems provide cooling and ventilation for the electrical and electronic
equipment on the flight deck and in the forward electrical and electronic (E/E)
compartment equipment racks.
The forward ventilation systems use internal fans and valves to direct cabin air to the
equipment and then ventilates the warm exhaust air through a dedicated overboard
vent valve or to the forward cargo compartment, if it requires additional heat.
If the primary supply fan fails, the backup supply fan operates automatically.

In the override mode:

- the forward cargo heat and overboard vent valves are closed,
- the vent fan and both supply fans are commanded off, and
- the forward equipment cooling override valve is commanded to the override position
- Cabin differential pressure draws air through the flight deck panels and the
forward E/E equipment racks to create a reverse flow of air across the equipment,
then exits through the override valve to an overboard venturi.

The forward system reconfigures automatically to an override mode when:

• the FWD EQUIP COOLING switch is selected to OVRD, or
• in flight, both supply fans fail, or
• in flight, low airflow is detected, or
• in flight, excessive temperature is detected in the forward equipment cooling system, or
• both flow sensors fail, or
• smoke is detected in the forward equipment cooling system or the forward cargo area, or
• the FWD CARGO FIRE ARM switch is ARMED

In flight, the FWD switch in OVRD aids smoke evacuation from the flight deck.
On the ground, the EICAS advisory message EQUIP COOLING FWD is displayed and the
ground crew call horn in the wheel well sounds if the forward equipment cooling system is
inoperative.

AFT ventilation system almost the same.

21FEB/2017 capt naif alharthi

 During normal ground operations and
landing phases of flight, deflector doors
deploy in front of the CAC inlets to
prevent debris from entering the CACs.
These deflector doors may retract on the
ground when ambient air temperature is
below 2°C or above 35°C.

1-Forward Equipment Cooling (EQUIP Note: During ground operations, the flight deck
COOLING FWD) Switch boost fan may be commanded on when the flight
AUTO – forward equipment cooling mode is deck temperature switch is selected to the full C or
controlled automatically. to the full W setting. When the fan is on, flight
Off (AUTO not visible) – deck air flow is increased and passenger cabin air
• both forward equipment cooling supply fans, flow is slightly reduced.
flight deck supply fan and vent fan are
3-PACK Switches
commanded off.
AUTO – the pack is automatically controlled.
• both the smoke/override valve and the flight
Off (AUTO not visible) – cabin air compressors
deck isolation valve are commanded open
are commanded off.
• forward cargo heat becomes inoperative.
OFF ( illuminated amber) – both associated cabin
• forward cargo air conditioning becomes
air compressors are not running:
inoperative.
• automatically during engine start, or
• OVRD illuminates.
• automatically due to a pack or compressor outlet
OVRD (illuminated amber) – SMOKE/OVRD
high temperature, or
mode is operating because:
• OFF is manually selected.
• off is selected manually, or
4-TRIM AIR Switches
• both forward equipment cooling supply fans fail,
ON – the trim air valve is commanded open.
or
Off (ON not visible) –
• the smoke/override mode is automatically
• the trim air valve is commanded closed, and
selected by the smoke detection system.
• FAULT illuminates.
2-Flight Deck Tem perature (FLT DECK FAULT illuminated (amber) –
TEMP) Control • the trim air valve is failed closed, or
• selects the target flight deck temperature. • the trim air valve is commanded closed because
• turning the control toward C or W sets the of a zone supply duct overheat, or
desired temperature between18° C and 29° C. Mid • the TRIM AIR switch is selected off.
position (12 o’clock) sets approximately 24° C.

21FEB/2017 capt naif alharthi

 5-Recirculation Fans (RECIRC FANS) 7-Cabin Temperature (CABIN TEMP) Control
Switches Provides automatic passenger cabin temperature
ON – provides automatic operation of the control.
associated recirculation fans. Turning the control toward C or W sets the
Off (ON not visible) – the selected recirculation passenger cabin master reference temperature
fans do not operate. between 18° C and 29° C.
An EICAS advisory message is displayed if either temperature zone may be further modified plus or
the upper or lower switches are placed in the off minus 6º C using the cabin management system.
position. 8-Air Conditioning Reset (AIR COND RESET)
6-Aft Equipment Cooling (EQUIP COOLING Switch
AFT) Switch Push –
AUTO – aft equipment cooling mode is controlled • resets any air conditioning faults and attempts to
automatically. restart normal operation
Off (AUTO not visible) – • resets any trim air valves held closed due to
• both aft equipment cooling supply fans and vent overheat, control failure, or valve failure
fan are commanded off • attempts to reset a failed recirculation fan
• override valve is commanded open • resets fault protection
• aft cargo heat becomes inoperative 9-Alternate Ventilation (VENTILATION)
• OVRD illuminates Switch
OVRD (illuminated amber) – SMOKE/OVRD NORM – environmental control system is
mode is operating because: configured for normal operation
• off is selected manually ALTN (illuminated amber) - the Forward and Aft
• both equipment cooling supply fans fail, or Outflow Valves are automatically repositioned
• smoke/override mode is automatically selected towards the ten and one o’clock positions
by the smoke detection system respectively when airplane is below 13,000 ft
altitude and not on ground.
Outside air is supplied to four electric cabin air With two backs on, flight deck receives 100%
compressors (CAC) through two dedicated inlets conditioned outside air.
located in the wing to body fairings. Recirculation fans draw cabin air through filters,
On ground, each pack uses a ram fan to draw air then reintroduce the air into the conditioned air
through the ram air system. distribution system.
pack standby cooling mode (backup mode for passenger cabin receives a mix of outside air and
pack malfunctions): cooling capacity of the pack recirculated air.
may be less than in normal mode and shuts down cabin air exhausted overboard through outflow
at lower altitudes and higher outside air valves or drawn into the lower recirculation
temperatures. system.
when there is a complete malfunction in the two air conditioning packs and they cannot give the
normal air supply, Selecting the alternate ventilation switch lets fresh outside air to be drawn directly
into the air distribution system.

Flight crew shoulder heat is provided by electric elements and are available in-flight only.
Foot heaters have electric heating elements and available on ground and in-flight when pack and
recirculation fans are on.

If smoke is detected in the aft E/E compartment, the lower recirculation fans are commanded off
Power Electronics Cooling System (PECS) consists of two independent liquid cooling loops.
It provides liquid cooling for the large motor power distribution system located in the aft E/E
equipment compartment. It also provides liquid cooling to Integrated Cooling System (ICS) .
Integrated Cooling System (ICS) is a centralized refrigeration system that provides cooling to
galley carts and assists with cooling recirculated cabin air and integrated with the air
conditioning system and the liquid cooling system to manage airplane heat loads.

21FEB/2017 capt naif alharthi

 • when turned slowly, landing altitude display
changes in 100 foot increments. When turned
quickly, display changes in 500 foot increments
Push –
• landing altitude set automatically from FMS
• landing altitude followed by AUTO displayed on
EICAS

Pressurization System Indications

Pressurization system indications are displayed
automatically when:
• landing altitude MAN
OUTFLOW VALVE (FWD / AFT) Switches
• either OUTFLOW VALVE switch in MAN
AUTO – outflow valve controlled automatically.
• cabin altitude is above normal range (amber or
MAN (manual, illuminated amber) –
red)
• outflow valve is controlled manually
• cabin differential pressure is above normal range
• bypasses automatic outflow valve control and
(amber)
cabin altitude limiter
• cabin differential pressure is excessive (red)
• AUTO extinguished
• AIR synoptic selected on any MFD
OUTFLOW VALVE MANUAL Switches
• the following EICAS messages are displayed:
OPEN – moves the outflow valve toward open.
• CABIN ALTITUDE
CLOSE – moves the outflow valve toward closed.
• CABIN ALTITUDE AUTO
Landing Altitude (LDG ALT) Selector
• LANDING ALTITUDE
Pull ON, then rotate –
• PACK L + R
• sets landing altitude manually
• OUTFLOW VALVE AFT
• landing altitude followed by MAN displayed on
• OUTFLOW VALVE FWD
EICAS
• VENTILATION ALTN
- For takeoff, the system supplies a small positive In the cruise mode, maximum cabin altitude is no
pressurization prior to rotation to
more than 6,000 feet. Landing field selection limits
cause a smooth cabin altitude transition to the
(-2,000) to 14,000 feet
cabin altitude climb schedule.
- During descent, cabin altitude decreases to
- In climb mode, cabin altitude increases on a
slightly below the FMC planned landing altitude to
schedule related to the airplane climb
ensures that the airplane lands pressurized.
rate and flight plan cruise altitude.

If cruise altitude is unavailable from the FMC in If landing altitude is unavailable from the FMC, and
AUTO,the default cruise altitude is 43,000 feet not set in MAN, the cabin altitude controller
assumes a landing altitude of 2,000 feet.
Master WARNING/CAUTION Reset Switch Master WARNING Light Illuminated (red) –
Push – • new EICAS warning message displayed, or
• extinguishes master WARNING lights • ENGINE FAIL, PULL UP, or WINDSHEAR
• extinguishes master CAUTION lights alert displayed on PFD
• silences the aural that accompanies the EICAS Master CAUTION Light
warning messages: Illuminated (amber) – new EICAS caution
• CABIN ALTITUDE message displayed.
• CONFIG GEAR, if displayed because landing
gear not down and locked, any thrust lever at idle,
and radio altitude less than 800 feet
• FIRE
• PILOT RESPONSE (as configured by the airline)
• STABILIZER
• EVACUATION

21FEB/2017 capt naif alharthi

 Cancel (CANC) Switch
Push –
• the message is removed from the display
• functions the same as selecting an MFD
communications display CANCEL command
key
Accept (ACPT) Switch Reject (RJCT) Switch
Push – Push –
• a positive response to a displayed message is • a negative response to the displayed message is
downlinked to the origin of the displayed downlinked to the origin of the displayed
message message
• functions the same as selecting an MFD • functions the same as selecting an MFD
communications display ACCEPT command key communications display REJECT command key

• TFC-ALL shows in cyan on the lower left of

PFD mini-map
• shows all traffic on the navigation display and
the PFD mini-map
• ADS-B traffic symbol includes flight ID on the
navigation display if near the active ownship
WXR switch on the EFIS control panel and the runway
WXR check box on the ND drop-down menu • TCAS-only traffic shows within a range of
perform the same function. Both control power approximately 40 nm shows
to the transmitter/receiver and allow weather • ADS-B traffic within a range of approximately
radar returns to display on the ND and/or mini- 150 nm shows
map. • traffic data shows in MAP or MAP CTR modes
Traffic (TFC) Switch Third push –
First push – • deselects TCAS and ADS-B traffic shown on
• TFC-ALL shows in cyan on the lower left of ND and PFD mini-map
navigation display and PFD mini-map • shows only crew selected PICK TRAFFIC and
• shows all traffic on the navigation display and ITP reference traffic
the PFD mini-map Terrain (TERR) Map Switch
• ADS-B traffic symbol includes flight ID on the Push –
navigation display only • selection applied to both the navigation display
• TCAS-only traffic shows within a range of and the PFD mini-map
approximately 40 nm shows • TERR displayed in cyan on the left center of
• ADS-B traffic within a range of approximately navigation display and mini-map
150 nm shows • terrain data displayed in MAP or MAP CTR
• traffic data shows in MAP or MAP CTR modes modes
Second push • deselects weather radar display regardless of
• TFC-FLTR shows in cyan on the lower left of
switch position
–

navigation display Second push – deselects terrain map display.

Automatic Dependent Surveillance - Broadcast (ADS-B) is used by ATC for surveillance similar to the use
of conventional radar. ADS-B (Out) is a broadcast system, ATC receives ADS-B (Out) information. The
same ADS-B (Out) information can be received by appropriately equipped ADS-B (In) aircraft within range
of the broadcast. ADS-B (In) is a general term referring to a group of systems that receive and show ADS-B
(Out) surrounding traffic data to the flight crew. Nearby aircraft transmitting ADS-B (Out) data show on the
flight deck displays with ground track, speed, and location information.
The TFC-FLTR state shows traffic symbols without flight data unless a target is near the active ownship
runway, in which case flight ID is displayed

21FEB/2017 capt naif alharthi

 Autopilot (A/P) Engage Switches • disables bank angle protection
Push (either switch can engage the autopilot) – • exposes the amber and black stripes
• inhibited on the ground with the flaps down. Lift up –
• when either FD switch is ON, the autopilot • enables autopilot engagement
engages in the selected FD mode(s) • enables bank angle protection
• when both FD switches are OFF, the autopilot • hides the amber and black stripes
engages in: Autothrottle (A/T) ARM Switches
• (HDG HOLD) or (TRK HOLD) as the roll mode, L and/or R – arms the selected A/T for mode
and activation. The selected A/T activates automatically
• (V/S) or (FPA) as the pitch mode when an AFDS mode (VNAV, FLCH, or TO/GA)
Autopilot Engaged Light is selected.
Illuminated (white) – all operating autopilots are OFF –
engaged. • disconnects the selected A/T
Flight Director (F/D) Switches • prevents selected A/T activation
ON –
• on the ground with both FD switches OFF, the Climb/Continuous (CLB/CON) Thrust Switch
On the ground and below 400 feet during takeoff,
first FD switch positioned ON arms the FD in the
the switch is inoperative.
(TO/GA) roll and pitch modes. The FMA appears
Push –
on both PFDs and HUDs.
• with two engines operating, changes the engine
• in flight, with the autopilot disengaged and both
thrust limit to the FMC selected climb thrust, or
FD switches OFF, the first FD switch positioned to
• with only one engine operating, changes the thrust
ON activates the FD in:
limit to maximum continuous (CON)
• (HDG HOLD) or (TRK HOLD) as the roll mode,
Autothrottle (A/T) Engage Switch
and
Push – above 400 feet, with the A/T armed,
• (V/S) or (FPA) as the pitch mode
activates the appropriate A/T mode for the selected
• in flight, with the autopilot engaged and both FD
AFDS pitch mode, or if no pitch mode, in the speed
switches OFF, the first flight director switch
(SPD) mode.
positioned to ON activates the FD in the currently
IAS/MACH Reference Switch
selected autopilot mode(s)
Push –
OFF –
• alternately changes the IAS/MACH window
• the FD steering indications do not display, unless
between IAS and MACH displays (Mach must be
• a TO/GA switch is pushed when airspeed is
0.4 or greater to switch from IAS to Mach)
greater than 80 knots and flaps DOWN.
• inoperative when the IAS/MACH window is
Autopilot (A/P) DISENGAGE Bar
blank
Pull down –
with autopilot(s) engaged: IAS/MACH Window
• disengages all autopilots Upper line displays speed selected by the
• displays the EICAS warning message IAS/MACH selector and lower line displays
AUTOPILOT DISC uplinked ATC speed clearance.
• sounds an aural warning IAS/MACH window is blank when the FMC
• illuminates the master warning lights controls the speed. When changing from TO/GA to
• prevents autopilot engagement V/S, FPA, or ALT, the window automatically
• displays EICAS advisory message NO displays:
AUTOLAND • the flap placard speed minus 5 knots (flaps

21FEB/2017 capt naif alharthi

 extended) Uplinked clearances are preceded by the letters
• 250 knots (flaps up), or "UL".
• a speed value entered in the IAS/MACH window Lateral Navigation (LNAV) Switch
after TO/GA was pushed Push –

The display range is: • arms, selects, or disarms LNAV as the roll mode
• 100 – 399 KIAS • displays LNAV as armed mode on PFD (in white)
• .400 – 950 Mach and HUD roll flight mode annunciator. The
The selected speed displays as the PFD selected previous roll mode remains active
speed. • LNAV activates when the airplane is above 50
The selected speed displays as the range to target feet radio altitude and:
speed dot (green) on the VSD. • within 2.5 NM of the active leg
Upper line displays 200 knots and lower line is • when not within 2.5 NM of the active leg and on
blank when power is first applied. an intercept heading to the active leg, remains
armed then activates when approaching the active
During climb, automatically changes from IAS to
leg
MACH at .840 Mach.
• when active, displays LNAV in green on the PFD
During descent, automatically changes from
and HUD roll flight mode annunciations
MACH to IAS at 310 KIAS.
• selection of LNAV with the airplane not on a
IAS/MACH Selector
heading to intercept the active leg, displays FMC
Rotate –
INTERCEPT HDG EICAS advisory message
• sets the speed on upper line of IAS/MACH
• selection of LNAV when an active FMC route is
window as the selected speed on both the PFD and
HUD not available displays
• inoperative when the IAS/MACH window is NO ACTIVE ROUTE in the CDU help window
blank • LNAV maintains current heading when:
Push – • passing the last active route waypoint
• with VNAV active, alternately opens or closes the • passing the last waypoint prior to a route
discontinuity
IAS/MACH window:
• passing the last route offset waypoint
• when the window is closed, the FMC computed
• activating the inactive route or activating an
target speed is active and displays on both the PFD
airway intercept and not within LNAV engagement
and HUD
criteria
• when the window is open, FMC speed–
• on go-around when valid missed approach path
intervention is active and the IAS/MACH selector
may be used to set the desired speed exists, LNAV activates automatically at 50 feet
radio altitude with flight director only or 200 feet
Uplink Transfer (XFR) Switch
radio altitude with the autopilot engaged.
Push – Transfers the IAS or Mach value from the
a LNAV is deactivated by engaging any other roll
lower line to the upper line. If upper line was
blank/closed, it now opens to the uplinked ATC mode or by disengaging the autopilot and turning
value. Lower line blanks after the transfer. both FD off
ATC Uplinked Speed Clearance LNAV is deactivated:
The ATC uplink function is always enabled. For • by selecting heading hold (HDG HOLD) or track
immediate clearances, pushing the datalink hold (TRK HOLD)
ACCEPT switch displays the clearance IAS or • by selecting heading select (HDG SEL) or track
Mach value in the lower line of the window. If the select (TRK SEL)
upper line was blank/closed, it remains unchanged. • with LOC or FAC capture
Pushing the datalink CNCL switch removes the • when there is a dual or triple FMC failure (LNAV
clearance from the lower line. may be reselected if one FMC remains functional)
For conditional clearances, pushing the ACCEPT LNAV is disarmed by pushing the LNAV switch a
switch automatically displays clearance IAS or second time, or by arming LOC/FAC or APP.
Mach value in the lower line only after condition LNAV Light
contained in the clearance is met. Illuminated (white) – the LNAV mode is armed or
active.

21FEB/2017 capt naif alharthi

 Vertical Navigation (VNAV) Switch VNAV is disarmed by:
Push – • pushing the VNAV switch a second time, or
• arms, selects, or disarms VNAV as the pitch mode • arming APP
• displays VNAV as armed mode on PFD (in white) VNAV Light
and HUD pitch flight mode annunciation below 400 Illuminated (white) – the VNAV mode is armed or
feet active.
• VNAV activates at 400 feet AGL Flight Level Change (FLCH) Switch
• NAV SPD, VNAV PTH or VNAV ALT pitch Push –
mode displays in green(active) on the PFD pitch • selects FLCH SPD pitch mode
flight mode annunciation. • FLCH SPD displays on the PFD and HUD pitch
• VNAV SPD, VNAV PTH or VNAV ALT pitch flight mode annunciation as the pitch mode
mode displays in green(engaged) on the PFD and • when IAS/MACH window is blank, it opens to
HUD pitch flight mode annunciator the FMC target speed, if valid. If not valid, the
• in the VNAV SPD pitch mode, the AFDS IAS/MACH window opens to the current speed
commands pitch to hold target airspeed. The A/T • when IAS/MACH window is open, it displays
operates in the THR REF, THR, IDLE or HOLD command speed
mode, as required by the phase of flight • AFDS pitch holds MCP selected speed. When the
• in the VNAV PTH pitch mode, the AFDS MCP selected altitude is captured, the pitch flight
commands pitch to maintain FMC target altitude or mode annunciation changes to ALT
the VNAV path. The A/T maintains speed • A/T operates in THR. When thrust is retarded to
• in the VNAV ALT pitch mode, the AFDS idle, HOLD displays during descent. When MCP
commands pitch to maintain the MCP selected selected altitude is captured, A/T mode changes to
altitude when that altitude is lower than the VNAV SPD
commanded altitude in climb or higher than the • A/T advances or retards thrust levers to provide
VNAV commanded altitude in descent 500 FPM vertical speed for each 1000 feet altitude
• when VNAV is selected and VNAV commands a change
descent with the MCP altitude window above the • AFDS attempts to reach the MCP selected altitude
current airplane altitude, the autopilot maintains the within two minutes if able with available thrust.
altitude at which VNAV was selected. When on an Otherwise, A/T uses IDLE or CLB thrust to
instrument approach using VNAV, selecting the reach the MCP selected altitude
missed approach altitude does not interfere with the • with a higher altitude set in the altitude window,
VNAV descent reference thrust limit changes to CLB when CRZ
• when VNAV is selected and VNAV commands a displays or to CON with an engine inoperative
climb with the MCP altitude window below the Flight Level Change Light
current airplane altitude, the autopilot maintains the Illuminated (white) – the flight level change mode
altitude at which VNAV is selected is active.
• with the VNAV ALT pitch mode active, the A/T
Heading/Track (HDG/TRK) Reference Switch
operates in the speed (SPD) mode
Push – alternately changes the upper line of the
• with the VNAV PTH pitch mode active, the A/T
heading/track window, PFD, HUD, and ND
operates in the following modes:
selected heading/track references between heading
• for climb or cruise – operates in the (SPD) mode
and track. Also changes the PFD and HUD roll
• for descent – operates in the IDLE, HOLD, or
flight mode annunciations, when the HDG or TRK
speed (SPD) mode
mode is active.
• VNAV pitch guidance is available with one
Heading/Track Window
engine inoperative
Upper line displays the selected heading or track
VNAV is deactivated:
and lower line displays uplinked ATC heading or
• by selecting TO/GA, FLCH SPD, V/S, FPA,
track target.
ALT, G/S or G/P pitch mode
The selected heading or track displays on the PFD,
• when there is a dual FMC failure
HUD and ND.
Note: VNAV functionality still available.
If approach is armed, the heading/track in the MCP
• when all three FMCs fail
window automatically changes to the approach

21FEB/2017 capt naif alharthi

 course at LOC or FAC capture. track
Upper line displays 360º and lower line is blank • bank is limited by the bank limit selector
when power is first applied. Heading/Track Hold (HOLD) Switch
Push –
ATC Uplinked Heading or Track
• selects (HDG HOLD) or (TRK HOLD) as the roll
The ATC uplink function is enabled when the upper
mode
window and uplinked clearances are both heading
• displays HDG HOLD or TRK HOLD on the PFD
values or both track values. When not both heading
and HUD roll flight mode annunciator
or track, pushing the heading/track reference switch
• AFDS commands wings level and holds the
displays the uplinked value.
heading or track established when wings level is
For immediate clearances, pushing the datalink
established
ACCEPT switch displays the clearance heading or
Heading/Track Hold Light
track value in the lower line of the window.
Illuminated (white) – the heading
Pushing the transfer (XFR) switch transfers the
value from the lower line to the upper line. V/S – FPA Reference Switch
Pushing the datalink CNCL switch removes the Push – alternately changes the vertical speed/flight
clearance from the lower line. path angle window and PFD references between
For conditional clearances, pushing the ACCEPT vertical speed and flight path angle. Also changes
switch displays the new heading or track value the PFD / HUD pitch flight mode annunciation, if
automatically in the lower line only after the the V/S or FPA mode is active.
clearance condition is met. Vertical Speed/Flight Path Angle (V/S – FPA)
Uplinked clearances are preceded by the letters Window
"UL". Clearances containing a turn direction are Displays the selected vertical speed in 100 fpm
also displayed preceded by "L" or "R". increments or the selected flight path angle in 0.1
Uplink Transfer (XFR) Switch degree increments.
Push – transfer the value from the lower line to the The display range is:
upper line. Lower line blanks after the transfer. • V/S: -8000 to +6000 fpm
• FPA: -9.9º to +9.9º
BANK LIMIT Selector (outer) Blank when the vertical speed (V/S) or flight path
Rotate – sets the AFDS commanded bank limit angle (FPA) pitch mode is not active. Display state
when in the heading select (HDG SEL) or track can be pre-selected by pushing the V/S-FPA
select (TRK SEL) roll mode as follows: reference switch.
• AUTO – varies between 15º – 25º, depending on The selected vertical speed displays on the PFD
TAS vertical speed indication.
• 10º, 15º, 20º, 25º or 30º – the selected value is the The selected flight path angle displays on the PFD
maximum, regardless of airspeed attitude indicator.
Heading/Track Selector (middle) V/S – FPA Switch
Rotate – Push –
• sets heading or track in the heading/track window • engages V/S or FPA pitch mode
and on the PFDs, HUDs, and NDs • displays V/S or FPA on the PFD and HUD pitch
• with heading select (HDG SEL) or track select flight mode annunciation
(TRK SEL) as the active roll mode, the aircraft will • displays dashed line on the VSD indicating
turn in the direction of knob rotation to achieve the selected vertical speed as a target angle when V/S
selected heading or track mode is selected
Heading/Track Select (SEL) Switch (inner) • displays the current vertical speed or flight path
Push – angle in the vertical speed/flight path angle window
• selects heading select (HDG SEL) or track select • when the selected altitude is reached, the pitch
(TRK SEL) as the roll mode mode changes to ALT
• displays HDG SEL or TRK SEL on the PFD and • AFDS commands pitch to maintain the vertical
HUD roll flight mode annunciator speed or flight path angle displayed in the vertical
• AFDS turns the aircraft in the direction of least speed/flight path angle window
heading change to achieve the selected heading or • when V/S or FPA is selected while in FLCH or

21FEB/2017 capt naif alharthi

 VNAV, the A/T activates in (SPD) mode, when • when in VNAV PTH or VNAV ALT pitch mode,
armed the airplane begins a climb or descent toward the
V/S – FPA Light altitude window altitude
Illuminated (white) – the vertical speed/flight path • within 50 NM of the top-of-descent (T/D) point,
angle mode is active. with the altitude window set below cruise altitude,
V/S – FPA Selector the airplane initiates the descend now (DES NOW)
UP or DOWN – sets the vertical speed or flight feature
path angle in the vertical speed/flight path angle Altitude HOLD Switch
window and on the PFDs. Push –
Altitude Window • selects altitude (ALT) as the pitch mode
Upper line displays the selected altitude and lower • ALT displays on the PFD and HUD pitch flight
line displays an uplinked ATC altitude target. mode annunciation
The displayed altitude is the reference altitude for • the AFDS commands pitch to maintain the
altitude alerting and level off. altitude when the switch was pushed
The selected altitude displays on the PFD and HUD Altitude Hold Light
altitude tapes and the vertical situation display Illuminated (white) – the altitude hold mode is
(VSD). active.
The altitude range is 0 to 50,000 feet. Uplink Transfer (XFR) Switch
Upper line displays 10,000 feet and lower line is Push – transfer the value from the lower line to the
blank when power is first applied. upper line. Lower line blanks after the transfer.
Displayed altitude transmitted to ATC when ATC Uplinked Altitude
Eurocontrol compliant transponder installed. The ATC uplink function for altitude is always
Altitude Increment Selector (outer) enabled. For immediate clearances, pushing the
AUTO – datalink ACCEPT switch displays the clearance
• the altitude selector changes in 100 foot altitude value in the lower line of the window.
increments Pushing the transfer (XFR) switch transfers the
• displays the selected BARO minimum as the value from the lower line to the upper line. Pushing
selector passes through that altitude. If the BARO the datalink CNCL switch removes the clearance
minimum is not a 10 foot increment, displays the from the lower line.
next highest 10 foot increment For conditional clearances, pushing the ACCEPT
• when rotated rapidly, the displayed altitude switch displays the new altitude value automatically
changes at two to four times the normal rate in the lower line only after the clearance condition
1000 – the altitude selector changes in 1,000 foot is met.
increments. Uplinked clearances are preceded by the letters
Altitude Selector (inner) "UL".
Rotate – sets the altitude in the altitude window and
Localizer / Final Approach Course
on the PFD, HUD and VSD altitude indication
(LOC/FAC) Switch
displays.
Push –
Push –
• arms, disarms, or captures back course (B/CRS),
• during climb or descent with altitude constraints,
final approach course(FAC) or localizer (LOC) as
each push deletes the next waypoint constraint
the roll mode
between the airplane altitude and the altitude
• displays B/CRS, FAC or LOC in white (armed)
window
on the PFD and in green on the HUD roll flight
• during climb with no altitude constraints, and the
mode annunciation before localizer or course
altitude window set above the FMC cruise altitude,
capture
the cruise altitude is changed to the altitude window
• displays B/CRS, FAC or LOC in green (active) on
value
the PFD and in green on the HUD roll flight mode
• during cruise:
annunciation after localizer or course capture
• with the altitude window set above or below FMC
• arms the AFDS to capture and track inbound on
cruise altitude, the FMC cruise altitude resets to the
the front course or IAN final approach course
altitude window altitude
• the capture point varies based on range and

21FEB/2017 capt naif alharthi

 intercept angle • AFDS captures and tracks the roll mode (LOC,
• capture can occur when an intercept track angle is FAC, B/CRS) and the pitch mode (G/S, G/P) upon
within 120º of the localizer or final approach course interception
The localizer / final approach course mode can be • roll mode (LOC, FAC, B/CRS) captures when
disarmed before capture by: intercept track angle is within 120º of localizer or
• pushing the LOC/FAC switch a second time, or final approach course
• selecting LNAV • pitch mode (G/S, G/P) captures when intercept
The localizer / final approach course mode can be track angle is within80º of localizer or final
disarmed after capture by: approach course The approach mode can be
• selecting a roll mode other than LNAV disarmed or deactivated for any status of roll mode
• pushing a TO/GA switch (LOC, FAC, B/CRS) and/or pitch mode (G/S, G/P)
• pushing the APP switch by disengaging the autopilot and turning both Flight
• disengaging the autopilot and turning both flight Director switches OFF.
director switches off, or When both roll mode (LOC, FAC, B/CRS) and
• engaging an autopilot when in flight director only pitch mode (G/S, G/P) are armed, the approach
mode can be disarmed by selecting APP, LOC,
Localizer / Final Approach Course Light LNAV, or VNAV.
Illuminated (white) – the localizer or final approach The approach mode deselects:
course mode is armed or active. • by pushing APP when above 1,500 feet radio
Approach (APP) Switch altitude
Push – • with roll mode (LOC, FAC, B/CRS) captured and
• arms or captures roll mode (LOC, FAC, B/CRS) pitch mode (G/S, G/P) armed, by selecting heading
and pitch mode (G/S, G/P) for the approach
select (HDG/TRK SEL) or heading hold
selected in the FMC
(HDG/TRK HOLD)
• displays selected roll and pitch modes as armed on
• after roll mode (LOC, FAC, B/CRS) and pitch
the PFD and HUD roll and pitch flight mode
mode (G/S, G/P) captured, by selecting TO/GA
annunciations prior to capture
Approach Light
• displays selected roll and pitch modes in green
Illuminated (white) the approach modes are
(engaged) on the PFD and HUD roll and pitch
armed or active.
flight mode annunciations after capture

21FEB/2017 capt naif alharthi

 • backup airspeed, based on AOA and inertial
data, is automatically provided as required
• backup altitude, based on GPS data, is
automatically provided as required
• the IRS provides attitude data to the PFD and
HUD
• backup attitude data from the ISFD sources are
automatically provided as required
ALTN – non-normal position. The PFD and HUD
alternate air data/attitude source is selected as
follows:
Air Data / Attitude (AIR DATA/ATT) Source • air data – backup airspeed and altitude are
Selector displayed on the on-side PFD and HUD
AUTO – normal position: • attitude – ISFD attitude displayed on the on-side
• the ADRS provides air data to the PFD and HUD PFD and HUD

The AIR DATA/ATT source selector controls the source of airspeed, altitude and
attitude information for the associated PFD and HUD. They have no effect on the
autoflight or navigation system.

ADRS provides airplane altitude and airspeed

components of the ADRS are:

• six air data modules
• six static ports
• three pitot probes.
• two angle-of-attack sensors. AOA.
• one total air temperature probe. TAT.

FUNCTION SOURCE BACKUP

POSITION GPS
ALTITUDE ADR (STATIC) GPS
AIRSPEED ADR (PITOT) AOA
ATTITUDE IRS (AHRU) ISFD
HEADING IRS (AHRU) ENTERD IN MCDU

21FEB/2017 capt naif alharthi

 Integrated Standby Flight Display (ISFD)

1-Approach (APP) Switch 6-Airspeed Indications

Push – Indicates airspeed when above 30 knots.
• when blank, selects APP 7-Attitude Reset (ATT RST) Switch
• when APP displayed, selects B/CRS Push and hold at least two seconds
• when B/CRS displayed, blanks • aligns horizon with the airplane symbol
2-Approach Mode Annunciation • reset takes approximately ten seconds
Indicates approach mode selected. • starts new initialization sequence if previous
Blank – no approach deviation data displayed. attempt failed (ground only)
APP – ILS/GLS localizer and glideslope deviation 8-Hectopascal/Inch (HP/IN) Switch
data displayed. Push – changes units of barometric reference.
BCRS (back course) – reverses sensing for 9-Barometric Setting
localizer pointer during back course approaches. Indicates the barometric setting selected with the
3-Attitude Display barometric selector.
Displays airplane attitude. STD is displayed when selected with the
Indicates bank in reference to the bank scale. barometric selector.
Indicates the horizon relative to the airplane 10-Ambient Light Sensor
symbol. Automatically adjusts display intensity for
Beyond 30º pitch, large red arrowheads (V- ambient lighting condition.
shaped) indicate the attitude has become excessive 11-Glideslope Pointer and Scale
and the direction to the horizon line. The glideslope pointer indicates glideslope
4-Display Brightness Switches position relative to the airplane
Push – • the pointer is in view when the glideslope signal
• + increases display brightness is received
• - decreases display brightness • the scale is in view when the APP mode is
5-Airplane Symbol selected
Indicates airplane position with reference to the • the pointer and scale are removed when the
horizon. B/CRS mode is selected

21FEB/2017 capt naif alharthi

 12-Current Altitude Push –
13-Localizer Pointer and Deviation Scale • selects standard barometric setting (29.92 inches
The localizer pointer indicates localizer position Hg/1013 HPA)
relative to the airplane • if STD displayed, selects the preselected
• the pointer is in view when the localizer signal is barometric setting
received 15-Heading Indication
• the scale is in view when either the APP or Displays airplane heading.
B/CRS mode is selected 16-Heading Source
14-Barometric Selector (BARO) TRU – true heading
Rotate – changes barometric setting. Blank – magnetic heading.

ISFD SOURCE

ATTITUDE internal inertial sensors

AIRSPEED center pitot
ALTITUDE center static

Parking Brake Lever Stabilizer (STAB) Cutout Switches

Pull – sets the parking brake when both brake NORM –
pedals are simultaneously depressed. • electrical power is supplied to the related
Release – simultaneously depress both brake stabilizer control unit
pedals. • L2 – the related left 235 Vac bus
The parking brake electric actuators are clamped • R2 – the related right 235 Vac bus
in position during parking brake application and • if unscheduled stabilizer motion is detected,
require no active power to maintain the clamping electrical power to the related stabilizer control
force. unit is automatically shut off.
Alternate (ALTN) PITCH TRIM Switches CUTOUT – shuts off electrical power to the
Spring-loaded to neutral. related stabilizer control unit.
Push (both switches) –
• on the ground, directly moves the stabilizer.
• in the air in normal mode, changes the trim
reference airspeed.
• in the air in the secondary and direct modes,
directly moves the stabilizer.

21FEB/2017 capt naif alharthi

 Landing Gear Lever
UP – the landing gear retracts.
DN – the landing gear extends.
AUTOBRAKE Selector
OFF – deactivates and resets the autobrake
system.
DISARM –
• disengages the autobrake system
• releases brake pressure
1, 2, 3, 4, MAX AUTO – selects the desired
deceleration rate.
RTO – automatically applies maximum brake
pressure when the thrust levers are retarded to
idle above 85 knots.
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.

Normal range for brake temperature 0.0 to 4.9. After landing, autobrake application begins
Full pedal – turns the nose wheel up to 8º. when:
Nose wheels up to 70º. • both thrust levers are retarded to idle, and
Hydraulic power for retraction, extension, and • the wheels have spun up.
steering is supplied by the center hydraulic • ground mode sensed.
system. If MAX AUTO is selected, deceleration is
Alternate landing gear extension system uses a limited to the AUTOBRAKE 4 level until pitch
dedicated DC powered electric hydraulic pump angle is less than one degree.
and center hydraulic system fluid.
Selecting DOWN on the ALTERNATE GEAR Autobrake disarms:
switch releases all door and gear uplocks. • pedal braking applied.
The landing gear free–fall to the down and • either thrust lever advanced after landing.
locked position. • speedbrake lever is moved to the DOWN
Brake system is powered by four electric brake detent after the speedbrakes have deployed on
power supply units. the ground.
• DISARM or OFF position selected.
RTO commands maximum braking pressure if: • autobrake fault.
• the airplane is on the ground , and • normal antiskid system fault .
• groundspeed is above 85 knots, and • loss of IRUs.
• both thrust levers are retarded to idle.

21FEB/2017 capt naif alharthi

 FUEL CONTROL Switch
-
RUN
• 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)
CUTOFF –
• closes the engine fuel valve (and spar fuel
valve if start switch not in START)
• removes ignitor power
• unlocks the engine fire switch

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, slat autogap, and flap/slat load relief
are not available
• the flap lever is inoperative
Alternate Flaps Selector
RET – retraction is accomplished electrically
and sequenced so that full flap retraction occurs
Flap Lever before the slats begin to retract.
Primary mode – positions the slats and flaps OFF – alternate flaps are deactivated.
hydraulically. EXT –
Secondary mode – positions the slats and flaps • the slats and flaps are electrically extended
hydraulically and/or electrically when the • maximum extension is flaps 20, with the slats
primary mode fails. at the midrange position.

Flaps 1 extends slat to mid

Flaps 5, 10, 15, 17, 18, and 20 positions commands the flaps to move to the position selected.
Flaps 25 commands the slats to move to the fully extended
Flaps 30 commands the flaps to extend to 30.
The slats extend first and retract last.
On the ground, all three hydraulic systems must be pressurized before flaps
will move to avoid contact with an unpowered (drooping) spoiler.
 Flaps Primary Secondary Alternate

LE / TE devices LE and TE move

LE / TE devices controlled electrically
controlled
separately either LE / TE extend
Extension / Retraction together by
from hydraulic or simultaneously
Center hydraulic
electrical system but LE retract
system
after TE flaps
Pilot Control Flap Lever Alternate Switch
Flaps
Max Selection 20-25-30 limited 20 limited 20
single vertical expanded mode
expanded mode
Indication bar (until 10" after index marks 5 -
two filled bars
UP) 20
Inhibited above 260 knots or above
System Inhibit 20,000 feet
Asymmetry Automatic shutdown for
Protection skew or asymmetric available no
deployment
TE or LE slats/flaps move
away from, or move
Uncommanded
opposite or continue to Shutdown if
Motion Automatic transfer
move beyond selected uncommanded
position to Secondary Mode
or slow motion no
Flaps do not move or move continues after
Flaps or Slat too slow (less 50% of transfer
Disagree normal rate) after
commanded input
When flap airspeed limits when TE flaps in
no
are exceeded, automatically 15 - 30
Load retract to a safe position
Relief slats retract to
slats protection Not required midrange when Not required
above 240 kts.
Slat Pregap
Extends slats to full when
moves slat to full
Slat LE slats are in mid position,
available when flaps not no
Autogap airspeed below 240 knots
UP below 240
and high AOA
knots
Varies wing camber by available
symmetrically moving above 25,000 feet
Cruise
flaps, ailerons, flaperons 0.54 - 0.87 Mach no
Flaps
and spoilers in cruise
reduce drag
Secondary mode is automatically selected when any of the following conditions occur:
• center hydraulic system failed.
• control surfaces travel at less than 50% of the normal hydraulic rate.
• flap or slat disagree is detected.
• flap or slat primary control failure.
• primary mode fails to move the flaps or slats to the selected position.
• uncommanded flap or slat motion is detected.
The alternate mode must be manually selected.
21FEB/2017 capt naif alharthi
 Rotate to position 1 or 2 – discharges the selected
Engine Bottle Discharged (ENG BTL DISCH) fire extinguisher into the engine. two fire
Lights extinguisher bottles can be discharge in any engine
Illuminated (amber) – the extinguisher bottle is
Engine Fire Warning Lights
discharged or has low pressure.
Illuminated (red) –
Engine Fire Switches
• an engine fire is detected, or
In (normal position, mechanically locked) –
• the FIRE/OVERHEAT TEST switch is pushed
unlocks automatically for a fire warning, or when
Engine and APU Fire Override Switches
the FUEL CONTROL switch is in CUTOFF.
Push – unlocks the fire switch.
Out –
• arms both engine fire extinguishers The indications of an engine fire are:
• closes the associated engine and spar fuel valves • the fire bell sounds
• closes the associated engine anti-ice valves • the master WARNING lights illuminate
• trips the associated engine generators off • the EICAS warning message FIRE ENG (L or R)
• shuts off hydraulic fluid to the associated engine is displayed
driven hydraulic pump • the engine fire switch LEFT or RIGHT fire
warning light illuminates
• depressurizes the associated engine–driven
• the engine fire switch unlocks
hydraulic pump • the engine FUEL CONTROL (L or R) switch fire
• removes power to the thrust reverser isolation warning light illuminates
valve

There are multiple dual-channel detector assemblies in each engine nacelle. Each detector channel
provides both fire and overheat detection. Normally, at least one element on each channel must detect
a fire or overheat condition to cause an engine fire warning or overheat caution.

Ground Proximity Glideslope Inhibit (G/S

INHIBIT)
The BELOW G/S light illuminates when the
GPWS senses excessive deviation below the ILS
or GLS glideslope or the FMC generated flight
path angle.
Push (amber BELOW G/S light illuminated) –
• inhibits GLIDESLOPE alert when pushed
below 1,000 feet radio altitude
• extinguishes the BELOW G/S light
The inhibit function resets when:
• on the ground, or
• after a touch and go landing, or
• after a go-around, or
• when deselected by the flight crew
21FEB/2017 capt naif alharthi
 Transponder/TCAS Mode XPDR (transponder) –
Selector • transponder enabled in modes A, C, and S
STBY (standby) – transponder • in flight, altitude reporting enabled
not active. TA (traffic advisory) ONLY and TA/RA
ALT RPTG (altitude reporting) (resolution advisory)
OFF – Identification (IDENT) Switch
• transponder enabled in modes Push – transmits an identification signal.
A and S
• altitude reporting disabled

RUDDER Trim Selector

Spring loaded to neutral.
Rotate –
• trims the rudder in the desired direction
• in either direction the trim runs at low speed with
the knob rotated to the detent, and high speed with
the knob rotated past the detent.
• the rudder pedals move with rudder trim operation.

Evacuation (EVAC) COMMAND Switch

ON –
• EVAC COMMAND EICAS warning shows on
the flight deck.
• EVAC lights flash at the designated flight
attendant switch panels
• an aural horn sounds in the cabin at all flight
attendant locations with evacuation controls
ARM –
• normal operating position
• the evacuation signals can be activated at the
designated flight attendant switch panels
OFF – the evacuation command signal is off
and all emergency evacuation panel switches
in the cabin are disabled.

Observer (OBS) AUDIO Selector

Captain (CAPT) – connects the captain's hand
microphone, headphone, boom
microphone/headset, oxygen mask microphone,
speaker, and mic/interphone switches to the first
observer audio control panel.
Normal (NORM) – the first observer audio
control panel is connected to the first
observer’s hand microphone, headphone, boom
microphone/headset and oxygen mask
microphone.
First Officer (F/O) – same as capt switch to the
first officer side.

21FEB/2017 capt naif alharthi

 AUTOFLIGHT
All modes can be deselected by disengaging the autopilot and turning both flight
directors off.
After localizer and glideslope capture, the localizer
and glideslope modes can be deactivated by :
- disengaging the autopilot and turning both flight directors off.
- selecting the go–around mode.
- above 1,500 feet radio altitude.
other modes can be disarmed by pushing the mode switch a second time

Autopilot disengagement:
- control wheel autopilot disconnect switch.
- the MCP autopilot disengage bar.
- overriding with the control column, control wheel, or rudder pedals
(pedals only disengage the autopilots with LAND 2 or LAND 3 annunciated).
-AP failure.

• LNAV (armed) – LNAV is armed to activate when parameters are met.

• LNAV (active) – LNAV activates when above 50 feet and in position to
turn onto the active route leg. In flight, selection causes immediate
activation if within 2 1/2 NM of the active leg.
• On go-around, LNAV becomes active at 50 feet radio altitude with flight
director only or 200 feet radio altitude with the autopilot engaged
• LNAV is deactivated by selecting any other roll mode or by disengaging
the autopilot and turning both flight directors off

• ROLLOUT (armed) – Displayed below 1500 feet radio altitude and

activates at touchdown with weight on the wheels.
• ROLLOUT (active) – After touchdown, AFDS uses rudder and
nosewheel steering to steer the airplane on the localizer centerline.

After lift-off, the AFDS commands a pitch attitude to maintain:

• a target speed of V2 plus 15 knots or the airspeed at rotation
(pitch attitude greater than 2º) plus 15 knots, whichever is greater
• if current airspeed remains above the target speed for 5 seconds, the
target airspeed is reset to the lesser of current airspeed or V2 plus 25 knots
• the IAS/MACH window speed if the IAS/MACH window speed is
changed to a speed greater than the target speed

in flight, TO/GA is armed when flaps are out of up or glideslope is captured.

When a go–around is initiated, the commanded speed is the MCP IAS/MACH
window or current airspeed, whichever is higher, to a maximum of the
IAS/MACH window speed plus 25 knots.

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 FLARE (armed) – During autoland, FLARE displays below 1500 feet RA.
FLARE (active) – During autoland, flare activates between 60 and 40 feet radio altitude.
FLARE deactivates at touchdown and smoothly lowers the nosewheel to the runway.

With the Autothrottle armed and not active, the autothrottle automatically activates
when the pitch mode is ALT, V/S, FPA, VNAV ALT, VNAV PTH, G/S, G/P, or
there is no active pitch mode, and:
• speed is less than an FMC calculated value for one second, and
• thrust is below reference thrust limit, and
• airplane barometric altitude is 400 feet above the airport on takeoff or
airplane altitude is above 100 feet RA on approach

Autothrottle disconnect occurs automatically:

• if a fault in the active autothrottle mode is detected, or
• when either reverse thrust lever is raised to reverse idle, or
• if the thrust levers are overridden during a manual landing, after the
autothrottle has begun to retard the thrust levers to idle, or
• when both engines are shut down, or
• may disconnect when one engine is shut down

During takeoff prior to lift–off:

• with speed less than 50 knots, pushing a TO/GA switch activates the
autothrottle in thrust reference (THR REF) and advances thrust levers to
the selected reference thrust limit. When the autothrottle is not active by
50 knots, it cannot be activated until above 400 feet

• at 80 knots, autothrottle annunciation changes to HOLD

• with speed greater than 80 knots, pushing a TO/GA switch disarms LNAV and VNAV

if an engine failure occurs on the ground, the pitch command target

speed at lift–off is V2 or airspeed at lift–off, whichever is greater
After lift–off:
• when an engine failure occurs, the pitch command target speed is:
• V2, if airspeed is below V2, or
• existing speed, if airspeed is between V2 and V2 + 15, or
• V2 + 15, if airspeed is above V2 + 15

at acceleration height or altitude capture below acceleration height,

pitch commands speed to 5 knots below takeoff flap placard speed.

21FEB/2017 capt naif alharthi

 Type PWS GPWS Windshear
Detected by WXR RADAR GPWS
Reason excessive windshear condition is detected ahead excessive downdraft or tailwind
Takeoff thrust of either engine is in the takeoff range at rotation.
Regardless of wxr switch till 1200 RA.
Landing scanning below 2,300 feet RA below 1,500 feet RA.
alerts below 1,200 feet radio altitude.
Regardless of wxr switch .
Voice GO AROUND, WINDSHEAR AHEAD or WINDSHEAR,
Annunciation MONITOR RADAR DISPLAY or WINDSHEAR,
WINDSHEAR AHEAD WINDSHEAR

GPWS immediate windshear alert inhibits all PWS, TCAS, and other GPWS alerts.
If GPWS or PWS warning alert occurs, TCAS automatically inhibits RA mode.

GPWS alerts:
- immediate alerts (based on RA, barometric altitude, ADRS, GS deviation, and airplane configuration)
- look -ahead obstacle and terrain alerts (using world-wide terrain and obstacle database database)
- Bank Angle Voice Annunciations (exceeds 35°, 40°, and 45°)
- Altitude Voice Annunciations During Approach

EICAS Messages is provided to the crew by four types of EICAS messages:

EICAS Alert Messages : warning, caution, and advisory.(warning msg cannot be canceled)
EICAS Communication Messages. grouped into three priority levels: high,medium, and low.
Communication messages can not be cancelled.
EICAS Memo Messages.
EICAS Status Messages.

21FEB/2017 capt naif alharthi

 Warning Messages
Checklist Icon
Caution Messages

Advisory Messages

Comm Msg

Memo Messages
Page (PG) Number
STATUS Cue
RECALL Indication

Engine Indication and Crew Alerting System (EICAS)

1- Checklist Icon 6- Memo Messages
Displayed (white) Displayed (white)
• indicates that a checklist exists for this message • reminder of selected state of controls or
• no longer displayed when checklist complete systems
• no longer displayed– when inhibited by • cannot be canceled by pushing the CANC/RCL
checklist of another message switch
2- Warning Messages • EICAS alert messages have display priority
Displayed (red) over memo messages; some or all memo
• highest priority alert messages messages not displayed on current EICAS
• red alert messages remain displayed and cannot message page if insufficient message lines are
be canceled by pushing the CANC/RCL switch available below alert messages
3-Caution Messages
Displayed (amber) 7- Page (PG) Number
Displayed (white)
• next highest priority alert messages after
warning messages • more than one page of alert or memo messages
• amber alert messages exists
– can be canceled or
recalled by pushing the CANC/RCL switch • indicates number of page selected
4-Advisory Messages 8 -STATUS Cue
Displayed (amber) Displayed (cyan)
• lowest priority alert messages; indented one • new status message exists
space • no longer displayed when status display
• amber alert messages– can be canceled or selected
recalled by pushing the CANC/RCL switch 9- RECALL Indication
5- Communication Messages Displayed (white)
Displayed (white) • when CANC/RCL switch pushed
• preceded by white dot • remains displayed for one second after switch
• COMM low messages indented one space released
• cannot be canceled– by pushing the CANC/RCL
switch.

21FEB/2017 capt naif alharthi

 EICAS EVENT Record (RCD) Switch
Push records currently displayed engine
–

indications and additional EICAS maintenance

information.
Up to five events may be recorded by the first
five pushes. The system also records out of limit
parameters and related conditions automatically
when a system parameter is exceeded.

Takeoff Configuration Warnings

The takeoff configuration warning function is armed when:
• 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
• airspeed is less than V1

Takeoff Configuration Warning Message:

when either engine’s thrust is in the takeoff range on the ground and :
CONFIG DOORS : Cargo and/or passenger doors are not secured and locked.
CONFIG FLAPS: Leading edge and/or trailing edge flaps are not in takeoff position.
CONFIG PARKING BRAKE: Parking brake is set.
CONFIG RUDDER: Rudder Trim not centered.
CONFIG SPOILERS: Speedbrake lever is not DOWN.
CONFIG STABILIZER: Stabilizer not within the green band.

Landing Configuration Warnings

CONFIG GEAR is displayed If any landing gear is not down and locked and :
• either thrust lever closed and radio altitude less than 800 feet, or
• FLAP lever in landing position.

SPEEDBRAKE warning occurs when speedbrake does not deploy after landing.
System Alert Level Definitions
Time Critical Warnings
Time critical warnings alert the crew of a non-normal operational condition requiring immediate crew
awareness and corrective action to maintain safe flight.Master warning lights, voice alerts, and PFD and
HUD indications or stick shakers announce time critical conditions. ( ENG FAIL, PULL UP ,
SPEEDBRAKE , WINDSHEAR )
Warnings
Warnings alert the crew to a non-normal operational or system condition requiring immediate crew
awareness and corrective action.
Cautions
Cautions alert the crew to a non-normal operational or system condition requiring immediate crew
awareness. Corrective action may be required.
Advisories
Advisories alert the crew to a non-normal operational or system condition requiring routine crew
awareness. Corrective action may be required.
21FEB/2017 capt naif alharthi
1 Flight Director Guidance Cue
Indicates flight director pitch and roll steering commands.
The flight path vector symbol is only displayed in flight.
2 Flight Path Vector Symbol (FPV)
Displays current flight path angle and drift angle during flight. The
guidance cue appears at 50 feet RA on takeoff. If a HUD takeoff is
selected, the guidance cue appears at the same time as the flight path
vector.
During a windshear alert condition, the guidance cue will change from
hollow to solid (filled).

1 TO/GA Reference Line

Displayed on ground when:
• flight director TO/GA mode is active, and
• groundspeed is greater than 65 knots
Displayed in air when flight director TO/GA mode is active.

1 Flight Director Guidance Cue

Displays localizer position relative to the airplane position.
2 Ground Roll Reference Symbol
Displays airplane position relative to the localizer when HUD takeoff guidance has
been selected on the FMC. These indications become active when the heading of the
airplane is within 45° of the runway heading and the plane is within 2º of the center of
the ILS localizer beam or 75 feet of the GLS localizer centerline.
3 Ground Excessive Deviation Symbol
Indicates excessive deviation (more than 23 feet) from localizer course line during
takeoff roll. Flashing triangle points in direction of runway centerline.
1 Flight Path Acceleration symbol
Indicates the inertial acceleration (or deceleration) of the airplane along the flight path.
Removed from the display when a low level, decreasing performance windshear is detected
-

below 400 feet AGL.

When symbol is above the wing of the flight path vector
symbol, the airplane is accelerating. When it is below the
flight path vector symbol wing, the airplane is decelerating.
2 Speed Error Tape
Displays difference between the indicated airspeed and the selected airspeed (on the Mode
Control Panel) or flight management system commanded airspeed.
Symbol not displayed until first flap retraction.
If the indicated airspeed is faster than the selec ted speed, the Speed Error Tape
rises above the wing. Likewise, if the airspeed is slower than the selected speed,
the Speed Error Tape falls below the wing.
Pitch Scale Chevron (Upper)
Overlays compressed pitch scale with tip at +30º, directing pilot to apply pitch
down.
Pitch Scale Chevron (Lower)
Overlays compressed pitch scale with tip at -20º, directing pilot to apply pitch up.

Unusual Attitude symbology

The Unusual Attitude (UA) symbology is displayed when:
• pitch is less than -20º, or
• pitch is greater than + 35º, or
• roll exceeds 55º in either direction
Zenith Symbol
Displayed in center of HUD pitch scale at +90º pitch line.

Nadir Symbol
Displayed in center of HUD pitch scale at 90º pitch line.
-

1 Glideslope Reference Line

Display of the glideslope or glidepath value for the active approach
shown when the VREF speed is selected in the FMS. Removed from
HUD at 70 feet RA.
2 Digital Glideslope Value
Digital glideslope or glidepath angle for the active
approach. Default value is 3º if the selected approach has
no glidepath angle or no approach is selected.
3 Runway Edge Lines Symbol
Calculated position of runway edge lines. Displays only
in decluttered mode. The symbol is enabled at a radio
altimeter altitude of 300 feet, and removed at 60 feet.
4 Touchdown Aiming Point
Tick marks on runway edge lines correspond to the
touchdown aiming point.

1 Bank Pointer
Indicates ADRS bank in reference to the bank scale.
Fills if bank angle is 35º or more.

2 Slip/Skid Indications
Displaces to indicate slip or skid.
Fills at full scale deflection.
Note: Indicator below flight path vector symbol only appears
during takeoff or low altitude go around
-

3 Bank Scale
Fixed reference for the bank pointer.
Scale marks are at 0º, 10º, 20º, 30º.
Enhanced scale marks at 45º and 60º are added to the scale if the airplane bank is
within 10º of those bank angles.
4 Airplane Symbol
5 Angle of Attack Limit
Referenced to the flight path vector symbol. The distance between the AOA limit
symbol and the flight path vector symbol represents the margin available to stick
shaker.
Displayed during any of the following:
• angle-of- attack is within 5º of stick shaker, or
• whenever stick shaker is active, or
• whenever windshear (solid) guidance cue is displaye d
6 Horizon Line and Pitch Scale
Indicates the IRS horizon and degrees of pitch.
Pitch scale displays 5º increments.