Jet Cockpit Review

The Cockpit Review
B737-200
Canova Aviation Publications Gilbert, Arizona
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The Cockpit Review

B737-200
Canova Aviation Publications, Inc.

Revision 4, Copyright 1999, 2000 Canova Aviation Publications, Inc. All rights reserved. Printed in the United States of America.
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Informational Purposes Only - 2000 Canova Aviation 2 Go To Index
The Cockpit Review

B737-200
Canova Aviation Publications

Copyright 2000 Canova Aviation Publications, Inc. All rights reserved. Printed in the United States of America.
Canova Aviation Publications, Inc. User License Agreement

NOTICE TO USER:
BY PURCHASING THIS MATERIAL, YOU ACCEPT ALL THE TERMS AND CONDITIONS OF THIS AGREEMENT. This Canova Aviation Publications, Inc. User License Agreement accompanies this product and related explanatory written materials ("THE COCKPIT REVIEW"). The term "THE COCKPIT REVIEW" shall also include any upgrades, modified versions or updates of THE COCKPIT REVIEW licensed to you by Canova Aviation Publications. This copy of THE COCKPIT REVIEW is licensed to you as the end user. You must read this Agreement carefully. If you do not agree with the terms and conditions of this Agreement, return this product for a complete refund. Canova Aviation Publications grants to you a nonexclusive license to use THE COCKPIT REVIEW, provided that you agree to the following: 1. Use of THE COCKPIT REVIEW. You agree to not use the Cockpit Review during Flight Operations of any type. The Cockpit Review can only be use for informational purposes only. The Cockpit Review may not be current or compatible with your equipment. 2. Copyright. THE COCKPIT REVIEW is owned by Canova Aviation Publications, Inc. Its structure and organization are the valuable trade secrets of Canova Aviation Publications. THE COCKPIT REVIEW is protected by United States Copyright Law and International Treaty provisions. You agree not to modify, adapt, translate, reverse engineer, decompile, or disassemble THE COCKPIT REVIEW. You may use trademarks only to identify printed output produced by THE COCKPIT REVIEW, in accordance with accepted trademark practice, including identification of trademark owner's name. Such use of any trademark
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does not give you any rights of ownership in that trademark. Except as stated above, this Agreement does not grant you any intellectual property rights in THE COCKPIT REVIEW. 3. Transfer. You may not rent, lease, or sublicense THE COCKPIT REVIEW. You may not use it in a classroom, except with written authorization from Canova Aviation Publications, Inc. 4. No Warranty. THE COCKPIT REVIEW is being delivered to you AS IS and Canova Aviation Publications, Inc. makes no warranty as to its use or performance. Canova Aviation Publications AND ITS SUPPLIERS DO NOT AND CANNOT WARRANT THE PERFORMANCE OR RESULTS YOU MAY OBTAIN BY USING THE COCKPIT REVIEW. Canova Aviation Publications, Inc. AND ITS SUPPLIERS MAKE NO WARRANTIEs, EXPRESS OR IMPLIED, AS TO ON INFRINGEMENT OF THIRD PARTY RIGHTS, MERCHANTABILITY, OR FITNESS FOR ANY PARTICULAR PURPOSE. IN NO EVENT WILL Canova Aviation Publications, Inc. OR ITS SUPPLIERS BE LIABLE TO YOU FOR ANY CONSEQUENTIAL, INCIDENTAL OR SPECIAL DAMAGES, INCLUDING ANY LOST PROFITS OR LOST SAVINGS, EVEN IF AN Canova Aviation Publications, Inc. REPRESENTATIVE HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES, OR FOR ANY CLAIM BY ANY THIRD PARTY. Some states or jurisdictions do not allow the exclusion or limitation of incidental, consequential or special damages, or the exclusion of implied warranties or limitations on how long an implied warranty may last, so the above limitations may not apply to you. 5. Governing Law and General Provisions. This Agreement will be governed by the laws of the State of Arizona U.S.A., excluding the application of its conflicts of law rules. This Agreement will not be governed by the United Nations Convention on Contracts for the International Sale of Goods, the application of which is expressly excluded. 6. All information contained herein has been researched and compiled from non-copyrighted sources available under the presumption of public domain availability. While every precaution has been taken in the preparation of this publication, Canova Aviation Publications, Inc. assumes no responsibility for errors or omissions. 7. Use THE COCKPIT REVIEW at your own risk.
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W.T. Danbury Phantom Jockey #16 McDonnell FH-1 First 75 Navy Pilots To Fly Jets
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PREFACE
The material contained in this publication is based on information derived from the Airplane Flight Manual, appropriate FARs, and other various noncopyrighted publications. It is important to remember that, in all instances, information from the manufacturers approved documentation for this airplane or from applicable FARs shall always take precedence over the material in this review. This publication may not be current or compatible with your airplane, therefore, Canova Aviation Publications does not guarantee the accuracy of this document and assumes no responsibilities for its use.
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Contents
Preface Chapter I Chapter II Chapter III Chapter IV Index The Cockpit Review Aircraft Limitations Aircraft Schematics Flight Training Profiles 7 13 261 277 300 312
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Publishers Note
Chapter One of the Cockpit Review has been designed and formatted to follow a typical oral session that many airline and governmental examiners use. We recommend that you prepare for the oral by reviewing this chapter while sitting in a CPT trainer. If a CPT trainer is not available, a cockpit wall panel would be helpful. Beginning with the overhead panel, verbally describe each panel using a clear voice. Present your material in an essay-type format. Try to verbally recall as much detailed information as possible about each of them. Then, review the Cockpit Review and see if your presentation matches ours. By orating and reviewing in this manner, your presentation and delivery of the information will improve, giving the appearance of being well prepared. Good luck with the oral! Capt. Bob Danbury ATP/CFII - B727, B737, DHC-8, Learjet, Citation
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How To Use The Cockpit Review

Flow Pattern Philosophy
Most airlines have developed some type of flow pattern and challenge/response checklist philosophy. The concept of the flow pattern is to accomplish required tasks which may not be directly related to the normal checklist. After completing these flow pattern items, the checklist is then used to cover critical items of flight. As previously mentioned, many oral examinations follow this flow pattern to evaluate a pilots total knowledge. The same flow pattern can be also used in learning the aircraft systems. This is HOW and WHY the Cockpit Review has been designed and presented in its current format. Always use the index to fine a particular subject matter.
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Chapter I The Cockpit Review
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DG/Slaved Switch
The DG/Slaved switch is a two position switch. Selecting the DG position, supplies non-corrected directional gyro information to the compass system. Directional gyro data is normally corrected by the flux valve system. Selecting the switch to the SLAVED position, provides corrected directional gyro information to the compass system. The fast synchronization process is also activated by the selection of the switch to the DG position. A second method of initiating the fast synchronization process is the selection of the compass transfer switch.
Heading Control Knob

Selecting the heading control knob to either the left or right index position, will cause the respective compass card to rotate to the desired heading. Placing the heading control knob to the center index position, the heading control function will be inoperative. Selecting the control knob to the first index mark, the compass card begins a slow rotation. The second index mark position, provides fast movement of the compass card.
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Synchronization Indicator
The index alignment marks indicate the directional gyro function of the compass system is being correctly slaved by the magnetic flux valve system. The synchronization indicator will be inoperative when the DG/ Slaved switch is selected to the DG position.
Compass Transfer Switch

The compass transfer switch provides the means to select the opposite (operable) compass system in the event of a compass failure or malfunction. The instrument transfer system may be inoperative for dispatch provided the associated instruments are operating normally. Refer to your MEL.
Compass System Review

The synchronizing process of the flux valves and the compass system can also be seen on the synchronizing annunciator located on the RMI (as installed). If the RMI synchronizing annunciator needle is pointing at
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the DOT or CROSS indicators, it will indicate the compass system is out of synchronization. Fast synchronization of the compass can be accomplished by three different ways: 1. Reestablishing electrical power to the system. 2. Using the compass transfer switch 3. Selection of the DG/SLAVED switch to DG then back to the SLAVED position.
Flight Control Switches

The flight control switch is normally placed in the guarded ON position. This allows the respective hydraulic system pressure to pressurize the primary flight control system. (Oral Topic) Selecting the Flight Control Switch to the STBY RUD position, initiates the following actions: 1. Activates the standby pump. 2. Arms the standby rudder hydraulic low pressure light. 3. Opens the standby rudder shutoff valve, thus pressurizing the standby rudder power control unit. Corresponding hydraulic system pressure is isolated from the ailerons, elevators and rudder.
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Selecting the respective flight control switch to the OFF position, isolates the corresponding hydraulic pressure from ailerons, elevators, rudder, and the elevator feel computer. (Simulator Training Hint) A common aircraft system failure that many instructors and examiners give during simulator training is the failure of the standby hydraulic pump. During your preflight, check the operation of the standby hydraulic pump by placing the flight control switch to the STBY RUD position. Observe the extinguishing of the low pressure light and a momentary illumination (flicker) of the standby low pressure light. Another operational check of the standby system is the application of foot pressure on the rudder pedals. Without hydraulic pressure available, the pedals are very hard to move.
Standby Hydraulic System

(Oral Topic) The standby hydraulic system can be manually activated by two means: 1. Flight control switch. 2. Alternate flaps switch. Selecting the flight control switch to the STBY RUD position, extinguishes the standby hydraulic low pressure light. This indicates hydraulic pressure is now available to the standby rudder actuator. Standby hydraulic power will now be available to the standby rudder, thrust reversers and the L.E. Devices. The equipment necessary to store, pressurize, deliver and filter standby hydraulic fluid is located in the main gear wheel well, on the keel beam and the aft wall.
Standby Hydraulic Low Quantity Amber Light

The illumination of the standby hydraulic low quantity light indicates low quantity condition within the standby hydraulic reservoir. The low quantity light is always armed. The light will illuminate when the fluid level in the standby reservoir decreases below 50% full. The master caution and the flight control annunciator will illuminate in conjunction with the low quantity light. The standby hydraulic low quantity light may be inoperative prior to departure providing the hydraulic quantity is checked prior to each flight segment. Refer to your MEL.
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Flight Control Low Pressure Light
The illumination of the flight control low pressure light indicates a low hydraulic pressure condition. This condition is sensed by one of the three low pressure sensors located within the corresponding aileron, elevator and rudder system. This low pressure warning function is deactivated whenever the corresponding flight control switch is selected to the STDBY RUD position and when the standby rudder shutoff valve actually opens. Upon the activation of any of the low pressure flight control sensors, the FEEL DIFF light may also illuminate. The elevator feel computer and the elevator feel centering unit will sense a differential pressure exceeding 25%, thus illuminating the FEEL DIFF light. The flight control low pressure lights may be inoperative for departure provided other warning lights, hydraulic quantity and pressure indicators are operating normally. Refer to your MEL.
Alternate Flap Master Switch

The alternate flap master switch is normally positioned in the guarded OFF position during flight operations. When selected to the ARM position, the following will occur: 1. The trailing edge flap bypass valve will close. 2. The standby pump will be activated. 3. The standby hydraulic low pressure light will be armed. 4. The alternate flaps position switch will be armed. (Oral Topic) The following conditions may require the use of the alternate flap master switch: 1. Flaps fail to extend or retract in response to the movement of the flap handle (no existing asymmetrical flap condition). 2. Hydraulic system A failure has occurred. It provides the means to actuate the flap bypass valve which prevents the possibility of a hydraulic lock of the flap drive unit. The electric motor operates the unit and will extend or retract the trailing edge flaps. The electric motor can be described as a high speed motor with low torque capabilities. The power source for this action is from the AC transfer bus. Caution must be exercise, since no asymmetric protection is provided when operating the alternate flap system.
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3. Hydraulic system B failure has occurred. It provides the means for alternate flap extension. The standby hydraulic pump will power the rudder power control unit. 4. The alternate master flap switch may also be used during a trailing edge flaps up landing operation. Example: a malfunction has occurred to the trailing edge flaps requiring a flaps up landing. The leading edge devices may still operate normally when using the alternate flaps master switch. Follow the appropriate checklist procedures as published for your aircraft. (Oral Topic) The alternate master flap switch should not be used during asymmetrical trailing edge malfunctions. Do not attempt to move the trailing edge flaps with this switch, as there is no asymmetric protection.
Alternate Flaps Position Switch

The alternate flaps position switch when momentarily selected to the DOWN position, will cause the leading edge devices and trailing edge flaps to extend. When selected to the UP position, the trailing edge flaps retract. The leading edge devices will remain extended and cannot be retracted by the alternate flaps system. The alternate flap position switch may be used whenever the flaps fail to extend or retract in response to flap lever selection, and if no asymmetry condition exists. During alternate flap operations, plan a flaps 15 landing. Approach planning is important, since flap extension and retraction requires a considerable amount of time (approximately 2 minutes) when using the alternate flap system. Observe the appropriate speed limitation as listed in the checklist. Flight Limitations: one cycle then 25 minutes OFF.
Asymmetrical Flap Protection System Review

Asymmetrical flap protection has been provided for the wing trailing edge flaps. Anytime a difference is detected during the operation of the wing trailing edge flaps (left and right flaps), hydraulic power will automatically be removed from the flaps drive unit. This system uses the flap indicator associated with flaps asymmetry control circuit to provide
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the detection and protection capabilities. When the flap indicator pointers are separated by a predetermined amount, the comparator switch closes and applies power to the asymmetry shutoff relay. The energized relay drives the trailing edge flap bypass valve to bypass and stops the hydraulic motor. Procedures call for the flaps to be moved to the detent nearest the smallest actual flap position. Do not attempt to move the trailing edge flaps using the alternate flap position switch, as there is no asymmetric protection.
Flight Spoiler Switch

Selecting the flight spoiler switch to the OFF position, closes the respective flight spoilers shutoff valve. For all practical purposes, this switch is used for maintenance purposes only. These switches control the flight spoilers only, and has no effect on the operation of the ground spoilers. The flight spoilers are hydraulically actuated in reference to movement of the ailerons. The spoiler mixer receives input from the aileron system and speed brake lever position. This allows the flight spoilers to augment lateral control when simultaneously being used as speedbrakes. The flight spoiler system has a blow-down check valve in the pressure line that allows the spoilers to retract at high speeds.
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Two flight spoilers are located on the upper surface of each wing. Hydraulic System A provides power to the inboard spoilers, and System B provides power to the outboard spoilers. There is no backup hydraulic power source for the outboard or inboard flight spoilers.
Yaw Damper Warning Light and Switch

The illumination of the yaw damper warning light indicates that the yaw damper has been disengaged and/or the yaw damper is inoperative. Should the light remain illuminated after the yaw damper switch has been selected OFF then ON, positioned the switch to OFF. The yaw damper system consists of a yaw damper coupler, rate gyro, and a yaw damper actuator in the rudder power control unit. The yaw damper has no turn coordination function. No rudder pedal movement is felt from yaw damper system operation. Total amount of rudder movement is 3 degrees. Airspeed signals from the air data computer decreases the amount of yaw damper rudder deflection at higher airspeeds. The yaw damper uses System B hydraulic pressure, loss of hydraulic pressure does not cause yaw damper disengagement or the illumination of the amber Yaw Damper Warning Light. The yaw damper will disengage should Flight Control Switch B be selected. (SP77) With the yaw damper inoperative, the AFM restricts the use of the autopilot roll channel above 30,000. (SP177) Aircraft equipped with SP177 autopilots, the 30,000 limitation will not apply. Yaw damper circuit breakers are located on the P6-2 panels.
Feel Differential Pressure Light

The illumination of the feel differential pressure light indicates excessive differential pressure in the elevator feel computer. This differential occurs when a 25% or more difference has been computed between the System A and System B hydraulic pressures. This warning indication will be armed only when the trailing edge flaps are up. No crew action is required during flight operations.
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The elevator feel and centering unit provides artificial feel to the pilot and for centering of the elevator control system. The mach trim actuator is mounted on top of the feel and centering unit. Inputs to the feel computer are: 1. Hydraulic A and B system pressures. 2. Static pressure. 3. Pitot pressure. 4. Stabilizer position.
Mach Trim Fail Light

The illumination of the mach trim fail light indicates mach trim dual channel failure. Limit airspeed to .74 MACH. A single channel failure causes the mach trim fail light to illuminate only when the master caution annunciator recall function is activated. Light will extinguish when master caution system has been selected to reset. Both mach trim channels may be inoperative for departure providing the AFM .74 MACH limitation is not exceeded. Refer to your MEL.
Mach Trim Test Button

Selecting the mach trim test button, activates the mach yrim actuator and moves the elevator up approximately 3o. The mach trim light will illuminate during the test. This test is normally performed by maintenance personnel.
Mach Trim System Review

The mach trim system provides stability at mach speeds above .715 to .84 Mach. The functions of the system are automatic and has a direct relation to airspeed. The elevator is programmed to move with respect to the stabilizer. As speed increases, the center of lift moves rearward, thus balancing the nose downward. This is known as mach tuck. The mach trim system prevents the downward trend by adjusting the "programmed movement" upward with the elevator. With the selection of flaps at a position other than zero, the mach trim light will be deactivated.
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Vertical Gyro Transfer Switch

(As installed) The vertical gyro switch enables the selection of the opposite vertical gyro in the event of a malfunction and/or attitude failure. The switch should be selected to the side of the instrument failure (gyro flag indication). (As installed) There are three vertical gyros installed to produce attitude reference information. They are labeled Vertical Gyro No.1, No. 2, and Auxiliary Vertical Gyro. Whenever vertical gyro No.1 or No.2 is unable to provide proper attitude reference, the vertical gyro switch may be used to select the auxiliary vertical gyro to provide information. The red INOP FLAG may be installed which indicates AUX VG failure. With the INOP flag displayed, do not select the switch. Caution should be used when selecting the different modes with the autopilot connected, selection will disengage the autopilot. Vertical gyro No.1 or No.2 may be inoperative for departure providing the auxiliary vertical gyro operates normally and the vertical gyro switch has been selected to the AUX position on the control panel. Refer to your MEL.
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Engine Fuel Valve Closed Light

The engine fuel valve closed light has two modes of illumination. When the engine fuel shutoff valve is in the transit mode, the light will be illuminated a bright blue. A dim illumination of the engine fuel valve light indicates the valve is in the closed position. With the light extinguished, the valve is in the open position. The engine fuel shutoff valves requires 28V DC power from the hot battery bus operate the light and valve. On basic aircraft, the engine fuel valve light works in conjunction with the fire switch handle. When selected, the light illuminates. On advanced aircraft, the light operates in a similar manner, but with the fuel cutoff lever. The two fuel shutoff valves are located on the front spars outboard of the engines.
Fuel Temperature Indicator

The fuel indicator is a resistance ratiometer type unit. The dial is calibrated from -560C to 560C and requires 28V AC power to operate. The fuel temperature bulb (probe) is located in the No.1 tank, near the aft spar section of the fuel tank. The bulb itself is an armored, resistance-type probe which projects into the tank through the rear spar.
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(Oral Topic) The No.1 wing fuel tank has been selected as the site of the temperature probe because it contains the coldest fuel. This is because the hydraulic system A heat exchanger is located in that tank. System A heat exchanger is smaller than system B heat exchanger (located in the right wing tank). Therefore, less heat is absorbed into the fuel tank, thus producing the coldest fuel.
Fuel System Limitations

The maximum limitation for fuel temperature is 490C. fuel temperature limitation is the freezing point plus 30. The minimum
The maximum fuel quantity is 10,120 lbs. per each main wing tank and 16,351 lbs. for the center tank. Total fuel is 36,591 lbs. The maximum fuel lateral imbalance between main tank No.1 and No.2 is 1,500 lbs. for taxi, takeoff, and flight. With a maximum of 1,300 lbs. imbalance for landing. Fuel loading for the main tanks must be full if center tank contains more than 1000 lbs. With less than 1000 lbs. in the center tank, partial main tank fuel may be loaded, provided the effects of balance have been considered. Fuel usage must be planned to use center tank to depletion, followed by main tank fuel. It is advised that maintenance must be contacted prior to adding any type of fuel other than Jet-A.
Fuel Filter Icing Light

The illumination of the amber fuel filter icing light indicates an iced or contaminated fuel filter. Procedures call for the selection of the start switches to the ON position, the fuel pump switches selected ON, and both fuel heat switches be activated for a one-minute. The caution light should extinguish prior to the end of the one-minute cycle. One full cycle is recommended to restore the filter to its maximum filtration capacity. Should the light remain illuminated, and with fuel temperatures at or below 00 C, position both fuel heat switches to ON for one minute every 30 minutes of flight.
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The B737-200 uses 13th stage, pneumatic fuel heater to increase the fuel temperature. This helps to prevent the blocking of the fuel filter due to icing. The illumination of the filter icing light indicates the filter is blocked with possible ice.
Fuel Heat Valve Open Light

The blue fuel heat valve open light has three modes of operation (illumination). A bright illumination indicates the fuel heat valve is in a transit mode or in disagreement with fuel heat switch position. A dim illumination of the fuel heat valve light indicates the valve is in the opened position. And, with the valve open light extinguished, the fuel heat valve is in the closed position. (Oral Topic) To confirm the fuel heating process, observe the illumination of the fuel heat valve open light and the increase of oil temperature (approximately 5-100 increase), as displayed on the oil temperature indicator.
Fuel Heat Switch

The fuel heat solenoid switch controls the respective engine fuel heat valve by allowing 13th stage bleed air to heat. By increasing the fuel temperature, it helps to prevent the blocking of the fuel filter due to icing. When outside air temperatures are 00C or colder, normal procedures calls for fuel heat applications of one minute after engine starting. The switch automatically moves to OFF after one minute. A fuel heat valve failure is recognized by the valve open light remaining illuminated bright blue. This indicates that the fuel heat valve is in disagreement with the fuel heat switch. Observe the following oil temperature limitations: maximum temperature of 1570C, maximum continuous temperatures between 1200C to 1570C is limited for 15 minutes of operations, and maximum continuous temperatures of 1200C with no time limit. Engine operation may be continued provided that the engine oil limits are maintained within the required limits. Should the fuel heat valve fail to open when selected (fuel filter icing light illuminated), monitor the engine fuel flow and use caution due to the possibility of engine power loss due to fuel icing.
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Dispatch with an inoperative fuel heat timer (auto cycle function) is allowed providing the associated fuel heater valve light operates normally. During flight operations that require fuel heat, manually operate the fuel heat switch for one minute cycles. Remember, oil cooling will be degraded by lengthy fuel heat operations since the engine oil is fuel cooled. Refer to your MEL for details. Dispatch with an inoperative fuel heat valve is allowed providing various MEL procedures are followed. Considerations for departure fuel tank temperatures, enroute ambient temperatures, and recommended altitude/speed schedules are followed per MEL charts. Refer to your MEL for details.
Crossfeed Valve Open Light

The blue crossfeed valve open light has two modes of illumination. When the crossfeed valve is in the transit mode, the light will be illuminated a bright blue. A dim illumination of the crossfed valve light indicates the valve is in the opened position. With the light extinguished, the valve is in the closed position. With an inoperative crossfeed valve light, the aircraft may be dispatched providing the fuel quantity indicator for the main tanks are operating normally. Refer to your MEL.
Crossfeed Selector
The purpose of the crossfeed valve selector is to provide the means of directing fuel to both engines from a single tank. When selected open, engine No.1 and No.2 fuel feed lines are connected. Power for the valve and light operation is from 28V battery bus, with the circuit breaker location on the P6 panel. Crossfeed valve failure is indicated by the bright illumination of the crossfeed valve open light. Procedures for a failed valve in the CLOSED position require fuel balance to be maintained by varying the thrust. A failed valve in the OPEN position, fuel balance may be maintained by selective use of the fuel pumps. The crossfeed system is located on the forward leading edge spar.
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Manual Defuel Valve

(Located inboard of fueling station, right wing)
Fuel Transfer
Fuel transfer can be accomplished by using the fuel boost pumps, right wing fueling station, and the manual defueling valve. The six fuel boost pumps, two per tank, deliver fuel under pressure from the No.1 wing tank, No.2 wing tank and the center tank. The manual defueling valve is located outboard of the No.2 engine and joins the engine feed system with the fueling station. A red handle valve selector is used to open the valve manually. With the handle in the OPEN position, the access panel can not be closed. AC power is required to operate the boost pumps and valves.
Fuel Tank Transfer

1. 2. 3. 4. 5. 6. 7. Sender tank boost pumps on. Crossfeed selector valve open. No. 2 start lever idle. Defueling valve open. Receiver tank fueling valve open. Fuel transfer monitor. Transfer complete, reverse the procedures.
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Aircraft Defueling
(Oral Topic) Defueling can be accomplished by using the fuel boost pumps and the single point fueling station during ground operations only. Suction defueling method may also be used as an alternate method of defueling the aircraft. The manual defueling valve must be open in all cases of defueling. Procedures require the fueling hose to be attached to the fueling receptacle. The fuel flows from the operating boost pumps, through the No.2 engine fuel shutoff valve, through the manual defueling valve, then to the fueling manifold station. A fueling hose connected to the fueling station directs the fuel to an external storage tank or truck. AC electrical power is required to operate the boost pumps and valves. Minimum No.2 tank fuel for hydraulic B pump operation is 1676 lbs. Flaps do not have to be extended during this operation. Refer to your AFM for further details.
Defueling
1. 2. 3. 4. 5. Sender tank boost pumps on. Crossfeed valve open (required for tank No.1 defueling). No.2 start lever open. Defueling valve open. Defueling levels monitor.
Aircraft Refueling
Normal refueling requires 115V AC and 28V DC from the ground power cart, APU, or from the battery. This is required for the operation of the fuel quantity indicators and the refueling valve circuits. Fueling procedures require filling the wing tanks full first with equal amounts. When additional fuel is required, load center tank next. Maximum nozzle pressure is 50 PSI, this will be approximately 300 US gallons (2010 lbs) per minute. The main tanks may also be filled through overwing ports. The center tanks can then be filled using the transfer procedure. The fuel tanks can be filled to any desired amount by using the fueling control station located on the right wing.
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Float switches located in the respective fuel tank sense tank quantities and can automatically stop the fueling process as selected on the fuel control station. When the fueling station access door is opened, the fueling power switch is actuated and the panel is illuminated by white lights.
A auxiliary fueling power control switch has been provided as an alternate method of powering the system. By selecting this switch, 28 VDC power is provided to illuminate the fueling bay, valve position switches, and the press-to-test function of the position lights.
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Fuel Boost Pump Power Source

(Oral Topic) The above schematic displays the power source for each fuel boost pump. Please note that the respective aft boost pump is powered by the associated transfer bus. The left forward and right center tank boost pump is powered by the No.1 main bus. The right forward and left center tank boost pump is powered by the No.2 main bus. The boost pump power sources are arranged to ensure that in the event of a single generator failure, at least one pump in each tank will remain powered.
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Center Tank Fuel Pump Low Pressure Light

The illumination of a center tank fuel pump low pressure light is a function of low pressure and pump switch position. The fuel pump switch must be in the ON position to arm the low pressure light. The illumination of both fuel low pressure lights will cause the illumination of both the master caution light and the fuel annunciator light. With only one low pressure light illuminated, the fuel annunciator light will illuminate only on RECALL selection. Crew action for one center tank fuel pump low pressure light illuminated, calls for the crossfeed selector to be selected to the OPEN position. This will prevent a fuel imbalance. For both center tank low pressure lights illuminated, center tank fuel will be unusable. During takeoff, with center tank quantity less than 2000 lbs, the low pressure lights may illuminate due to high deck angles. Center tank pump lights may be inoperative for dispatch providing the center fuel quantity gauge is operating normally. Refer to your MEL.
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Center Wing Fuel Boost Pumps
The center fuel tanks have two AC powered centrifugal impeller type pumps used to deliver fuel under pressure to the engines. The pumps may also be used for fuel transfer and fuel tank defueling (ground options only). The center wing fuel boost pumps are located in the wing (not in the center wing tank), one on either side of the fuselage. The power source for the right CWBP is the generator bus No.1 and the left CWBP is the generator bus No.2. Therefore, if engine No.1 is lost, you will lose power to both the forward No.1 WTBP (wing tank boost pump) and the right CWBP. Refer to the boost pump power source section for additional information. The left center wing boost pump is considered the AFT pump, since the fuel pickup point is in the aft section of the center tank. The actual physical location of the pump is in the left wing, next to the main tank aft boost pump. The right center wing boost pump is considered the FWD since the fuel pickup point is the forward section of the center tank. The CWTB pumps are not override type boost pumps. They are designed with a spring-loaded-closed flapper valve that is less restrictive than those in the main fuel tanks. These check valves open at a lower differential pressure (1.5 psi) than the check valves in the No.1 and No.2 tanks (12.5 psi). This ensures that center tank fuel is used before main tank fuel, thus preventing reverse fuel flow to the respective boost pump. Continual dry running of the CWBP's has been demonstrated to be detrimental and has been a major cause of premature pump removals and/or pump failures. The one center wing boost pump may be inoperative for dispatch providing the center tank fuel is not required. The tank remains empty, and all zero fuel weight factors must be reviewed. During flight operations, with one CWBP inoperative, open the crossfeed valve to prevent fuel imbalance. If both CWBPs are inoperative, close the crossfeed valve and plan your flight with the center tank fuel as unusable. Refer to your MEL.
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Main Tank Fuel Pump Low Pressure Light
The illumination of the main tank fuel pump low pressure light is a function of low pressure only. The illumination of both fuel low pressure lights will cause the illumination of both the master caution light and the fuel annunciator light. With only one low pressure light illuminated, the fuel annunciator light will illuminate only on recall selection. The power supply for the pressure indication circuit is 28V DC power from the P6 circuit breaker panel. The illumination of only one main tank fuel pump low pressure light requires no immediate crew action. Sufficient fuel pressure is available for normal operations. If both main tank low pressure lights are illuminated, caution should be taken at altitudes above 30,000. Thrust and engine conditions may deteriorate.
Fuel Pump Switch

Selecting the fuel pump switch to the ON position, causes the activation of the respective fuel pump. Fuel pumps are capable of suction feeding in the event that normal electrical fuel pump action is not available. The engine pumps draw fuel through a bypass valve located in either the No.1 or No.2 tank. These bypass valves may also be used for suction defueling. The boost pump power sources are arranged to ensure that in the event of a single generator failure, at least one pump in each tank will remain powered. The main tank aft pumps are powered from the transfer busses so that at low fuel level, if a generator is lost, both aft pumps remain powered. The remaining pumps are powered from the main busses. The main tank forward pumps are installed on the front spars. The main tank aft and center tank pumps are located in bays in the main tanks.
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One fuel boost pump may be inoperative in each tank for dispatch providing a minimum of 4800 lbs of fuel is carried in the respective tank. The reason for this extra 4800 lbs is that in the event of a second boost pump failure, the engine suction feed bypass valve will remain covered with high deck angles during takeoffs and goarounds. Review to your MEL for reference to procedures requiring the selection of the crossfeed valve to the OPEN position when the respective tank reaches the 5800 lbs level point. Another consideration with respect to an inoperative boost pump and fuel loading are AFM symmetry limitations. Extra considerations include proper fuel heat application procedures with both boost pumps inoperative.
Note: Contact your maintenance representative as to the type of pumps installed in your aircraft. Inoperative procedures will differ for type of fuel boost pump installed.
Fuel Tanks
The fuel tanks consists of three tanks for fuel storage and two vent surge tanks for temporary fuel storage. The fuel tanks are larger than the noted fuel capacity to allow for expansion and vent space. The surge tanks are normally empty. The fuel main tanks are designed as part of the primary wing structure, located between the front and rear wing spars and between the upper and lower wing skin. The center tank is contained within the fuselage and is divided into three cavities by spanwise beams. The fuel vent system is designed to prevent damage to the fuel tank by providing positive venting (regardless of the attitude of the aircraft). The fuel vent system helps in decreasing fuel evaporation and provides a positive head pressure on the fuel. (Oral Topic) The purpose of the surge tank is to collect fuel overflow passing through the vent channels. This fuel overflow is then returned through a surge tank drain into the center tank. The surge tank is located at the end of each wing tank.
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Fuel Tank Capacities
Tank No.1 Tank No.2 Center Tank Total 1499 1499 2313 5311 (10,120 lbs) (10.120 lbs) (16,351 lbs) (36,591 lbs)
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Electrical System Description

AC power (alternating current) is normally supplied by two engine driven generators for ground and flight requirements. The generators rotors are rotated at constant speeds. The CSDs (constant speed drive) provide a constant frequency. A third generator, driven by the APU, can also provide power for ground and flight requirements. The constant frequency produced by the APU generator is controlled by a speed reduction control system and by various gearboxes. AC power can also be supplied by a fourth source, through the AC external power receptacle. AC power is connected to the main busses through the use of generator breakers and external power contactors. AC power can also be supplied to the transfer busses through the use of transfer relays. External power can also power the external AC bus and the ground service bus. Control and indication of the AC electrical system is from the P5 overhead panel in the flight deck. DC power (direct current) is supplied from three different sources. Those sources are the battery, three transformer rectifiers, and from the external power system. This power is connected to the two DC busses and the battery bus by relays. The battery charger is supplied with power from the 115V AC system. Control and indication of the DC electrical system is from the P5 overhead panel in the flight deck.
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Standby AC and DC busses are normally powered from the respective AC and DC system. As an alternate power source, the battery can provide power to the standby system.
DC Ammeter
The DC ammeter displays amperage indications of the selected source by the DC selector. The ammeter will display indications from TR No.1, TR No.2, TR No.3, and/or the battery. The STBY PWR position and the BAT BUS position (as indicated on the panel), will not show amperage indications. During preflight, the TRs (transformer rectifiers) may be checked by observing a positive amperage indication on the DC ammeter.
DC Voltmeter
The DC voltmeter displays voltage indications of the selected source by the DC selector. The voltmeter will display indications from TR No.1, TR No.2, TR No.3, battery, standby power bus, and the battery bus.
Frequency Meter
The AC frequency meter displays frequency of the power source selected by the AC meter selector. The frequency of the generator is dependent on the speed of the CSD. Frequency will be indicated only
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when the generator is electrically excited. For dispatch purposes, the frequency meter may be inoperative providing the APU generator is not required for flight operations (ground operations not included). Refer to your MEL for details.
AC Voltmeter
The AC voltmeter displays voltage of the source selected (130V scale) from the Phase B line current. The voltmeter also displays residual voltage of generator selected when residual volts switch is pressed. (30V scale)
DC Meters Selector
(Oral Topic) The DC meters selector selects the DC source for the DC voltmeter and DC ammeter. When selected to the STBY PWR or BAT BUS positions, amperage will not be indicated since these are not sources of power. For aircraft shutdown and/or flight termination, select the DC meters selector off the BAT position. This will prevent a battery discharge since the DC voltmeter will continue to require power from the battery to operate the display indication. The TEST position is used by maintenance and connects the voltmeter and frequency meter to a power system test module for the selection of additional readings.
AC Meters Selector
The AC meters selector selects the AC source for the AC voltmeter and frequency meter display indications. The TEST position is used by maintenance to monitor the selections of the power system test module in the P-6 panel. Both the AC and DC selectors should be placed in different position for different configurations of flight operations. During the standby power check, the DC and AC meter selectors should be placed in the STBY PWR positions to check for proper voltage and frequency. For normal inflight operations, the DC and AC meter selectors should be placed at the BAT and STBY PWR positions respectively. For aircraft shutdown and/or flight termination, select the DC meters selector off the BAT position. This will prevent a battery discharge since the DC voltmeter will continue to require power from the battery to operate the display indication.
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Residual Volts Switch
(Oral Topic) The primary purpose of the residual volts switch is to determine if a generator has been disconnected. The residual volts switch when selected, displays residual voltage of the selected generator on the 30 volt scale of the AC voltmeter. Pressing the switch with a disconnected generator causes the voltmeter to display zero volts. An indication of 10 to 15 volts on the voltmeter shows evidence that the generator is still rotating. The permanent magnets within the generator produces the voltage displayed. The permanent magnets are mounted on the exciter generator frame. These magnets provide a built-in residual voltage which accrues voltage buildup and eliminates the need for field flashing. As an operational suggestion, maintenance normally request an residual volts reading before and after CSD disconnects.
Galley Power Switch

Selecting the galley power witch to the ON position provides electrical power to the galleys. Galley power is available only when generator bus No.1 and No.2 are powered. Circuit breakers for galley power are located in the galley and on the P-6 circuit breaker panel. This switch should be considered during the Electrical Smoke or Fire procedure. By selecting the galley power switch to the OFF position, removes high load items from the aircrafts electrical system. Galley power availability is part of the automatic load shedding protection. With a generator bus failure, the respective B system hydraulic pump and galley power is lost. If the opposite hydraulic pump is already switched off, the remaining hydraulic pump power source will transfer to the main bus that is powered.
Battery Switch
(Oral Topic) The battery switch ON/OFF positions have several areas of importance with reference to battery bus operation and power sources for that bus. Selecting the battery switch to the OFF position, will cause the battery bus not to be powered. Even with both engines operating (generators on line), selecting the battery switch to the OFF position will only de-energize the battery bus. Think of this switch as a "battery bus switch". Selecting the battery switch to the ON position (No.2 main bus energized), causes the No.3 TR to furnish power to the
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battery bus. This is known as the primary power source for the battery bus. If the No.2 main bus is not energized, the hot battery bus powers the battery bus. This is known as the alternate power source for the battery bus. (Oral Topic) The OFF position of the battery switch has a direct affect on the operation of the APU. Selecting the battery switch to the OFF position (with the APU is operating), will cause an auto-shutdown of the APU. This automatic APU shutdown feature is a ground item only, during flight operations, APU operations will not terminate. The battery switch also provides the AC system with control and protection functions. For example, the battery switch must be in the ON position to provide fire detection capabilities.
Battery
(Oral Topic) The primary purpose of the battery is to provide DC power to the standby buses when normal DC power supply has been disrupted from the TRs (transformer rectifiers). The secondary purpose of the battery is for starting the APU. A minimum of 22 volts is required for APU starting. A fully charged battery has sufficient capacity to provide power for a minimum of 30 minutes. The typical 20 cell nickel-cadmium battery is located in the electronics compartment. The battery contains harmful fluids, extreme caution should be used when handling the battery. In case of spilled electrolyte fluids, clean your hands with water or with a 3% boric acid solution. (Oral Topic) Following the loss of both AC generators, the battery will provide power to the battery bus, DC standby bus, hot battery bus, and the switched hot battery bus. The battery must be above the minimum voltage to operate units supplied by the bus. If the APU is the only operating generator, connect it first to the No.2 bus (as it will power TR No.3). If the APU cannot be connected to the No.2 bus, connect it to the No.1 bus. Loss of both engine driven generators is normally indicated by the illumination of the TRANSFER BUS OFF, BUS OFF, and the GEN OFF BUS lights. Various other instrument warning lights, and Master Caution System lights will also be illuminated.
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(Oral Topic) The condition or quality of the battery (duration time for emergency power use), can be determined by the type of charging phase the battery is in. Remember, a battery is completely charged when pulsing charges are indicated on the ammeter. Therefore, you will have approximately 30 minutes of emergency power available with a "fully charged battery".
Battery Charger
(Oral Topic) The primary source of power for the battery charger is provided by the ground service bus, via the No.1 generator bus. The alternate power source for the charger is from the No.2 main bus, via the charger relay. When the battery power is low and requires more than 26 amps of charging from the battery charger, the charger will act like an unregulated transformer rectifier. When the battery is completely charged (battery charger is delivering less than 26 amps charging current), the battery charger reverts to a pulsing charger. Battery charger operation can be checked by selecting the DC meter to BAT. Observe either a steady charge or a pulsing charge on the ammeter. Pulling the battery charger CB will enable you to observe the actual voltage of the battery. The charger is rated 40 amps with forced air cooling. The electrical system has been designed with a charger relay feature. This provides the means of a power source transfer for the battery charger in the case of No.1 generator bus failure (power source for the ground service bus). The charger relay closes and the No.2 main bus now becomes the power source for the battery charger. During APU starting, AC power to the battery charger will be interrupted to prevent heavy power draw from the charger. When the APU reaches 50% RPM, various relays will relax and the charger will revert to normal functions.
TR (Transformer Rectifier)
The purpose of a TR (transformer rectifier) is to convert 115V AC, 400 Hz, 3-phase power to 28V DC. The aircraft has three main TR units which are located on the E3-1 shelf in the E/E compartment. Each unit has been rated at 65 amps with cooling and 50 amps without cooling.
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The transformer rectifiers are labeled as TR No.1, No.2, and No.3. The No.1 TR is supplied with power from the No.1 transfer bus and provides DC power for the No.1 DC bus. No.2 TR is supplied power from the No.2 transfer bus and provides DC power to the No.2 DC bus. No.3 TR is supplied power from the No.2 main bus and provides DC power to the battery bus and acts as an alternate DC power source for TR No.1 or TR No.2 failure.
(Oral Topic) A common oral question that examiners may ask with reference to transformer rectifiers and the electrical metering panel is the source of displayed information. For example, the selector has been placed to either TR 1 or TR 2, what is the source of the information that is being displayed on the ammeter and/or voltmeter? The correct response, with TR 1 or TR 2 selected, the ammeter will display information from the TR unit itself and the voltmeter will display information from the respective bus. TR 3 is different, it will display voltage and amperage information obtained from the TR 3 unit only. (Oral Topic) Another common oral question with reference to the electrical metering panel is the display indications of a failed TR unit. A failed TR 1 or TR 2 unit would be indicated by zero amps and normal bus voltage. A failed TR 3 would be indicated by zero amperage and zero voltage. Two of the three transformer rectifiers are required for dispatch. TR No.2 may be inoperative provided that all DC buses and all generators (including the APU generator) operate normally and the APU generator can be electrically connected to either bus. Refer to your MEL.
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CSD - Constant Speed Drive
The aircraft generators produced AC power that must be of a constant frequency. To achieve this constant frequency, the CSD has been provided to control the generators at an constant speed, thus providing constant frequency. Example of the relationship between speed and frequency: 6000 RPM of generator speed, corresponds to the electrical frequency of 400Hz. The CSDs are a hydromechanical unit, internal oil is used as an operating fluid and for cooling purposes. The APU does not have a CSD. The APU generator operates at a constant speed through the use of internal gearboxes. Operating conditions of the CSD can be observed on the generator drive oil temperature indicator. Oil temperature is measured as it enters and leaves the CSD. Temperature of the oil entering the CSD is indicated on the IN scale. Temperature differential between outlet and inlet is indicated as RISE (out temperature minus in temperature). The "IN" temperature sensor for the CSD is downstream from a fan air cooler. This temperature reflects the ability of the fan air to cool the CSD oil. The "RISE" temperature is a "comparison" of the IN and OUT temperatures, and only reflects how hard the CSD is working.
Generator Drive Low Oil Pressure Light

The illumination of the amber generator drive low oil pressure light indicates the CSD oil pressure is below the minimum operating limit of 120 PSIG. With the illumination of the light, a malfunction in the CSD can be assumed. The CSD should be disconnected before additional damage occurs. The illumination of the low pressure light will also illuminate the master caution and ELEC annunciator lights. The generator drive low oil pressure light may be inoperative for dispatch provided the frequency meter and the respective CSD high oil light and oil temperature indicator operates normally. Refer to your MEL.
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Generator Drive High Oil Temperature Light

The illumination of the amber generator drive high oil temperature light indicates the CSD oil has exceeded the operating temperature limit of 1570C. Two causes for high oil temperatures are low oil quantity and improper internal mechanical operation of the CSD. With high CSD oil temperatures, CSD failure may occur. To prevent damage to the CSD, procedures calls for the CSD to be disconnected. The illumination of the high oil temperature light will cause the illumination of the master caution and ELEC annunciator lights. The generator drive high oil temperature light may be inoperative for dispatch provided the frequency meter, the respective CSD low oil pressure light, and/or the oil temperature indicator operates normally. Refer to your MEL.
Generator Drive Disconnect Switch

The generator drive disconnect switch controls a 28V DC disconnect solenoid. This disconnect solenoid has been designed to prevent the possibility of any voltage pickup that may inadvertently trip the CSD. By selecting the guarded switch to the UP position, the CSD will be mechanically disconnected from the engine. The re-connection of the CSD can only be accomplish on the ground by maintenance personnel, repositioning the external reset handle. Electrical power for disconnecting
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comes from the battery bus. The residual volts button is normally used during the CSD disconnect procedures. Selecting the residual volts button, causes the display of zero volts on the AC voltmeter. After the CSD has been disconnected, the low pressure light will remain illuminated.
Generator Drive Temperature Switch

The generator drive temperature switch may be used to select either the RISE or IN temperatures. These temperature values are displayed on the generator drive oil temperature indicator. Two variable resistance type temperature bulbs (probes) measure the oil temperature on either side of the CSD oil cooler.
Generator Drive Oil Temperature Indicator

The generator drive oil temperature indicator displays temperature as selected by the generator drive temperature switch. A higher than normal temperature may indicate either excessive generator load or a possible poor mechanical condition of the generator drive unit. Lack of adequate cooling may also cause the temperature to increase. A generator drive oil temperature indicator may be inoperative for dispatch provided the frequency meter, the respective CSD low oil pressure light, and/or the high oil temperature light operates normally. Refer to your MEL.
CSD Limitations
The maximum CSD oil temperature is 1570C. The maximum CSD oil temperature when selected to the RISE position is 200C.
Standby Power Switch

The standby power switch is a three position, guarded switch (BAT, OFF, AUTO). When selected to AUTO (right guarded position), the standby AC bus will be powered by the No.1 transfer bus. The standby DC bus will be powered by the No.1 DC bus. When selected to OFF (center position), the static inverter is not powered, thus not powering the standby AC bus. At this time, the standby power off light will be
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illuminated indicating the standby buses are not powered. When selected to BAT (left position), the R328 relay is energized, thus powering the static inverter and providing power to the standby AC bus. The standby DC bus will receive power directly from the battery bus. The AUTO position has some additional features that should be noted. During normal in-flight and ground operations, the standby AC bus is powered by the No.1 transfer bus. The standby DC bus is powered by the No.1 DC bus. With the loss of AC power (in-flight only), the standby AC bus is automatically powered by the battery bus through the static inverter. The standby DC bus is automatically powered directly by the battery bus. With the loss of AC power (ground only), there is no automatic transfer of power. The battery can furnish power to the standby bus equipment for a minimum of 30 minutes. The battery bus is powered by the hot battery bus, regardless of the battery switch position.
Standby Power Off Light

The illumination of the amber standby power light indicates the AC and/ or DC standby buses are not powered after a loss of both generator busses. The master caution light and ELEC annunciator will illuminate. The standby power switch should be selected to BAT position. This will provide power to the standby buses from the battery. A fully charged battery will provide a minimum of 30 minutes of standby power.
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Generator AC Ammeter
The generator AC ammeter displays engine generator load in amperes. The maximum engine driven generator load limit is 111 amps. The ammeter may be inoperative for an inoperative generator. Refer to your MEL.
Ground Power Available Light

(Oral Topic) The illumination of the ground power available light indicates the external power bus is powered by a ground power supply device. The light will remain illuminated as long as the ground power device is plugged in. The light provides no quality assurances that the power is correct (frequency/amps), just that it is connected to the aircraft.
Ground Power Switch

The ground power switch is a three position (OFF, ON, and neutral) switch. The switch is spring-loaded to the neutral position. When selected to the OFF position, ground power will be disconnected from both generator buses. When momentarily moved to the ON position, external power will be connected to the both generator buses.
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The following items occur when connecting ground power to the aircraft buses: 1. Removes previously connected power source from both generator buses. 2. Closes external power contactor and connects ground power to both generator buses if power quality is correct. 3. Switches the ground service bus to the generator bus No.1. 4. Deactivates the ground service switch. 5. Allows the battery to be charged from the external AC power supply.
Ground Power
AC external power receptacle provides 115V AC, 3-phase power from an external power source (cart or ground power unit). The AC receptacle is located on the right side of the airplane, forward of the nose wheel well. The receptacle has four long AC pins, for phases A, B, C, and N (neutral/ground) and two short DC interlock pins E and F. The reason for the short DC pins is to prevent arcing or flashing (by the AC pins) should the external power cable be inadvertently removed while AC power is being applied. Power for the E and F pins will disconnect before the AC pins disconnection, thus providing power interruption protection for the AC circuits prior to activation.
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The 28V DC power receptacle is located near the battery in the electronic compartment. When the external DC power is connected, it operates in paralleled with the battery and will power all circuits normally supplied by the battery. In the event that the airplane battery is depleted, the APU can be started by using DC external power. External DC power is not intended to be used as a power source for battery recharging. Battery re-charging should always be accomplished by the battery charger. The DC power receptacle consists of two large pins (positive and negative) and a third small pin for correct orientation of the external connector. Before connecting the power receptacle, voltage should range between 24-28V DC only.
Ground Service Switch

The ground service switch is located on the forward flight attendants panel. The switch has been designed to provide power to the ground service items. Such items include various service lights and interior service outlets. The ground service power system makes it unnecessary to energize the main aircrafts AC and DC buses when power is required for ground service items.
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Ground Service Bus
(Oral Topic) The ground service bus provides power to: 1. Battery charger. 2. Equipment cooling switch (normal position). 3. Service lights. 4. Service outlets.
Bus Transfer Switch

The bus transfer switch is a two position switch (AUTO - OFF). The switch is normally in the AUTO guarded position. This allows the automatic transfer of the transfer bus (essential electrical loads) upon failure of the associated generator bus. This automatic function also allows TR 3 to supply the No.1 DC bus if TR No.1 fails. A TR failure can be detected by a zero reading on the DC ammeter of the selected TR.
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Selecting the bus transfer switch to the OFF position, the following items occur: 1. Isolates the transfer buses by preventing the operation of the bus transfer relays, and opens the TR 3 disconnect relay. 2. Prevents the battery charger from switching to its alternate source of power (main bus No.2) 3. With normal power on the generator buses No.1 and No. 2, opens TR 3 disconnect relay. 4. Transfer of alternate power for the "B" pumps. 5. Transfer of alternate power for the standby hydraulic pump.
Automatic Load Shedding

Automatic load shedding should be discussed at this time with reference to bus transfer. The concept of load shedding provides the capability to reduce power demands automatically during single AC generator operations. Automatic load-shedding will turn off all nonessential, high draw electrical equipment such as: 1. Galley power. 2. Respective hydraulic system B electric pump. If one system B hydraulic pump switch is already selected OFF, the remaining system B hydraulic pump power supply will be transferred to the main bus that is powered. The standby hydraulic pump also has power transfer capabilities if the No.1 bus is not powered.
Transfer Bus Off Light

The illumination of the amber transfer bus off light indicates the transfer relays are not energized. Therefore, the transfer bus is inactive. The master caution light and ELEC annunciator will illuminate. Non-normal procedures calls for the bus transfer switch to be selected to the OFF position, then to AUTO. Check the standby power off light is extinguished, this will ensure the integrity of the standby buses for essential equipment power. With the failure of the AC transfer bus (transfer bus light illuminated), the emergency instrument flood lights will automatically activate.
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BUS OFF Light
The illumination of the amber BUS OFF light indicates the generator bus on the respective side is inactive and its respective engine generator breaker, APU generator breaker and external power contactors are open. Master caution light and ELEC annunciator will illuminate. The respective illumination would indicate the following: 1. (Generator No.1) Loss of power to the generator bus No.1, the main bus and the ground service bus. 2. (Generator No.2) Loss of power to the generator bus No.2 and the main bus No.2. Non-normal procedures calls to ensure the generator switch has been selected ON. Should the BUS OFF light remain illuminated, start the APU and place on line (if available). If both generator buses are not powered, the galleys and one system B hydraulic pump are not powered. (Oral Topic) Illumination of the BUS OFF light indicates the respective bus is inactive. With this type of a failure, you will have the following visual indications: 1. Illumination of the respective low fuel boost pump pressure lights. 2. Galley power will be inoperative. 3. Illumination of the respective BUS OFF, GEN OFF BUS lights. 4. Illumination of the respective window heat lights. 5. Illumination of the respective hydraulic System B pump low pressure lights. 6. Respective landing lights will be inoperative. 7. Illumination of the equipment cooling off light.
Generator Off Bus Light

The illumination of the blue generator off bus light indicates the generator is not supplying the generator bus and the respective generator breaker is open.
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Dual Generator Loss
The illumination of the GEN OFF, BUS OFF, and the TRANSFER BUS OFF lights indicates the possible loss of both engine driven generators. Upon loss of all generators, the electrical system will automatically switch to standby power. Essential radios, flight instruments, and navigation equipment will be powered by the standby system. Non-normal procedures directs your attention to reduce electrical loads before reselecting a generator and/or the activation of the APU generator. The following is a summary of those actions. 1. 2. 3. 4. 5. Select the galley power switch to OFF. Select the bus transfer switch to OFF. Select system B Hydraulic pumps switches to OFF. Re-select the generator switches to ON. If either or both BUS OFF lights remain illuminated, bring on line the APU. If the APU generator is the only operating power source, connect it to the No.2 bus first, so that the TR 2 and TR 3 are powered. If the APU will not be connect to the No.2 bus, then connect it to the No.1 bus.
Generator Switch
The generator switch is a three position, spring loaded (OFF-ON) switch. It enables the engine driven AC generator to be connected to the respective generator bus when power quality is correct. If the generator was de-excited, it will connect the field power supply to the exciter. Selecting the switch to the OFF position, the generator will be de-excited and thereby disconnect itself from the generator bus. Either engine driven generator may be inoperative for dispatch provided the APU generator is operating normally and the APU fuel heater operates normally when fuel temperature less than 320C is anticipated. If this can not be accomplished, then the flight duration must be less than that required for the fuel to cool to the above temperature value. Refer to your MEL.
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Each generator has an generator control unit (GCU), located in the P6 panel. The GCU provides protection for the following items: 1. Overvoltage 130 +/- 3 volts 2. Undervoltage 100 +/- 3 volts 3. Overfrequency 430 +/- 5 Hz 4. Underfrequency 365 +/- 5 Hz 5. Overcurrent 170-175 amps 6. Differential Current 20-30 amps
APU Generator Off Bus Light

(Oral Topic) The illumination of the blue APU generator off bus light indicates that the APU is at the governed speed of 95% rpm, the APU is not supplying a generator bus, the generator frequency is above 380 Hz, and the APU generator is ready to accept a load.
APU Generator Switch

The three position, spring loaded (OFF-ON) switch enables the APU generator to be connected to the desired generator bus when the power quality is correct. If the APU generator is de-excited, it will connect the field power supply to the exciter. When selected to the OFF position, the APU generator will disconnect itself from the respective generator bus. If the other generator bus is not utilizing the APU generator, then the APU generator de-excites itself. (Oral Topic) The two APU generator switches work the same on the ground with respects to connecting the APU generator to the respective bus. During flight operations, only one bus can be powered from the APU generator. However, it is possible to depart with both busses powered by the APU, but it is not recommended due to the increased electrical loads on the APU generator. The APU generator is rated at 40 KVA inflight and 45 KVA while on the ground.
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APU Limitations
The following limitations apply to the APU generator. Some airlines have deleted these numbers from their limitation sections of their manuals. They have been included here as technical reference only. 1. APU generator limit (ground) 125 amps. 2. APU generator limit (flight) 111 amps.
APU Low Oil Quantity Light

The illumination of the blue APU low oil quantity light indicates the APU oil quantity is insufficient for extended operations. The warning light is disarmed when the APU switch is in the OFF position. (Oral Topic) The total oil quantity of the APU lubrication system is 1.5 gallons. The illumination of the low quantity light only indicates the APU oil quantity is insufficient for extended operations. The actual oil remaining within the system is at or below 1.25 quarts. The APU low quantity light may be inoperative for dispatch provided the APU oil is checked prior to each departure. This quantity check allows the APU to be used during ground and flight operations. Refer to your MEL.
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APU Oil Pressure Light
The illumination of the amber APU oil pressure light indicates the APU oil pressure is low, causing the APU to initiate an automatic shutdown. This occurs only after the start cycle has been completed and at any time during normal APU operations with oil pressures below 45 psig. It is normal for the APU oil pressure light to illuminate during the starting cycle and remains illuminated until the APU oil pressure is normal. This light is disarmed when the APU switch is in the OFF position. The APU oil pressure light may be inoperative for dispatch provided the APU is not used in flight. For ground operations, APU operations are permitted provided the automatic shutdown features are operating normally. Refer to your MEL.
APU High Temperature Light

The illumination of the APU high temperature light indicates the APU oil temperature is excessive, causing the APU to initiate an automatic shutdown. This light is disarmed when the APU switch is in the OFF position. With actual high oil temperatures, the high temperature light can be reset by placing the APU switch to OFF. The temperature of the oil must also decrease below temperature switch limit for the reset. The temperature sensor senses the oil temperature at the pressure pump outlet and is designed to illuminate the amber caution light when the oil temperature reaches 255oF (124oC). The APU high temperature light may inoperative for dispatch provided the APU is not used in flight. For ground operations, APU operations are permitted provided the automatic shutdown features are operating normally. Refer to your MEL.
APU Fault Light (as installed)

The illumination of the APU fault light indicates the APU oil temperature is excessive, causing the APU to initiate an automatic shutdown. This light is disarmed when the APU switch is in the OFF position. With actual high oil temperatures, the APU Fault light can be reset by placing the APU switch to OFF. The temperature of the oil must also decrease below temperature switch limit for the reset. The temperature sensor senses the oil temperature at the pressure pump outlet and is designed to illuminate the amber caution light when the oil temperature reaches 124oC (255oF).
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APU Overspeed Light
The illumination of the amber APU overspeed light indicates the APU speed is excessive (greater than 110% RPM), causing the APU to initiate an automatic shutdown. After shutdown, the APU cannot be restarted without resetting the overspeed circuit. The APU overspeed reset switch is located in the E/E compartment, must be reset before another start attempt. The APU overspeed light is always armed, regardless to the position of the APU switch. The overspeed light also illuminates if an APU start is aborted prior to reaching governed speed, but extinguishes following a normal start. Light illuminated during APU shutdown indicates overspeed shutdown protection is lost. The APU overspeed light may be inoperative for dispatch provided the APU is not used in flight. For ground operations, APU operations are permitted provided the automatic shutdown features are operating normally. Refer to your MEL.
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APU Generator Ammeter

The APU generator ammeter displays APU generator load current. Observe the following limitations: ground operations = 125 amps; flight operations = 111 amps. The above limitations have been removed from some airlines AFMs, observe your airlines limitations.
APU Exhaust Temperature Indicator

The APU exhaust temperature indicator displays APU exhaust gas temperature. The thermocouple is located in the exhaust of the APU engine. Power supply of 0-5 volts DC is used only for the indicator integral illumination. The APU EGT indicator may be inoperative for dispatch provided all warning and caution lights operate normally. The APU may only be used to provide the aircraft with electrical power, and for the starting of only one engine. Passengers are not permitted on board until the APU has been shutdown. This is to provide extra protection and to guard against possible APU fire conditions. Refer to your MEL. Caution should be exercised during APU starting with regards to inadvertent sticking of the APU start switch. This may affect the operation of the EGT indicator and provide erroneous indications.
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APU Start Switch
The APU start switch is a three position switch (OFF-ON-START). Selecting the OFF position with the APU operating, initiates an APU shutdown. This shutdown feature simulates a 110% RPM overspeed and automatically secures the APU. (Oral Topic) The ON position of the APU start switch is the normal position for APU (running) operations. Selecting the APU start switch to the START position begins the automatic start sequence. The air inlet door and the fuel valve opens. As the door reaches the full open position, the automatic APU starter engagement begins.
APU Start Sequence

(Oral Topic) Some examiners may ask the start sequence of the APU. Listed below is the normal start sequence for the APU. 1. Position the battery switch to ON (minimum 22 volts). With battery voltage below 18 volts, certain battery switch relays may not close, thus preventing the APU from starting. The APU motor is normally powered directly from the battery. 2. Fuel boost pump ON (not mandatory). However, with the fuel boost pump ON, it will help extend the service life of the APU fuel control unit. 3. APU bleed switch OFF. 4. Complete the APU Fire Test. 5. APU switch is momentarily selected to the START position (observe the following): Low oil pressure light illuminated. Full scale negative deflection on DC ammeter for APU starter engagement. The fuel valve opens and supplies fuel to the APU. At 4%, fuel is injected. The APU inlet door is in the full opened position. A battery charger relay opens to isolate the battery charger. Low oil pressure light extinguished at approximately 37% RPM.
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Monitor EGT. Max-760C. Normal fuel burn: 250/300 lbs per hour. Maximum starter operation time: 90 seconds.
At 50% RPM, the starter is de-energized. If the APU rpm does not reach the starter cutout circuit requirement within 90 seconds, the start is automatically terminated. Observe DC ammeter for starter cutout. An increase above normal values indicates the charger is operating and recharging the battery. At governed speed of 95% RPM, the ignition exciter is terminated and the APU GEN OFF bus light will illuminate, the APU is now ready to accept a load.
APU Alternate Starting - Power Source

Normal power source for APU starting is the battery. An alternate power source for starting the APU can be provided by a DC ground auxiliary cart through the 28V DC power receptacle. This receptacle is located near the battery in the E/E compartment.
APU Aborted Starts

After any unsuccessful ground start of the APU, do not attempt another ground start (AD 90-05-02). A second/subsequent ground start attempt is permitted if a qualified observer is present after any unsuccessful ground start of the APU. That observer is required to watch for any possible "unacceptable torching" or any other non-normal indications. With multiple aborted start attempts, five minutes of cooling is required between the second and third attempt. Wait one hour after the third attempt.
APU Inflight Start Attempts

Inflight APU starts may be attempted at any altitude up to 35,000, but altitudes below 25,000 are recommended. With at least one generator operating normally, subsequent start attempts (up to a maximum of four) can be made at lower altitudes.
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APU Fuel Control Unit
Many airlines are upgrading their B737 APUs with the timed acceleration fuel control unit (TAFCU). This modification is designed to reduce EGT during APU acceleration, thus improving hot section replacement times. This modification has been accomplished by scheduling less fuel to the ignitors during the starting cycle. Slower acceleration is the result of this fuel scheduling. For TAFCU equipped APUs, it is normal for APU starting time to range from 40-70 seconds (cold aircraft: 135 seconds). Fuel for the gear-driven fuel control unit (FCU) is available from the No.1 Fuel Tank. The fuel is automatically heated, if required, to prevent icing. The fuel solenoid valve opens when oil pressure is sufficient to initiate ignition.
APU Limitations
1. 2. 3. 4. 5. 6. Maximum EGT. Maximum continuous. Maximum altitude pneumatic use. Maximum altitude pneumatic/electrical. Maximum altitude electrical load. APU generator limit: ground: flight: 7600C 7100C 17,000 10,000 35,000 125 amps 111 amps
APU Notes
The APU is a gas turbine consisting of a two-stage centrifugal compressor directly coupled to a single-stage radial inflow turbine. The turbine shaft is geared to the accessory drive section and provides power for driving the engine accessories and the generator. Electrical power from the airplane battery and fuel from the No.1 tank are used to start and operate the APU. The APU supplies bleed air for engine starting and air conditioning. The APU also provides an auxiliary AC power source from a self-contained AC Electrical Generator. The standard APU on B737 aircraft was designed by Airesearch, designated the GTCP 85-129E. The unit weights 313 pounds and is located in the tail section of the aircraft. Maximum fuel burn is rated at 340 PPH with maximum loads on a standard day. The rated speed (at sea level -
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steady state) is 41,000 RPM, with an output of 6000 RPM at the generator drive. Maximum EGT for starting or transient conditions is 7600C, with 7100C as maximum continuous. Maximum oil temperature is 1240C. Automatic internal control units monitor EGT and will restrict pneumatic loads to favor electrical loads during periods of high demand. (Oral Topic) The battery switch must be ON during normal APU operations. Positioning the battery switch to OFF, while the airplane is on the ground, will automatically shut down the APU. During flight operations, the selection of the battery switch to OFF, does not shutdown the APU. When securing the aircraft, the APU must be completely secured for at least 20 seconds to allow for the closure of the APU air inlet door prior to the selection of the battery switch to the OFF position. Reason for this, the APU must be secured since fire detection is removed by the closure of the battery switch. Some airlines require two minutes of normal APU operation prior to using it as a pneumatic source. The manufacturer recommends at least one minute prior to use. The same two minute requirement of normal APU operation with no pneumatic load prior to shutdown is desired. The manufacture recommends at least one minute of APU operation with no pneumatic load prior to shutdown. The APU generator is rated at 50 KVA inflight and 60 KVA while on the ground. (Oral Topic) The start sequence is partially controlled by the "multispeed" or the "speed switch". This internal switch is used to sequence various APU events such as : 1. Starter cutoff at 50% RPM. 2. Load circuit arming at 95% RPM. 3. Fuel solenoid valve power shutoff at 110% rpm. (Oral Topic) Automatic APU shutdown protection is provided for the following items: 1. Overspeed (pops CB in the E/E compartment). 2. Low oil pressure. 3. High oil temperature. 4. APU fire. 5. Hung start (90 second timed).
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(Oral Topic) APU bleed valve located on the air conditioning control panel, must be closed when: 1. Ground air is connected and the isolation valve is opened. 2. L.H. engine bleed valve is opened. 3. Isolation Valve, R.H. engine bleed valves are opened. 4. APU bleed valve may be opened during engine start, but avoid engine power above idle. C.A.A. certified aircraft (Canadian or British etc.), are equipped with a DC power APU boost pump that provides fuel during starting. With the activation of the APU speed switch (95%), the pump is deactivated.
APU Winter Operations

During winter operations, special considerations must be reviewed. Inlet area icing can be detected by higher than normal EGT indications and reductions in duct pressure. Operations in extreme cold conditions may require the use of both packs. Special precautions must be observed with the use of de-icing fluids around the APU inlet area. Care must be taken to prevent this fluid from entering the APU, therefore, the APU should be shutdown when de-icing that portion of the aircraft. Ensure the APU door is free of impacted snow and ice prior to APU operations.
APU Fire
An APU fire is recognized by the fire warning bell ringing and the APU fire warning light illumination. The APU fire warning handle should be pulled and rotated. To manually unlock the APU fire handle, press the override and pull. By pulling the APU fire handle, this action performs backup protection to the APU automatic shutdown feature. The following items occur: 1. Closes the APU bleed air valve. 2. Closes the APU inlet door. 3. Trips the generator field. 4. Arms the fire extinguisher system. 5. Closes the fuel valve.
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APU Fire Detection
The Kidde sensor fire detection loop is a single loop that signals a fire warning due to a general overheat or localized fire condition. The fire detector sensor-loops are mounted on the bottom of the APU engine (4000F sensor), one on the outside leading edge of the exhaust pipe (7500F sensor), and one on the outside of the exhaust heat shield (3600F sensor). (Oral Topic) The power supply for the fire detection system (circuit and light) is 28V DC from the battery bus. A fire short circuit discriminator is installed to prevent shorts from causing false fire warnings. Testing for fire sends an artificial electronic signal to the fire warning detector. The detector is not actually heated. A short in the fire circuit is indicated by the illumination of the APU DET INOP light. This light is located on the aft electronic control panel.
APU Ground Control Panel

The APU ground control panel is located on the aft bulkhead of the right main wheel well. It provides visual and aural fire warning and extinguisher operation/control from outside of the aircraft. When a fire is detected, the horn and light will operate alternately and the APU will automatically shutdown. Selecting the horn cutout switch will stop the horn from sounding and the red light will remain illuminated, visually warning of the fire condition. The selection of the fire handle will arm the extinguisher system and will shutdown the APU should the automatic shutdown features fail to secure the APU.
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Circuit Breaker Light Control

The circuit breaker light controller when rotated clockwise regulates the intensity of the P-6 and P-18 circuit breaker panels illumination. Individual lights may be inoperative for dispatch provided the remaining lights are sufficient to illuminate all instruments and panel switches. Variable intensity control switches may also be inoperative provided that this feature is unnecessary. Refer to your MEL.
Panel Light Control

The panel light controller when rotated clockwise regulates the intensity of the forward and aft overhead panel lights. Individual lights may be inoperative for dispatch provided the remaining lights are sufficient to illuminate all instruments and panel switches. Variable intensity control switches may also be inoperative provided that this feature is unnecessary. Refer to your MEL.
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Equipment Cooling Switch

The equipment cooling switch is a two position (NORMAL-ALTERNATE) switch. When selected to the NORMAL position, the normal cooling fan is activated. Power source for normal fan is provided by the ground service bus. Selecting the switch to the ALTERNATE position, the alternate cooling fan is activated. The power source for alternate fan is from the No.2 main bus.
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Equipment Cooling Off Light
The illumination of the amber equipment cooling OFF light indicates no airflow from the respective cooling fan. A no airflow detector in the ducting just forward of the fans consists of a heating unit located below a thermal switch. Loss of airflow causes a thermal switch to close, illuminating the equipment cooling OFF light. Non-normal procedures calls for the selection of the alternate fan which should restore airflow to the equipment. Ground operations and operations with low differential (less than 2.5 psi) causes the air to be dumped overboard through a flow control valve in the bottom of the aircraft. In-flight operations with high differential pressures (greater than 2.5 psi), causes the warm air to be routed forward to the forward cargo compartment. This warm air insures adequate heating at the higher altitudes. The flow control valve used in the equipment cooling system, operates under the influence of differential pressure and aerodynamic forces which either opens or closes the valve, thus allowing the proper direction of the air from the equipment cooling system.
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Emergency Exit Lights

The guarded emergency exit light switch is a three position (OFF/ ARMED/ON) switch. When selected to the OFF position, prevents the activation of the emergency lights system when the airplane electrical power fails or is turned off. Selected to the ARMED position, the emergency lights system activates all interior and exterior emergency lights automatically should DC power fail or if AC power has been selected off. Placing the emergency exit switch to the ON position, manually illuminates all emergency lights. The emergency exit switch when selected to the ON position will illuminate all emergency lights. The passenger cabin emergency exit lights (flight attendants switch) may override the flight deck controls and illuminate the emergency lights. (Oral Topic) The emergency lights, located throughout the passenger cabin, are powered by individual nicad batteries with a charging, monitoring and voltage regular circuit. If electrical power to the 28V DC bus No.1 fails or if AC power has been turned off, the emergency exit lights will illuminate automatically.
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The emergency battery packs contain six nicad batteries and a charging package to maintain the batteries charge. The system is designed to provide illumination for approximately 15-20 minutes and has incorporated within the system a device that prevents total battery discharge if the system is inadvertently left on. The charging of the emergency lights batteries occurs regardless of the position of the emergency light switch, either in the OFF or ARMED positions. The battery pack electronics unit provides 350 milliamperes battery charging current when the DC bus No.1 is powered.
Emergency Exit Lights Not Armed Light

The illumination of the amber emergency exit lights NOT ARMED light indicates the emergency exit lights switch is not in the ARMED position.
Passenger Cabin Emergency Exit Lights

The passenger cabin emergency exit light switch, located on the aft flight attendants station, is a two position switch (NORMAL-ON). When selected to the ON position, illuminates all interior and exterior emergency lights. (Oral Topic) The cabin emergency exit light switch can be used to override the flight deck control of the emergency lighting system and illuminate the emergency lights. This can be accomplished whenever the flight deck controls have been selected to the ON position. The design concept is to provide the means of bypassing the cockpit control of the emergency lights in the case of an actual emergency or with the failure of the flight deck emergency light controller.
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No Smoking Passenger Warning Switch
(as installed)
The no smoking passenger warning switch controls the illumination of the no smoking sign portion of the passenger notice system. The no smoking switch is labeled OFF, AUTO, and ON. Selecting the respective switch to OFF, extinguishes the cabin no smoking sign. Selecting the AUTO position, will automatically illuminate the passenger information sign when the landing gear is extended. When the landing gear is retracted, the light will be extinguished. Selecting the control switch to ON, manually controls the illumination of the warning lights. A low chime sound has been incorporated within the system to sound anytime a change has occurred, either automatically or manually. The no smoking sign must be readily legible to each passenger seat, cabin attendant seat, or lavatory. If this is not possible, then the seat must be blocked and placard with DO NOT OCCUPY. The sign may be inoperative for dispatch, provided the PA system operates normally and an acceptable procedure is used to inform the passengers of these passenger requirements. Refer to your MEL for detailed procedures concerning the appropriate required announcements.
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Fasten Belt Passenger Warning Switch (as installed)
The fasten belt passenger warning switch is located on the overhead control panel. The dual three-position switch controls the illumination of the fasten seat belt sign portion of the passenger notice system. The fasten belt switch is labeled OFF, AUTO, and ON. Selecting the respective switch to OFF, extinguishes the cabin fasten belt sign. Selecting the AUTO position, will automatically illuminate the passenger information sign when the landing gear is extended. When the landing gear is retracted, the light will be extinguished. Selecting the control switch to ON, manually controls the illumination of the warning lights. A low chime sound has been incorporated within the system to sound anytime a change has occurred, either automatically or manually. The fasten belt sign must be readily legible to each passenger seat, cabin attendant seat, or lavatory. If this is not possible, then the seat must be blocked and placard with DO NOT OCCUPY. The sign may be inoperative for dispatch, provided the PA system operates normally and an acceptable procedure is used to inform the passengers of these passenger requirements. Refer to your MEL for detailed procedures concerning the appropriate required announcements.
Attendant Call Switch

The attendant call switch is located on the overhead control panel. Selecting the attendant call switch, sounds a two-tone chime in the passenger cabin and illuminates both pink overhead annunciator master call lights. The annunciator lights will stay illuminated until the reset has been made by the cabin attendant.
Ground Call Switch

Selecting the ground call, sounds an alert horn in the nose wheel well. The switch will continuously sound until the press-switch is released.
Cockpit Call Light

The cockpit call light is located on the overhead control panel. When illuminated, indicates the flight deck is being called by the flight attendants or by the ground crew. The cockpit call light remains illuminated until the captain call or pilot call switch is released.
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Rain Repellent Switch
Some airlines have deactivated this system for their fleets. The following system description has been added since many examiners will require knowledge of the system operation for type ratings. (Oral Topic) The rain repellent switch is located on the overhead control panel. When the respective press-select switch is momentarily activated, a time released (.17 seconds) application of 5cc of repellent is applied to the No.1 windows. (Oral Topic) The rain repellent used in this system is a Boeing Aircraft patented fluid called Rain Boe, Type III. The container is a pressurized can containing 550cc of fluid when full. The power supply for the solenoid valve operation of the rain repellent system is 28V DC power. The left switch is powered by the DC bus No.1, and the right switch is powered by DC bus No.2. The repellent fluid is packaged in one pressurized disposable container which is replaced when empty. This bottle is located on the P-18 panel aft of the Captains seat. There is a level line marked on the receptacle housing adjacent to the sight gauge. For preflight considerations, verify the float is above the reference line and the shutoff valve is in the vertical position. When the sight gauge float is at or below the level line, the bottle should be replaced. With the float at the replacement level (mark), about 10 applications of fluid remains.
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(Oral Topic) Rain repellent is used in conjunction with the windshield wipers to improve visibility during heavy rain. The repellent fluid is recommended only in moderate or heavy rain. Rain repellent should not be used on dry windshields because the undiluted solution will restrict visibility and the use of the wipers will only increase the smearing. Caution should be exercised to avoid the application of the rain repellent fluid to a dry windshield. The fluid will dry to a hard film. To remove this film, mild detergent, water, and a soft cloth may be used. In case of heavy, built-up layers of film, additional rain repellent may be applied to act as a solvent. This new fluid must then be washed off with water immediately. The rain repellent system may be inoperative for dispatch provided the system is not required and procedures do not require its use. Refer to your MEL.
Windshield Wiper Selector

The windshield wiper selector is located on the overhead center panel. The selector is a four-position rotary controller that controls the windshield wipers on the No.1 windows. Each wiper is operated by a separate system to ensure that clear vision through one of the windows is maintained in the event of a system failure. Although two independent system are installed, both wiper systems are electrically operated and controlled by a common controller switch.
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Selecting the switch momentarily to the PARK position will help stow the wiper blades to the lower edge of the window. Moving the selector from the OFF position to LOW, will initiate the operation of the wipers at 130 strokes per minute. The HIGH position will operate the wipers at 160 strokes per minute. Caution should be exercised to not operate the windshield wipers on a dry window. The windshield wipers may be inoperative for dispatch provided the aircraft is not operated in precipitation within 5 nautical miles of your arrival and departure airports. Refer to your MEL.
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Window Heat ON Light

The illumination of the green window heat light indicates the window heat controller is applying heat to the respective window. The windows on each side of the cockpit are provided with electrical heating for antiicing and defogging. Heating of the windows improves the impact strength of the windows for bird-strike protection. Air from the air conditioning system can be used to defog the No.1 cockpit windows. Electrical power from the respective AC generator bus provides power to the four window heat control units. These units are located in the E/E compartment. Flight compartment windows No.1, No.2, No.4, and No.5 (left and right sides) are heated. Window No.3 is warmed by vented air between the two acrylic panes of the window. The No.1 window can also be heated from the air conditioning system by the windshield air control system. (Oral Topic) The windows are paired to a power source to insure adequate visibility with the loss of one generator. Windows L1, L4, L5, and R2 are powered by the No.1 generator bus. Windows R1, R4, R5, and L2 are powered by the No.2 generator bus.
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Window Overheat Light
The illumination of the amber window overheat light indicates electrical power to the respective window has been removed. The window overheat light will also illuminate if an overheat condition occurs. As window temperatures reach 620C (1450F), the overheat sensors de-energizes power to the window and illuminates the amber light. Resetting the window overheat system is accomplished by momentarily positioning the window heat switch to OFF. With the illumination of this light, the following items will occur: the respective window heat light will be extinguished, the Master Caution Lights and the Anti-ice System annunciator light will illuminate. The window overheat light may also illuminate if the electrical power to the window has been interrupted. The No.1 or No.2 window heater may be inoperative for dispatch provided the aircraft is not operated in known icing conditions, the windshield defog system operates normally, and the airspeed is limited to 250 kts below 10,000 MSL. Refer to your MEL.
Window Heat Switch

The window heat switch is a two-position OFF/ON controller. Selecting the switch to ON, signals the window heat controller to apply heat (five or more watts of power) to the associated window. This power is modulated to maintain the window temperature at 430C (1100F). The switch labeled FWD, controls power to the No.1 windows. The switch labeled SIDE, controls power to No.2, No.4 and the No.5 windows (eyebrow windows). The eyebrow windows are thermostatically controlled and the main windows are constant temperature powered. Standard airline operating procedures calls for the window heat switches selected to ON at least 10 minutes prior to takeoff. This limitation is also listed in many airline MELs.
Window Heat Test Switch

The window heat test procedure is designed to test the overheat and power functions of the window heat system. The OVHT position when selected, simulates an overheat condition which causes the amber overheat lights, the Master Caution Lights and Anti-Ice System annunciator lights to illuminate. Reset of the system can be accomplished by mo
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mentarily positioning the window heat switch to OFF then ON. The illumination of the overheat lights indicates that the overheat circuits are operating properly. The overheat light(s) may extinguish immediately or remain illuminated for as long as 70 seconds. The PWR TEST position provides a confidence test when any of the green ON lights fail to illuminate after the selection of the window heat switch to the ON position. The test mode will force the window controller to full power, bypassing the normal temperature control. If any green light remains extinguished during the power test, window heat protection may be lost. Do not hold the PWR TEST switch on for extended periods of time, overheating of the windows will occur. It is permissible to perform the test with the other green lights illuminated. Overheat protection is available during the power test mode. For inoperative window heat procedures, refer to the MEL notation in the previous section. Non-normal procedures for a window overheat condition requires the selection of the affected window heat switch to the OFF position. Allow 2-5 minutes before selecting the window heat switch to ON again. Should the light illuminate again, select switch to OFF and limit airspeed to 250 kts maximum below 10,000. For windshield defogging, position the windshield air controls to the PULL position. Allow extra time for defogging in humid climates (30-45 minutes application prior to touchdown).
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Windows
The aircraft windows are constructed of laminates consisting of glass, vinyl and acrylic. Windows No.1, No.2, No.4 and No.5 are electrically heated by power passing through a conductive coating. On windows No.1 and No.2, a conducting coating is located near the outer surface. This provides heating to prevent ice buildup on the respective windows. On windows No.4 and No.5, the conductive coating is located near the inside surface of the window. This helps prevent window fogging. Arcing-delaminated-shattered-cracked window condition is recognized by arching, substantial delamination, shattering or cracking of any cockpit window. Window 4 is the only window having a middle glass pane. A failed middle pane appears shattered and transparency is virtually lost. Non-normal procedures calls for the window heat switch to be selected OFF and limit maximum airspeed to 250 kts. If Window No.1, No.2, No.4, or No.5 is affected, set cabin altitude selector to 10,000 and set the pressurization mode selector to STBY. Reduce pressure differential by limiting flight altitude. Follow recommended differential pressure placards located in your operation manuals or emergency checklists.
Pitot Static Heat Switch

The pitot static heat switch is a two-position control switch. Selecting the switch to the ON position, applies power to heat the respective system. Electric power is supplied to the resistance type heaters inside all probes and vanes. Selecting to the OFF position, removes all electrical power from the pitot. The power sources for the pitot system are 115V AC Bus No.1, bus No.2, the transfer bus No.1, transfer bus No.2 for the switches and 28V DC bus No.1, and bus No.2 & battery bus for the indicating lights. Alternate static ports are not heated. The respective pilots or copilots pitot/static heater probe (upper probes), may be inoperative for dispatch providing the aircraft is only operated during day VMC conditions and if the aircraft is not operated in visible or known/forecasted icing conditions. The appropriate static source selector switch should be selected to the alternate static source. Refer to your MEL.
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The respective No.1/No.2 auxiliary pitot-static probe heater may be inoperative for dispatch providing the corresponding auxiliary heater operates normally and the aircraft is not operated in known or forecast icing conditions. Refer to your MEL. The No.1 auxiliary pitot-static heater probe is the right lower probe. The No.2 auxiliary pitot-static heater probe is the left lower probe.
Probe Heater Lights

There are two types of probe heater lights (green and amber) installed on the B737-200 aircraft. Aircraft installed with green lights, the illumination of these lights indicates the electrical power is supplying the heating unit and the heating unit is operating normally. Aircraft installed with amber probe heater lights have a different light description. The illumination of this amber light indicates the electrical power is not supplying the heating unit and the heating unit is not operating normally.
Heater OFF Light

The amber heater OFF light is not installed on the control panels where the probe heater lights are amber in color. The illumination of the heater OFF light indicates one and/or both pitot static heat switches are in the OFF position. The illumination also indicates heat is not being applied to the Captains or First Officers primary or auxiliary pitot static probes. Respective green lights are extinguished. The Master Caution lights and the Anti-Ice Annunciator light will illuminate upon detection of the heater OFF light illumination.
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Wing Anti-Ice Valve Open Light

The blue wing anti-ice valve open light has two levels of light intensity. When illuminated a bright blue, indicates the corresponding wing anti-ice control valve is in transit, or if not in transit, the position of the valve is in disagreement to the position of the wing anti-ice switch or the electrical connector is disconnected from the valve. The dim illumination of the light indicates the corresponding wing anti-ice control valve is open (switch in the ON position). With the light extinguished, the corresponding wing anti-ice control valve is closed (switch is in the OFF position). The wing anti-ice valve open light may be inoperative for dispatch provided the valve operates normally before operating into known or forecasted icing conditions. Refer to your MEL.
Wing Anti-Ice Switch (three-position switch)

(Oral Topic) The wing anti-ice switch is a three position, spring-loaded switch (GRD TEST-OFF-ON). When selected to the OFF position, the wing anti-ice control valves will close and the wing anti-ice valve open lights will be extinguished. Selecting the switch to ON, the control valves will open. The wing anti-ice valve open lights will illuminate bright and then a dim intensity when the valves are fully opened. When selected to the OFF position, the wing anti-ice control valves will close
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and the wing anti-ice valve open lights will be extinguished. Selecting the switch to ON, the control valves will open. The wing anti-ice valve open lights will illuminate bright and then a dim intensity when the valves are fully opened. (Oral Topic) Selecting the wing anti-ice switch to GRD TEST, opens wing anti-ice control valves, only if the aircraft is on the ground. If duct temperature exceeds 930C during the ground test, the wing anti-ice control valves will close. The air-ground sensor prevents the wing antiice control valves from operating on the ground except during ground test. The wing anti-ice valve is located in each wing leading edge outboard of the strut. The power source to operate the wing anti-ice valves is 115V AC (motors) from the No.1 transfer bus. Control for the valve operation is 28V DC from the battery bus. The wing anti-ice valves may be inoperative for dispatch provided the valve is manually closed for engine start, the respective manifold is depressurized when outside air temperature is above 500F, the respective engine bleed thrust limits are followed, and pressurization/air conditioning requirements are followed when one or both manifolds are depressurized. No wing anti-ice decrements are published for takeoff, therefore the engine bleed for the affected manifold must be OFF for takeoff. Refer to your MEL.
Wing Anti-Ice Switch (two-position switch)

The wing anti-ice switch is a two position switch (OFF-ON). When selected to the OFF position, the wing anti-ice control valves will close and the wing anti-ice valve open lights will be extinguished. Selecting the switch to ON, the control valves will open. The wing anti-ice valve open lights will illuminate bright and then a dim intensity when the valves are fully opened. (Oral Topic) During the takeoff roll, with the switch ON, the air-ground mode switch will cause the switch to trip OFF at lift-off. This function is automatic, and requires no crew action.
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During ground operations, the wing anti-ice switch may be selected ON, providing the thrust on both engines is below the takeoff warning position, and the temperature inside both distribution ducts is below the thermal protection temperature limit of (1250C). The thrust setting and duct sensor temperature logic are both bypassed during inflight operations. The wing anti-ice control valves are motor-operated using AC power. Criteria for ground use is the same as for the use of engine antiice, BOTH ON at the same time. (Oral Topic) The wing anti-ice system provides protection for the leading edge slats by using bleed air ducted from the main pneumatic manifold. Wing anti-ice protection does not include the leading edge flaps. Bleed air flows through the wing distribution duct in the leading edge, through a telescoping duct to each slat, and then exhausted overboard. This protection is effective with the slats in any setting. Prolonged operation in icing conditions with the leading edge and trailing edge flaps extended is not recommended. As a recommended procedure, limit trailing edge retraction to the Flaps 15 position. After shutdown, perform a postflight inspection for ice accumulation during the landing roll.
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Failure of the wing anti-ice valve in the OPEN position, with temperatures above 100C TAT, requires the isolation valve to be closed. This action prevents the isolation valve from opening when non-normal procedures directs the selection of the affected engine bleed air switch to the OFF position. By selecting the bleed air switch to OFF, unwanted wing anti-ice operation will be prevented. The only one wing anti-ice valve may be inoperative for dispatch provided the respective manifold is depressurized when outside air temperature is above 500F, the respective engine bleed thrust limits are followed, and the pressurization/air-conditioning requirements are followed when one or both manifolds are depressurized. The reason for only one valve limitation is due to the location of the wing anti-ice valve and to the requirement to provide sufficient air for engine starting with the valve failed in the open position. Refer to your MEL.
Cowl Valve Open Light

The blue cowl valve light has three modes of illumination. When illuminated a bright blue, indicates the respective control valve is in transit, or if not in transit, the position of the valve is in disagreement with the position of the respective engine anti-ice switch. The illumination of the light to that of a dim intensity indicates the respective control valve is open (switch is in the ON position). Hot 13th. stage bleed air and ambient air from the engine inlet is mixed and applied to the nose cowl lip areas. Temperature is automatically regulated and controlled. With the cowl valve open light extinguished, indicates the respective control valve is closed (switch is on the OFF position). One nose cowl anti-ice valve may be inoperative in the CLOSED position for dispatch provided all remaining anti-ice valves operate normally and the aircraft is not operated in known or forecasted icing conditions. Refer to your MEL. One nose cowl anti-ice valve may be inoperative in the OPEN position for dispatch provided various thrust limits are reduced by .03 EPR, enroute climb weights are reduced, all remaining valves operate normally, operating temperatures for cowl valves are limited to 500F maximum ambient temperatures, and further limitations as applied for -15 and -17 equipped aircraft are followed as outlined in the MEL. Refer to your MEL.
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During flight operations, failure of the engine cowl valve may be indicated by the bright illumination of the cowl valve open light. If total air temperature is above 100C , limit thrust of the affected engine to 80% N1 if possible. With the engine cowl valve failed in the closed position, avoid icing conditions if possible.
Left or Right Engine Anti-Ice Valve Light

The respective left or right blue engine anti-ice valve light has three modes of illumination. A bright blue illumination, indicates the respective control valve is in transit, or if not in transit, the position of the valve is in disagreement with the position of the associated engine anti-ice switch. The illumination of the light to that of a dim intensity indicates respective control valve is opened. Eighth stage bleed air is applied to the engine inlet guide vanes, nose dome areas, and to the Pt2 probe. With either valve inoperative, adequate anti-icing capabilities are still available through the opposite valve. With the cowl valve open light extinguished, indicates the respective control valve is closed (switch is in the OFF position). One of the four engine anti-ice valves may be inoperative in the CLOSED position for dispatch provided all remaining anti-ice valves operate normally and the aircraft is not operated in known or forecasted icing conditions. One of the four engine anti-ice valves may be inopera
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tive in the OPEN position for dispatch provided various thrust limits are reduced by .03 EPR, enroute climb weights are reduced, all remaining valves operate normally, and further limitations as applied for -15 and 17 equipped aircraft are followed as outlined in the MEL.
Engine Anti-Ice Switch

The selection of the engine anti-ice switch to the ON position opens the respective engine anti-ice valve and illuminates the cowl valve open light. Observe a decrease on the engines EPR gauge when selecting this switch. Movement of the switch to the OFF position, closes the valve and the cowl valve open light extinguishes. The engine anti-ice system may be operated on the ground and infight whenever icing conditions exist, except during climb and cruise when the temperature is below -400C SAT. Indications of ice accumulation on the fan blades at low thrust settings may be seen as increased engine vibration levels. Ice may be shed at high RPM settings. To clear an engine, advance the thrust lever to 70% N1. If after one minute, the vibrations continue, consider possible engine shutdown procedures. Many airline manuals have procedures to follow with reference to fan blade icing and shedding techniques for engine ice vibrations. Refer to yours.
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(Oral Topic) During icing conditions, the following aircraft limitations apply: a minimum of 40% N1 RPM with TAT temperatures between 00 and 100C; 55% N1 RPM with TAT temperatures below 00C, and with TAT temperatures -6.50C, maintain 70% N1 RPM or higher. Do not operate engine anti-ice when the TAT is above 100C. For operations on the ground while in icing conditions, it is recommended that engine thrust be increased to 80% N1 for 15 seconds for every 10 minutes. (Oral Topic) Occasionally, examiners may inquire about the relation of the engine bleed valve and the engine anti-ice system. Refer to the respective engine pneumatic schematic, you will note that the engine anti-ice valves are located upstream of the engines bleed valves.
Icing Conditions
Icing conditions exist when OAT is 100C or below during ground operations, takeoff, initial climb or go-around, or; TAT temperature is 100C, or below inflight and visible moisture in any form is present: such as clouds or fog with visibility less than one mile, rain, snow, sleet, ice crystals, etc., or when standing water, ice or snow is present on ramps, taxiways or runways.
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Ground Interconnect Switch

The selection of the ground interconnect switch to the OPEN position allows System B pressure to be connected to System A for ground functional checks. The ground interconnect valve will only open if the parking brake is set and the airplane is the ground mode. (Oral Topic) A commonly asked oral topic concerns the position of the parking brake lever and the ground interconnect switch. With the ground interconnect switch in the OPEN position, releasing the parking brake lever will automatically close the ground interconnect valve. The ground interconnect valve may be inoperative for dispatch providing the valve is in the closed position. The electrical power to the valve must be removed and the override lever must be placed in the closed position. These procedures are normally accomplished by your maintenance personnel. Refer to your MEL.
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Hydraulic Overheat Light - Electric Pump
The illumination of the amber overheat light indicates the hydraulic pump and/or fluid used to cool and lubricate the respective electric motor driven pump has overheated. Refer to the schematic section of this manual, you will notice two sensors are used for this light . Either sensor will illuminate the light. Non-normal procedures calls for the selection of the affected pump switch to be selected OFF. Normal system pressure can be maintained with single pump operation. Lights may be inoperative for dispatch. Refer to your MEL.
Hydraulic Pump Low Pressure Light

The illumination of the hydraulic pump low pressure light indicates the output pressure of the respective pump is low. The Master Caution lights and the Hydraulic Annunciator light will also illuminate for low hydraulic pressure. The engine driven low pressure warning circuit is wired to the engine fire handle. When either fire handle is pulled, the fluid flow of the associated engine driven pump is terminated and the low pressure light is deactivated. Extended operation with no fluid to the engine driven pump will cause damage to the pump because of lack of fluid cooling to the internal parts of the windmilling action of the pump. (Oral Topic) A commonly asked oral topic is the location of the low pressure sensors and the possibilities of a failed check valve. The low pressure light sensor is located downstream of the pump. When selecting a pump ON, if you notice both low pressure lights are extinguished, this may indicate a failed check valve on the opposite side of selected pump. The hydraulic low pressure lights may be inoperative for dispatch providing the output of the respective pump is checked before each departure. There is a procedure for the flight crew to follow to accomplish this check. After starting the engine, ensure the respective A system hydraulic pump is activated. Verify that the system is pressurized. For B system pressure lights, the engine does not have to be started. Select the respective switch to the ON position and verify that the system is pressurized. Refer to your MEL.
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Engine Driven Pump Switch
(Oral Topic) The selection of the respective engine driven hydraulic pump switch to the ON position de-energizes the blocking valve in pump to allow pump pressure to enter the selected system. The pump switch should remain ON at the end of the flight to prolong the life of the solenoid. The selection of the switch to the OFF position energizes the blocking valve to block the hydraulic pump output. The depressurization function of the engine driven hydraulic pump may be inoperative on both pumps. Refer to your MEL.
Electric Motor Pump Switch

The selection of the B system electric pump switch to the ON position provides power to the respective electric motor driven pump. Minimum fuel for ground operations of B pumps is 1676 pounds in the No.2 wing fuel tank. The hydraulic system B heat exchanger is located in the No.2 wing fuel tank and is larger than system A exchanger. The heat exchanger must be covered with a minimum of 1676 pounds of fuel for normal operation.
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Hydraulic System
Hydraulic power is provided by three independent sources; System A, System B and the Standby System. System A pressure is powered by two engine driven pumps located on each engine. System B pressure is provided by two electrically driven hydraulic pumps. The standby system pressure is provided by the standby electric driven hydraulic pump. Nominal operating pressure for each hydraulic system is 3000 psi. Each hydraulic system has a fluid reservoir located in the main wheel well area. The reservoirs are pressurized by 13th. stage bleed air which is directed into the system A reservoir. Fluid balance lines interconnect all reservoirs. This provides a constant pressure to ensure positive fluid supply.
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System A hydraulic fluid flows from the reservoir through shutoff valves controlled by the engine fire warning switches. Pulling a fire switch will shut off the flow of fluid to the respective pump and deactivates the hydraulic pump low pressure light. Engine windmilling will cause internal pump damage after a short period of time. Do not confuse this action with the selection of the "A" pump to the OFF position. Pump filtering and cooling occurs when the pump has been selected to this position. This provides cooling and lubrication for the internal parts of the hydraulic pump. The system A heat exchanger is located in the No.1 main fuel tank and must be covered with fuel for the operation of the pumps. Both system A pumps are required for dispatch, only the depressurization function may be inoperative. Refer to your MEL. System A hydraulic components consist of the following items: a. Inboard brakes. b. Inboard flight spoilers. c. Ground spoilers. d. Ailerons. e. Elevators. f. Rudder. g. Trailing edge flaps. h. Leading edge devices. i. Landing gear. j. Nose wheel steering. k. Thrust reversers . l. Inboard autobrakes (analog).
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(Oral Topic) Hydraulic system B is connected to the system A reservoir and the standby reservoir by balance lines. The purpose of the balance lines is for servicing and pressurization of the hydraulic systems. The hydraulic system B heat exchanger is located in the No.2 wing fuel tank and is larger than system A exchanger. The heat exchanger must be covered with a minimum of 1676 lbs of fuel for normal operation. The two electric powered pumps have check valves that isolate each other. Only one of the two system B electric hydraulic pumps may be inoperative for dispatch providing the pressure indicator and the thrust reversers operates normally. Refer to your MEL. System B hydraulic components consist of the following items: a. Outboard brakes. b. Outboard flight spoilers. c. Ailerons. d. Elevators. e. Rudder. f. Yaw damper. g. Autopilot. h. Outboard autobrakes (analog). i. Inboard/Outboard autobrakes (digital).
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The standby hydraulic pump has been provided as a backup system to system A and system B. The standby system is connected by a balance line as described in the system B outline. Only one hydraulic pump powers the standby system. The standby system may be activated manually by the selection of either flight control switch to STBY or by the selection of the alternate flaps master switch to ARM. Review the flight control system description for further information pertaining to the standby hydraulic system. The standby hydraulic pump must be operational for dispatch. Refer to your MEL. The standby hydraulic components consist of the following items: a. Leading edge devices (extend function). b. Thrust reversers. c. Standby rudder.
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Hydraulic Malfunction: Loss of System A Pressure
System A hydraulic malfunctions may be indicated by a loss of pressure or a loss of fluid. Crosscheck System A quantity. With quantities below the 1.85 level, a possible hydraulic leak within the system may exist. Loss of System A pressure is indicated by the System A pressure at zero and the illumination of the following lights: a. Master caution lights. b. FLT CONT & HYD annunciator lights. c. System A low pressure lights. d. System A flight control low pressure light. e. FEEL DIFF PRESS light (flaps up). (Oral Topic) Non-normal procedures requires the selection of the System A flight control switch to the STBY RUD position. This will activate the standby pump, which will power the rudder power control unit. The next item on the checklist calls for the selection of the System A hydraulic pumps switch to the OFF position. With the System A hydraulic pumps selected OFF, you will lose the following items: a. Ground spoilers. b. Inboard flight spoilers. c. Nose wheel steering. d. Autopilot A. With the loss of system A pressure, prepare for a Flaps 15 landing with Vref+15. Give considerations for proper approach planning since manual gear and alternate flap extension procedures are required. The thrust reversers will be operational using standby pressure. Inboard brakes will have accumulator pressure only.
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Hydraulic Malfunction: Loss of System B Pressure
System B hydraulic malfunctions may be indicated by a loss of pressure or a loss of fluid. The first indications of a System B hydraulic malfunction may be a drop in System A quantity to the 1.85 gallon mark. Crosscheck System B low quantity light for illumination. With the illumination of the low quantity light, the fluid in the reservoir has dropped below the half level (.65 gallons). Loss of System A pressure is indicated by the System A pressure at zero and the illumination of the following lights: a. Master caution lights b. FLT CONT & HYD annunciator lights. c. System B low pressure lights. d. System B flight control low pressure light. e. FEEL DIFF PRESS light (flaps up). f. System B low quantity light. Non-normal procedures requires the selection of the System B flight control switch to the STBY RUD position. This will activate the standby pump, which will power the rudder power control unit. The next item on the checklist calls for the selection of the System B hydraulic pumps switch to the OFF position. With the System B hydraulic pumps selected OFF, you will loose the following items: a. Outboard flight spoilers. b. Yaw damper. c. Autobrakes. d. Autopilot B. With the loss of system B pressure, there are no special approach preparations or considerations for there are no abnormal flap or landing gear conditions to deal with. The thrust reversers will be operational. Outboard brakes will have accumulator pressure only. Autobakes should be selected to the OFF position.
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Hydraulic Malfunction: Loss of Standby System
Standby hydraulic system malfunctions may be indicated by a loss of pressure or a loss of fluid. Crosscheck the standby low quantity light or the standby low pressure lights for illumination. Loss of the standby system pressure is indicated by the illumination of the following lights: a. Master caution lights. b. FLT CONT annunciator light. c. Standby low pressure light. d. Standby low quantity light. With the failure of hydraulic system A and the standby hydraulic system, the thrust reversers and the leading edge devices will be inoperative. Failure of system A, B, and the standby system will cause the loss of rudder use. If the standby hydraulic system develops a leak, you will observe system A quantity indicating 1.84 gallons and system B quantity should be full. The balance line from system B reservoir is attached to the top portion of the reservoir, therefore, the leak will be indicated by the low quantity warning light and the lower than normal quantities on the system A quantity gauge.
Hydraulic Malfunction: Manual Reversion

The loss of both hydraulic systems (A & B) is known as manual reversion. System A and B pressure will be at zero and will cause the illumination of the following lights: a. Master caution lights. b. FLT CONT and HYD annunciator lights. c. System A & B low pressure lights. d. System A & B flight control low pressure lights.
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Non-normal procedures requires the selection of the System A and System B flight control switches to the STBY RUD position. This will activate the standby pump, which will power the rudder power control unit. The next item on the checklist calls for the selection of the System A and System B hydraulic pump switches to the OFF position. With both System A and System B hydraulic pumps selected OFF, you will lose the following items: a. Ground spoilers. b. Inboard and outboard flight spoilers. c. Nose wheel steering. d. Autopilots. e. Autobrakes. f. Yaw damper. With the loss of system A and B pressure, prepare for a Flaps 15 landing with Vref+15. Give considerations for proper approach planning since manual gear and alternate flap extension are required. The thrust reversers will be operational using standby pressure. Inboard and outboard brakes will have accumulator pressure only. With the loss of both hydraulic systems, the ailerons are controlled manually. Bank angle should be limited to 200 degrees of bank. Fly large landing patterns with a long straight-in approach. Keep thrust changes to a minimum. Rapid thrust applications result in maximum nose up pitch forces. Fly a normal landing profile, do not make a flat approach. On touchdown, thrust reverser operation will be slow; apply steady brake pressure, do not modulate the brakes. Do not attempt to taxi the aircraft, nose wheel steering will be inoperative and you are limited by the capacity of the brake accumulators for stopping.
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Cockpit Voice Recorder (C.V.R.)

There are several different types of cockpit voice recorders installed, all providing the same basic functions. The cockpit voice recorder uses four independent channels to record cockpit audio on a 30 minute continuous-loop tape. Recordings older than 30 minutes are automatically erased. One channel records cockpit area conversations using the area microphone. The other channels record individual audio selector panel output (headset) audio and transmissions for the captain, first officer, and for the first jumpseat observer. The cockpit voice recorder system may be inoperative for dispatch providing repairs to the system are completed within three flight days and the Flight Data Recorder (FDR) operates normally. Refer to your MEL.
C.V.R. Area Microphone

The cockpit voice recorder area microphone is designed to receive cockpit area conversations anytime 115V AC is applied to the aircraft.
C.V.R. Erase Switch

The cockpit voice recorder erase switch is operative only when the aircraft is on the ground and the parking brake has been set. Selecting the switch for more than 2-18 seconds (depending on type of recorder installed), all four channels are simultaneously erased.
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C.V.R. Test Switch
The cockpit voice recorder test switch when selected for more than 5 seconds, initiates an operational check of all four channels. Observe the monitor light or the monitor indicator (as installed) for proper operation. For aircraft installed with the monitor indicator, observe two needle deflections of full scale movement into the green band for the 4 channels. Partial deflection of the needle may indicate only a particular channel is not functioning normally, contact your maintenance department. A tone may also be heard through a headset plugged into the headset jack.
C.V.R. Monitor Light (as installed)

The illumination of the white cockpit voice recorder monitor light indicates proper operation of the recorder. The light will illuminate twice during the operational check, thus verifying proper operation of the cockpit voice recorder.
C.V.R. Headset Jack

The cockpit voice recorder headset jack may be used with a headset to monitor tone transmission during the operational test of the cockpit voice recorder. The headset jack may also be used to monitor playback or voice audio. The headset jack may also be labeled as HEADSET 600 OHMS.
C.V.R. Monitor Indicator

The cockpit voice recorder monitor indicator has been installed with a pointer needle. The deflection of this needle confirms actual recording. The erasure on all four channels may also be confirmed by observing the indicator needle movement. During the operational test, the pointer rises into the green band after a one second delay, indicating the test is in progress.
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Cabin Altimeter-Differential Pressure Indicator

The cabin altimeter-differential pressure indicator is located within the cabin control panel. The indicator has two scales of pressurization reference. The inner scale indicates cabin altitude in feet. The outer scale indicates differential pressure between cabin and ambient in psi. There is also two types of controllers available, each displaying different psi/dif values. To determine the type of controller display installed in your aircraft, observe the location of the yellow arc. The yellow arc will be located either at 7.5 psi/dif or 7.8 psi/dif. The cabin differential pressure indicator may be inoperative for dispatch provided the cabin altitude indicator is operating normally and the use of the cabin altitude-cabin differential chart is used to convert cabin altitude to cabin differential pressure. Flight operations while unpressurized need not follow the above mentioned procedures. Refer to your MEL.
Altitude Horn Cutout Switch

The altitude horn cutout switch is located within the cabin control panel. Selecting the switch-button, silences the intermittent cabin altitude warning horn. The altitude warning horn sounds when the cabin reaches 10,000 altitude. The 28V DC power supply for the cabin altitude warning circuit is provided from the battery bus.
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Cabin Rate of Climb Indicator

The cabin rate of climb indicator is located within the cabin control panel. The indicator displays the cabin rate of climb or descent in feet per minute. The indicator may be inoperative for dispatch provided the automatic and standby pressurization systems are operating normally. Refer to your MEL.
Cabin Altitude Warning System

(Oral Topic) The cabin altitude warning system provides aural warning when the cabin altitude exceeds 10,000 above sea level. When the cabin reaches 10,000, a pressure switch closes, causing the warning horn to sound. The pressure switch is located on the ceiling of the lower nose compartment. The warning horn is located inside the center control stand. It is the same horn used for the flight control and landing gear warning systems.
Pressurization Limit Placard

The pressurization limit placard is located within the cabin control panel. The placard displays the maximum cabin differential pressure limitation for takeoff and landing (.125 psi).
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The limitation of .125 psi refers to the technique of preventing a pressure bump during the takeoff. While taxing for takeoff, the FLT/GRD switch is placed to FLT. This signals the cabin controller to partially close the outflow valve to control the cabin pressure to .1 psid, thus holding the cabin pressure at approximately 189 feet below runway. The outflow valve will be near the closed position at rotation, therefore, preventing a pressure bump at rotation.
Auto Fail Light

(Oral Topic) The illumination of the amber AUTO FAIL light provides a visual warning that a failure has occurred within the automatic pressurization portion of the pressurization control system. Pressurization control will automatically transfer to the standby mode. A successful auto mode transfer is indicated by the illumination of the green STANDBY light. The STANDBY mode should be selected by the pressurization mode selector prior to takeoff so the transfer does not cause cabin pressure fluctuations. To extinguish the auto fail light, position the mode selector to STBY.
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(Oral Topic) Any one of the following three items may cause the illumination of the AUTO FAIL light: 1. Loss of auto AC power. Failure of AC power supply to auto mode circuits for more than 14.9 seconds. Low AC power supply may also cause this type of failure. 2. Excessive rate of cabin pressure change (+/-1800 feet per minute). 3. High cabin altitude (13,875).
Off Schedule Descent Light

The illumination of the amber OFF SCHED DESCENT light indicates the aircraft has initiated a descent with the controller in the ascent schedule mode and the aircraft has not reached within 0.25 PSI of the selected flight altitude placed in the FLT ALT controller. The .25 psi is approximately 1000' below set altitude. This commonly occurs when a lower cruise altitude has been flown and the pressurization controller has been originally setup for a higher cruise altitude. During initial descent, the OFF SCHED DESCENT light will illuminate. This warning circuit is disarmed once the aircraft is within 0.25 PSI standard air pressure of FLT ALT set. The circuit does not become active again until after the aircraft lands. (Oral Topic) The purpose of OFF SCHED DESCENT mode is to warn the crew if a descent is started before flight altitude is reached and the controller circuits are not ready to establish a descent schedule for landing at destination airport.
Pressurization Standby Light

(Oral Topic) The illumination of the green STANDBY light indicates the pressure controller is operating in the standby mode. With the controller operating in the standby mode, all control signals to the outflow valve are directed to the DC actuator. Should the standby mode fail, the green STANDBY light will be extinguished, thus indicating the standby circuits are no longer controlling the outflow valve. No automatic transfer to another mode is available. The outflow valve will remain in the last position. Crew action is to select another mode of operation (MAN AC or MAN DC) with the mode selector switch.
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Pressurization Manual Light
The illumination of the green MANUAL light indicates the pressure controller is operating in the manual mode. When the pressurization mode selector is manually selected to either the AC or DC positions, the circuits are armed in the control panel, controller, and the outflow valve.
Flight Altitude Indicator

The flight altitude indicator is located within the AUTO section of the pressurization control panel. The indicator displays the selected cruise flight altitude. During preflight, the flight crew will set the flight plan altitude for which the aircraft will use during cruise in the FLT ALT controller. The pressurization controller will use this information to compute the ascent schedule of flight and for establishing the cabin cruise pressure for the remaining of the flight.
Flight Altitude Selector

The PUSH and ROTATE flight altitude selector is located on the AUTO section of the pressurization control panel. The selector is used to set the appropriate cruise flight altitude. The settings are from 0 to 40,000 in 100 foot increments
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Landing Altitude Indicator
The landing altitude indicator is located on the AUTO section of the pressurization control panel. The indicator displays the selected destination field elevation. During preflight, the flight crew will set the destination field elevation for which the aircraft will use during the final phase of the flight. The pressurization controller will use this information to compute the descent schedule. This readout is capable of being set from -990 (below S.L.) to 13,990. The large diameter control sets to the nearest 1000. The small diameter control sets to the nearest 10.
Cabin Rate Selector

The cabin rate selector is located within the STANDBY section of the pressurization control panel. The selector is used to set the desired rate for cabin pressure change. The index mark is normally known as the PIP mark. The PIP reference mark equals a cabin altitude rate of change of approximately 300 ft/min. The DECR mark reference equals a cabin altitude rate of change of approximately 50 ft/min. The INCR reference mark equals a cabin altitude rate of change of approximately 2000 ft/min.
Cabin Altitude Indicator

The cabin altitude indicator is located within the STANDBY section of the pressurization control panel. The indicator is used to display the desired cabin altitude during standby pressurization operations. During preflight, the flight crew will set 200 below runway elevation. After departure, the crew will insert the cabin altitude required for cruise. A chart located under the control panel has been provided to determine proper cabin altitude/flight altitude. Prior to descent, the crew will insert again the altitude of 200 below destination field elevation.
Cabin Altitude Selector

The cabin altitude selector is located within the STANDBY section of the pressurization control panel. The selector is used to select the desired cabin altitude during standby pressurization operations. The large diameter control sets 1000 increments and the small diameter control sets 10 increments.
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Outflow Valve Position Indicator
The outflow valve position indicator is located on the MANUAL section of the pressurization control panel and is used to indicate the position of main cabin outflow valve. The valve position indicator operates in all modes. The indicator circuit utilities 115V AC power for potentiometer feedback voltage.
Outflow Valve Switch

The spring-loaded to center outflow valve switch is located within the MANUAL section of the pressurization control panel. The switch is used to control the position of main cabin outflow valve. (Oral Topic) In AUTO and STANDBY modes of operations, the outflow valve switch is nonfunctional. Electrical power is made available to the switch in MANUAL mode only. By selecting the switch to either the CLOSED or OPEN positions, the outflow valve will move in the desired direction until the switch is released. Failure of electrical power to either the manual AC actuator or the manual DC actuator, the outflow valve will remain in the last position.
Flight-Ground Switch
The FLT/GRD switch is located within the bottom right corner of the pressurization control panel. Selecting the switch to the GRD position on the ground, drives the pressurization outflow valve full open at a controlled rate and depressurizes the aircraft. After takeoff, the previously mentioned function is inhibited, and begins to functions the same as the FLT position mode. During preparation for departure, the FLT/ GRD switch is placed to FLT. This signals the cabin controller to partially close the outflow valve to control the cabin pressure to .1 PSID. This will hold the cabin pressure at approximately 189 below runway. The outflow valve will be near the closed position at rotation, therefore, preventing a pressure bump at rotation. The FLT/GRD switch is used only in AUTO or STBY modes.
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Pressurization Mode Selector
CHECK The CHECK position of the pressurization mode selector tests the AUTO FAIL circuits by electronically actuating the circuit for an excessive rate of change of cabin altitude. The AUTO FAIL and STANDBY lights will illuminate. AUTO The AUTO position of the pressurization mode selector is the normal selection for flight operations. All settings are made during preflight and system operations are automatic for all flight phases. This mode uses the AC motor for control of the main outflow valve. Aircraft altitude is sensed directly from the static ports. The barometric correction for these pressures comes from the Captains altimeter. The AUTO mode of operation has 5 phases of pressurization events: ground unpressurized, ground pressurized, ascent, cruise, and descent. The STBY position of the pressurization mode selector is used as an alternate mode of operation that bypasses the AUTO mode of the pressurization controller. Cabin altitude setting must be made for each phase of flight. The STBY mode uses the DC motor for control of the main outflow valve. Aircraft altitude is sensed directly from the air data computer (ADC). The barometric correction for these pressures comes from the First Officers altimeter.
STBY
AC MAN The AC MAN position of the pressurization mode selector is used to manually control the position of the outflow valve. This is accomplished by using the outflow valve switch, that directly controls the AC actuator. Electrical power is made available to the outflow valve switch in MANUAL mode only. The pressure controller receives electrical power for AC MAN operations from the 115V AC Transfer Bus. DC MAN The DC MAN position of the pressurization mode selector is used to manually control the position of the outflow valve. This is accomplished by using the outflow valve switch, that directly controls the DC actuator. Electrical power is made available to the outflow valve switch in MANUAL mode only. All auto and standby circuits are bypassed. The pressure controller receives electrical power for DC MAN operations from the 28V DC standby bus.
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Note: The automatic or standby modes of operation may be inoperative for dispatch provided the AC MAN and DC MAN actuators are operating normally. This must be verified before flight that both actuators are operational by observing the outflow valve indicator for full movement to the open and closed positions. All modes of pressurization may be inoperative for unpressurized flight provided the outflow valve remains open and extended operations over water are prohibited. Refer to your MEL.
Auto Mode Flight Profile

The auto mode flight profile provides the means of controlling cabin pressure automatically from settings selected prior to the start of the flight. By selecting the appropriate flight altitude and destination field elevation, the controller will automatically establish the correct cabin pressure for climb, cruise and descent. Auto pressurization procedures: 1. Prior to start of flight: a. AUTO mode selected. b. Flight altitude set in FLT ALT readout. c. Destination elevation set in LAND ALT readout. d. Set -200 below destination field altitude in CAB ALT. e. After engine start, place FLT/GRD to FLT position. 2. After Landing: a. Set the FLT/GRD switch to GRD. By placing the FLT/GRD switch to FLT, the outflow valve is driven by the controller to maintain cabin pressure at approximately 189 below the runway. After takeoff, the ascent schedule is controlled to maintain proportional changes from 189 below departure elevation to the cruise altitude set. When the airplane reaches cruise altitude, the controller changes from the ascent schedule to an isobaric schedule. An isobaric schedule is a constant pressure schedule based on the above mentioned PSID. Maximum climb rate is 500 fpm, maximum descent rate is 350 fpm (AUTO Mode). The dual differential pressure control system controls cabin differential pressure at 7.5 psi for flights below 28,000 and at 7.8 psi for flights above 28,000.
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At the beginning of the descent phase, the controller switches from isobaric to a descent schedule. The cabin descends to an altitude approximately 300 below the LAND ALT set. The reason for the 300 (0.15 PSID) is to ensure that the outflow valve is closed to avoid a pressure bump on landing. On landing, the ground sensing relay signals to the controller and the cabin pressure (via the outflow valve) to bring the cabin back to 189 below the runway. As the plane taxis, the crew changes the FLT/GRD switch to GRD, the controller signals the outflow to open fully, bringing the cabin altitude to a field elevation.
Standby Mode Flight Profile

The standby pressurization mode was designed as a backup in case of a failure to the automatic pressurization mode. The automatic transfer feature from the auto mode to the standby mode has been provided in case of that failure. The standby mode provides the means of controlling cabin pressure with the manual insertion of cabin altitude settings for each phase of flight. At the beginning of the flight, the controller is selected to the STANDBY mode. This arms the controller standby circuits, thus directing all control signals to the DC actuator of the outflow valve. The STANDBY light will illuminate, indicating that the controller circuits are armed. In the case of a STANDBY mode failure, there is no automatic transfer to the MANUAL mode of operations. If the STANDBY green light extinguishes, the standby circuits are no longer controlling the outflow valve. The outflow valve will remain in the last position selected. Standby Pressurization Procedures: 1. Prior to start of flight: a. Select STANDBY mode (green light illuminates). b. Set PIP mark on the CABIN RATE control. c. Set -200 field elevation on CABIN ALT readout. d. After engine start, place FLT/GRD to FLT position. 2. After T/O: a. Select the setting from the placard and place in CABIN ALT . 3. Top of Descent: a. Set -200 below destination. 4. After Landing: a. Set the FLT/GRD switch to GRD.
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A placard located under the pressurization control panel, has been provided that displays proper cabin altitude vs. flight altitude information. The index mark (PIP mark) located on the CABIN RATE control, sets the desired rate of change to approximately 300 ft/min. The minimum/ maximum rate of ascent and descent of the cabin rate controller is 50' to 2000' respectively. The desired cabin schedule is maintained by the maximum differential limiting circuit. This circuit compares ambient pressure to the desired cabin pressure and limits the cabin pressure signal to a maximum of 7.9 psi differential, at a flight altitude of 28,000 or higher. Cabin altitude in excess of 14,625, a circuit in the controller drives the outflow valve to full closed.
Manual Mode Flight Profile

The manual pressurization mode provides the means of manually controlling the cabin pressure by the position of the outflow valve. Manual control of the valve is accomplished by the AC or DC actuator located on either end of the outflow valve unit. By selecting either AC or DC positions on the pressurization mode selector, the respective AC or DC control circuits will be armed. The source of electrical power for AC mode of operation comes from the No.2 AC transfer bus. Power source for the DC mode of operation is from the DC standby bus. The illumination of the green MANUAL light indicates the controller is in the manual mode of operation. Caution should be used when selecting manual AC or DC on the mode selector. The outflow valve will have an immediate response by the positioning of this switch. Valve gate rotation (full movement) is approximately four (4) seconds using the AC actuator and is approximately eight (8) seconds using the DC actuator. Full rotation is 85 degrees of movement from stop-to-stop in either mode.
Pressurization System Description

(Oral Topic) The airplane is pressurized by bleed air, supplied to and distributed by the air conditioning system. Pressurization and ventilation are controlled by varying the opening of the outflow valves. A proportional relationship is maintained between ambient and cabin pressure in the climb or the descent, and maximum differential is maintained during cruise.
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Pressure Relief Valves
Two pressure relief valves provide maximum safety pressure relief. The pressure relief valves limit the differential pressure to a maximum of 8.65 psi. The pressure relief valves are located one on each side of the aft outflow valve, near the tail of the aircraft. The valves are actuated by air pressure.
Negative Relief Door

A negative relief (vacuum relief) door provides negative pressure relief. The door modulates open to outside air pressure differential of -1.0 psi. The negative relief valve is located in the fuselage skin on the right side below and forward of the aft service door (below the cabin floor level).
Main Outflow Valve

The main outflow valve is located in the aft section of the pressure bulkhead. The valve consists of a aluminum rotating gate within a rectangular frame. The AC/DC actuators are mounted on each end of the frame with only one actuator operating at any one time. The main
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outflow valve has a heating element installed that will maintain a temperature above 320F when the outflow temperature is below 400F and deactivate when the outflow temperatures is above 700F. Overheat protection has been provided to protect the outflow valve should temperatures exceed 1650F. When operating in AUTO or STANDBY, should the cabin pressure exceed 14,625, an aneroid switch in the pressurization controller will close thus energizing the K3007 relay that drives the DC actuator of the outflow valve to the full closed position. The main outflow valves AC or DC actuator may be inoperative for dispatch provided the aircraft is used for pressurized cargo operations only, and that the aircraft must be depressurized before landing. The AC and DC actuators may be inoperative for unpressurized flights provided the outflow valve is selected to the open position. Extended overwater operations are prohibited. Further limitations and procedures are listed in your MEL for operations with an inoperative main outflow valve. Refer to your MEL.
Forward Outflow Valve

The forward outflow valve is located on the left side of the E/E compartment. Air is drawn from the equipment cooling system and is exhausted overboard. The valve is driven by an AC motor to either the open or closed positions. The forward outflow valve does not modulate. When the main outflow valve is more than 30 opened, the forward outflow valve will open. When the main outflow valve is within half degree of being closed, the forward valve will close.
Flow Control Valve

The flow control valve controls the exhaust vented from the electronic equipment compartment during ground operations, pressurized flight, and pressurized flight below a cabin differential pressure of 2.5 psi. When the valve is closed, the air is then routed forward to the forward cargo compartment liner for inflight heating. The flow control valve is located toward the forward bottom of the FWD Cargo compartment.
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Pressurization System Tests
The following pressurization system tests are designed to check the operation of the auto, standby, and manual modes of the pressurization system. All system tests are performed with the air condition pack switches in the OFF position.
Auto Mode Test

The objective of the auto mode test is to simulate a high rate of pressure change that provides an opportunity for the pressure rate detector to detect an abnormal condition. This simulation will cause the pressurization controller to automatically switch to the standby mode. To accomplish this procedure, the pressurization mode selector is placed to the AUTO position. Move the FLT/GRD switch to GRD position. Ensure the cabin altitude indicator is selected to 500. above field elevation and the cabin rate selector is on the INDEX mark. Mode lights are extinguished and the outflow valve is in the open position. Set the FLT / GRD switch to the FLT position and observe the outflow valve indicator has displayed the closure of the valve following a 10 second movement delay. Observe the following: 1. The AUTO FAIL light illumination. 2. The standby light illumination. 3. Check the outflow valve has moved towards the closed position.
Standby Mode Test

The objective of the standby mode test is to ensure the opening and closing of the outflow valve when selecting cabin altitudes above and below the current field altitude. To accomplish this procedure, set the cabin altitude indicator to 500 below field elevation. Observe the outflow valves movement towards the closed position. Select the FLT/ GRD switch to the GRD position and observe the AUTO FAIL & STANDBY lights are extinguished and observe the outflows valve movement towards the open position. Select the FLT/GRD switch to the FLT position and ensure the system stays in the AUTO mode. The outflow valve position indicator will gradually move towards the closed position.
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Manual Mode Test
The objective of the manual mode test is to check, by slewing, the movement of the outflow valve via the manual process. This test must be run immediately after the auto and standby checks have been completed. If the initial check inputs have cleared the test circuit (after 30 seconds) the AUTO FAIL and STANDBY lights will not illuminate. To initiate the system check, place the pressurization mode selector to AUTO and observe the illumination of the AUTO FAIL & STANDBY lights. Place the pressurization mode selector to MAN AC and observe the AUTO FAIL & STANDBY lights are extinguished. After the illumination of the MANUAL light, check the movement of the outflow valve in both directions by using the outflow valve switch. Place the pressurization mode selector to MAN DC and observe the AUTO FAIL & STANDBY lights are extinguished. After the illumination of the MANUAL light, check the movement of the outflow valve in both directions by using the outflow valve switch. To complete the test, select the FLT/GRD Switch to GRD and the pressurization mode selector to AUTO; observe if the MANUAL light has extinguished and the outflow valve has moved to the OPEN position.
Pressurization Limitations
Maximum differential pressure: Operating differential pressure: 8.65 psi
7.5 +/- .1 psi (35,000' controller) 7.8 +/- .1 psi (37,000' controller) Maximum cabin differential pressure for takeoff and landing: .125 psi
Air Conditioning & Pneumatics

Uses 8th/13th stage air. Bleed valve electrical on/off. 13th stage modulation/shutoff. RH side 8th/13th pre-cooled. Air cleaners within system. Purge valve within system. Pack valve two rates of flow. Compressor overheat 3650F.
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Separator water dump overbd. Gasper fan system. Hyd/water pressure - engine.
Air Conditioning & Pneumatic Sensors Locations Sensor

Duct limit sensor. Water separator. Ram air temp. Pass. cabin temp. Supply duct temp. Bleed valve overheat Turbine inlet. Compressor discharge. Duct overheat. Duct overheat.
200
1400F 350F 2300F 35-2000F 35-2000F 4900F 2100F 3650F 1900F 2500F
Pneumatic Ground Cart

The external pneumatic ground cart can be directly connected to the bleed manifold. The connection point is located on the right side of the isolation valve. Normal operating procedures requires the battery switch to be selected ON. This provides power to various protective sensors and circuits within the pneumatic system. The pneumatic ground cart can be used to operate both air conditioning packs, providing that the ground cart can maintain a minimum 20-25 psi. For extra cooling, operate the left pack using the APU bleed source and the right pack using the external pneumatic source. The isolation valve should be placed to CLOSED. This technique can also be used when a limited amount of external pressure is available.
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Air Temperature Source Selector

The two position air temperature source selector is located on the top center of the temperature control panel. By selecting the supply duct position, the temperature sensed from the main distribution supply duct will be displayed on the temperature indicator. Selecting the passenger cabin position, temperature sensed in the forward cabin ceiling area will be displayed on the temperature indicator. The supply duct indicator may be inoperative for dispatch provided both duct overheat warning systems are functional. Refer to your MEL.
Air Mix Valve Indicator

The air mix valve indicators are located on the temperature control panel. The indicators provide a visual reference of the position of the air mix valves. The design purpose of the air mix valve is to control the pack output temperature by directing airflow through the pack and around the pack to the air mixing chamber.
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Air Mix Valves
Each pack has two air mix valves that controls the hot and cold air which is used to meet the selected temperature requirements. Both valves are connected by a common shaft, with each valve plate offset by 900 degrees. This 900 degrees offset causes each valve opening and closing to be the opposite of each other. The air mix valves can be controlled either automatically or manually by using the passenger cabin temperature selector in the AUTO mode or in the MANUAL mode. The physical location of the air mix valves are inboard of the secondary heat exchanger. The air mix valves may be inoperative for the respective inoperative pack providing operational limitations for the inoperative pack are followed. Refer to your MEL for further details. (Oral Topic) There are three ways the air mix valves drive to the full cold position: 1. Duct overheat. 2. Pack trip-off. 3. Selection of the pack switch to the OFF position.
Duct Overheat Light

(Oral Topic) The illumination of the amber DUCT OVERHEAT light indicates an overheat condition exists within the passenger cabin duct. Upon sensing the overheat condition, the temperature mix valves will drive to full cold. Two thermal sensors are used to provide warning and detection of these duct overheats. The 880C cabin duct sensor is used in the temperature control system and the 1210C cabin duct sensor is used in the pack trim system. Should the duct temperature exceed 880C, air mix valves will move to the full cold position. Moving the temperature selector to a cooler temperature will prevent the mixing valves from programming back to an overheat condition. Use the TRIP RESET switch to reset the system as soon as the duct cools. The 1210C has been provided as a backup sensor, and will trip the pack should the cabin duct temperatures exceed the preset limits. The duct overheat warning lights may be inoperative for dispatch provided the supply duct temperature indicators operate normally.
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Passenger Cabin Temperature Selector
The passenger cabin temperature selector can be selected for use in the automatic or manual mode of operation. When placed to AUTO, the automatic temperature regulator controls passenger cabin temperature as selected. The temperature sensor is located in the cabin ceiling and the associated regulator is located in the electronic equipment bay. The selection of the MANUAL mode, provides direct control of the air mix valves by the flight crew. The temperature control system has a topping circuit of 600C. The purpose of this topping circuit is to prevent possible pack trip-offs. The MEL describes procedures to check the operation of the manual and automatic modes of the temperature control system. To check the proper operation of the automatic mode is accomplished by selecting a warmer then a colder temperature, and observe that the air mix valve indicator moves towards HOT and then COLD. Checking the proper operation of the manual mode is accomplished by momentarily selecting WARM and then COLD and observing mix valve indicator move toward HOT and then COLD. The indicator should stay in the last position when the selector is released when performing the manual check. These checks can be used for both the passenger and flight deck systems. The manual or automatic mode of the passenger cabin control temperature system or the flight deck temperature control system may be inoperative for dispatch if the respective pack is operational. If both modes are inoperative, the respective pack should not be used. Observe pack inoperative limitations. Refer to your MEL.
Gasper Fan Switch

The gasper fan switch controls the gasper fan which is used to increase the airflow to the individual gasper air outlets. The gasper air system uses cold air tapped off the supply line from the right pack that leads to the mixing chamber. The gasper fan is a 115V AC, 3-phase, motoroperated fan that is contained in the right side of the air conditioning distribution bay. Overheat protection is provided by the circuit breaker
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system and internal thermal protectors contained within the fan motor. The gasper fan may be inoperative for dispatch with no limitations applied. Refer to your MEL. (Oral Topic) The gasper fan system normally is supplied air from the right air conditioning pack. With an inoperative right pack, conditioned air from the supply duct can still flow through the gasper air system.
Wing-Body Overheat Test Switch

A wing-body overheat condition is normally caused by a bleed air duct leak. The wing-body overheat test switch has been provided to test the wing-body overheat detector circuits. Pressing the test switch will cause both WING-BODY OVERHEAT lights to illuminate, indicating the system is operating normally. There are 6 primary sensors located throughout the wing and body segments. Each sensor is preset for 2550F limits. Depending on aircraft model, the test may take as long as 10 seconds to accomplish a complete self test. With the illumination of the wing-body overheat light, non-normal procedures calls for the closure of the isolation valve switch. This will prevent the isolation valve from opening when the affected side engine bleed switch is selected OFF. Depending on which light is illuminated (left or right), the checklist will guide you to isolate the bleed source supplying the hot air. For a left wing-body overheat light illumination, select the APU bleed air switch to the OFF position. This will stop the APU bleed air flow from entering the left side of the pneumatic ducting. Should the light still remain illuminated, the leak is in the APU compartment, therefore, select the APU switch to the OFF position. Refer to your non-normal checklist. A bleed air leak or rupture is a serious condition. Bleed air is routed through the aircraft under high pressure and temperatures. This air is directed through stainless steel manifolds in the strut to the duct in the leading edge of the wing. A titanium duct runs from the APU along the left side of the aft cargo compartment, then inside the keel beam through the wheel well and air conditioning bay where it joins the crossover duct to the left side of the isolation valve. Therefore, treat this nonnormal with respect.
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The aircraft may be dispatched with an inoperative left wing-body overheat detector provided the right pack and engine bleed is used for pressurization only. The use of the APU is prohibited except for engine starting. This includes using the APU for electrical power source. The isolation valve and left engine bleed valve must remain closed for all operations except engine starting. The aircraft must not be operated in known or forecasted icing conditions. With the left pack not operational, flights must remain below FL 250. The aircraft may be dispatched with an inoperative right wing-body overheat detector provided the left pack, left engine bleed, and APU bleed air is used for pressurization only. The isolation valve and right engine bleed valve must remain closed for all operations except engine starting. The aircraft must not be operated in known or forecasted icing conditions. With the left pack not operational, flights must remain below FL 250. Refer to your MEL for operational details.
Dual Bleed Light

The purpose of the dual bleed warning light is to alert the crew of the potential that one of the engine bleed switches and the APU bleed switch are in positions that could result in excessive bleed pressurizing the duct simultaneously. This condition could cause back pressure to the APU. The illumination of this amber light indicates one of the following condition may exist: 1. APU bleed air valve is OPEN and the No.1 engine bleed switch is ON. 2. The No.2 engine bleed switch is ON, the APU bleed air valve and isolation valve are OPEN. (Oral Topic) The illumination of this light pertains to the position of the bleed switches and the APU bleed switch with reference to excessive bleed pressure. This excessive bleed pressure may also exists if external bleed air is being used and if the isolation valve is selected open. With this configuration, the dual bleed light will not illuminate. The dual bleed light is like a circuit, to complete the circuit various switches must be certain positions. This is in reference to the engine bleed switches and the opening of the APU bleed valve. Electrical power for this circuit is provided by the 28V DC battery bus.
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The dual bleed light system may be inoperative for dispatch provided the APU bleed air is not used during flight operations and the bleed valve is closed before each departure. Refer to your MEL for procedures that are used to verify the closure of the APU bleed valve.
Ram Door Full Open Light

The illumination of the blue ram door full open light indicates the ram door is in the full open position. The purpose of the ram air system is to automatically control the outside airflow to the heat exchangers so that the cooling packs maintain a constant operating temperature. A 2300F sensor located in the ACM compressor discharge duct signals the ram air controller to control the airflow through the heat exchanger system by modulating the mechanically linked ram door and exit louvers. This operation is automatic. During ground operations or during flight with the flaps extended, the ram air door will position itself to the full open position for maximum cooling. During flight operations (flaps retracted), the ram air door will modulate between normal open and normal closed positions. During high ACM temperature conditions (temperatures exceeding 2300F), the ram air door will automatically open. The pack ram air system may be inoperative for dispatch provided operations are not conducted on gravel runways or runways covered with slush and/or standing water. The respective pack must also be selected to OFF during takeoffs and landings on wet runways and the isolation valve should be selected to the closed position. Refer to your MEL.
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Turbofan System
The turbofan system has been provided to help augment the flow of air through the heat exchangers. This augmented airflow occurs during ground operations and when the flaps are not in the up position. This operation is automatic and is controlled by the turbofan control valve. The valve is activated electrically when the respective pack is on, and when the air ground safety sensor/flap limit switch is activated. Pneumatic air is used to operate this air turbine. This augmented airflow cooling is provided to the heat exchangers by drawing outside air into the ram air ducts by the turbofan. The turbofan system may be inoperative for dispatch provided the respective pack is operated only in flight with the flaps retracted. With the flaps extended, the respective pack switch should be placed to the OFF position and the isolation valve should be selected to the closed position. Refer to your MEL.
F Outflow Closed Light

The illumination of the blue forward outflow closed light indicates the forward outflow valve is closed. With the valve closed, the main outflow valve is within a half degree of being closed. With the valve open, the main outflow valve is 30 degrees or more open. The forward outflow valve closure light may be inoperative for dispatch with no special limitations.
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Pneumatic Duct Pressure Indicator

The pneumatic system has been provided with two pressure transmitters that monitors pressure in the left and right pneumatic ducts. The duct pressure gauge is located on the air conditioning control panel and is calibrated for 0-100 psi indications. The power source for this indicator is 28V AC from the No.1 transfer bus. The sensor is located just after the engine bleed valve and slightly before the pack valves. The pneumatic duct pressure indicator may be inoperative for dispatch provided the flight crew uses the start valve open lights to verify the closure of the engine start valve during engine starting. For aircraft that do not have these lights, the APU may be used to determine starter cutout by monitoring APU EGT levels. The closure of the engine start valve is indicated on the APU EGT indicator as a distinct drop in APU EGT at starter cutout. Refer to your MEL.
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Air Conditioning Pack Switch
The respective air conditioning pack valve is controlled by a two position switch. Selecting the pack switch to the OFF position, closes the pack valve and terminates airflow into the air conditioning pack. Selecting the pack switch to ON, allows metered airflow into the pack at a rate of 80 lbs/min. If the APU is the source of this airflow, the rate is increased to 90 lbs/min. The valve is electrically controlled (battery bus powered) and pneumatically operated. The pack shutoff valves may be inoperative for the respective inoperative pack provided the associated limitations are observed. With one pack inoperative, you must limit your altitude to 25,000. Refer to your MEL.
Isolation Valve Switch

The bleed air isolation valve has been provided so that the respective pneumatic system (left and right side) can be separated or connected as desired. The valve is located in the crossover duct within the keel beam area, just right of the APU duct junction. The valve switch is a three position switch, powered by the No.1 transfer bus. Selecting the switch to the CLOSE position, closes the isolation valve. Selecting the switch to the OPEN position, opens the circuit for the isolation valve. The AUTO position, will close the isolation valve if ALL engine bleed and air conditioning pack switches are ON. The same valve action will automatically open the isolation valve if any one of the engine bleed or air conditioning pack switches are selected to the OFF position. (Oral Topic) During flight operations, the isolation valve switch is normally placed in the AUTO position. The actual valve position is controlled by the position of the bleed switches and pack switches and NOT solely by the position of the isolation valve switch. The isolation valve switch is used in the wing-body overheat checklist. This non-normal procedure requires the isolation valve switch to be placed in the CLOSED position. This action prevents unwanted opening of the isolation valve when procedural checks calls for the associated bleed air switch to be selected OFF. The isolation valve switch may also be used with an external pneumatic bleed air cart. The isolation valve switch should be selected to the OPEN position. This will allow external bleed air to be supplied to the left side of the pneumatic mani
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fold, thus allowing operation of the left pack (if desired). The operation of two packs at the same time from one bleed air source is permitted provided the external air cart can maintain 20-25 psi with both packs operating. Please observe the maximum external bleed air pressure limitation of 60 psig and/or 2320C. Another situation that requires the use of the isolation valve switch is the selection of the switch to the CLOSED position for an unpressurized takeoff and landing. Refer to your airline supplementary procedures or AFM for details. The bleed isolation valve may be inoperative for dispatch provided flight operations into known or forecasted icing conditions is prohibited. Refer to your MEL. (Oral Topic) The APU bleed valve has no affect on the operation of the isolation valve.
Pack Trip Off Light

The illumination of the amber pack trip off light indicates the respective air conditioning pack has tripped to OFF due to an overheat. This overheat condition may have occurred in the compressor outlet duct (1850C), in the turbine inlet duct (990C), or in the supply duct (1210C). Upon the detection of the overheat condition, the pack valve will automatically close and the air mix valve will drive to the full cold position. Non-normal procedures calls for the temperature selector to be placed to a warmer temperature setting. This will help reduce the work load of the air conditioning system by reducing the demand for colder air. The trip reset switch has been provided to reset the system once the pack has cooled below the preset limits. This procedure is for compressor or turbine malfunctions only. The respective pack trip warning system may be inoperative for dispatch for an associated inoperative pack provided the MEL limitations are followed concerning single pack operations and altitude restrictions. Refer to your MEL with reference to those procedures concerning the placement of the isolation valve switch to the CLOSED position and pack switch positions.
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Wing Anti-ice Schematic Decal
(Oral Topic) The wing anti-ice schematic decal is located on the air conditioning control panel, just right of the pack trip off warning lights. The purpose of the wing anti-ice schematic decal is to provide a quick visual reference of the schematic relationship between the wing anti-ice system and the pneumatic system. The key point to remember is that the wing anti-ice system taps into the pneumatic duct lines down stream of the bleed switches and upstream from the pack switches. Therefore, the position of the pack switches have no effect on the operation of the wing anti-ice system.
Wing-Body Overheat Light

The illumination of the amber wing-body overheat light indicates a pneumatic duct leak. There are 6 primary sensors located throughout the wing and body segments that help identify this hot bleed air leak. Temperatures exceeding 2550F are normally associated with a warning light. (Oral Topic) The location for these overheat sensors is a common oral question for instructors and examiners. The illumination of the left wingbody overheat light indicates a bleed air leak (overheat) in the following areas: 1. Bleed air duct in the left engine strut. 2. Left wing leading edge. 3. Left air conditioning bay. 4. Keel beam area. 5. APU bleed air duct. (Oral Topic) The illumination of the right wing-body overheat light indicates a leak (overheat) in the following areas: 1. Bleed air duct in the right engine strut. 2. Right wing leading edge. 3. Right air conditioning bay. Refer to the wing-body test switch for detailed information concerning the wing-body overheat warning system.
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Bleed Trip Off Light
The illumination of the amber bleed trip off light indicates excessive temperatures exist within the engine bleed air system. The overheat switch is located downstream of the precooler. With temperatures exceeding 2540C, the respective bleed air valve will automatically close. The bleed trip off light will remain illuminated until the manual reset button is used to reset the system. The system temperature must have cooled approximately 10% before the reset function is used. During bleed trip-off conditions, the bleed air valve will automatically close, thus causing the loss of bleed air to the respective system. With the loss of bleed air, the respective pack valve will close and the mix valve will move to the full cold position. Non-normal procedures directs you to use the reset button once the system has cooled. Should the bleed trip off light remain illuminated and if wing anti-ice is required, the selection of the pack switch to the OFF position will cause the isolation valve to open. This will provide bleed air from the opposite side for wing anti-ice protection. (Oral Topic) Operating two packs from the same bleed source (one engine) is not recommended. The engine bleed trip off lights may be inoperative for dispatch provided the respective engine bleed is not used except for engine starting and the airplane is not operated in known or forecasted icing conditions. Refer to your MEL for one engine bleed unusable and two engine bleeds unusable procedures.
Bleed Trip Off Light

The illumination of the amber bleed trip off light indicates excessive temperatures and pressures exist within the engine bleed air system. The overheat switch is located downstream of the precooler. The overpressure sensor is a separate switch and is located within the pressure regulator. With temperatures exceeding 2540C and pressures exceeding 180 psi, the respective bleed air valve will automatically close. The bleed trip off light will remain illuminated until the manual reset button is used to reset the system. The system temperature must have cooled approximately 10% before the reset function is used.
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During bleed trip-off conditions, the bleed air valve will automatically close, thus causing the loss of bleed air to the respective system. With the loss of bleed air, the respective pack valve will close and the mix valve will move to the full cold position. Non-normal procedures directs you to use the reset button once the system has cooled. Should the bleed trip off light remain illuminated and if wing anti-ice is required, the selection of the pack switch to the OFF position will cause the isolation valve to open. This will provide bleed air from the opposite side for wing anti-ice protection. Flight operations with two packs operating from one engine bleed source is not recommended. (Operational Tip) Following a bleeds-off takeoff, should the bleed trip off light illuminate and normal reset is not possible, the following technique may be used to reset the system. This technique should be accomplished at altitudes above 1500 AGL and TAT at/or below 380C. Select the respective engine anti-ice switch to ON, select the reset switch, reconfigure the pressurization system, and then select the engine anti-ice switch to OFF. These actions will normally reset the bleed trip-off circuit and reconfigure the aircraft. The reason for this type of bleed trip-off occurring is that the relief valve upstream of the bleed valve does not have enough flow capacity to limit the pressure in the duct below the overpressure switch. Follow your airline and the manufacturers approved procedures. The engine bleed trip off lights may be inoperative for dispatch provided the respective engine bleed is not used except for engine starting and the aircraft is not operated in known or forecasted icing conditions. Refer to your MEL for one engine bleed unusable and two engine bleeds unusable procedures.
Engine Bleed Air Switch

The two position engine bleed air switch controls the respective engine bleed valve. The bleed air switch provides the means to terminate the flow of bleed air from the engines to the pneumatic manifold. The valve is driven by an AC electric motor and circuit. The position and control of the valve can also be initiated by the engine fire switch and by an overheat sensor located downstream of the precooler. Pulling the engine fire switch will automatically close the engine bleed valve. Bleed air temperatures exceeding 4900F will also close the bleed air valve.
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The pneumatic system has been designed to accept bleed air from the respective source with pressures up to 106 psi and temperatures of 4500F. The actual air volume with two packs operating is 160 pounds per minute. Engine starting is approximately 110 pounds per minute. For wing anti-ice applications, approximately 120 pounds per minute. The engine bleed air shutoff valves may be inoperative for dispatch provided the valve is secured closed after starting the engine. The aircraft must not be dispatched into known or forecasted icing conditions.
Modulating and Shutoff Valve

The control and design functions of the modulating and shutoff valve are automatic. The B737-200 utilizes bleed air obtained from the 8th and 13th stage engine bleed ports. Should 8th stage bleed air be insufficient for aircraft demands or requirements, the 13th stage Modulating and Shutoff valve modulates open to supply increased air flow. A temperature sensor is used to modulate the 13th stage bleed air to prevent the bleed air from exceeding 4500F. Do not confuse this valve with the engine bleed valve, pressure relief valve, or the pressure regulator. Each unit has a different function and location within the pneumatic system. The pressure relief valve has been designed to provide protection against pressures above 106 psi. The bleed air modulating and shutoff valve may be inoperative for dispatch provided the aircraft is not operated in known or forecasted icing conditions. Check system operation, should the valve modulate out of the closed position, the respective bleed air switch must be selected OFF after engine starting. Refer to your MEL for further information and limitations.
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No Bleed Takeoffs - C Flow
When configuring the bleed air control panel for a no engine bleed takeoff, the following technique may be helpful in remembering the proper switch and valve position required for this departure configuration. The C-flow begins by placing the respective switches in the following order: 1. Right pack switch ON. 2. Isolation valve switch CLOSE. 3. Left pack switch ON. 4. Left bleed switch OFF. 5. APU bleed switch ON. 6. Right bleed switch OFF. Upon completion of the takeoff profile, the bleed switches can be reconfigured by reversing the C-Flow. This is normally accomplished after reaching at least 1500 or until any obstacle clearance altitude has been attained. Additional note, when operating in icing conditions, taxi with the engine bleed air switches ON and the APU bleed switches OFF. This will ensure adequate bleed air for anti-ice requirements.
Trip Reset Switch

The trip reset switch is used to reset a bleed trip-off, pack trip-off, or a duct overheat. The fault that has cause the trip-off or overheat condition has to be corrected or removed before attempting a reset. The respective condition warning light will remain illuminated until the reset has been made.
APU Bleed Air Switch

The two-position APU bleed air switch controls the APU bleed valve. The valve is of a modulating valve type used to control airflow from the APU to the aircrafts pneumatic system. With APU operations at or above 95%, the bleed air switch can be selected to ON, thus providing bleed air as required to the aircrafts system. APU bleed air may be used during flight operations and/or during ground operations. The APU bleed air valve is DC controlled and pneumatically operated. During shutdown, the valve will automatically close.
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(Oral Topic) APU bleed air has the following limitations: APU bleed air usage is limited to a maximum altitude of 17,000. APU bleed and electrical load is limited to a maximum altitude of 10,000. The APU should be operated for a minimum of two minutes prior to selecting the APU bleed air switch. This allows time for the APU temperatures and operations to stabilize prior to high bleed air demands and high internal temperatures. The APU bleed valve should be closed when: 1. Ground air is connected, with the isolation valve opened. 2. Left engine bleed valve is in the opened position. 3. The right engine bleed valve and the isolation valve are in the opened positions, the APU bleed valve may be open during engine start, but avoid power applications above the idle position. The APU bleed valve should be closed during ground operations requiring engine anti-icing. This will ensure that sufficient engine bleed air is available for cowl anti-icing. The reason for this procedure is to prevent the possibilities of APU bleed air back-pressures causing the 9th stage valve to close. The APU bleed air valve may be inoperative in the closed position for dispatch purposes providing the APU is only used to provide electrical power. Refer to your MEL.
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Air Conditioning Pack
Primary & Secondary Heat Exchangers
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Outboard Landing Lights

The outboard landing lights are controlled by two three-position switches, located just below the overhead panel. The RETRACT position when selected, retracts the outboard landing lights and the lights will be extinguished. The EXTEND position will extend the outboard landing lights, but the lights will remain extinguished until the outboard landing light switch has been selected to the ON position. Then all the outboard lights will illuminate. The actual outboard landing lights are of the retractable type, located in the outboard flap track fairing. These lights may be extended at any aircraft speed. They shine forward approximately parallel to the waterline of the aircraft regardless of flap position. With the outboard landing lights extended throughout the entire flight, expect to see approximately a 1% increase in flight plan fuel usage (reference information from the MEL). The power source for the left outboard light is from the 115V AC bus No.1. The power is then reduced by transformers to 16.5V AC. The power source for the right outboard light is from the 115V AC bus No.2. A thermostatic switch has been provided to prevent the possibilities of a motor overheat during retraction/extension process.
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One landing light may be inoperative on each side for dispatch provided one of the two operating lights is in the inboard position and the two remaining lights operate normally. The outboard extend/retract motor may be inoperative for dispatch provided the light is in the extended position and the light operates normally. Refer to your MEL.
Inboard Landing Lights

The inboard landing lights are controlled by two ON/OFF switches, located just below the overhead panel. These lights are located in the leading edge (near the fuselage), adjacent to the runway turnoff lights. The lights shine forward and down towards the ground and ahead of the aircrafts line of travel. The power source for the left inboard light is from the 115V AC bus No.2. The power is then reduced by transformers to 16.5V AC. The power source for the right inboard light is from the 115V AC bus No.1. The inboard lights buses are electrically crossconnected.
Runway Turnoff Lights

The runway turnoff lights are controlled by two ON/OFF switches, located just below the overhead panel. These lights are located in the leading edge (near the fuselage), adjacent to the inboard landing lights.
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The lights shine outboard 300 and have a beam width of 500. The power source for the left runway turnoff light is from the 28V AC bus No.1. The power source for the right runway turnoff light is from the 28V AC bus No.2. Both lights may be inoperative for dispatch. Refer to your MEL.
Taxi Light
The taxi light switch controls the illumination of the single nose-wheel, strut-mounted light. This light is mounted on the nose-strut, therefore the taxi light will point in the same direction as the nose-wheel. Power source for the taxi light is from the 28V AC bus No.1. Many airlines recommend the taxi light should not be used for takeoff and landing. This will help to increase the service life of the light and reduce maintenance costs. The taxi light may be inoperative for dispatch. Refer to your MEL.
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Position Lights (as installed)

The position lights switch is a three-position toggle switch that controls the illumination of the navigation lights and the selection of the respective power source. Selecting the ON BAT position will illuminate the navigation lights. Powered for this position is from the 28V DC battery bus (if no other power is available). The battery switch must be ON to provide this function. The ON position of the position lights switch illuminates the red-green wing tip navigation lights and the white trailing edge tip lights. Power for this position is from the 28V AC No.2 transfer bus.
The navigation lights consist of two fixed green lights facing right outboard and forward, two fixed red lights facing left outboard and forward, and one fixed white light facing aft on each wing-tip trailing edge. Various navigation lights may be inoperative for dispatch provided the following combination exists. One stationary red wing tip bulb, one stationary green wing tip bulb, and one stationary white tail light at each wing position operate normally. All navigation lights may be inoperative during day flight operations only. Refer to your MEL.
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Position Lights (Configuration Two)

The position lights switch is a three-position toggle switch that controls the illumination of the navigation lights and the selection of the type of light desired. Selecting the STROBE/STEADY position will illuminate the red/green navigation lights, the white trailing edge wing-tip lights, and the wing-tip/tail strobe lights. Selecting the STEADY position, illuminates the red/green wing-tip navigation lights and the white trailing edge wing-tip lights only. With an interruption of normal power (loss of all generators), the navigation and the white position lights will operate only if the switch is in the steady position. All navigation lights may be inoperative during day flight operations only. Refer to your MEL. The navigation lights for this configuration consist of one fixed green and one high intensity white strobe light facing right outboard and forward. One fixed red and one high intensity white strobe light facing left outboard and forward. One fixed white light facing aft on each wing tip training edge. One strobe light located on the tail cone above the APU exhaust.
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Anti-Collision Light Switch
The two-position anti-collision light switch controls the illumination of the two red rotating beacon lights. These lights are located on the upper and lower fuselage. Each light consists of a xenon arc flashtube lamp and solid state circuits for power storing, timing and triggering the flashtube. The timing circuit controls the flash illumination at a rate of one flash every second. Caution should be used when completing a preflight of the light unit. The light unit contains high energy voltage. The power source for the upper light is from the No.1 115V AC transfer bus. The power source for the lower light is from the No.2 115V AC transfer bus. The anti-collision beacons may be inoperative for night dispatch provided the wing tip and white tail strobe lights are installed and are operating normally. Refer to your maintenance department for reference to the type of beacon installed on your aircraft. Different beacons have different limitations with regards to the number of inoperative bulbs for FAR requirements. Refer to your MEL.
Wing Illumination Switch

The two-position wing illumination switch controls the illumination of the two white leading edge lights (one on each wing). These lights are flush mounted on the fuselage, forward of the wing. The beam is directed to illuminate the leading edge of the wing with a beam width of 130. As a secondary function, the wing inspection lights may assist in operation and servicing the aircraft by ground crews. The power source for the wing inspection lights is from the 28V AC ground service bus. The wing inspection lights may be inoperative for night dispatch provided a portable light is available when dispatching into known or forecasted icing conditions. This portable light must be of suitable capacity for proper wing inspection. For flight operations during day hours, the lights may be inoperative for dispatch. Refer to your MEL.
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Wheel Well Lights

The two-position wheel well switch controls the illumination of the wheel well dome light and the landing gear inspection floodlights. A second control switch is located on the external power receptacle panel that controls the nose wheel well lights only. The power source for wheel well lights is from the 28V AC ground service bus. The inspection flood lights for the main gear may be inoperative for dispatch during day operations only. The flood lights may also be inoperative provided an alternate landing gear indicating system (other than viewer type and center panel system) is installed and operates normally. The dome lights may be inoperative for dispatch. Refer to your MEL.
Logo Light Switch

The two-position Logo Light Switch controls the illumination of the two vertical fin inspection and insignia identification lights (one on each side). The logo light system may be inoperative for dispatch without any limitations. Refer to your MEL.
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Emergency Cockpit Lighting
(Oral Topic) The cockpit lighting has been designed so that a power failure of either bus will result in only a partial failure of the cockpit and/ or passenger lighting system. With the total loss of all AC power, the following lights will be powered by the battery bus. 1. Standby compass light. 2. White dome light. 3. Emergency instrument flood light. 4. Selected system/warning lights. 5. Lavatory dome light. 6. Emergency exit lights (internal battery). (Oral Topic) The emergency instrument flood lights will automatically illuminate upon the failure of the No.2 AC transfer bus. (Oral Topic) The dim entry lights and the fluorescent mirror lights in the lavatories are powered from the hot battery bus. Therefore, with the battery switch in the OFF position, these are the only lights that can be illuminated.
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Engine Start Panel (as installed)

The GRD position of the engine start panel provides high energy ignition to both igniters when the engine start levers are placed to the idle position. This pulsating high energy power is applied to plugs in both the No.4 and No.7 burner cans. Power source for the No.4 plug is from the battery bus. Power source for the No.7 plug is from the AC transfer bus. The solenoid held-spring loaded switch also positions the starter valve to the open position. Power for the starter valve is from the battery bus. The OFF position of the engine start panel provides no ignition. The LOW IGN position of the engine start panel provides low energy continuous ignition to one igniter only in the No.7 burner can when the engine start levers are in the idle position. Power source for the No.7 plug is from the AC transfer bus. This position is used to improve igniter service life and to minimize the possibilities of engine flameouts during takeoff, landing, turbulence, and during flight operations in icing conditions. The FLT position of the engine start panel provides high energy ignition to both igniters when the engine start levers are in the idle position. This pulsating high energy power is applied to plugs in both the No.4 and No.7 burner cans. Power source for the No.4 plug is from the battery bus. Power source for the No.7 plug is from the AC transfer bus.
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The left ignitor (No.7) of the high energy system may be inoperative on each engine for dispatch purposes with no special limitations applied. The low energy system may be inoperative for dispatch provided switching is available to permit selection of the operative high energy system for continuous ignition. Refer to your MEL.

The GRD position of the engine start panel provides high energy ignition to both igniters when the engine start levers are placed to the idle position. This pulsating high energy power is applied to plugs in both the No.4 and No.7 burner cans. Power source for the No.4 plug is from the AC standby bus. Power source for the No.7 plug is from the AC transfer bus. The solenoid held-spring loaded switch also positions the starter valve to the open position. Power for the starter valve is from the battery bus. The OFF position of the engine start panel provides no ignition. The L IGN position of the engine start panel provides high energy continuous ignition to one igniter only in the No.7 burner can when the engine start levers are in the idle position. Power source for the No.7 plug is from the AC transfer bus. This position is used to improve igniter service life and to minimize the possibilities of engine flameouts during takeoff, landing, turbulence, and during flight operations in icing conditions. The R IGN position of the engine start panel provides high energy continuous ignition to one igniter only in the No.4 burner can when the engine start levers are in the idle position. Power source for the No.4 plug is from the AC standby bus. This position is used to improve igniter service life and to minimize the possibilities of engine flameouts during takeoff, landing, turbulence, and during flight operations in icing conditions. The FLT position of the engine start panel provides high energy ignition to both igniters when the engine start levers are placed to the idle position. This pulsating high energy power is applied to plugs in both the No.4 and No.7 burner cans. Power source for the No.4 plug is from the AC standby bus. Power source for the No.7 plug is from the AC transfer bus.
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The GRD position of the engine start panel provides high energy ignition to both igniters when the engine start levers are placed to the idle position. This pulsating high energy power is applied to plugs in both the No.4 and No.7 burner cans. Power source for the No.4 plug is from the AC standby bus. Power source for the No.7 plug is from the AC transfer bus. The solenoid held-spring loaded switch also positions the starter valve to the open position. Power for the starter valve is from the battery bus. The OFF position of the engine start panel provides no ignition. The A position of the engine start panel provides high energy continuous ignition to one igniter only in the No.7 burner can when the engine start levers are in the idle position. Power source for the No.7 plug is from the AC transfer bus. This position is used to improve igniter service life and to minimize the possibilities of engine flameouts during takeoff, landing, turbulence, and during flight operations in icing conditions. The B position of the engine start panel provides high energy continuous ignition to one igniter only in the No.4 burner can when the engine start levers are in the idle position. Power source for the No.4 plug is from the AC standby bus. This position is used to improve igniter service life and to minimize the possibilities of engine flameouts during takeoff, landing, turbulence, and during flight operations in icing conditions. The OVRD position of the engine start panel provides high energy ignition to both igniters when the engine start levers are placed to the idle position. This pulsating high energy power is applied to plugs in both the No.4 and No.7 burner cans. Power source for the No.4 plug is from the AC standby bus. Power source for the No.7 plug is from the AC transfer bus.
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Leading Edge Devices Indicators

Shown above are the three types of leading edge device indicator panels installed on the various models of the B737. The purpose of the leading edge device indicators (amber & green lights) is to provide a visual indication of the position of the individual leading edge flaps and/ or slats. The system consists of two panels of annunciator indicator lights, one located on the forward flight instrument panel and the other on the aft overhead panel. The aft overhead indicator panel consists of one amber and one green light for each leading edge slat and/or flap.
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Only one light can illuminate at any one time for each slat and/or flap. The lights are controlled by two extend proximity sensors for the extension function and one reed switch for the retraction indications for each slat and/or flap. The leading edge annunciator control unit is located in the E/E compartment. The power source for the control unit is from the No.1 28V DC bus and all lights are dimmable. The individual amber annunciator light for each leading edge device (LED) will illuminate anytime the LED leaves the retract position. When the LED reaches the extend position, the green annunciator light will illuminate and the amber light will be extinguished. The forward panel lights or the aft overhead leading edge annunciator panel may be inoperative for dispatch. If the forward panel lights are inoperative, the aft overhead panel annunciator must be used to verify the proper position of the leading edge devices. MEL procedures require a special placard to be installed indicating the proper device positions for flap configurations used. Refer to your MEL. Indications for one leading edge slat may be inoperative on both the overhead panel and the forward annunciator panel for dispatch provided normal LED operations are verified by the flight crew before each takeoff/landing, maximum speed is limited to 300 kts. below FL200 or .65 Mach above FL200, the overhead panel operates normally.
Leading Edge Annunciator Panel (100)

Refer to panel 1071, for flap positions 1 thru 25, slats 1,2,5,6, will indicate in the EXT position, all other devices will be extended. For flap positions 30 and 40, slats 1,2,5,6 will indicate FULL EXT position, all others devices will be extended. When the leading edge devices are in the full retracted position, the annunciator lights will be extinguished.
Leading Edge Annunciator Panel (200 Basic)

Refer to panel 1072, for flap positions 1 thru 25, slats 1 and 6 will indicate in the EXT position, all other devices will be extended. For flap positions 30 and 40, slats 1 and 6 will indicate FULL EXT position, all other devices will be extended. When the leading edge devices are in the full retracted position, the annunciator lights will be extinguished.
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Leading Edge Annunciator Panel (200A/300/400)

Refer to panel 1073, for flap positions 1 thru 5, all slats will indicate in the EXT position and flaps will indicate extended. For flap positions 10 thru 40, all slats will indicate FULL EXT position, and flaps will indicate extended. When the leading edge devices are in the full retracted position, the annunciator lights will be extinguished.
L.E.D. Amber Transit Lights

The amber leading edge devices transit lights are located on the aft overhead LED annunciator panel. The illumination of the amber light indicates the corresponding leading edge device is in transit and/or is in disagreement between the position of any leading edge flap/slat and the trailing edge flap position. This may also indicate an asymmetrical and/ or no leading edge device condition.
L.E.D. Green EXT/FULL EXT Lights

The green leading edge device EXT/FULL EXT are located on the aft overhead LED annunciator panel. The illumination of the green light indicates the corresponding leading edge device are in the EXT position or the FULL EXT position.
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L.E.D. Annunciator Panel Test Switch
The L.E.D. annunciator panel test switch is located on the overhead L.E.D. annunciator panel. By pressing the test button, a system test of all annunciator panel lights is completed. (Simulator Hint) During simulator training, anytime you have a L.E.D. malfunction, always perform a L.E.D. panel test. This is a very fast way to determine if the simulator instructor has failed a slat and/or flap. Most simulators are programmed to show the No.1 slat failure, so besure to check that light first.
(Forward Center Instrument Panel)
LE FLAPS TRANSIT Light

The amber LE FLAPS TRANSIT Light is located on the forward center instrument panel. The illumination of this light indicates one or all of the LEDs are in transit. It may also indicate the LEDs are not in the programmed position with respect to the trailing edge flaps. With the illumination of the LE flaps transit light, one of the following non-normal conditions may exist: 1. Asymmetrical condition. 2. No leading edge device condition. 3. L.E.D. extended with flaps up.
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(Oral Topic) Many simulator instructors will ask the pilot trainee the general procedures for asymmetrical, no leading edge, and/or L.E.D. extended with flaps up conditions. The reason for this inquiry is that the malfunctions and the checklist titles are very confusing and misleading. For asymmetrical or no leading edge malfunctions, call for the ASYMMETRICAL OR NO LEADING EDGE DEVICES checklist. This condition is normally seen during the approach phase of flight in the simulator. This checklist requires the planning for a flaps 15 landing with airspeeds at Vref 15+5. Also, limit bank angles to 150 below 210 kts. For leading edge devices extended with the flaps in the up position, call for the LEADING EDGE FLAPS TRANSIT checklist. This condition is normally seen during the departure phase of flight in the simulator. This checklist requires airspeed to be limited to a maximum of 230 kts with multiple leading edge devices extended with the trailing edge flaps in the up position. With only one leading edge device extended, limit airspeed to a maximum of 300 kts or .65M (whichever is lower). During flap extension, accomplish the ASYMMETRICAL OR NO LEADING EDGE DEVICES checklist.
LE FLAPS EXT Light (200 Basic)

The green LE FLAPS EXT light is located on the forward center instrument panel. With the flap lever in the positions 1 through 15, the illumination of this green light indicates all leading edge flaps are extended and all leading edge slats except 1 and 6 are extended. Slats 1 and 6 will remain in the intermediate position until flap position 25 has been selected, at which time, slats 1 and 6 will extend fully.
LE FLAPS EXT Light (200A)

The green LE FLAPS EXT light is located on the forward center instrument panel. With the flap lever in the positions 1,2, or 5, the illumination of this green light indicates all leading edge flaps are extended and all leading edge slats are in the intermediate position. With the flap lever in position 10 through 40, all leading devices will be fully extended.
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Leading Edge Devices

The leading edge of the wing consists of high lift devices known as Krueger flaps and leading edge slats. Two Krueger flaps are installed inboard of each engine. These flaps are driven by a two-position hydraulic actuator. Visual displays are provided to the flight crew, indicating either the retract or extend positions. Located outside of the engines are the leading edge slats. These slats are driven by a threeposition hydraulic actuator. The hydraulic pressure for both types of actuators is provided by A System hydraulics. A System hydraulics is powered by both engine driven hydraulic pumps. Visual displays are provided to the flight crew, indicating the retract, intermediate, and the full extend positions.
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The L.E.D.s are controlled by the leading edge control valve, which is positioned by the trailing edge drive unit so that the L.E.D.s operate together with the trailing edge flaps. When the trailing edge flaps leave the UP position, the leading edge flaps extend fully while the leading edge slats extend to an intermediate position. As the trailing edge flaps extend past the Flaps 5 position, the leading edge slats will move to the full extended position. The sequence is reversed when the flaps are retracted. Pressure to each hydraulic actuator is provided by a common hydraulic bus. This has been designed to help prevent any asymmetrical problems that might occur. In the event of a System A hydraulic failure, the leading edge flaps and slats are extended by the standby hydraulic system using alternate hydraulic lines to each drive unit. Upon activation of the alternate flaps master switch (extend flaps), all of the leading edge devices will extend. The extension process may take as long as one minute, therefore approach planning is important. The leading edge devices cannot be retracted by the standby hydraulic system.
Altitude Alert Speaker

Located on the aft overhead panel is the altitude alert speaker. This speaker provides aural altitude alert tones and works in conjunction with the altitude alert light and the altitude alert control.
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Thrust Reverser Isolation Valve Panel

The thrust reverser isolation valve panel is located on the aft overhead panel. The panel consists of two override switches, one for each respective engine system, and one amber isolation valve warning light for the entire thrust reverser system. (Oral Topic) The override switch is a two position switch, labeled NORMAL and OVERRIDE. The override switch is normally placed in the NORMAL position. This allows normal thrust reverser operations when certain conditions are satisfied. Those conditions are: 1. Engine oil pressure is more than 35 psi. 2. The fire switch is down. 3. Air/ground safety sensor is operating in the ground mode. 4. Hydraulic pressure is available (System A or standby hydraulics). The OVERRIDE position of the override switch provides the means of bypassing the engine oil pressure switch and the air/ground safety sensor. This opens the isolation valve, directing available hydraulic pressure to the thrust reverser selector valve. The override position should not be used during normal ground or flight operations. The thrust reverser override switches may be inoperative for dispatch for the respective reverser. Refer to your MEL.
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Isolation Valve Light
The illumination of the amber ISOLATION VALVE light indicates the thrust reverser system comparator has sensed a disagreement between the system electrical condition to either isolation valve and the available hydraulic pressure. During ground operations, the illumination may indicate hydraulic pressure is not available to one or both thrust reverser selector valves. The isolation valve will be in the closed position and reverse thrust may not be available. During flight operations, the illumination of the light indicates hydraulic pressure is available to either or both thrust reverser selector valves. The isolation valve will be in the open position and protection against thrust reversal may have been lost. Do not actuate the thrust reversers inflight.
Thrust Reverser
(Oral Topic) Thrust reverse action is accomplished by hydraulic, electrical, and mechanical controls. Hydraulic pressure is provided by System A hydraulics via the landing gear down-line. The standby hydraulic system may also be used as an alternate source of hydraulic pressure in case of System A pressure failure. The standby system has incorporated within the pressure lines hydraulic fuses. This will prevent the total loss of the standby hydraulic system due to a rupture in the thrust reverser pressure lines. Limitations prohibit the intentional use of reverse thrust during in-flight operations.
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Electrical control of the thrust reverser system is directed at controlling the isolation valve. The isolation valve will be energized opened allowing hydraulic pressure to extend or retract the reverser when three conditions are satisfied. Those conditions are the fire handle switch must be down, engine oil pressure above 35 psi, and the aircraft is in the ground mode. The failure of any one item will cause the springloaded isolation valve to close. This failure will be indicated by the illumination of the ISOLATION VALVE light. Electrical power source for the thrust reverser system is supplied by the battery bus.
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The selection of the reverse thrust levers allows hydraulic pressure, via the selector valve, to the lock actuators and then to the door actuators. Return hydraulic fluid flows from the actuators through the selector valve. A manual lockout plunger has been provided as part of the thrust reverser isolation valve assembly to mechanically prevent any operation of the reverser. The one thrust reverser may be inoperative for dispatch provided it is secured closed and if the override system is used, is armed only after landing. Your maintenance department will secure the reverser by lockwiring the thrust reverser handle, installing a ground lock on the isolation valve, and collaring the circuit breaker. Refer to your MEL. (Opertaional Note) There is a potential for thrust reverser contacting the ground during landing. Information from Boeing indicates that a reverser in transit will contact the ground at a pitch attitude of 6 degrees. A normal Flap 30 landing touchdown angle is between 4 and 6 degrees. Therefore, use caution and avoid holding it off in an attempt to get a smooth touchdown. High deck angles during landing increases the risk of a reverser strike.
Alternate Reverser Hydraulic Pressure

Some early aircraft are equipped with an alternate hydraulic pressure accumulator that will operate the reversers in case of main system failure. These accumulators are located in the wing-body fairing and provides pressure through the thrust reverser shuttle valves.
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Service Interphone System

The service interphone system provides communication between the flight deck, cabin attendants, and ground personnel. The flight crew may communicate by using the handset or the audio selector panel controls. The cabin attendants may communicate by using either the forward or aft cabin handsets. Ground personnel may communicate at any one of the seven interphone stations. Those stations are located at the external power panel, APU access panel, wing refueling station, FWD right wheel well, FWD left wheel well, aft passenger cabin ceiling, and at the electronic equipment rack area. The flight deck to cabin, to flight deck, or the cabin to cabin service interphone system may be inoperative for dispatch providing alternate communications procedures are established. These alternate procedures must include communication procedures for normal and emergency situations. In addition, the PA system must operate normally. The visual alerting portion of the interphone system may also be inoperative for dispatch provided the PA system operates normally.
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Service Interphone Switch (as installed)
The service interphone switch is located on the aft overhead panel. The selection of the two-position switch to the ON position, connects the external jacks to the service interphone system. When selected to the OFF position, the external jacks are deactivated. The OFF position has no effect on internal communications on the flight deck or cabin areas.
External Power Interphone Station

Connects the ground crew to the flight interphone system. The service interphone jack connects the ground crew to the service interphone system if the service interphone switch has been selected ON.
Flight Interphone System

The flight interphone system provides private and independent communications between cockpit crewmembers without intrusion from the service interphone system.
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White Dome Light Switch (as installed)

The three-position white dome switch is located on the aft overhead panel. The switch controls the two overhead white lights. With the loss of all AC power, the white dome lights will be powered by the battery bus. (Oral Topic) With the loss of all AC power, the following lights will be available (powered by the battery bus): 1. Standby compass light. 2. White dome lights. 3. Emergency flood lights. 4. Various system-warning lights. (Oral Topic)) With the battery switch selected OFF and external power connected, the following lights will be available (powered by the hot battery bus): 1. Dim entry lights. 2. Fluorescent mirror lights in the lavatories.
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White/Red Dome Light Switches (as installed)
The two-position white dome switch is located on the aft overhead panel. The ON/OFF switch controls the two overhead white lights. The red dome light controller controls the variable intensity red dome lights overhead on the sidewalls.
Audio Selector Panel #1

Audio Selector Panel
(overview)
The audio selector panels (ASP) installed on the B737 consists of several different designs. We have chosen two of the most prevalent types installed on the B737-200. Basic functions of each type of ASP are the same, they serve as independent communication control panels for individual crewmembers or for the flight deck observer. Each crewmember has the capability to select and control required radio, navigation, interphones, and PA functions. A transmitter selector is located on each ASP for individual crewmember use. Transmissions can be made by using the boom microphone or the oxygen mask. The ASP has no affect or control on the functions of the GPWS system, altitude alert system, and/or the windshear alert system. The audio selector panel may be inoperative for dispatch provided only the inoperative panels are in excess of those required for flight deck crewmembers.
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ASP - Receiver Switch (Panel #1))
The individual receiver switch allows the reception of the respective communication system or navigation receiver. Multiple switches may be selected to the UP position at any time.
ASP - Transmit Light (Panel #1))

The green transmit light is located just above the receiver switch. The illumination of this light indicates the transmitter selector has been selected to this position, thus allowing transmission to the selected radio or PA.
ASP - Transmitter Selector (Panel #1))

The transmitter selector is located directly under the receiver switches. The selector may be rotated to the respective communication system for subsequent transmission. For PA selection, selector should be pulled up. Reception is also possible over the selected system regardless of whether the associated receiver switch is ON. Located within the center of the selector, is the volume control. Rotating the control knob adjusts volume of all receivers.
ASP - Filter Switch (Panel #1))

The three-position filter switch is located to the right of the transmitter selector. The switch controls the audio reception from the VHF, NAV and ADF radios. Selected to the VOICE position, the ASP will receive voice audio only. Selected to the RANGE position, the ASP receives station identifier audio only. Selected to the BOTH position, the ASP receives both voice and range audio.
ASP - PTT Switch (Panel #1))

The PTT switch (Push To Talk) is located to the left side of the transmitter selector. Selecting the PTT switch, keys the oxygen mask or boom microphone for transmission.
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ASP - Oxygen/Boom Switch (Panel #1)
The two-position oxygen/boom switch is located to the left of the PTT switch. Selection of the OXYGEN position provides oxygen mask transmissions capabilities. The selection of the BOOM position provides boom microphone transmission capabilities. The PTT switch on the pilots control wheel can also be used to transmit when using the oxygen or boom microphone.
Audio Selector Panel #2

ASP - Receiver Switch (Panel #2)
Pressing DOWN the individual receiver light-switch allows the reception of the respective communication system or navigation receiver and the illumination of the internal light. Pressing the switch a second time, deselects the receiver and the switch returns to the UP extinguished position. The switch may be rotated to control the volume of the selected receiver. Multiple switches may be selected at any one time.
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ASP - Transmitter Selector
(Panel #2)
The transmitter selector is located on top of the receiver switches. Pressing DOWN with the individual transmitter light-selector allows the transmission of the respective communication system or navigation receiver and the illumination of the internal light. Only one selector switch may be depressed at any one time. Depressing any other switch, deselects the first switch. The switch-selector labeled INT is used with the CAB/SERV INT receiver switch and/or the I/C receiver switch. Interphone transmission requires both INT and the receiver switches to be selected to the ON position.
ASP - Amplifier Switch (Panel #2)

The amplifier switch is located on the bottom left corner of the ASP panel. It is used to select the desired amplifier for the ASP.
ASP - ALT/NORM Switch (Panel #2)

The two-position ALT/NORM switch is located on the bottom left corner of the ASP panel. When selected to the ALT position, the ASP will operate in a degraded mode. Selecting the NORM position, the ASP will operate normally.
ASP - PTT Switch (Panel #2)

The three-position PTT switch (Push To Talk) is spring loaded to the neutral position. Selecting the PTT switch to the R/T position, keys the oxygen mask or boom microphone for transmission as selected by the transmitter selector. The selection of the I/C position, keys the oxygen mask or boom microphone for transmission over the flight interphone system. This position bypasses the transmitter selector controls.
(Panel #2)
ASP - MASK/BOOM Switch
The two-position mask-boom switch selects the oxygen mask or the boom microphone for communications.
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Flight Crew Oxygen Indicator

The flight crew oxygen indicator displays pressure values as sensed at the crew oxygen cylinder. The flight crew oxygen system is completely independent from the passenger oxygen system. The single-bottle system is normally charged to a pressure value of 1850 psi. Minimum dispatch pressures are 1100 psi, but may vary depending on the size of the cylinder installed and the duration of the flight. Refer to your operations manual for minimum pressures. The crew indicator may be inoperative for dispatch provided an alternate procedure is used to verify that the oxygen supply is above the minimum dispatch levels. Refer to your MEL. A common oral question asked by many examiners is referenced to the requirement of having the battery switch either ON or OFF when reading the indicator during preflight. The battery switch must be in the ON position to read the flight crew oxygen indicator.
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Passenger Oxygen Indicator
The passenger oxygen indicator displays pressure values as sensed at the passenger oxygen cylinder. The passenger oxygen system is completely independent from the flight crew oxygen system and is of a continuous-flow design. The dual-bottle system is normally charged to a pressure value of 1850 psi. Minimum dispatch pressures are 1100 psi, but may vary depending on the size of the cylinders installed and the duration of the flight. A common oral question asked by many examiners is referenced to the three ways of activating the passenger oxygen system. The system can be activated by: 1. Automatic activation of the system when the cabin altitude reaches 14,000 (via the pneumatic continuous flow control unit). 2. Activation of the passenger oxygen switch on the aft overhead panel (electro-pneumatic continuous flow unit). 3. Manual activation of the cockpit floor-mounted manual-reset activation handle. Passenger oxygen is provided by oxygen masks that will drop from the passenger service unit (PSU). Each PSU may contain 3 or more mask, depending upon configuration installed. The flow of oxygen to the passenger mask is initiated when the mask is pulled down, causing the actuator pin to be withdrawn from the unit. A common oral question refers to the flow rate and the oxygen dilution levels. Oxygen flow is at a constant rate and is diluted by cabin air in variation with cabin altitude. Because of this diluted oxygen supply, DO NOT use the passenger oxygen system when smoke or fire is present. When the cabin altitude is below 14,000, the entire passenger system may be shut-off by using the manual-reset handle located in the cockpit. An individual oxygen mask flow can be terminated at the PSU by reinstalling the actuator pin.
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The passenger indicator may be inoperative for dispatch provided an alternate procedure is used to verify the oxygen supply is above the minimum dispatch levels. The entire passenger system may be inoperative for dispatch provided the flight is not conducted where the minimum enroute altitude is above 14,000 MSL, both A/C packs are operating normally, the pressurization system is operating normally, the flight is conducted at or below FL250, portable oxygen units are provided for 10% of the passengers, and all passengers are appropriately briefed by the crew. Refer to your MEL.
Passenger Oxygen Indicator Light

The passenger oxygen indicator light is located within the oxygen control panel on the aft overhead panel. The illumination of this amber caution light indicates oxygen pressure is being sensed within the passenger oxygen system following system activation.
Passenger Oxygen Switch

The two-position passenger oxygen switch is located under the passenger and crew oxygen indicators. The passenger oxygen switch is always in the guarded NORM position unless the switch has been manually selected to the ON position. The NORMAL position provides for the automatic activation of the passenger oxygen system should the cabin altitude exceed 14,000. This automatic activation will cause the oxygen mask to drop from all cabin PSUs. Manually selecting the ON position of the passenger oxygen switch will also activate the oxygen system and drop all mask. This function should be used if the automatic function fails to lower mask. The automatic presentation or function of the passenger oxygen deployment system, as listed under the PSU classification, may be inoperative for dispatch provided the manual deployment function of the system is operating normally and the flight remains at or below FL 300. Refer to your MEL.
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Manual Actuation & Reset Handle

The manual actuation & reset handle is located on the floor of the flight deck. Opening the floor door allows access to the handle. The threeposition reset handle allows the manual activation or manual resetting of the passenger oxygen system. Moving the handle to the PULL ON position will activate the oxygen system. Pushing the handle in for 5 seconds, closes the oxygen flow control valves and resets the system when cabin altitude is below 14,000.
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Flight Crew Oxygen Masks (as installed)

The flight crew oxygen mask has been designed to incorporate a regulator-type system that provides oxygen either in a diluted or 100% O2 format. The bottom portion of the mask contains the regulator control functions. The crew member has the option of selecting NORMAL or 100% oxygen. An EMERGENCY control knob has also been provided that changes the flow of the regulator from diluter demand to steady flow when the knob has been rotated.
The mask also contains a self-test feature. When pressing together the RESET-TEST lever and PRESS TO TEST knob, oxygen flow is allowed into the mask. Flow can also be checked by the flow indicator. The entire oxygen mask/regulator is stored in a metal-box which is mounted on the sidewall next to the pilot seat. The oxygen mask container has been designed with a shutoff valve mechanism that prevents unwanted oxygen flow inside the box. This mechanism is designed with the door closing latch.
Flight Crew Oxygen Shutoff Valve

The flight crew oxygen shutoff valve is located on the right cockpit bulkhead, behind the first officers seat. Turning the knob counterclockwise allows oxygen to flow to each flight deck station. Turning the knob clockwise shuts off oxygen flow.
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Flight Crewmember Oxygen Panel

The flight crewmember oxygen panel (FCOP) is located at each pilot and observer station. The panel consists of emergency lever, flow indicator, supply lever, and oxygen diluter lever.
(FCOP) Emergency Lever

The two-position emergency level is located on the left side of the flight crewmember oxygen panel. The ON position supplies 100% oxygen under positive pressure to the crewmembers oxygen mask The OFF position selects off the emergency lever control, the oxygen and air mixture is now controlled by the oxygen diluter lever.
(FCOP) Oxygen Diluter Lever

The two-position oxygen diluter lever is located on the center section of the flight crewmember oxygen panel. The 100% position provides pure oxygen on demand to the crewmember. The NORMAL position provides a variable mixture of oxygen and cabin air to the crewmember based on cabin altitude.
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(FCOP) Oxygen Supply Lever
The two-position OFF/ON oxygen supply lever controls the oxygen supply to the regulator.
(FCOP) Oxygen Flow Indicator

The oxygen flow indicator indicates oxygen flow through the regulator to the mask.
Portable Passenger Oxygen (as installed)

There are 4 cabin oxygen cylinders normally installed on the B737. The cylinders are fitted with a pressure gauge, pressure regulator, and an ON/OFF control valve. The cylinders are pressurized to 1800 psi, with a capacity of 4.25 cubic feet (120 liters) of oxygen. Each bottle has two continuous flow outlets. One outlet provides a flow rate of two liters per minute, and the other outlet provides a flow rate of four liters per minute. The four liters per minute outlet has been designated for first aid purposes. Duration can be determined by dividing 120 liters by 4 liter/mn, therefore, the bottle provides 30 minutes of normal use. Portable oxygen bottles (POB) can be used for therapeutic purposes or as walkaround units. Do not allow the POBs pressure drop below 500 psi. The reason for the 500 limitation, is to meet FAA 15 minute flight attendant walk-thru requirements.
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Portable Crew Oxygen (as installed)
The flight crew portable oxygen system consists of a oxygen cylinder, pressure regulator, ON/OFF valve, and a pressure gauge. The unit installed has been designed as a portable full face and respiratory protection system. The cylinder is charged to 1800 psi, and contains 311 liters of oxygen. Duration of this cylinder is approximately 103 minutes using the 3 liter constant flow outlet. The portable system provides the capabilities of offering both demand and constant flow oxygen. The regulator is of a demand design, with a full-face mask attached to it. A second fitting provides constant flow oxygen. Four portable oxygen dispensing units (mask and bottle) are normally installed, two units are required for dispatch. Any in excess of those required by FAR regulations may be missing or unserviceable provided the proper distribution of the remaining bottles is maintained throughout the aircraft. The bottles that are not properly serviced must be replaced or serviced at the next available maintenance facility. Refer to your MEL.
(as installed)
Personal Breathing Equipment (PBE) Smoke Hoods
Five PBEs are normally installed throughout the aircraft. Four units are required for dispatch. Any in excess of those required by FAR regulations may be inoperative.
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(FDR) Flight Recorder Test Switch

The flight recorder test switch is a two-position guarded switch. The NORMAL position of the switch has two functions of operations. During ground operations, the FDR will only operate when power is being supplied and one of the two 35 psi oil switches has closed. During flight operations, the FDR will operate anytime power is being supplied to the unit (regardless of the condition of the oil pressure switch). The TEST position of the flight recorder test switch has been provided to enable the unit to bypass the engine oil pressure switches and the air ground switch to power the flight recorder on the ground. Electrical power must be available to the flight data recorder for this TEST function to occur. A valid test is indicated by the flight recorder OFF Light extinguishing and the illumination of the trip and date light.
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Flight Data Recorder (as installed)
There are several different types of Flight Data Recorders (FDR) available for the B737. Only the two most common types will be discussed in this review. The flight recorder has been designed to provide a permanent tape record of various system and operational technical data. The unit is sealed in a fire-resistant container to safeguard this data. Technical data that is recorded includes airspeed, altitude, heading, vertical acceleration, and elapsed time. The flight recorder is normally located behind an access door in the aft cabin ceiling, just forward of the aft pressure bulkhead. The flight data recorder provides a continuous 25 hour record of the aircrafts parameters. Recording occurs anytime the unit is being powered. Electrical power for the unit is provided by the No.1 transfer bus and the battery bus. During ground operations, the recording process begins when engine No.1 or engine No.2 35 psi oil pressure switch closes. This function of the oil switch is bypassed during flight operations. The flight data recorder will remain operating and recording as long as power is being provided to the unit. This includes the case scenario of a dual engine flameout. The flight data recorder may be inoperative for dispatch provided the cockpit recorder is operating normally and repairs to the unit is made within three flight days. Refer to your MEL. FAR regulations states the flight data will not be used in determining any certificate action or civil penalty, arising out of an accident or occurrence. The flight data recorder will only be used in determining the causes of accidents and occurrences under investigation by the NTSB.
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(FDR) Trip and Date Selectors

The trip and date selectors are located to the left center of the FDR panel. By rotating the selector, the trips date and number can be inserted and recorded on the tape.
(FDR) Recording Time Remaining Indicator

The recording time remaining indicator is located to the right center of the FDR panel. This portion of the recorder is not normally used since the FDR provides a continuous 25 hour record of the aircrafts parameters. Any indication noted on the indicator, will be shown as valves above zero.
(FDR) Event Switch

The event switch-button is located to the lower right side of the flight data recorder panel. Pressing the switch-button will transcribe a mark on the tape to identify the time of an event. Do not press the switchbutton until after the trip and date light is extinguished.
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(FDR) Trip and Date Light
The amber trip and date light is located directly below the recording time remaining indicator. The illumination of this light indicates trip and date information is being recorded. The 15 minute transcribing cycle does not interfere with the recording of other information.
(FDR) Repeat Switch

The repeat switch-button is located to the left side of the amber trip and date light. Pressing the button-switch will initiate the transcribing process of the trip and date data.
(FDR) OFF Light

The illumination of the amber OFF Light indicates the recorder is not operating or the test is invalid. The illumination may also indicate power failure, loss of input data, or a electronics malfunction.
(FDR) Documentary Data Thumbwheel Switches

The documentary data thumbwheel switches are located on the top center of the FDR panel. The thumbwheel switches are rotated to enter date and flight identification data. The information concerning day, month, flight number, and leg identification can be inserted for recording.
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Mach Airspeed Warning Test Switch

The mach airspeed warning test switch is located on the aft overhead panel. Pressing the switch-button performs a test of the wire continuity of the aural clacker warning system. A valid test is indicated by the sounding of the aural clacker warning. The mach airspeed warning system is independent from other flight instrument systems, it provides an aural warning anytime the maximum operating speed is exceeded. The aural warning clacker can only be silenced by reducing airspeed. Inputs are received from the No.1 auxiliary pitot-static system. See pitot-static system schematic for reference. The mach airspeed warning system may be inoperative for dispatch provided both mach indicators are operating normally. If the overspeed clacker occurs earlier than programed, aircraft speed must remain below the point at which the clacker sounds. If the overspeed clacker occurs below M.78, the system must be deactivated by pulling the respective circuit breaker and observe all speed limitations. If the system is completely inoperative, the following speed limitations apply: 1. Mmo - .78 above FL 230. 2. Vmo - 340 LIAS below FL 230. (Refer to your MEL).
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Stall Warning Off Light
(Oral Topic) The illumination of the amber stall warning off light indicates one of the following failures has occurred: heater failure of the angle airflow sensor, system signal failure, and/or electrical power failure to the entire system. To determine which component of the stall warning system is inoperative, simply perform the TEST. If the light remains illuminated, then the heating component has failed. If the light extinguishes itself and the indicator (spinner) fails to rotate, then the stall warning system continuity is inoperative.
Stall Warning Switch

The three-position stall warning switch is located to the right side of the stall warning panel. The switch is normally selected to the NORMAL position. With the switch in the NORMAL position, electrical power is available for the internal heater of the angle airflow sensor. (Oral Topic) The internal heating feature is only available when the No.1 engine is operating and/or when the air ground safety sensor is in the air mode. (Oral Topic) The TEST position of the stall warning switch has been designed to test the system with the No.1 engine operating or not operating. The visual test indications for each condition is a common area of interest of examiners during orals. With the No.1 engine not operating, movement of the test switch to the TEST position will cause the OFF light to extinguish, the rotation of the test indicator, and the vibration of the control columns. The OFF light will illuminate again after the test has been completed. Performing the test with the No.1 engine operating, will cause the rotation of the test indicator and the vibration of the control columns. The OFF light will remain extinguished during and after the test. The movement of the stall warning switch to the HTR OFF locked toggle position, removes electrical power from the angle airflow sensor. This position of the stall warning switch is normally used for various types of maintenance checks and is not normally used by flight crews.
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Stall Warning Test Indicator
The black and white test indicator disc has been provided to give a visual indication of the electrical continuity through the angle airflow sensor and flap position transmitter during system testing.
Stall Warning System

The stall warning system has been designed to provide the flight crew advance notice of an impending stall. Design regulations requires this advance warning to occur at a minimum of seven percent above the actual stall speed. This artificial warning is provided by the control column shaker (stick shaker). At seven percent above stall, the stick shaker alerts the crew of the impending stall. The design of the B737 also provides a natural buffet warning to occur just prior to the actual stall. The stall warning system components consist of a control column shaker, heated angle of airflow sensor, flap position sensor, stall warning amplifier, air/ground safety sensor, and the stall warning panel. The stall warning system is deactivated on the ground by the air/ground safety sensor. The stall warning system must be operative for dispatch. Refer to your MEL.
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Master Fire Warning Lights

The red master fire warning switch-light is located on either side of the center lightshield panel. The illumination of this warning light indicates a red warning light on the fire protection panel (center console) has illuminated. This may be caused by the testing of the fire protection system or an actual fire has been detected. In addition to this visual warning of a possible fire, the aural indication of the fire alarm bell sounding will occur. Should the aircraft be on the ground when this occurs, the remote APU horn will also sound. These lights will remain illuminated as long as the situation is present. The master fire warning switch-light also functions as a switch. Pressing the light unit, extinguishes both fire warning lights, silences both alarm bells (fire and APU), and resets the system for additional warnings. (Oral Topic) The significance of the red warning light is to stress the importance of the situation and that the situation requires immediate corrective action by the flight crew. Many examiners may ask the applicant to describe the major systems of the aircraft that have red warning lights associated with them. Those systems include the engine, APU, landing gear, wheel well, and the autopilot disconnect.
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Master Caution Lights
The amber master caution light is located on either side of the center lightshield panel. The illumination of this caution light provides a visual cue that a system annunciator light has also illuminated somewhere outside the normal field of vision of the pilot. Both caution lights will remain illuminated as long as the non-normal situation remains. Pressing either light/switch, extinguishes both master caution lights, extinguishes the respective system annunciator light, and resets the master caution system for further non-normal conditions. (Oral Topic) A commonly asked subject by examiners concerning the master caution system, refers to single system failures and the illumination of the amber master caution light. Most single system failures do not illuminate the amber master caution lights, but are stored within the caution alerting system for pilot recall. Pressing either system annunciator panel, recalls the single failure (and any other faults that may exist), and displays the respective fault on the annunciator panel. The master caution warning system must be operative for dispatch. The push-to-test function of the light/switch may be inoperative provided the intended function of the caution warning system has been verified operational prior to dispatch. Refer to your MEL.
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System Annunciator Panel

The amber system annunciator panel is located on either side of the center lightshield panel. The illumination of any amber caution light on this panel provides a visual cue that a non-normal condition exists somewhere outside the normal field of vision of the pilot. The system annunciator provides warning only for aircraft systems that are located on the overhead, aft overhead, and on the lower fire protection panel. To extinguish any system light, press either annunciator panel. Pressing the system annunciator panel a second time, recalls the respective fault on the annunciator panel. (Oral Topic) Some examiners have inquired during orals the items associated with the illumination of a system annunciator. Therefore, we have provided the following section to assist the pilot applicant on recalling those items. The illumination of the amber FLT CONT system annunciator light indicates one of the following flight control caution lights has illuminated. Low Quantity Low Pressure Yaw Damper Feel Diff Press Mach Trim The illumination of the amber FUEL system annunciator light indicates one of the following fuel system caution lights has illuminated. Low Pressure Filter Bypass The illumination of the amber ELEC system annunciator light indicates one of the following electrical system caution lights has illuminated. Low Oil Pressure High Oil Temperature Standby Power OFF Transfer Bus OFF Bus OFF
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The illumination of the amber APU system annunciator light indicates one of the following auxiliary power unit system caution lights has illuminated. Low Oil Pressure High Oil Temperature/Fault Overspeed The illumination of the amber OVHT/DET system annunciator light indicates one of the following overheat/fire detection system caution lights has illuminated. Engine No.1 Overheat APU DET Inoperative Engine No.2 Overheat The illumination of the amber ANTI-ICE system annunciator light indicates one of the following anti-Ice system caution lights has illuminated. Window Overheat Pitot Heat OFF Cowl Anti-Ice The illumination of the amber HYD system annunciator light indicates one of the following hydraulic system caution lights has illuminated. Overheat Low Pressure The illumination of the amber DOORS system annunciator light indicates one of the following aircrafts doors caution lights has illuminated. FWD/AFT Entry Tire Screen (as installed) Equip. Compartment FWD/AFT Cargo FWD/AFT Service Airstair (as installed) The illumination of the amber ENG system annunciator light indicates one of the following engine system caution lights has illuminated. Reverser The illumination of the amber OVERHEAD system annunciator light indicates one of the following aircrafts overhead caution lights has illuminated. Equip. Cooling OFF Emer. Exits Not Armed Flight Recorder OFF Passenger Oxygen ON
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The illumination of the amber AIR COND system annunciator light indicates one of the following air conditioning system caution lights has illuminated. Duct Overheat Dual Bleed Pack Trip OFF Wing-Body Overheat Bleed Trip OFF Auto Fail OFF Scheduled Descent
Flight Director Switch (SP177)

The flight director switch is located on either side of the center lightshield panel. The selection of the switch to the ON position, enables command bar display on the respective ADI. Upon initial selection of the F/D switch, the command bars will not appear unless command pitch and roll modes are engaged. FCC A provides data to the Captains command bars and FCC B provides data to the First Officers command bars. With both switches ON, logic for both sets of command bars are controlled by the master FCC. This is indicated by the illumination of the master flight director indicator light.
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(Oral Topic) A commonly asked subject by examiners, with reference to flight director operation, is the general description of the flight director takeoff mode. The F/D takeoff mode requires both F/D switches to be selected ON. The F/D takeoff mode is initiated by the selection of the TO/GA button during the initial takeoff roll. The command bars are initially 100 nose-down and wings level. At approximately 60 kts, the command bars moves to 150 nose-up. After wheels up, the command bars provide guidance to maintain pitch that will achieve MCP speed plus 20 kts. During the takeoff roll and the climb, F/D commands wings level. Normally at 400, takeoff mode is terminated and LVL CHG is selected. (Oral Topic) Many examiners are known to ask the opeartion of the F/D during an engine failure at takeoff. The F/D has been designed to provide three modes of pitch guidance during takeoff with engine failures. The first mode: provide pitch guidance that will maintain V2 speed. This speed mode is provided should the engine fail prior to reaching V2 speed. The second mode: provide pitch guidance that maintains the reference speed at the time at which the failure occurred. This speed will be somewhere between V2 and V2+20. The third mode: provide pitch guidance that maintains V2+20 kts. This speed mode occurs after obtaining V2+20 or higher speeds. Both flight director systems may be inoperative for dispatch provided approach minimums do not require their use. Many airlines have specified within their flight operations manuals further limitations concerning inoperative flight directors and autopilots. For example, with both flight directors and the autopilot(s) inoperative, forecasted visibility must be better than 3/4 mile (4000 RVR). With forecasted visibility of 3/4 mile (4000 RVR) or less, at least one flight director and one approach coupler must be operable in order to be dispatched. One additional note, should both flight directors and/or autopilots become inoperable en route, the approach may be executed to published minimums. Refer to your MEL.
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Master Flight Director Indicator Lights (SP177)
The illumination of the respective master flight director light indicates the respective FCC the controlling the F/D modes and provides the altitude alert reference mode. At least one F/D switch must be selected to the ON position, before the MA light can illuminate. With neither A/P engaged in the CMD mode, the first F/D selected ON, will be the controlling master FCC. With one or both A/Ps engaged in CMD, the FCC for the A/P in CMD is the master FCC (regardless of which F/D switch is turned ON first). The illumination of both MA lights, indicates the respective FCC is controlling the F/D modes for the respective flight director, thus providing independent F/D operation.
Autothrottle Arm Switch (SP177)

(SP177) The two-position autothrottle arm switch automatically controls thrust through all phases of flight. The PDC provides thrust lever values to the autothrottle system. Selecting the A/T switch to the ARM position, arms the A/T system for engagement with EPR, SPEED, or PDC SPD modes of operation. The actual switch is held in the ARM position magnetically. Thrust lever movement is accomplished by the autothrottle servo motors.
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(Oral Topic) Many examiners are known to have asked the different ways of autothrottle disengagement. The following are examples of ways to disconnect the A/T. 1. A/T Arm switch selection to the OFF position. 2. Pressing the A/T disengage switch. 3. Automatic disengagement, 2 seconds after landing. 4. Asymmetrical thrust lever position (more than 100). 5. A/T system fault. The autothrottle system provides various modes of operation. Those modes of operation are: A/T Takeoff Mode, N1 Mode, Speed Mode, N1 Equalization Mode, Arm Mode, Descent Retard Mode, Go-around Mode, and A/T Mode of Engagement and Transfer. Only those modes of operation that are normally covered in orals will be discussed in this review. (SP177) The A/T Takeoff Mode is engaged when the A/T arm switch is selected to the ARM position and a PDC takeoff page is engaged. Normally, this procedure is accomplished when the aircraft is cleared on the active runway. The confirmation of the arming of the A/T system, is the annunciation of ARM on the flight mode annunciator panel. The selection of the TO/GA button, initiates thrust lever movement. The annunciator panels will reflect a change of A/T status from ARM to EPR. The A/T system will automatically set takeoff thrust by 60 KIAS. The annunciator panel will indicate A/T status of THR HOLD by 64 KIAS. Once THR HOLD has been obtained, only manual changes by the flight crew can be made to the thrust levers. The THR HOLD function will be maintained until 400 RA (approximately 18 seconds after takeoff). At 400 RA, the flight crew may select LVL CHG on the AFDS mode control panel. The selection of MCP EPR switch will initiate the climb thrust reduction phase of flight. Refer to your operations manuals for takeoff procedures with regards to climb reductions and flight profiles. EPR values for the various flight modes are obtained from the PDC.
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(SP177) The Go-around Mode of the autothrottle system is automatically armed when descending below 2000 RA (autothrottles engaged). The selection of the TO/GA button, initiates the go-around process of the autothrottles. The thrust levers will advance to a REDUCED goaround thrust setting. This provides a climb rate of approximately 1000 to 2000 FPM. The flight mode annunciator panel will display GA for A/ T. If full go-around thrust is required by the flight crew, pressing the TO/GA button a second time, will advance the thrust levers to a FULL go-around thrust setting.
IAS/MACH Display (SP177)

The IAS/MACH display indicator is located above the speed selector on the mode control panel. Selected speed is displayed in 1-knot increments beginning at 110 kts. The speed selector sets the desired speed on the display indicator and on the airspeed indicator. The IAS/MACH display indicator provides a blank display whenever PDC SPD mode is engaged. The indicator will also be blank during a two-engine AFDS go-around or when the A/T is engaged in PDC SPD mode. (SP177) The IAS/MACH display indicator will also display command speed limiting modes. The AFCS provides thrust and speed pitch commands that avoids exceeding any preset limit speeds. Limits includes Vmo/Mmo limitations, landing gear placard speeds, wing flap placard speeds, and minimum speeds (1.3 Vs flap configuration).
Change-Over Switch (SP177)

The change-over switch is located to the lower left of the IAS/MACH display. Selecting the switch, changes the display between IAS and MACH. The switch has also been designed with an automatic changeover function that occurs at approximately FL235.
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Mode Selector Switches (SP177)

The mode selector switch consists of 4 switch-lights that controls the engagement of EPR, SPEED, LVL CHG, and PDC. The momentary selection of the switch-light activates the selected mode and illuminates the ON light. Pressing the switch-light a second time, deactivates the selected mode. An important note concerning the operation of the AFDS, with regards to the switch-lights selection, is the operational status of the selected mode. The illumination of the ON light does not verify the operation of the selected mode. Only the display of mode condition on the flight mode annunciator panel verifies the status of the selected mode.
Heading/Bank Angle Selector (SP177)

The heading and bank angle selector is located at the center of the AFDS panel. Rotating the selector, sets the desired heading marker on both HSIs (EHSIs). The heading selected is displayed on the heading display indicator. The bank angle portion of the selector, sets bank angles of 10, 15, 20, 25, and 30 as desired. These angles are used during HDG SEL and VOR modes of operation.
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Altitude Display Indicator (SP177)

The altitude display indicator is located to the upper-right side of the heading/bank angle selector. The indicator displays altitudes, as selected by the flight crew, from 0 to 50,000 in 100 foot increments. The primary purpose of the display indicator is for altitude reference, altitude alerting, and for automatic level-offs. Depending on the unit installed, during first power-up of the aircraft, unmodified display units will show an altitude of 10,000. Modified units will display previous selected altitudes following the initial power-up of the aircraft.
Altitude Selector (SP177)

The altitude selector is located directly below the altitude display. The rotation of the selector sets the desired altitude in the display indicator.
Vertical Speed Display (SP177)

The vertical speed display indicator is located to the right side of the altitude display indicator. The indicator can display vertical speeds from -7900 to 6000 fpm. The indicator will be blank when the vertical speed mode is not active. The selection of the vertical speed thumbwheel sets vertical speed as displayed on the indicator.
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Autopilot Engage Paddles (SP177)

The autopilot engage paddles are located to the right of the vertical speed thumbwhell. The paddles are labeled with three modes of engagement. With either paddle selected to the OFF position, the respective autopilot is disengaged. Movement of either paddle to the CWS position, engages autopilot pitch and roll as controlled by pilot induced movement of the control wheel. The selection of the paddles to the CMD position, enables all command modes of operation for the AFDS in addition to the CWS modes. The first A/P paddle selected to the CMD position, will be the master FCC, regardless of which F/D switch is selected first. CWS functions of the autopilot are designed to limit the pilot control force if attitude limit is exceeded. For example, attitude input is excessive, the autopilot will return to the attitude limits when the control force is released. When operating in the CWS mode, if roll control force of 60 of bank or less occurs, the autopilot will roll wings level and holds the existing heading.
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Test Position #1
Test Position #2
Flight Mode Annunciator Panels (as installed)

The flight mode annunciator panels are located on the forward instrument panel (one on either side). The panels provide a visual display of the current status of the AFDS, autothrottles, and the PDC. The mechanical annunciator displays are three-sided prisms and have external illumination.
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Test Position #1
Test Position #2
Flight Mode Annunciator Panels (as installed)

The flight mode annunciator panels are located on the forward instrument panel (one on either side). The panels provide a visual display of the current status of the AFDS, autothrottles, and the PDC. The mechanical annunciator displays are three-sided prisms and have external illumination.
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Panel 1113, reflects the testing of the FMA by TEST mode #1. The large A/P and A/T display lights will be illuminated a steady amber. These lights are internally illuminated light caps. The A/P status display will indicate CWS ROLL and CWS PITCH. Panel 1114, reflects the testing of the FMA by TEST mode #2. The large A/P and A/T display lights will be illuminated a steady red. The A/ P status display will indicate SINGLE CH and A/P OFF. Panel 1115 and 1116, displays the available ENGAGED mode items. Each item will be annunicated as black letters on a green background. Note, the A/P STATUS, A/P, and A/T displays are blank. Panel 1117, displays the available ARMED mode items. Each item will be annunicated as white letters on a black background. Note, the A/P STATUS, A/P, and A/T displays are blank. Only one of the two SP-177 flight mode annunciator panels, may be inoperative for dispatch provided the engage system is at the pilot position with the operating annunciator. Observe any approach minimums limitations that may apply. There are no other restrictions concerning the use of other systems (autothrottles, F/D, etc.) as long as the pilot with the operating annunciator is operating the controls.
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Forward Instrument Panel
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Mach/Airspeed Indicator (as installed)

Airspeed information is provided by the respective air data computer to the associated electric mach/airspeed indicator. The airspeed indicator displays indicated airspeed and Mach/Vmo information. The airspeed cursor control knob is located in the lower left corner of the mach/ airspeed indicator. Pushing IN on the control knob, engages the auto mode. While in the auto mode, the airspeed cursor will be automatically positioned by AFDS/FCC commands. Pulling OUT on the control knob, the manual mode is selected. The airspeed cursor can be positioned by manually rotating the control knob. Either one of the two airspeed indicators may be inoperative for dispatch provided the remaining indicator operates normally. Refer to your MEL.
Marker Beacons
The marker beacon indicator lights are located on both the Captain's and First Officer's forward flight instrument panel. These lights indicate beacon passage for airways, outer, and middle approach markers. The marker beacon receivers are designed to receive modulation frequencies from various electronic navigation facilities, when transmitting a 75 Mhz vertical fan (boneshape) pattern. Located next to the display lights, is the HIGH/LOW switch. This switch is used to adjust the light sensitivity of the receiver unit as displayed by the marker lights.
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The marker beacon receivers may be inoperative for dispatch during day VFR operations. For IFR operations, the ADF-LF navigation receiver must be operative and weather conditions at the destination must be above approach minimums. The compass locator may be used as a substitute without affecting the approach minimums. Refer to your MEL.
Instrument Comparator System

The instrument comparator system has been provided to give cockpit warning to the flight crew of any significant deviations between the Captain's and First Officer's compass headings, pitch/roll indicators, localizer, and glide slope deviations output from the No.1 and/or the No.2 VHF navigation units. Comparator warnings are also provided for deviations of the radio altimeter output signals. The instrument comparator system may be inoperative for dispatch provided approach minimums do not require its use. Refer to your MEL.
Instrument Comparator Test Switch

The instrument comparator test switch is located to the right side of the instrument comparator lights. Selecting the test switch to position one or two, illuminates all instrument comparator lights except the MON PWR light. This is a very common oral subject asked by examiners.
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Instrument Comparator Lights
The illumination of a amber instrument comparator light indicates the respective instrument has exceeded the established tolerances. Refer to diagram 1126 (page 175) for tolerances of the respective instruments.
Attitude Director Indicator

(Oral Topic) Many examiners review the warning flags that may appear within the ADI. Those flags include the attitude warning flag, glide slope warning flag, computer warning flag, runway flag, and the speed flag. The following discussion reviews each of those warning flag displays. The display of the red attitude warning flag indicates the display indicator may be unreliable for due to instrument power failure and/or the testing of the ADI test switch. Depending on the type of failure, the display may also indicate a 900 left bank. Selection of the vertical gyro transfer switch may be used to provide reliable information from the operable system. Depending on equipment installed, the transfer may receive information from the alternate vertical gyro. Refer to AFM for equipment installed in your aircraft.
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The display of the red glide slope warning flag indicates the glide slope information is unreliable with the ILS frequency tuned. This warning flag provides parallel indications with the glide slope warning flag of the HSI. The display of the red runway flag indicates the localizer frequency is tuned and the localizer signal is not valid. The loss of the radio altimeter, may also cause the runway symbol to be displayed. In this case, the localizer function will not be impaired. The runway symbol will remain out of view with VOR frequencies selected. The display of the red computer warning flag indicates the flight director is inoperative due to electrical power loss. This power loss will cause the flight director command bars to retract. The display of the red speed flag indicates the autothrottle system is inoperative.
Altimeter (as installed)

Information presented on the associated electric altimeter is derived from the respective air data computer. The apperance of the red warning OFF flag over the digital counter box, indicates the ADC signal has been lost. Internal system malfunctions can also cause the OFF flag to be displayed. The apperance of the NEG flag in the two left-hand windows indicates the altitude is below zero feet.
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On early aircraft, the Captains altimeter was electrically operated. If a failure occurred within the system, automatic switching would occurr from electric to barometric control. The new barometric data is supplied to the Captains atimeter from the First Officers system. The various altimeters are equipped with instrument vibrators. These vibrators can be either servo pneumatic or pneumatic. A combination of both types can also be installed. With the servo pneumatic version, one may be inoperative for dispatch provided the associated air data computer operates normally. For the pneumatic type, one may be inoperative for dispatch provided VMC conditions exist for departure and arrival. Refer to your MEL for further information.
Standby Altimeter/Airspeed Indicator (as installed)

The standby altimeter and airspeed indicator is a two-function display indicator. The altimeter function provides standby reference information obtained from the Captains static system. A green flag appears in the left window when the altitude is below 10,000. A striped flag appears in the left window when the altitude is below zero feet. The standard barometric correction display is set by the barometric setting controller. The standby altimeter has a range of -1000 to 50,000. The second function of this indicator is standby airspeed drum. The standby airspeed indicator displays airspeed in knots. The Captains pitot-static system is the source of pneumatic pressure used for the operation of the standby airspeed indicator.
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Radio Altimeter (as installed)

Two low-range radio altimeters are provided to give reference of aircraft height above the ground. The indicator provides visual reference of altitude up to 2500 above the ground. When the Captain's radio altimeter is inoperative, all modes of the GPWS are inoperative. A red warning flag has be provided to warn the flight crew that a possible malfunction within the system has occurred. The following failures may be at fault: instrument/system power failure, loss of return signal below 2500, incorrect altitude tracking, and/or radio altimeter testing has occurred. The radio altimeter test switch has been provided that performs a system check. The following items occur when performing the test: the altitude pointer drives to 100, the warning flag appears, and the DH lights illuminate at or below the altitude indicated by the DH cursor. The decision height light is located at the upper left-hand corner of the radio altimeter indicator. The illumination of this amber light indicates the altitude pointer is below the DH cursor. Both radio altimeters may be inoperative for dispatch provided approach minimums do not require its use. Refer to your MEL.
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Clock (as installed)

Time is normally presented as either Greenwich Mean Time (GMT), in the upper digital display, or as chronograph (elapsed time), in the lower digital display. GMT time is displayed in the classic 24-hour format. The controls for GMT time are located at the lower right corner of the indicator. Selecting the control bar to the RUN position, starts the time display. The HLD mode, stops the time display and sets the seconds display to zero. The SS (slow slew) advances the time display as minutes movements only. The FS (fast slew) advances the time display as hours only. Local time can also be inserted, if desired. But, this technique of time display, is not normally used by most flight crews. Chronograph and elapsed time controls are located at the upper left and lower left corners of the clock indicator. Pressing the chronograph control knob (top left corner), controls the start, stop, and reset functions. When selecting the chronograph control knob, any existing elapsed time displayed will be overridden. Elapsed time controls (lower left corner) has three functions. The control lever is spring loaded to the HLD position. Selecting RESET, returns the elapsed time digital display to zero time. Moving the lever to the HLD position, stops the elapsed time display at the current indicated time. Selecting the RUN position, starts the elapsed time function of the clock. The chronograph display reflects elapsed time range as zero to 99 hrs 59 min and chronograph time range as zero to 99 min. Either clock can be inoperative for dispatch, provided the other clock is operating normally. Refer to your MEL.
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Radio Magnetic Indicator Compass
RMI
The radio magnetic indicator compass has been provided to display ADF and VOR bearing information. The Captains RMI receives compass inputs from the #2 compass systems directional gyros. The First Officers RMI receives inputs from the #1 compass systems directional gyros. Warning flags have been provided to advise the flight crew of possible power failures and malfunctions within the system. The display of the VOR/ADF No.1 or No.2 warning flag, indicates either a power failure or an unreliable VHF NAV signal. The display of the heading warning flag, indicates the selected compass signal is invalid. The DME indicator located above the RMI indicator, has a 300 nautical miles maximum search for all DME stations. With the DME warning flag in view, indicates electrical power has been lost and/or an invalid DME receiver.
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Horizontal Situation Indicator (as installed)

The Captains and First Officers HSI provides compass and VHF navigation information. Compass information is sent to the respective indicator directly from the respective compass controller. The associated compass controller computes information provided by the flux valves and directional gyros. Power to the Captains HSI major components is provided by the 115V AC standby bus. This is the power source for the No.1 vertical gyro, No.1 instrument transformer, and the No.1 compass system. The DC standby bus provides power for the No.1 VHF NAV and the No.1 glide slope. Power to the First Officers HSI major components is provided by the No.2 DC bus. This power supplies the 115V AC (unswitched) No.2 radio bus. Items on the unswitched radio bus are the No.2 compass system, No.2 instrument transformer, and the No.2 vertical gyro. The 28V AC (switched) radio bus powers the No.2 VHF NAV and the No.2 glide slope. (Oral Topic) Several warning flags have been provided to warn the pilots of system component failures. These warning flags are common subjects for oral examinations. The display of the HDG warning flag indicates the selected compass is invalid and/or electrical power failure. The display of the VOR LOC warning flag indicates the navigation signal
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is below the acceptable level. Possible areas of malfunctions may include NAV receiver failure and/or electrical power failure. The display of the GS warning flag indicates the glide slope signal is below acceptable levels. Possible areas of malfunctions may include glide slope receiver failure and/or electrical power failure. (Oral Topic) Occasionally during oral examinations, questions concerning the course deviation bar are asked. VOR deviation of 1 dot equals 50. LOC deviation of 1 dot equals 10. NAV deviation of 1 dot equals 2 nautical miles cross track deviation.
Vertical Speed Indicator (as installed)

The Captains and First Officers electric vertical speed indicators displays instantaneous VSI flight information, derived from the respective air data computer. Located on the electric vertical speed indicator is the OFF FLAG. This flag, when in view, indicates the air data computer altitude rate signal has been lost, and/or a electrical malfunction has occurred.
Vertical Speed Indicator (100/200 - as installed)

The Captains and First Officers pneumatic vertical speed indicators displays VSI flight information, derived from the respective pitot static system or as supplied from the alternate system (when selected).
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Speed Brake Do Not Arm Light

The amber speed brake do not arm light is located on the right side of the forward instrument panel. The illumination of this warning light indicates abnormal conditions and/or internal system test inputs to the automatic speedbrake system. An electrical fault within the system may also illuminate this amber warning light when conditions warrants. This light is deactivated when the speed brake lever is in the DOWN position.
Speed Brake Armed Light

The green SPEED BRAKE ARMED light is located directly below the amber speed brake do not armed light. The illumination of this light indicates valid automatic speedbrake system inputs. This light is deactivated when the speed lever is in the DOWN position. The valid input indicates no faults are detected within the ground speed brake electrical system.
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Speed Brake Test Switches

The speed brake test switches test the fault detection circuits of the automatic speedbrake system. This test is a maintenance function only.
Speedbrake and Spolier System

The primary purpose of the speedbrake and spoiler system is to supplement the ailerons for lateral control and to provide increased drag and lift reduction when the spoilers are used as speedbrakes. Speedbrakes consists of 4 flight spoilers and 4 ground spoilers. Speedbrake operation is controlled manually by the speedbrake lever or automatically by an electric actuator. The flight spoilers supplement the ailerons for lateral control. At 90 of control wheel movement, the spoiler system activates the flight spoiler up movement on the up aileron wing. Ground spoilers operate only on the ground to increased drag and to reduce lift. The automatic extension of all flight and ground spoilers occurs if the speed brake lever is in the ARMED position and both thrust levers are in idle. 60 kts of wheel spin-up on any two main wheels, causes the speed brake lever to automatically move to the UP position. Should the system not receive the wheel spin-up signal, the panels will
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still extend after the air-ground safety sensor changes to ground mode. This action occurs when the right main strut compresses. After touchdown, the panels will retract automatically if either thrust lever is advanced. On a rejected takeoff, the panels will extend after wheel spinup and after thrust reverser application.
System A hydraulics provide actuator power for the ground spoilers and flight spoiler No.3 and No.6. System B hydraulics provide actuator power for flight spoilers No.2 and No.7. The auto spoiler system may be inoperative provided the system is deactivated and that all operations are conducted in accordance with the AFM. Pilots must verify manual spoiler operation and advise dispatch of increases in landing field length. Consider landing technique of manual deployment of the spoilers prior to application of reverse thrust.
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Fuel Quantity Indication System

The fuel quantity indication system consists of two methods of determining fuel quantity. The primary method of determining fuel quantity is via the hollow coaxial cylindrical capacitors connected in parallel with compensator units. This electrical indicating method uses the capacitors with fuel acting as a dielectric. Changes in fuel levels alters the current through the capacitors, thus causing a change in the fuel indicator readings in the cockpit and at the fueling station. The compensators are used to for density changes. Each tank has 12 capacitors and 1 compensator. (Oral Topic) The secondary method of determining fuel quantity consists of five manual measuring sticks for each main tank. This mechanical method uses dripsticks that sense fuel height and requires MEL conversion charts to indicate the actual fuel quantities. This method of determining fuel quantity is used only for tanks No.1 and No.2. There are no dripsticks for the center tank. The procedure for dripstick measuring commences with the unlocking of the stick head and the lowering of the fiberglass tube. When the fuel enters into the hollow tube and starts flowing out of the bottom drip hole, the lowering of the stick is terminated. A marked reading on the outside of the calibrated tube is taken and compared to fuel charts located in the MEL book. The drip stick may be graduated in inches, gallons, or kilograms. Besure to note
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which markings are installed and that the dripstick reading point is taken on the inside wing plane. Use caution to ensure the red arrow on the bottom of the dripstick head is pointing away from all ground personnel. Beware of fueling with the No.2 dripstick extended to the desire fuel level mark. Fuel may begin flowing from the bottom drip hole prior to the fuel reaching the desired fuel tank level. For correct fuel readings, allow five minutes for fuel leveling before extending the dripsticks for measurements. (Oral Topic) The fuel quantity indicator indicates usable fuel in the respective tank. Accuracy of the fuel quantity indicator is within +/- 3% of full scale indication. The source of power for this indicator comes from the standby AC bus. One main tank fuel indicator may be inoperative for dispatch provided the respective tank is emptied and refilled with a known quantity of fuel. If this procedure can not be followed, then the dripstick method may be used following each refueling. Also, all boost pumps in the respective tank must be operational, the center tank indicator must operate normally, and the flight crew must periodically compute the fuel remaining via a precomputed flight plan or chart. The center tank fuel indicator may be inoperative for dispatch provided the center tank boost pumps operate normally.
Fuel Quantity Test Switch (Analog Indicators - as installed)

The fuel quantity test switch provides a system test of the fuel indicators and quantity indication system. Selecting the PRESS switch, drives the indicators downwards towards the zero mark. The total fuel indication will also change during this test procedure. Located on the fueling control panel is a second test switch. When testing this switch, the fuel indicator pointers will move upscale. As a general pilot technique, do not perform the system test while the aircraft is being fueled. This will prevent a premature termination of the automatic fueling process.
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Fuel Quantity Test Switch (Digital Indicators - as installed)

The fuel quantity test switch provides a system test of the fuel indicators and quantity indication system. Selecting the PRESS switch, illuminates all numbers and arcs, followed by the illumination of the maximum quantity for each tank. The system returns to normal fuel quantity indications. Whenever an error code of 2, 3, or 4 is displayed in the lower right corner of each gauge during the system testing. Should any other code be displayed, indicates a malfunction. Contact your maintenance control. Digital Error Codes: Error 0 Incapacitating error has occurred and the indicator can not compute fuel weight. Error 1 A compensator line has been shorted to a ground. Error 2 Plates of the compensator has been shorted or an excessive leak has developed at the compensator. Error 3 Compensator leakage. Error 4 Shorted line or the line has completely opened. Error 5 Plates on the tank has shorted or excessive leak has occured. Error 6 Tank leakage. Conductive contamination around tank probes. Error 7 DCTU data out of limits. Error 8 DCTU mechanical error. Error 9 Indicator failure. Error 10 Signal line failure.
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Engine Pressure Ratio (EPR)

The engine pressure ratio (EPR) indicator displays the ratio of turbine discharge pressure (Pt7) to compressor inlet pressure for any thrust lever setting, except for engine idle. The EPR indicator is used as the primary thrust setting reference. The engine exhaust pressure (Pt7) is sensed by six probes projecting into the exhaust system that provides an average exhaust pressure. The engine inlet pressure (Pt2) is sensed by a pitot probe mounted through the center of the nose dome. The probe is heated for anti-icing by engine bleed air that is present in the nose dome. System maintenance test connections are located on the bottom section of the forward engine area. The power source for the EPR indicators is from the respective 115V AC transfer bus. (Oral Topic) Three different warning flags have been provided to alert the crew of various system failures. The display of the warning flag over the digital readout indicates the loss of electrical power and/or instrument failure. The display of the warning flag over the EPR window indicates the failure of the transmitter. And, the display of the warning flag covering the lower digital window indicates failure of the PDC.
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EPR reference selector (bottom right corner of the indicator), commands automatic or manual selection of the EPR reference cursor. The reference cursor displays input signals from the PDC or manual inputs from the crew. The IN position of the selector commands automatic display from the PDC and the OUT position displays desired EPR values for reference only. The display of the letter "M" indicates manual operations. Both EPR indicators are required for dispatch, except one EPR reference selector cursor may be inoperative. Both digital counters may be inoperative for dispatch. Refer to your MEL.
N1 RPM Indicator
The N1 RPM display indicates low pressure compressor speed in percent of RPM for monitoring engine performance. This instrument is self powered, only the integral lighting of the tachometer requires system power. Some indicators require AC power from the standby bus for operations, refer to your operations manual for type installed. The actual location of the low pressure tachometer (N1) is on the front accessory drive pad behind the nose dome. The indicator dial has graduated display readings between zero and 110% RPM, with small readings graduated in 10 units for each 10 percent of change in speed indications. Only one N1 indicator may be inoperative for dispatch provided the respective engines N2 and fuel flow indicators are operating normally. The digital display portion of the indicator may be inoperative for dispatch. Refer to your MEL.
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Exhaust Gas Temperature

The exhaust gas temperature indicator has been provided for crew monitoring of the engines mechanical integrity of the engines turbines. The EGT indicator displays turbine gas temperature in degrees 0C, as sensed by eight thermocouples. The indicator requires 115V AC power, as provided by the standby bus. The eight thermocouples are arranged in a circular pattern in the engine exhaust. This provides an average exhaust gas temperature for cockpit display. The indicator dial has graduated display readings between zero and 8500C, with expanded readings between 5000 and 7000 for more accurate display indications. Both EGT indicators are required for dispatch. Except for EIS equipped aircraft, only the digital portion of the indicator may be inoperative for dispatch. Refer to your MEL.
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EGT Limitations
Condition Takeoff (5min) Max. Cont Gnd Start (+15C) Gnd Start (-15C) Gnd Start Flt Start JT8D-9 580C 540C 420C 350C n/a n/a JT8D-9A 590C 545C 420C 350C n/a n/a JT8D-15 620C 580C 550C n/a 550C 620C
N2 RPM Indicator
The N2 display indicates high pressure compressor speed in percent of RPM. This instrument is self powered, only the integral lighting of the tachometer requires system power. The actual location of the N2 tachometer is on the right side of the accessory drive case. The indicator dial has graduated display readings between zero and 110% RPM, with small readings graduated in 10 units for each 10 percent of change in speed indications. One N2 indicator may be inoperative for dispatch provided the respective engines N1 and fuel flow indicators are operating normally. An alternate starting procedure must also be used for starting the engine. This alternate starting procedure begins by starting the engine with the operative N2 first. Starting times and N1 values are noted and used to represent the inoperative indicators N2 RPM values for the movement of the start lever to the idle position. In addition, N1 RPM is noted for starter cutout purposes. Refer to your MEL for detailed procedures concerning starting and aborted start procedures with an inoperative N2 indicator.
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Fuel Flow Indicator

The fuel flow indicator displays fuel consumption rate in pounds per hour. The digital readout on the respective engines indicator reflects total fuel consumed for that engine. The electrical power for the indicator is provided by the 115V AC transfer bus. One fuel flow indicator may be inoperative for dispatch provided the associated N1, N2, and fuel quantity indicator is operating normally. Refer to your MEL.
Oil Pressure Indicator

The oil pressure Indicator displays engine oil pressure in PSI as measured within the engine oil distribution system. The oil system is pressuirzed by the engine driven pump oil pumps located within the accessory gear drive case. The oil pressure indicating system has been designed to sense oil pump output pressure on one side of an internal diaphragm. The other side of the diaphragm has ambient pressures. Electric power for the oil pressure indicator is received from the 28V AC transfer bus. Any power interruption will cause the indicator to display the last pressure sensed.
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Oil Temperature Indicator

The oil temperature indicator displays oil temperature as monitored within the oil distribution system. The temperature sensor is located at the outlet from the oil cooler. The temperature sensor is of a resistance type temperature bulb design that has direct contact with the oil. The oil temperature indicator is of a resistance ratiometer design. Electric power for the oil temperature indicator is received from the 28V AC transfer bus.
Oil Quantity Indicator

The oil quantity indicator provides a visual indication of usable oil contained in each oil tank. The indicator dial has graduated display readings that indicates amounts in gallons. When the indicator displays an amount indicating zero, approximately 1.3 gallons remain within the oil lubrication system. Minimum oil quantity for dispatch is 2.5 gallons or 50% (refer to your company operations manual). Oil quantity indication may be inaccurate if the engine has been shut down more than 30 minutes. (Oral Topic) The No. 2 oil tank capacity is approximately .5 gallon less than the No. 1 oil tank. This is due to the dihedral of the wing and interchangeable engines. The No. 1 oil filter port is higher than the No. 2 oil filter port.
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The oil quantity sensing unit is of a capacitance type design and is located within the oil tank. Electric power for the oil pressure indicators is received from the respective 115V AC transfer bus.
Oil Test Switch

The oil test switch has been provided to test the oil quantity indicator pointer and indicator. Selecting the test switch, drives the oil quantity pointers towards the zero level marking. This action is accomplished by connecting the area of the oil quantity sensing unit to a ground, thus simulating an empty tank. Releasing the switch, the indicator pointer returns to the previous display.
Reverser Unlock Light

The illumination of the amber REVERSER UNLOCK light indicates the thrust reverser door is not stowed and/or in the locked position. Refer to thrust reverser section of this guide for further information. One reverser unlock light may be inoperative for dispatch provided the thrust reverser has been visually verified to be in the closed position. Visually verified refers to the inspecting of the overcenter links and guide carriage for actual position. Refer to your MEL .
Start Valve Open Light

The illumination of the amber START VALVE OPEN light indicates the starter valve is open and air is being supplied to the starter motor. If the engine starter does not cutout by 40% N2, or if the START VALVE OPEN light illuminates ground operations, crew action is to place the engine start switch to the OFF position. If the light remains illuminated, then the start lever should be selected to CUTOFF, the isolation valve should be positioned to CLOSE, and the respective bleed switch should be placed to the OFF position. For inflight operations, the illumination of the start valve open light may require the engine to be secured. These actions will isolate bleed pressure from the engine start valve and prevent possible damage to the starter motor. Refer to your airline company procedures for details.
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The START VALVE OPEN light may be inoperative for dispatch provided the start valve arming system operates normally. Normal starting procedures should be followed. Verification of the opening and closing of the start valve is observed using the duct pressure indicator. Refer to your MEL for procedures.
Low Oil Pressure Light

The illumination of the amber LOW OIL PRESSURE light indicates engine oil pressure is below 35 psi. It is essential that a cross-check of other engine instruments be accomplished prior to crew action. With engine oil pressure in the yellow band, the thrust lever should be retarded. The engine can be operated at a reduced power setting. With engine oil pressure at or below the red radial markings, securing the engine should be considered. Refer to your operations manual for details. The sensor for the LOW OIL PRESSURE light is down stream of the oil pressure transmitter on the left side of the accessory drive case. The low oil pressure sensor senses oil supply pressure. The electrical power source for the oil pressure indicating circuit is supplied from the respective 28V DC transfer bus. One LOW OIL PRESSURE light may be inoperative for dispatch provided the respective engines oil quantity, oil temperature, and oil pressure indicators operate normally. Refer to your MEL with reference to thrust reverser operating notes.
Oil Filter Bypass Light

The illumination of the amber OIL FILTER BYPASS light indicates an impending bypass of the main oil filter. The impending bypass refers to the design of the oil filter differential pressure switch that senses filter inlet and outlet pressures. When the filter begins to block, the differential pressures increases, the switch produces a ground and the light illuminates.
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During cold weather operations, the OIL FILTER BYPASS light may remain illuminated after starting the engines. As the oil begins to warm, the bypass light extinguishes itself. Normal oil warming occurs within five minutes of engine starting. If the light remains illuminated after this time, consider securing the engine. The illumination of the OIL FILTER BYPASS light during noncritical flight operations may require the engine to be operated at a reduced thrust setting. Just enough thrust should be used to keep the light extinguished. If the light remains illuminated, the engine may require to be secured.
Yaw Damper Indicator

The yaw damper Indicator is located on the center instrument panel, just above the engine instruments. The indicator displays yaw damper movement of the rudder. Pilot rudder pedal movements are not displayed. The yaw damper system has been designed to prevent unwanted dutch roll. The yaw damper system receives yaw signals from the rate gyros and sends those signals to the yaw damper coupler. All of this information is then sent to the rudder power control unit that moves the rudder for yaw control. No cockpit rudder pedal movement can be felt due to yaw damper motion.
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(Oral Topic) During yaw damper operations, airspeed signals from the air data computer will decrease the amount of yaw damper movement (deflection) as the aircraft airspeed increases. The yaw damper may be inoperative for dispatch provided the yaw damper switch remains OFF. Aircraft with the SP-77 autopilot, the flight manual limitation that restricts the use of the autopilot (except for pitch mode) to 30,000 feet or below applies. Refer to your MEL.
Flap Position Indicator

The flap position indicator is located on the forward center instrument panel. The flap indicator displays the angular position of the left and right trailing edge flaps. The flap indicator receives position information from two transmitters mounted on the outboard flap torque tube in each wing. Electrical power source for the indicating system is supplied from the No.2 28V AC transfer bus. (Oral Topic) The secondary function of the flap position indication system is to provide trailing edge flaps asymmetry protection. The basic concept of asymmetric protection is to stop hydraulic operation of the trailing edge flaps when a significant difference exists between the position of the left and right trailing edge flaps. Refer to asymmetric flap protection section for additional information.
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Anti-skid System
The anti-skid system is designed to provide maximum and effective braking for any runway condition without skidding. Each main wheel has been provided with individual transducers which signal wheel speed information to the anti-skid control unit. The anti-skid control Unit then electronically regulates the anti-skid valves to control braking pressure with regards to wheel deceleration speed. (Oral Topic) The anti-skid system provides anti-skid protection, locked wheel protection, touchdown protection, and hydroplane protection. The anti-skid system controls the amount of hydraulic pressure that is applied for manual braking and/or autobraking. Power source for the outboard anti-skid system is supplied from the No.1 transfer bus and the power source for the inboard anti-skid system is supplied from the No.1 transfer bus. Thence, when operating on standby power only, the anti-skid systems will be inoperative. The air-ground sensors (located on the right main landing gear), supplies control logic for the anti-skid system. This control logic provides brake release for touchdown protection and allows normal anti-skid brake pressure after wheel spinup.
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The anti-skid system continuously monitors itself and checks for: 1. Transducer: open or short. 2. Normal valve: open circuit. 3. Power loss or control switch position. 4. Failure in the control unit (normal system). 5. Differences between parking brake valve and/or switch inequity. 6. Park brake set in air.
Anti-skid Inop Lights

The illumination of the respective amber anti-skid inop light indicates a system fault has been detected within the associated anti-skid monitoring system. The illumination of both anti-skid lights at the same time indicates a disagreement between the parking brake lever position and the parking brake shutoff valve position.
Anti-skid Control Switch

The anti-skid control panel has incorporated two anti-skid control switches. The left switch controls the inboard anti-skid and the right switch controls the outboard anti-skid. The two position switch, ON/ OFF, controls the electrical power supplied to the respective anti-skid control unit. Selection of the OFF position, illuminates the associated anti-skid inop light. The anti-skid system(s) may be inoperative for dispatch provided all operations are conducted in compliance with the AFM. If only one system is inoperative, the operative system should be selected ON to provide antiskid protection. The anti-skid control switch(es) must be selected OFF to ensure full manual braking capability on the inoperative system. With anti-skid inoperative, payload considerations should be reviewed, since takeoff & landing runway length limitations may be a factor. In addition, speedbrakes must be manually extended since automatic extension of the speedbrakes may not occur. Refer to your MEL for details
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Autobrake System
The autobrake system is designed to provide smooth, consistent, and immediate brake application on touchdown. This automatic brake action requires both antiskid systems to be ON and operational. The autobrake system applies hydraulic pressure to all brakes to slow the airplane at the rate selected. The antiskid system maintains priority over the autobrake at all times to protect against skid or locked wheels. Autobraking is initiated when both thrust levers are retarded; at least one wheel speed on each side of the airplane is greater than 60 kts, and the average wheel speed is greater than 70 kts. The first stage of initial brake pressure of 200 psi, is followed by a positive pressure rate of 100 psi/second for 15 seconds. A second rate proportional to the deceleration selected, achieves the selected deceleration within 3 seconds. (Oral Topic) Arming of the autobrake system occurs when: 1. Air-ground safety sensor is in the flight mode. 2. Anti-skid switches are selected ON. 3. Autobrake selector positioned to rate level.
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(Oral Topic) Activation of autobrake pressure occurs when: 1. Thrust levers are retarded to idle. 2. Main wheel spin-up. (Oral Topic) Termination of autobraking occurs when: 1. Movement of the spoiler handle to down detent. 2. Application of both brake pedals. 3. Selection of the autobrake select switch to OFF.
Autobrake Select Switch

The autobrake select switch is used to select the level of desired braking. The knob-switch must be pulled out to select the MAX position of deceleration. The autobrake system may be inoperative for dispatch provided the system is deactivated. Refer to your MEL.
Autobrake Inop Light

The illumination of the amber autobrake INOP light indicates a malfunction exists in the autobrake system.
Autobrake Selection Criteria

MIN Autobrake position MIN, provides a nominal deceleration rate that provides light manual braking at 80 kts. Autobrake position MED, provides moderate deceleration rates. This is normally used during wet/icy runways, slippery runways, and/or limited landing runways distances. Autobrake position MAX, provides the maximum deceleration rate for minimum stop distance.
MED
MAX
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Braking Action Reports
Braking action reports may be given in two formats as listed below. The MU report equals the standard report as shown. BRAKING ACTIONS Good Fair Poor NIL MU REPORTS .35 or greater .26 to .34 .18 to .25 .15 or less
Landing Gear Indicator Light

(Oral Topic) The landing gear indication system has been designed with three red indicator lights, three green indicator lights, and an aural warning horn. The system provides the flight crew with visual and aural warnings of various landing gear conditions. The illumination of any red indicator light indicates the landing gear is in transit and/or the landing gear lever and the landing gear do not agree. The red lights also provide visual warnings when the aircraft is in a possible landing configuration and the landing gear is not extended and locked. In conjunction with the red visual warning, an aural warning can be heard when the aircraft is in the landing condition and any gear is not extended and locked.
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The illumination of any green indicator light indicates the respective gear is extended and locked. The landing gear warning horn is deactivated when all landing gears are extended and locked. Electrical power is supplied from the 28V DC battery bus. The landing gear indication system has been designed with proximity switch-type sensors. There are two downlock sensors for each main gear, that provides gear downlock indications. The sensors are known as the primary and secondary. They are located on the outboard side of each main gear strut. The primary sensor provides signals for the gear indicating light system and the secondary provides signals for the gear aural warning system. The uplock sensor signals are supplied by one proximity switch-type sensor. The uplock sensor is located on the side of the uplock hook of each main gear. The nose gear uses separate down and lock sensors. The two nose gear sensors are located on the lock brace unit. Either of the two systems (visual or aural), may be inoperative for dispatch, provided the center panel visual indications operate normally. Refer to your MEL.
Landing Gear Warning Horn

(Oral Topic) The landing gear warning horn has been provided to give aural warnings when the aircraft is in the landing configuration and any gear is not extended and locked. The horn is activated by thrust lever and flap positions. The landing gear warning horn will sound steady whenever the following conditions exists. 1. Flaps are located at positions 1 through 10, the horn will sound when either or both thrust levers are retarded to the idle position. The horn can be silenced with the landing gear horn reset switch. Flaps are located at positions 15 or 25, the horn will sound when either, but NOT both thrust levers are retarded to the idle position. The horn can be silenced with the landing gear horn reset switch. The horn CANNOT be silenced when BOTH engines operating less than 1.6 EPR.
2.
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3. Flaps are located at positions 30 or 40, the horn will sound regardless of thrust lever position or engine EPR settings. The horn cannot be silenced by any means.
The aural gear warning horn is located forward of the control stand, below the firsts officers instrument panel. The horn will not sound when the trailing edge flaps are in the up retraced position (up position.) Electrical power is provided by the 28VDC battery bus system.
Takeoff Configuration Warning Horn

(Oral Topic) The takeoff warning horn has been provided to give the flight crew an aural warning of possible unsafe configurations that may exist. The system is armed when the aircraft is on the ground and either engine has accelerated towards the takeoff power levels. The warning horn provides an intermittent warning and can only be cancelled when the unsafe configuration has been rectified. The warning horn is located forward of the control stand, below the firsts officers instrument panel. The following items will sound the intermittent takeoff warning horn. Speedbrake is not in the down position. Trailing edge flaps are not in positions 1 through 25. Stabilizer trim is not in the green band area. Leading edge devices are not in the proper position for takeoff.
Note: A simple way to remember these items, is the use of a mental recall checklist of spoilers, flaps, and trim. These are the configuration items that can ruin your day if they are not properly set.
Landing Gear Lever

Landing gear operation is accomplished by using hydraulic pressure provided by System A. The landing gear lever controls the a selector valve, that allows System A pressure to the landing gear actuators for extension and/or retraction. The selection of the gear handle to the UP position, mechanically operates the selector valve (via a cable system), allowing hydraulic pressure to enter the up lines for retraction. The selection of the gear handle to the DOWN position, mechanically operates the selector valve (via a cable system), allowing hydraulic pressure to enter the down lines for extension. The OFF position, blocks hy
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draulic pressure at the selector valve. The OFF position is the normal cruise position with the gear retracted. (Oral/Simulator Topic) To prevent possible retraction of the landing gear while on the ground, a solenoid operated latch has been provided. The solenoid latch operates with the air-sensing proximity sensor. When the aircraft is on the ground, the air sensor de-energizes the solenoid and moves a latch into a position that prevents the physical movement of the landing gear handle to the UP position. The failure of the air/ground sensor, is a common simulator fault that may occur during simulator training. This problem may occur shortly after departure and is indicated by the failure of the landing gear handle movement to the UP position. The checklist refers to two situations for gear handle movement failure. Situation No.1: Landing Gear Solenoid Failure With the landing gear down, flaps retracted, and the takeoff warning horn is silent: condition indicates the landing gear solenoid had failed. Procedures call for the selection of the landing gear override trigger and the movement of the gear handle to the UP and OFF positions. Reference the landing gear override trigger description section. Refer to your AFM for details. Situation No.2: Air/ground Sensor Failure With the landing gear down, flaps retracted, and the takeoff warning horn is sounding: condition indicates the air/ground sensor has failed. Procedures call for the pulling of the fanding gear AIR-GRD relay circuit breaker and landing at the nearest suitable airport. The reason for an early landing, is that other aircraft systems may also be affected by this failure. Those systems include pressurization, electrical standby power transfer, and standby hydraulic power activation to name a few. Refer to your AFM for details.
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Landing Gear Override Trigger
The purpose of the override trigger is to allow the landing gear to be raised, bypassing the solenoid lock. The solenoid lock has been provided prevent possible retraction of the landing gear while on the ground. The solenoid latch operates with the air-sensing proximity sensor. When the aircraft is on the ground, the air sensor de-energizes the solenoid and moves a latch into a position that prevents the physical movement of the landing gear handle to the UP position.
Manual Gear Extension Handles

The manual gear extension system has been designed to provide the capability to lower the landing gear when hydraulic system pressure is not available. These manual procedures should also be used whenever the landing gear lever is placed to the DOWN position and the green gear light(s) do not illuminate. The system comprises of three manual control handles (one for each landing gear), that operates a series of cables and drums that will release the respective gear from the up and locked position when pulled. The handles are located on the center flight deck floor, under a small access door.
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Prior to operating the manual extension system, the landing gear control lever should be selected to the OFF position to prevent possible hydraulic locks during the manual extension process. The OFF position, also removes hydraulic pressure from the landing gear actuators. A single pull of the control handle, approximately 18 inches in length (45 lbs of hand pressure) for the main gear and 8 inches in length (25 lbs of hand pressure) for the nose gear, will release the associated landing gear. The gear will free-fall into the locked position, and thus illuminating the respective green landing gear indicator light. After the illumination of all indicator lights, the landing gear lever should then be selected to the DOWN position. Should any green indicator light fail to illuminate, the use of the gear down lock viewers will be required to verify the proper alignment of the mechanical downlock indicator markings. Warning, do not hold the manual extension handles during normal hydraulic operation of the landing gear.
Main Gear Downlock Viewer

The main gear downlock viewer provides the means for inflight visual inspection of the main gear downlock indicators when the normal light indicating system is inoperative. The downlock viewer is located in the floor near aisleway of the main cabin, at approximately the 3rd passenger window aft of the overwing emergency exit door. Mirrors are
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aligned with cutouts in the viewer tube, and are arranged so that the main landing gear downlock indicators are centered in the field of vision of each mirror. When a main gear is down and locked, the red paint stripes on the lower side strut will align with the red paint stripe on the lower downlock link.
The wheel well light switch (inspection flood lights - main gear), must be on to illuminate the area for inspection. The inspection flood lights may be inoperative for dispatch during day operations only. For other types of operations, the lights may be inoperative provided a landing gear indicating system other than the viewer system and independent of the center panel indicating system has been installed. Refer to your MEL.
Nose Gear Downlock Viewer

The nose gear downlock viewer provides the means for inflight visual inspection of the nose gear downlock indicators when the normal light indicating system is inoperative. The nose gear viewer window and cover are located in the flight deck floor. Two red arrows are painted on the lock strut, one on the lock link and one on the lock brace. Down and locked indications are shown when the red stripes are aligned. The wheel well light must be on to illuminate the area for inspection.
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Total Air Temperature Indicator (as installed)

The digital Total Air Temperature indicator displays temperature data received from the TAT computer via a single exterior TAT probe. The TAT probe is located on the left forward fuselage. Temperature values from -60 C0 to +60 C0 can be displayed from the indicator. TAT temperature values are valid only during inflight operations.
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(Oral Topic) The definition of Total Air Temperature (TAT), is outside air temperature PLUS all the ram rise. During ground operations, TAT values are approximately the outside air temperature when the pitot heat switch is selected OFF. The total air temperature indicator may be inoperative for dispatch provided an alternate means of determining temperature is available. Alternate means of temperature may include temperature as displayed by the PDCS, SAT, or RAT. Refer to your MEL.
Total Air Temperature Indicator

The total air temperature indicator displays temperature received directly from the single exterior TAT probe. The TAT probe is located on the left forward fuselage. Temperature values from -70 C0 to +50 C0 can be displayed from the indicator. TAT temperature values are valid only during inflight operations. The total air temperature indicator may be inoperative for dispatch provided an alternate means of determining temperature is available. Alternate means of temperature may include temperature as displayed by the PDCS, SAT, or RAT. Refer to your MEL.
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Air Temperature/True Airspeed Indicator (as installed)
The temperature and airspeed indicator provides selectable displays of total air temperature (TAT), static air temperature (SAT), and true airspeed (TAS). TAT temperature values are valid only during inflight operations, however, outside air temperatures (OAT) can be indicated during ground operations with the pitot heat switches OFF. All temperature and airspeed values are received from the No.1 ADC. A selector push button has been provided to select in sequence TAT, SAT, or TAS displays. As the value is presented in the center of the indicator, an annunciation of the TAT, SAT, or TAS is illuminated above it. The digital displays are presented in 0C for TAT and SAT. True airspeed values are presented in knots. The total air temperature system uses a single temperature probe, which is located on the left forward fuselage. The TAT probe has been designed with three internal sensing elements, providing temperature data to each ADC. TAT data from the No.1 ADC is provided to the FMC, both IRSs, FCC A, and the autothrottle system. TAT data from the No.2 ADC is provided to the FMC, both IRSs, FCC B, and the autothrottle system The total air temperature indicator may be inoperative for dispatch provided an alternate means of determining temperature is available. Refer to your MEL.
TAT-MAX EPR Indicator (as installed)

The true air temperature and maximum EPR indicator displays TAT temperatures, maximum EPR values for selected flight modes, and annunciates the flight mode selected. TAT temperatures displayed reflects ambient air temperature that has been corrected for compression heating (ram rise). TAT temperature values are valid only during inflight operations. A warning flag has been provided to give visual warnings of TAT signal failures.
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The maximum EPR portion of the indicator provides a continuous display of maximum allowable EPR for the flight mode selected. Data from the TAT probe and from the ADC are used to determined the correct EPR value displayed. The values are also automatically adjusted for the use of engine bleed air. A warning flag has been provided to give visual warnings of internal system and/or electronic failures. The EPR flight mode selector is located on the lower right corner of the indicator and provides the means to select the appropraite maximum EPR for the current flight conditions. Four modes of EPR display are available for selection. They consist of GA (maximum go-around), CONT (maximum continuous), CLIMB (maximum climb) and CRZ (maximum cruise). Pressing the selector knob, provides the means to test the system and drives the TAT and MAX EPR displays to a preset value.
Hydraulic Brake Pressure Indicator

The hydraulic brake pressure indicator is located on the First Officers flight instrument panel. A secondary brake pressure indicator is also located in the wheel well area. The indicator displays System A and System B brake pressures. Pressure indications are sensed from the precharge side of the brake accumulator. Nominal pressures of 3000 psi are normally displayed, maximum limits of 3500 psi are indicated by the shaded band. Accumulator precharge pressures are shown as 1000 psi.
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(Oral Topic) Displays of zero pressure, indicates the precharge has been lost. Loosing the nitrogen precharge will have no affect on normal braking, as long as normal hydraulic pressures are maintained.
The brake system receives hydraulic pressure from two independent hydraulic sources. System A pressure is provided to the inboard brakes and System B pressure to the outboard brakes. A brake accumulator has beem provided for each brake system. The brake accumulator has several functions. The accumulator stores hydraulic pressure for brakes operations, maintains instantaneous flow of fluid to the brakes, and dampens pressure fluctuations. (Oral Topic) With the lost of normal system pressures, accumulator braking provides approximately 5 to 6 applications of emergency braking. The accumulator is precharged with nitrogen or compressed dry air to 1000 psi.
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Brake pressure is controlled by the anti-skid system. Automatic braking is provided during gear retraction to the main gear wheels. Nose wheel stopping (during gear retraction), is accomplished by brake snubbers located in the top of the nose wheel area. Either of the two brake pressure sensing units (A or B), may be inoperative for dispatch provided that both wheel well brake pressure indicators operate normally. These wheel well indicators must also be visually checked prior to each departure. Refer to MEL.
Hydraulic System Pressure Indicator

The hydraulic system pressure indicator is located on the First Officers flight instrument panel, just below the brake pressure indicator. The pressure indicator displays System A and System B hydraulic pressures. Each hydraulic system is incorporated with two separate sensing units. This design provides backup pressure indications should either sensor and/or indicator failure. The system pressure indicator sensor is located downstream of the pumps and check valves, prior to the using units. The low pressure caution lights sensors are located in the pump output lines. Nominal pressures of 3000 psi are normally displayed, maximum limits of 3500 psi are indicated by the shaded band. Selection of the associated system pumps to the OFF positions, will cause the respective pointer to display zero pressure.
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The hydraulic pressure indicator (A and B), may be inoperative for dispatch provided system pressure can be verified from the brake pressure indicator prior to each flight and all hydraulic low pressure lights must operate normally. Refer to your MEL.
Hydraulic System B Low Quantity Light

(Oral Topic) The amber hydraulic system B LOW QUANTITY light is located on the First Officers flight instrument panel. The illumination of the caution light indicates hydraulic fluid level is low. (Oral Topic) System A and System B reservoirs are located in the main wheel well and are interconnected by fluid balance lines. To demonstrate the design concept of the hydraulic balance line, imagine the illumination of the B LOW QUANTITY light. This indicates System B hydraulic fluid has been reduced to approximately .65 gallons. Now, observe System A quantity indicator. System A quantity level displays approximately 1.84 gallons, indicating the fluid level inside System A reservoir has also been reduced. This reduction of fluid terminates at the top of the fluid balance line standpipe, thus preventing any further reduction in fluid from System A to System B reservoir.
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Hydraulic System A Quantity Indicator

The System quantity indicator is located on the First Officers flight instrument panel. A remote quantity indicator is located at the hydraulic reservoir within the wheel well. The indicator displays hydraulic quantity within the reservoir. With System A full, the indicator displays 3.5 US gallons. With the indicator pointer at the RF (refill) mark, indicates the reservoir contains 2.4 US gallons. System A quantity indicator may be inoperative for dispatch provided hydraulic quantities are checked prior to departure and System A pressure indicator operates normally. System B and the standby hydraulic system low quantity lights must also operate normally. Refer to your MEL. (Oral Topic) There are no hydraulic quantity indicators for System B. System A and System B reservoirs are located in the main wheel well and are interconnected by fluid balance lines. By the design of the hydraulic system, System B reservoir should always be full. With a decrease of hydraulic fluid in System B, System A quantity indicator should show the decrease. Refer to the hydraulic system low quantity lights section for further information.
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Nose Wheel Steering

Nose wheel steering is provided for aircraft directional control during ground operations. Nose wheel steering uses Hydraulic System A pressure through the landing gear down line. Normal steering is accomplished by either the steering control wheel or the rudder pedals. Both are mechanically connected to the nose gear steering valve by cables. The steering valves directs 3000 psi of hydraulic fluid to the nose gear steering cylinders. This action turns the steerable portion of the landing gear. The steering control wheel (Captains side panel), can turn the nose wheel 780 from center and the rudder pedals at full deflection can turn the nose wheel 70 from center. The wheel turn of 950 provides control for the maximum steering angle of 780. Rudder pedal steering becomes inactive as the nose gear strut extends.
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GPWS Inoperative Light

The illumination of the amber GPWS INOP light indicates the loss of electrical power and/or invalid inputs from the VHF NAV, ADC, or radio altimeter are being received. In case of GPWS malfunctions, it is recommended not to deactivate the GPWS by pulling the respective circuit breaker or the use of the flap/gear inhibit switch. Only use those methods of deactivation when approved procedures required it. The GPWS system may be inoperative for dispatch provided alternate procedures are followed and repairs to the system are made within 3 flight days. Pilots should maintain the MEA along all published airways and operate above the minimum IFR altitudes when off the airways. Refer to your MEL.
GPWS System Test Switch

The GPWS system has been designed with an internal self-test feature that performs the self-test when the SYS TEST switch-button is selected. Upon pressing the button, the GPWS, BELOW G/S, and the INOP lights will illuminate. The aural warnings of the GPWS system (GLIDE SLOPE - WHOOP WHOOP PULL UP) will also sound, indicating proper operation. The GPWS test system has been designed so the test feature is deactivated between 50 and 1000 feet radio altitude, anytime the landing flaps are selected, and when the aircraft is airborne.
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GPWS Flap/Gear Inhibit Switch
The guarded flap/gear inhibit switch has two modes of operation available, NORMAL and INHIBIT. During daily operations, the switch is placed in the NORMAL guarded-position, thus providing flap and landing gear position logic for GPWS Modes 2, 3 and 4. The lifting of the protective guard and the selection of the switch to the INHIBIT position, cancels warnings and alerts caused by the flaps not being in a landing position. The INHIBIT feature also cancels warnings as they relate to the position of the landing gear. This INHIBIT feature for the landing gear warnings is only used during partial and/or gear up landing procedures.
Ground Proximity Warning System (as installed)

(Oral Topic) There are several different models of GPWS systems available for the B737. The following discussion reviews the Mark II GPWS system and has been provided as an introduction to the concept of the GPWS system. Some examiners may ask general questions with regards to the basic modes of operation and the respective warnings provided. Refer to your AFM for detailed information concerning the model installed in your aircraft. The Mark II ground proximity warning system has been designed to provide the flight deck crew visual and aural warnings of unsafe flight conditions and/or configurations. The GPWS system has five modes of operations available between radio altitudes of 50 and 2450. The GPWS computer receives data inputs from the radio altimeter, barometric altitude, No.1 ADC, Captains glide slope, and gear/flaps positions. The loss of any data input to the GPWS computer, will only affect the mode of warning using that information. The five modes of operations of the GPWS system are: Mode 1 Excessive descent rate. Mode 2 Excessive terrain closure rate. Mode 3 Altitude loss after takeoff or go-around. Mode 4 Unsafe terrain clearance - not in landing configuration. Mode 5 Excessive deviation below glide slope.
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Mode 1: Excessive Descent Rate: Provides aural and visual warnings for excessive descent rate to terrain (aircraft configuration not a factor). The two aural warnings are announced based on the ratio of descent rate and radio altitude. The initial warning of SINK RATE is given, followed by WHOOP WHOOP PULL UP if the condition worsens. Visual alert warnings are provided by the illumination of the red PULL-UP lights (located on the forward flight instrument panel). Mode 2: Excessive Terrain Closure Rate: Provides aural and visual warnings for excessive terrain closure rate. The initial warning of TERRAIN - TERRAIN is given, followed by WHOOP WHOOP PULL UP if the condition worsens. Visual alert warnings are provided by the illumination of the red PULL-UP light (located on the forward flight instrument panel). Mode 3 Altitude Loss after Takeoff or Go-around: Provides aural and visual warnings for excessive altitude loss after takeoff or goaround. This mode is automatically activated between 50 - 700 radio altitude and when the flaps or landing gear are retracted. The aural warning of DONT SINK is given and the visual alert warnings are provided by the illumination of the red PULL-UP lights (located on the forward flight instrument panel). Mode 4 Unsafe Terrain Clearance - Not in Landing Configuration: Provides aural and visual warnings for unsafe terrain clearance with reference to airspeed, landing gear, and/or flap configurations. The warning of TOO LOW GEAR - TOO LOW GEAR is given when the aircraft is below 500 radio altitude and 181 kts and the landing gear is not down. The warning of TOO LOW TERRAIN is given when the aircraft is below 1000 radio altitude and 235 kts, with the landing gear and/or flaps are not in the landing configuration. The warning of TOO LOW FLAPS is given when the aircraft is below 200 radio altitude and 149 kts, with the landing gear and flaps are not in the landing configuration. Visual alert warnings are provided by the illumination of the red PULL-UP lights (located on the forward flight instrument panel). Mode 5 Excessive Deviation below Glide Slope: Provides aural and visual warnings for excessive deviation of 1.3 dots below the glide slope. The initial soft warning of GLIDE SLOPE - GLIDE SLOPE is given when the aircraft is below 1000 radio altitude and 1.3 dots of deviation. This soft warning increases in amplitude to a loud warning
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should the aircraft reach 2 dots of deviation and a radio altitude of less than 300. This mode is automatically armed when valid signals are received from the Captains G/S receiver and with radio altitudes below 1000. Mode 5 can be cancelled or inhibited by pressing the BELOW G/ S warning light only when in the soft range of alert. Visual alert warnings are provided by the illumination of the red BELOW G/S lights (located on the forward flight instrument panel).
Center Console Horizontal Stabilizer Trim Control System

The controls for the horizontal stabilizer trim control system are located on the center console and on the control column wheel. The purpose of the stabilizer trim system is to provide longitudinal trim of the aircraft by varying the angle of attack of the horizontal stabilizer. The trim system consists of the stabilizer connected to a jackscrew mechanical device. The jackscrew is controlled by two electric 115V AC actuators and manual control cables. The maximum travel limit of the stabilizer is approximately 17 units of trim.
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The control of the stabilizer trim system is by the main electric actuator, via the thumb trim switches located on the control wheels. The autopilot actuator is controlled by the pitch channels and the speed trim system. As a backup source of control , manual cables have been provided, via the manual trim wheel (located on the center console control stand). The system has been designed with trim cutout switches, that provides the means of removing all electrical power from either control actuator. The stabilizers main electric trim actuator is a two speed motor. Trim speed control is automatically determined by the position of the trailing edge flaps. The motor operates at low speed whenever the flaps are retracted and at high speed whenever the flaps are extended to any position. There is a maintenance limitation of actuator operation of 2 minutes ON and 13 minutes OFF for possible overheating problems. This information is important to remember during runaway trim conditions. Over-trimming by pilots in the opposite direction may occur during this non-normal condition. Over-trimming has the potential to cause additional overheat and/or stalled problems to occur. Thence, complicating the problems already existing.
Stabilizer Trim Band Range

The stabilizer trim band range has been designed to provide a visual reference of stabilizer position in trim units. The green takeoff reference band displays units of stabilizer trim that can be used for takeoffs. Trim positions outside this green band range during takeoffs, will cause the aural takeoff warning horn to sound.
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Stabilizer Trim Wheel
The stabilizer trim wheel is located on either side of the center console control stand. The wheel rotates anytime the stabilizer is in motion. Manual trimming of the stabilizer is accomplished by rotating the trim wheel in the desired direction, causing a chain assembly to move cables connecting the aft assembly of the stabilizers jackscrew gearbox cable drum. Manual operation of the trim wheel, will cause the disengagement of both electric actuators.
Stabilizer Trim Cutout Switches

The stabilizer trim cutout switches provides the means of removing all electrical power from stabilizers electric actuators. Electrical power for the stabilizer trim actuators is supplied from the No.2 115V AC transfer bus and the No.2 28V DC bus.
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Speed Brake Lever
The speed brake lever is located on the left side of the center console control stand. The speed brake lever has four positions available. The DOWN detent position, positions all flight and ground spoiler panels to the flared position. The ARMED position, arms the automatic speedbrake system. Upon touchdown, the speedbrake handle moves to the UP position, and all flight and ground spoilers extend. The FLIGHT DETENT position, extends all flight spoilers to their maximum position for inflight use. The UP position, extends all flight and ground spoilers to their maximum position for ground use. Movement of the speedbrake lever, actuates the control assembly to all the spoiler panels as speedbrakes. Cables run aft to the spoiler mixer and ratio changer in the right main gear wheel well. The spoiler panels are positioned to any position between 00 - 400. The speedbrake system has been designed with a device called the "speedbrake lever no-back brake". This device prevents the speedbrake lever from being repositioned by vibration or from cable feedback movement.
Parking Brake Lever

The park brake lever provides the means of setting the parking brake. This can be accomplished from either the Captain's or First Officer's rudder pedals by depressing the brake pedals fully and pulling the brake
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lever on the control stand. To release the parking brake, the Captain's or First Officer's brake pedals need only be applied, causing the brake bell cranks to disengage. The parking brake shutoff valve is installed in the return line brake line, between the four anti-skid control valves. The purpose of the brake shutoff valve is to prevent pressure bleed-off after the initial application of brake pressure. The battery switch must be selected ON prior to setting the parking brake. Electric power for the brake valve operation is provided by 28V DC power from the battery bus.
Autothrottle Disengage Switches

The autothrottle disengage switches-buttons are located on the outside portion of both thrust lever handles. The selection of either switch, will automatically disengage the autothrottle. The disengagement of the A/T will cause the illumination of the red disengagement lights (light flashes intermediately) and the automatic movement A/T arm switch to the OFF position. Selecting the disengage switch-button a second time, extinguishes both A/T disengagement caution lights.
Takeoff/Go-Around Switches
The F/D takeoff mode and autothrottle system activation are initiated by the selection of the TO/GA button. The F/D mode directs the command bars for 100 nose-down and wings level. At approximately 60 kts, the command bars moves to 150 nose-up. After wheels up, the command bars provide guidance to maintain pitch that will achieve MCP speed plus 20 kts. During the takeoff roll and initial climb, F/D commands wings level. Normally at 400, takeoff mode is terminated and LVL CHG is selected. Another function of the TO/GA button is the activation of autothrottle system. The selection of the TO/GA button during takeoff, initiates thrust lever movement. The annunciator panels will reflect a change of A/T status from ARM to EPR. The A/T system will automatically set takeoff thrust by 60 kts. The annunciator panel will indicate A/T status of THR HOLD by 64 kts. Once THR HOLD has been obtained, only manual changes by the flight crew can be made to the thrust levers. The THR HOLD function will be maintained until 400 RA (approximately 18 seconds after takeoff).
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During the execution of a go-around, the selection of the TO/GA button will initiate the go-around mode of the autothrottles. The thrust levers will advance to a REDUCED go-around thrust setting. This provides a climb rate of approximately 1000 to 2000 fpm. The flight mode annunciator panel will display GA for A/T. If maximum go-around thrust is required by the flight crew, pressing the TO/GA button a second time, will advance the thrust levers to a MAX go-around thrust setting. The go-around mode of the autothrottle system automatically arms when descending below 2000 RA.
Thrust Levers
The thrust levers are connected to the fuel control unit by various control cables and linkage. They are designed with a lockout mechanism that prevents simultaneous actuation of the forward and reverse thrust levers. The reverse thrust levers are attached to the top section of the forward thrust levers. As with the forward thrust levers, the reverse thrust levers provides the means to control the variable fuel supply for reverse thrust operations. The reverse thrust levers have incorporated a detent position that serves as a warning of approaching temperature limits range. Movement past this detent position, may cause an engine over-temperature condition to occur.
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Flap Lever
The flap lever controls the operation of the flap drive system, through the use of a cable drum system. The major components of the flap drive system are the trailing edge control valve, leading edge flap control valve, hydraulic drive motor, flap load limiter, and the alternate drive motor. The TE and LE control valves regulates hydraulic pressure to various hydraulic motors and actuators for flight control operation. In case of flap lever cable breakage, the system has been designed to allow the flap bypass valve to prevent hydraulic pressure from operating the flap power unit. A flap load limiter has been designed to provide protection for the trailing edge flaps against excessive airspeeds. The system is activated when the flap control lever is moved to the 40 position. When the internal airspeed switches close at excessive airspeed, the trailing edge flap control valve is positioned to retract the flaps to 30 units. The flaps will automatically return to the 40 position when the airspeed decreases to a range of 147 to 157 kts. (Oral Topic) Flap gates have been provided to help prevent inadvertent flap lever movement past predetermined reference points. The flap gate at position 1 provides a reference check point for single engine go-arounds. The flap gate at position 15 provides the reference check point for normal two engine go-arounds. The flap lever is also designed with a spring-loaded lock system which locks the handle in each detent position, thus providing another means to help prevent inadvertent flap lever movement.
Start Levers
The start levers are located on the front of the center control stand. The two-position levers, provide control for the fuel flow system and the ignition circuits. Movement of the lever to the IDLE position, allows the opening of the main fuel shutoff valve in the fuel control unit. The ignition circuits are also energized with this selection. Movement of the lever to the CUTOFF position, closes the main fuel shutoff valve and de-energizes the ignition circuit.
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During engine starting, the start levers are positioned to IDLE detent at approximately 20% N2 or when maximum motoring has been achieved. The definition of maximum motoring is when N2 acceleration is less than 1% in 5 seconds. The minimum N2 starting value for start lever movement is 15% N2. Refer to your AFM.
Stabilizer Brake Release Knob

The flight control system has been incorporated with a stabilizer brake. The purpose of the stabilizer brake is to stop unwanted trim motion. This is accomplished by the pilot moving the control columns opposite to the trim motion, thus engaging the stabilizer brake. The stabilizer brake release knob has been added to the system to help release this braking action. The stabilizer brake can also be released by reversing the trim direction.
Rudder Trim Wheel

The single rudder trim control wheel is located on the aft center console. Rotating the trim wheel in either direction repositions the rudder feel and centering mechanism, which causes a shift in the rudder neutral control position. The rudder pedals are displaced proportionately.
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Aileron Trim Wheel
The single aileron trim control wheel is located on the aft center console. Rotating the trim wheel in either direction repositions the aileron feel and centering mechanism, which causes a shift in the aileron neutral control position.
Service Interphone Handsets

The service interphone handsets are located on the center control stand. The handset is primarily used for communications with the cabin crew. The selection of the service interphone switch to the ON position, provides the connection of the handset for communications with any external jack. The service interphone system may be inoperative for dispatch provided normal, alternate, and emergency communication procedures are established. The PA system must also be operational with an inoperative. Many airlines have procedures outlined in their flight operations manuals pertaining to the use of a chime code system. This chime code system may be used as an alternate procedure, as mentioned above. Refer to your MEL.
PA Hand Microphone
The PA hand microphone is located next to the service interphone handset. The primary purpose of the PA hand-held microphone is to provide the capability of making direct PA announcements to the cabin, thus bypassing the audio selector panels. The passenger address system may be inoperative for dispatch provided normal, alternate, and emergency communication procedures are established. The flight deck and cabin interphone system must be operational. Refer to your MEL.
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Overheat Detector Switch

The overheat detector switches are located on the upper left corner and on the upper right center of the fire protection panel. Each switch has two positions, NORM or FIRE. The selection to the NORM position connects the associated engine overheat detector system to the respective amber ENG 1 or ENG 2 OVERHEAT light. The selection to the FIRE position connects the associated engine overheat detector system to the fire warning lights and bell. The overheat detector switch is normally used when the fire detection circuit is inoperative. The MEL directs the selection of the OVT DET switch from the NORM position to the FIRE position, thus providing fire warning detection using the overheat circuit. With inoperative overheat detection circuit inoperative, a fire test must be accomplished prior to each takeoff. There is no circuit switching for overheat circuit malfunctions. One overheat detection system or fire detection system per engine may be inoperative for dispatch provided the operable system is tested prior to each departure. Refer to your MEL.
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Overheat/Inop and Fire Test Switch
The overheat inoperative and fire test switch is located directly below engines No.1 overheat detector switch (left side of the fire protection panel). The spring loaded two-position switch is designed to perform a system test of the overheat detection circuit, fire detection circuit, and the APU fire detection circuit. The selection of the switch to the OVHT INOP position, initiates system testing of the overheat detector loops and causes the illumination of the master caution light, OVHT/DET annunciator, ENG No.1/ENG No.2 overheat lights, and the APU DET INOP lights. The selection of the test switch to the FIRE position, initiates system testing of the fire detector loops on both engines, the fire detector on the APU, and the fire detector in the wheel well. The testing of the fire system will cause the illumination of the master fire warning lights, ENG No.1/ENG No.2 fire warning lights, APU warning lights and the wheel well lights. In addition, the warning alarm bell sounds within the flight deck, the APU horn sounds in the wheel well, and the APU fire warning light in the wheel well illuminates by flashing.
Wheel Well Fire Warning Light

(Oral Topic) The illumination of the red WHEEL WELL fire warning light indicates a fire in the main gear wheel well may exist. The fire alarm bell will sound and the master fire warning light will illuminate. Many checklists require immediate pilot action of lowering the landing gear. Examiners may ask: at what speeds do you lower the landing gear during wheel well fire conditions. Extending the landing should always occur at airspeeds below 270 kts and/or .82M. The reason for extending the landing gear is to induce additional airflow through the wheel well, thus directing flames away from sensitive areas within the wheel well. As a precaution, do not retract the landing until at least 20 minutes after the wheel well fire light has extinguished itself, and then, only if it absolutely necessary. It has been stated, lowering the landing gear deflects flames away from the fire detection loops, but the possibility of the fire condition may still exist after the extinguishing of the warning light.
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The wheel well fire detection loops are located in the ceiling area of the main wheel well. The detector is a fenwall metallic (thermistor) design. Should any portion of the detector is heated to temperatures above 4000F, the thermistor detector will actuate the fire warning circuit. Electrical power for the wheel well fire detection system is provided by 28V DC from the battery bus and 115V AC from the No.1 transfer bus. The wheel well fire detection system may be inoperative for dispatch provided the brakes are inspected and are cool prior to departure. Refer to your MEL.
Engine Fire Warning Handles

The engine fire handles are normally placed in the locked and down position until emergency pilot action requires the pulling of the fire handle. The fire handles are locked down until the engine overheat and/or fire warning circuits detects a change of temperature around the respective detector. The associated engines handle will then automatically unlock, allowing free movement of the handle by the pilot. The system has also been designed with a manual override plunger, allowing manual unlocking of the fire handles. The manual override plunger is located under the respective handle. (Oral Topic) Pulling the engine fire handle initiates the following actions to occur: 1. Arms the fire extinguisher circuit. 2. Closes the fuel shutoff valves. 3. Closes the bleed air valves. 4. Closes the thrust reverser shutoff valve. 5. Closes the hydraulic shutoff valve. 6. Trips the generator control relay and breaker (after 7 sec. delay). 7. Deactivates the hydraulic low pressure light. (Oral Topic) After pulling the associated engine fire handle to the UP position, the handle is then rotated either LEFT or RIGHT to discharge the respective extinguishing bottle. Discharging the bottle is accomplished by electrically firing a squib, that punctures the seal of the bottle. This allows freon agent to be discharged around the exterior sections of the engine. After discharging the fire bottle, the green bottle discharge light will illuminate, indicating the bottle has been successfully discharged.
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The fire extinguisher bottles contains an extinguishing agent (freon), that is pressurized with nitrogen to 800 psi (at 700F). If a bottle temperature reaches 2660F, the bottle will automatically discharge into the wheel well area. This is indicated by a ruptured disc.
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APU Fire Handle

The APU fire handle is normally placed in the locked and down position until emergency pilot action requires the pulling of handle. The fire handle is locked down until the APU fire warning circuits detects a fire around the sensor. Upon sensing the fire condition (4000F APU engine, 7750F APU tailpipe area, or 4300F APU exhaust), the APU fire handle will automatically unlock, allowing free movement of the handle by the pilot. The system has also been designed with an manual override plunger, allowing manual unlocking of the APU fire handle. (Oral Topic) Pulling the APU fire handle initiates the following actions to occur: 1. Arms the fire extinguisher circuit. 2. Closes the APU fuel shutoff valve. 3. Closes the bleed air valve. 4. Closes the APU inlet door. 5. Trips the APU generator control relay and breaker. (Oral Topic) After pulling the APU fire handle to the UP position, the handle is then rotated either LEFT or RIGHT to discharge the single extinguishing bottle. Discharging the bottle is accomplished by electrically firing a squib, that punctures the seal of the bottle. This allows freon agent to be discharged into the APU shroud area. After discharg
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ing the fire bottle, the green bottle discharge light will illuminate, indicating the bottle has been successfully discharged. The APU extinguisher bottle is located in the fuselage, just foward of the APU compartment. The spherical bottle is pressurized with nitrogen to 600 psi at 700 F. Electrical power for discharging is provided from the hot battery bus. Two bottle discharge indicators are provided to give exterior visual warnings of a normal discharge and high pressure discharges of the extinguisher bottle. A missing YELLOW discharge disc from the rear section of the aircraft indicates the APU extinguisher bottle has been discharged. A missing RED discharge disc, indicates bottle temperature has exceeded 2660 F thus discharging the contents. This is sometimes referred as a thermal discharge of the extinguisher bottle.
Engine Fire Warning Light

The red engine fire warning lights is located within the engine fire handles. The illumination of the respective warning light indicates the associated fire detection circuit has detected a fire condition (6000F). The fire warning system also includes aural warnings produced by the fire bell and additional visual warnings, as provided by the illumination of the master fire warning lights located on the glare shield panel. Pressing either master fire warning light will silence the fire alarm bell and extinguish the master fire warning lights.
APU DET INOP Light

The illumination of the amber APU DET INOP (detector inoperative light) indicates a malfunction within the APU fire detection system has occurred. The master caution lights and the OVHT/DET annunciator lights will also illuminate. The fire detection system has been designed with fire short circuit discriminators. This provides protection against false fire warnings within the APU fire detection system. The testing of this function has been provided by the selection of the overheat/inop and fire test switch. Movement of the switch to the OVHT-INOP test position, illuminates the APU DET INOP light.
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During ground and flight operations, the illumination of the APU DET INOP light requires the selection of the APU switch to the OFF position. It is recommended that you do not operate the APU, since an APU fire would not be detected and the APU would continue to operate.
APU Bottle Discharge Light

The illumination of the amber APU BOTTLE DISCHARGE light indicates the fire extinguishing agent has been discharged into the APU shroud area. The light is part of a pressure switch system, whenever bottle pressure decreases below 250 psi, the pressure switch closes and illuminates the amber light.
Engine Bottle Discharge Light

The illumination of either the L BOTTLE DISCHARGE light or the R BOTTLE DISCHARGE light indicates the fire extinguishing agent has been discharged from the respective fire bottle. The light is part of a pressure switch system, whenever bottle pressure decreases below 250 psi, the pressure switch closes and illuminates the amber light.
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The engines spherical extinguisher bottles are located in the wheel well area. The bottles are pressurized with nitrogen to 800 psi (at 700F). Electrical power for discharging is provided from the hot battery bus. Should bottle temperatures exceed 2660 F, the extinguisher bottles will discharge into the wheel well area, thus causing the RED blowout disc to be blown free. This provides an external warning of an thermal discharge of the extinguisher bottles. Anytime a bottle has been discharged, the bottle must be completely replaced by maintenance.
Fire Warning Bell Cutout Switch

The fire warning bell cutout switch has been provided to silence the fire bell and APU horn. The selection of this switch also cancels the master fire warning lights. A common oral question is referenced to the two ways of silencing the fire bell and/or APU horn. Pushing either the FIRE WARN light or the bell cutout switch will silence the aural warnings.
Extinguisher Test Switch

The extinguisher test switch has been provided to test the bottle discharge circuits of all fire extinguisher bottles. This test feature also includes checking the engine selector valves for proper integrity.
Extinguisher Test Lights

(Simulator Hint) The illumination of the green extinguisher test lights indicates the discharge circuits are normal. During training, instructors will fail the respective light during preflight. This indicates an malfunction within the discharge circuit has occurred. Failure to bring this malfunction to his/her attention, may cause future problems for you later, during engine fire drills and maneuvers. Thoroughly check the operation of ALL test lights when performing the test.
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Chapter II Aircraft Limitations Review
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Operational Limitations Maximum Operating Altitude
37,000 (35,000 as installed).
Maximum Takeoff Altitude

8300.
Revenue Flights - Retention Bar Use

During taxi, takeoff and landing, the escape slide retention bar must be installed.
Maximum Recommended Wind for Airstair Operations

40 kts.
Runway Slope Limits

plus/minus 2%.
Maximum Takeoff - Landing Tailwind

10 kts.
Maximum Speed
Observe Vmo pointer and gear/flaps placards.
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Turbulent Airspeeds
280 kts and .70 MACH
Flight Crew Minimum Flight Crew

Minimum flight crew consists of one pilot and one copilot.
Landing Gear Limitations Brake Application

Do not apply brakes until after touchdown.
Autobrakes Use
The autobrakes must be selected to RTO or OFF for takeoff.
Landing Gear Towing - Hydraulic Pressurization

System A hydraulic pressure must be depressurized for towing.
Type of Airplane Operation Types of Airplane Operations

The airplane is eligible for the following types of operation when required equipment is installed and approved in accordance with the applicable regulations: VFR. Night flight. Instrument (IFR). Icing conditions. Over water operations.
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Air Conditioning & Pressurization Limitations Maximum Differential Pressure
8.65 psi.
Operating Differential Pressure

7.5 +/- .1 psi. 7.8 +/- .1 psi (check for correct controller)
Maximum Takeoff - Landing Cabin Differential

.125 psi
Autopilot - Flight Director System Limitations Autopilot Use With Depressurized Hydraulics
(SP77) Use of autopilot pitch channel above .81 Mach is restricted with hydraulic system A or B depressurized.
Autopilot Use During Takeoff

(SP77) Use of autopilot not authorized for takeoff or landing.
(SP177)
Use of autopilot not authorized for takeoff.
Autopilot Roll Channel Restrictions

(SP77) Do not use autopilot roll channel above 30,000 with yaw damper inoperative.
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Altitude Mode Use Restriction
Do not use ALT HOLD mode when Captain's alternate static source is selected.
Autopilot Single Channel Operation Restrictions

(SP177) For single channel operations, the autopilot shall not be engaged below 50 AGL.
Autopilot Operational Procedures

Flight crews must check MCP settings after any electrical power interruptions. Flight crews must check ALT display to ensure desired altitude is displayed, following changes in the ALT selection in the MCP window. Flight crews must closely monitor altitude during all altitude changes to ensure that the autopilot captures and levels off at the desired altitude. Flights should use standard callouts, crew coordination, and crosschecking techniques to detect any non-selected MCP display changes.
Performance Data Computer System Limitations PDCS Requirements

Do not use the PDCS information unless the engine configuration displayed on the PDCS is the same as the engine configuration of the airplane.
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Fuel Management & Range Requirements
Fuel management and range calculation valves presented by the PDCS have not been evaluated by the FAA.
Verification of EPR Values

Verify that the representative takeoff EPR limits displayed on the CDU and EPR indicators agree with the predetermined limits obtained from the flight manual.
Hydraulic Power Limitations Minimum Fuel For Hydraulic System B Ground Operations
1,676 lbs in TANK #2
Flight Control Limitations Maximum Flap Extension Altitude

20,000.
Minimum Recommended Altitude For Speedbrake Usage

500.
Alternate Flaps Duty Cycle For Flight Operations

One cycle, 25 minutes OFF.
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Electrical Power Limitations TR Voltage Range
24 - 30V
Battery Voltage Range

22 - 30V
Maximum CSD Oil Temperature

1570C
Maximum CSD Oil Temperature Rise

200C
Ice & Rain Protection Limitations Engine Thermal Anti-ice Requirements

Engine TAI must be ON when icing conditions exist or are anticipated, except during climb and cruise below -400C SAT.
Wing Thermal Anti-ice System Requirements

Do not operate wing anti-ice on the ground when OAT is above 100C (500F).
Maximum Speed - Altitude With Window Heat Inoperative

250 kts below 10,000.
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Pitot Heat Requirements
Pitot heat must be ON for takeoff.
Minimum N1 RPM During Icing Condition

Minimum N1 RPM for operating in icing conditions except for landing except for landing: TAT between 00 and 100C 40% N1 TAT below 00C 55% N1 TAT below -6.50C (moderate/severe) 70% N1
Fuel Limitations Maximum Fuel Temperature

490C.
Minimum Fuel Temperature - Freeze Point

Fuel freeze point + 30C.
Maximum Wing Tank Fuel Quantity

10,120 lbs (each).
Maximum Center Tank Fuel Quantity

16,351 lbs.
Maximum Allowable Fuel Imbalance - Flight Operations

Maximum allowable fuel imbalance between tanks No.1 & No.2 is 1500 lbs for taxi, takeoff, and flight.
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Maximum Allowable Fuel Imbalance - Landing
Maximum allowable fuel imbalance between tanks No.1 & No.2 is 1300 lbs for landing.
Fuel Loading Requirements

Main tanks No.1 and No.2 must be full if the center tank contains more than 1000 lbs. With less than 1000 lbs in the center tank, partial main tank fuel may be loaded, provided the effects of balance have been considered.
Fuel Usage Requirements

Use center tank fuel to depletion, followed by main tank fuel.
Fuel Type Requirements

Always communicate with maintenance control before adding any type of fuel other than JET-A.
Navigational Equipment Limitations Weather Radar Requirements

Do not operate weather radar during fueling, near fuel spills, or people.
Weather Radar Warm-up Requirements

Warm up radar in STBY position only.
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HF Radio Requirements
Do not operate HF radios during fueling or near fuel spills.
Gross Weight & CG Limitations (as installed) Maximum Taxi Weight

117,500 lbs.
Maximum Takeoff Weight

117,000 lbs (may be further restricted by takeoff, enroute, and landing performance).
Maximum Landing Weight

107,000 lbs (may be further restricted by field length or climb limit.
Maximum Zero Fuel Weight

95,000 lbs.
C.G. Limits
Must use an approved weight and balance system.
Maximum Inflight Weight

Flaps 0 Flaps 30/40 116,500 lbs. 106,000 lbs.
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Pneumatics Limitations Maximum External Air Pressure
60 psig.
Maximum External Air Temperature

2320C (4500C).
Configuration Deviation List Missing Airframe & Engine Parts

When operation is schedule with certain secondary airframe and engine parts missing, the airplane must be operated in accordance with the limitations specified in the basic airplane flight manual, and as amended by the CDL Appendix.
Flight Maneuvering Load Acceleration Limits Load Accelerations Limitations

Flaps Up: Flaps Down +2.5g to -1.0g. +2.0g to -0.0g.
TCAS Limitations TCAS Weather Approval

TCAS is approved for use in IMC and VMC conditions.
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TCAS Compliance Requirements
Compliance with TCAS resolution advisories is required unless the Pilot-In-Command determines that doing so would jeopardize the safe operation of the flight.
TCAS Response Maneuvers

Maneuvers in response to a TCAS resolution advisory which are in the opposite direction of that recommended by that advisory are prohibited. Certain circumstances may require a change in aircraft configuration or engine power setting in order to comply with a TCAS resolution advisory. Consult the aircraft operating manual, cockpit operating manual, or the approved flight manual for the aircraft specific situations.
Power Plant Limitations Minimum Engine Starting Pressures

Minimum pneumatic starting pressures of 30 psig (SL - decreasing one half psig per 1000 above SL) are required prior to starter engagement.
Reverse Thrust Usage

Reverse thrust for ground use only, intentional use of reverse thrust inflight is prohibited.
Ignition Requirements for Takeoff & Landing

Ignition is required to be ON for takeoff, landing, and during engine antiice operations.
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High Intensity Ignition Duty Cycle (A or B, IGN L or IGN R, or FLT)
Optimum life 10 minutes ON, 20 minutes OFF
Low Intensity Ignition Duty Cycle (as installed)

FLIGHT: 2 minutes ON, 3 minutes OFF; 2 minutes ON, 23 minutes OFF.
LOW IGN: Continuous
Starter Duty Cycle

Normal Start: Slow Start: 30 seconds ON, 60 seconds OFF. 60 seconds, 60 seconds OFF (2 cycles only, then 5 minutes cooling). 2 minutes ON, 5 minutes cooling (fuel off).
Motoring:
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Maximum EGT Limits
(Condition/Rating) Acceleration T/O (5 MIN) MAX CONT GND START (>150C) GND START (<150C) GND START (JT8D-15) FLT START (JT8D-15) -9 n/a 5800C 5400C 4200C 3500C n/a n/a -9A n/a 5900C 5450C 4200C 3500C n/a n/a -15 6300C 6200C 5800C n/a n/a 5500C 6200C
Maximum N1 Limits
MAX N1 MAX N2 100% 100% 100% 100% 102.4% 100%
Oil Pressure Limits

OIL PRESS (MAX) OIL PRESS (MIN) 55 PSI 40 PSI same same same same
Oil Temperature
OIL TEMP (MAX) OIL TEMP(15 min.) OIL TEMP (CONT) 1570C 120-1570C 1200C 1570C 120-1570C 1200C 1650C 130-165C 1300C
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APU Limitations Maximum APU EGT
MAX EGT MAX CONT. EGT 7600C 7100C.
APU Bleed Air & Electrical Power Usage

The maximum altitude for using APU bleed air and electrical power is 10,000.
APU Bleed Air Usage

The maximum altitude for using APU bleed air is 17,000.
APU Electrical Power Usage

The maximum altitude for using APU electrical power is 35,000.
APU Maximum Operating Altitude

The maximum altitude for operating the APU is 35,000.
APU Bleed Valve Position

The APU bleed valve must be in the CLOSED position when: a. Ground air connected and isolation valve open. b. LH engine bleed valve open. c. Isolation valve and right engine bleed valve open.
APU Bleed Valve Position - Starting

APU bleed valve may be open during engine start, but avoid engine power above idle.
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Classroom Notes:
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Chapter III Aircraft Schematics Review
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Dimensions Schematic
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Electrical System Schematic
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Fire Protection Schematic
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Flight Controls - Leading Edge Devices Schematic
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Flight Controls - Roll Control Schematic
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Flight Controls - Elevator Control Schematic
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Fuel System Schematic
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System A Hydraulics Schematic
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System B Hydraulics Schematic
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Standby Hydraulic System Schematic
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Ice & Rain System Schematic
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Main Landing Gear Schematic
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Nose Gear Schematic
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Compass System Schematic
(As Installed)
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Attitude System Schematic
(As Installed)
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Pneumatics Schematic
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Ram Air Schematic

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Pressurization Schematic
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Engine Fuel & Oil System Schematic
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Thrust Reverser Schematic
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Auxiliary Power Unit Schematic
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Brake System Schematic
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Flight Training Profiles Precision Approach

Approach Callouts PNF "Outer Marker___Ft, (crossing altitude) crosscheck". PF Target___. PNF "500' Above DH, On Target ___+/-,Sink___ft." PF "100' (Look Left-Right, Look Ahead) PNF Minimums PF Landing, Missed Approach. 190 kts Flaps 1 170 kts Flaps 5
G/S 1-dot Flaps 25 Before OM Flaps 30/40
Missed Approach Profile Call G/A Thrust. Rotate to G/A attitude (approx. 15o) "Flaps 15, Positive Rate, Gear Up" Climb at Vref + 15 kts to 1000. Tune Radios. At 1000, retract flaps on schedule.
Glide Slope Alive Gear Down, Flaps 15, Landing Ck One Engine Inop Approach Profile Plan Flaps 15 landing. Monitor fuel balance. Glide Slope alive, call "Flaps 15, Engine Inop Landing Check". Center rudder trim prior to landing.
One Engine Inop Missed Approach Slowly advance thrust lever to G/A thrust. Rotate to G/A attitude. Call "Flaps 1, Positive Rate, Gear Up" Climb at Vref 15 + 5 kts to flap retraction altitude (1000 AGL). Call Tune Radios. Accelerate, retract flaps on schedule, call Max. Continuous Thrust. Limit Bank to 15o until reaching Vref + 15 kts.
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Takeoff Profile Normal & Engine Failure

Takeoff Roll:
Complete all takeoff checklists. Advance thrust levers, engines stabilized: Press TOGA switch or manually advance thrust levers. Maintain directional control with steering tiller and rudders, standard crosswind techniques apply. Rotate at 30 per second. Target Attitude: 150 (200) Engine Failure: Prior to V2, accelerate to and maintain V2. After V2, maintain speed attained at time of failure. Above V2+25, increase pitch to maintain V2+25. Limit bank angle to 15o until reaching V2+15. Target Attitude: 110 (200)
400 AGL
Call Heading Select. Obstacle Clearance: Compliance with applicable SPECIAL departure procedure is mandatory. In absence of a SPECIAL departure, do not turn prior to 1000 AGL unless WX is greater than 1000-3. Engine Failure: Initiate Emergency Procedures above 400 AGL.
1000 AGL
Begin acceleration to BSEC. Retract flaps on speed schedule. Engine Failure: Accelerate in level flight if engine fails. Complete checklist, tune radios, notify ATC, check weather, notify cabin crew, and notify company.
3000 AGL
Normal profile is completed. Enter climb phase of flight.
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Takeoff Profile Normal & Engine Failure Callouts

Takeoff Roll:
PF "Set___(EPR/N1). PNF "80 kts, Thrust & Flaps Normal, V1- Rotate". PF "Positive Rate - Gear Up". Engine Failure: PF Max. Power - Positive Rate - Gear Up.
400 AGL
PF Heading Select. Engine Failure: PF Whats the Problem. PF Memory Items. Use the word CONFIRMED, to confirm and authorize PNFs memory items and immediate actions. (Example: Engine Fire, Severe Damage, or Separation Cklist) PF Memory Items. PNF No.1 Thrust Lever Close, Confirm the No.1 Thrust Lever PF Confirmed - Close
1000 AGL
PF Climb Thrust, Flaps 1 (or Flaps Up), Set BSEC Engine Failure: (Retract flaps on speed schedule). PF Flaps Up, Set Max. Continuous Thrust. PF (Calls one of the following checklist) Engine Fire, Severe Damage or Separation Engine Failure and Shutdown Inflight Engine Start
3000 AGL
PF Vnav - After Takeoff or After Takeoff Checklist
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Takeoff Profile Rejected Takeoff

Note: V1 is an action point. Engine failure has already been recognized and ACTION initiated by the Captain to either CONTINUE or REJECT the takeoff.
Engine Failure or other abnormality. REJECT
As appropriate, Captain calls to cabin: Remain Seated
The Captain will simultaneously:

Apply maximum manual brakes. Close throttles and disengage A/T. Manually Extend speedbrakes. Apply maximum reserve thrust consistent with weather conditions.
The First Officer will:

Verify all Captain required actions and call out any omissions. Call out 60 kts. Notify tower. If another takeoff is planned, review Brake Cooling Schedule.
Note:
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Flight Training Profiles Clean Stall

Initial Setup
Flight Director OFF. Set Vref for Flaps 40. Set EPR/N1 Bugs to G/A.
Flight Requirements
Power OFF above 210 kts. Trim to 210 kts. At 180 kts set 50% N1. Hold heading and altitude.
Recovery
Advance thrust levers. Call "G/A Thrust". Minimum loss of altitude. Return to entry altitude. Maintain 210 kts.
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Flight Training Profiles Takeoff Stall

Initial Setup
Flight Requirements
Power OFF above 210 kts. Extend flaps on schedule. At 170 kts, Gear Down, Flaps 15, set 60% N1. Enter a 250 bank.
Recovery
Advance thrust levers. Call "G/A Thrust". Minimum loss of altitude. Roll wings level. Accelerate to Vref, call Positive Rate - Gear Up. Return to entry altitude. Flap retraction on schedule. Maintain 210 kts.
Trim to 150 kts. Hold altitude. Stall shaker at Vref.
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Flight Training Profiles Landing Stall

Initial Setup
Flight Requirements
Power OFF above 210 kts. Extend flaps on schedule. At 170 kts, Gear Down, Flaps 15, set 70% N1. Trim to Vref plus 4 kts. Flaps 30 on speed schedule. Hold heading and altitude. Stall shaker at Vref minus 15.
Recovery
Advance thrust levers. Call "G/A Thrust". Minimum loss of altitude. Accelerate to Vref, call Positive Rate - Gear Up. Return to entry altitude. Flap retraction on schedule. Maintain 210 kts.
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Flight Training Profiles Precision Approach

Approach Callouts PNF "Outer Marker___Ft, (crossing altitude) crosscheck". PF Target___. PNF "500' Above DH, On Target ___+/-,Sink___ft." PF "100' (Look Left-Right, Look Ahead) PNF Minimums PF Landing, Missed Approach. 190 kts Flaps 1
170 kts Flaps 5
G/S 1-dot Flaps 25 Before OM Flaps 30/40
Glide Slope Alive Gear Down, Flaps 15, Landing Ck One Engine Inop Approach Profile Plan Flaps 15 landing. Monitor fuel balance. Glide Slope alive, call "Flaps 15, Engine Inop Landing Check". Center rudder trim prior to landing.
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Flight Director Approach
(Oral Topic) Flight director approach profile: Arm VOR/LOC when cleared to intercept localizer. Arm AUTO APP or APP mode after localizer intercept (see caution). MCP: Engage second A/P in CMD for dual channel approach. If FLARE does not arm by 800' RA, second autopilot will disconnect. 400' RA - Nose up pitch bias introduced (dual channel). 50' RA - disconnect A/P if single channel. Intercept roll mode can be: VOR/LOC, HDG SEL, LNAV, CWS ROLL (as installed). After LOC capture, HDG bug may be set as desired. In order to arm and capture the localizer the respective: F/D and /or autopilot must be ON (A/P in CMD) (as installed). VHF NAV radio must be manually tuned to the ILS frequency. (300) Non-EFIS "NAV" switch must be in VOR/ILS (raw data), EFIS equipment may remain in the MAP mode using the ADI raw data presentation. Select AUTO APP or APP mode to arm the glide slope capture feature. Mode control panel: Dual channel autopilot capability is achieved by engaging the second A/ P in CMD after the APP mode is selected and the above criteria is met for the second NAV radio prior to 1500' RA. Both autopilots must remain engaged for autoland. Glideslope capture (2/5 dot. green annunciation): ALT ALERT deactivated (except SP-77), set as desired. MCP Equipment must choose a pitch mode (LVL CHG, VERT SPD, VNAV, CWS PITCH) to fly within 2/5 dot for G/S capture. SP-77 has a manual G/S capture feature.. Capture from above the G/S may be abrupt, initially. PDC A/T equipment engages in GA. (300 N1 Limit engages in GA). Dual channel flare/autolanding: 50 - 42: Flare Active: F/D's bias out of view. M27: A/T or Pilot retards throttles to idle. Touchdown. A/T disengages 2 seconds after touchdown (if in use). Pilot disengages autopilot. See your OPS SPECS for autoland restrictions. Caution: Autopilot can capture and descend on the glide slope even though not on the LOC. Ensure that descent on the G/S will meet all restrictions or wait until "LOC ALIVE" before arming AUTO APP or APP mode.
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Flight Training Profiles Non-Precision Approach

Approach Callouts PNF "VOR, NDB ___Ft, (crossing altitude) crosscheck". PF Target___. PNF "500' Above DH, On Target ___+/-,Sink___ft." PF "100' (Look Left-Right, Look Ahead) PNF Minimums PF Holding, Landing, Missed Approach. 190 kts Flaps 1 170 kts Flaps 5
Before FAF Flaps 30/40 Inbound Course Alive Gear Down, Flaps 15, Landing Ck One Engine Inop Approach Profile Plan Flaps 15 landing. Monitor fuel balance. Inbound course alive, call "Flaps 15, Engine Inop Landing Check". Center rudder trim prior to landing.
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Flight Training Profiles Steep Turns
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Index
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Index
A
A/T Takeoff Mode, ................................................................................. 185 AC Meters Selector, ................................................................................39 AC Voltmeter, ..........................................................................................39 Acceleration, ......................................................................................... 274 Accumulator Precharge Pressures, ...................................................... 235 Aileron Trim Wheel, ............................................................................... 252 Air Conditioning & Pneumatic Sensors Locations, ................................ 116 Air Conditioning & Pressurization Limitations, ...................................... 264 Air Conditioning & Pressurization: Class Notes, ................................... 317 Air Conditioning Pack Switch, ............................................................... 125 Air Conditioning System Annunciator, ................................................... 182 Air Mix Valve Indicator, .......................................................................... 117 Air Mix Valves, ....................................................................................... 118 Air Temperature Source Selector, ......................................................... 117 Air Temperature/True Airspeed Indicator, .............................................. 234 Air-Ground Sensor Failure, ................................................................... 228 Aircraft Defueling, ...................................................................................29 Aircraft Refueling, ...................................................................................29 Aircraft Schematics Review, ................................................................. 277 Airplane General: Class Notes, ............................................................. 313 Airspeed Cursor Control Knob, ............................................................. 194 ALT/NORM Switch, ............................................................................... 162 Alternate Flap Master Switch, .................................................................18 Alternate Flaps Duty Cycle For Flight Operations, ............................... 266 Alternate Flaps Operation, ...................................................................... 19 Alternate Flaps Position Switch, ............................................................. 19 Alternate Reverser Hydraulic Pressure, ................................................ 155 Alternate Vertical Gyro, ......................................................................... 196 Altimeter, ............................................................................................... 197 Altitude Alert Speaker, .......................................................................... 151 Altitude Display Indicator (SP177), ....................................................... 188 Altitude Horn Cutout Switch, ................................................................. 101 Altitude Loss after Takeoff or Go-Around, ............................................. 243 Altitude Mode Use Restriction, ............................................................. 265
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Altitude Selector (SP177), ..................................................................... 188 Anti-Collision Light Switch, .................................................................... 139 Anti-Ice System Annunciator, ................................................................ 181 Anti-skid Control Switch, ....................................................................... 222 Anti-skid Control Unit, ........................................................................... 221 Anti-skid Inop Lights, ............................................................................. 222 Anti-skid System, .................................................................................. 221 Approach Callouts, ......................................................................... 307,309 Approach Profile, ................................................................................... 308 APU Aborted Starts, ............................................................................... 61 APU Alternate Starting, ..........................................................................61 APU Automatic Shutdown Protection, .................................................... 63 APU Bleed Air & Electrical Power Usage, ............................................ 275 APU Bleed Air Switch, .......................................................................... 131 APU Bleed Air Usage, ........................................................................... 275 APU Bleed Valve Position, .................................................................... 275 APU Bleed Valve Position - Starting, .................................................... 275 APU Bottle Discharge Light, ................................................................. 259 APU DET INOP Light, ........................................................................... 258 APU Electrical Power Usage, ................................................................ 275 APU Exhaust Temperature Indicator, ......................................................59 APU Fault Light, ......................................................................................57 APU Fire, ................................................................................................64 APU Fire Detection, ................................................................................65 APU Fire Handle, .................................................................................. 257 APU Fuel Control Unit, ............................................................................ 62 APU Fuel Control Unit (FCU), .................................................................62 APU Generator Ammeter, .......................................................................59 APU Generator Off Bus Light, ................................................................ 55 APU Generator Switch, ...........................................................................55 APU High Temperature Light, .................................................................57 APU Horn, ...................................................................................... 178,254 APU Inflight Start Attempts, ....................................................................61 APU Inlet Area Icing, ..............................................................................64 APU Limitations, ......................................................................... 56,62,275 APU Low Oil Quantity Light, ................................................................... 56 APU Maximum Operating Altitude, ....................................................... 275 APU Oil Pressure Light, ..........................................................................57 APU Overspeed Light, ............................................................................ 58 APU Related Notes, ................................................................................62 APU Start Sequence, ..............................................................................60
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APU Start Switch, ...................................................................................60 APU System Annunciator, ..................................................................... 181 APU Winter Operations, ..........................................................................64 Arcing-Delaminated-Shattered-Cracked Windows, ................................. 79 ASP - ALT/NORM Switch (as installed), ............................................... 162 ASP - Amplifier Switch, ......................................................................... 162 ASP - Filter Switch, ............................................................................... 160 ASP - MASK/BOOM Switch, ................................................................ 162 ASP - Oxygen/Boom Switch, ................................................................ 161 ASP - PTT Switch, ................................................................................ 160 ASP - PTT Switch, ................................................................................ 162 ASP - Receiver Switch, ......................................................................... 160 ASP - Receiver Switch, ......................................................................... 161 ASP - Transmit Light, ............................................................................ 160 ASP - Transmitter Selector, ................................................................... 160 ASP - Transmitter Selector, ................................................................... 162 Asymmetric Flap Protection, ................................................................. 220 Asymmetrical Flap Protection System Review, ......................................19 Attendant Call Switch, .............................................................................72 Attitude Director Indicator, .................................................................... 196 Attitude System Schematic, .................................................................. 292 Attitude Warning Flag, ........................................................................... 196 Audio Selector Panel (overview), .......................................................... 159 Auto Fail Light, ...................................................................................... 103 Auto Mode Flight Profile, ....................................................................... 109 Auto Mode Test, .................................................................................... 114 Auto Spoiler System, ............................................................................ 206 Autobrake Inop Light, ............................................................................ 224 Autobrake Select Switch, ...................................................................... 224 Autobrake Selection Criteria, ................................................................ 224 Autobrake System, ................................................................................ 223 Autobrakes Use, .................................................................................... 263 Autolanding Procedures, ....................................................................... 308 Automatic Flight: Class Notes, .............................................................. 321 Automatic Load Shedding, ...................................................................... 52 Automatic Load Shedding Protection, .....................................................40 Autopilot - Flight Director System Limitations, ...................................... 264 Autopilot Actuator, ................................................................................. 245 Autopilot Engage Paddles (SP177), ...................................................... 189 Autopilot Operational Procedures, ........................................................ 265 Autopilot Roll Channel Restrictions, ...................................................... 264
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Autopilot Single Channel Operation Restrictions, ................................. 265 Autopilot Use During Takeoff, ................................................................ 264 Autothrottle Arm Switch (SP177), ......................................................... 184 Autothrottle Disengage Switches, ......................................................... 248 Autothrottle System, .............................................................................. 185 Auxiliary Power Unit, ...................................................................... 298,299 Auxiliary Power Unit Schematic, ........................................................... 298 Auxiliary Power Unit: Class Notes, ........................................................ 325 Auxiliary Vertical Gyro, ............................................................................ 23
B
Battery, .................................................................................................... 41 Battery Charger, ......................................................................................42 Battery Switch, ........................................................................................ 40 Battery Voltage Range, ......................................................................... 267 Bleed Air Valves, ................................................................................... 255 Bleed Trip Off Light, .............................................................................. 128 Boric Acid, ...............................................................................................41 Brake Accumulator, ............................................................................... 236 Brake Application, ................................................................................. 263 Brake Snubbers, .................................................................................... 237 Brake System Schematic, ..................................................................... 299 Brakes, .................................................................................................. 235 Braking Action Reports, ........................................................................ 225 Bus Transfer Switch, ............................................................................... 51
C
C.G. Limits, ........................................................................................... 270 C.V.R. (Cockpit Voice Recorder), ............................................................ 99 C.V.R. Area Microphone, ......................................................................... 99 C.V.R. Erase Switch, ............................................................................... 99 C.V.R. Headset Jack, ............................................................................ 100 C.V.R. Monitor Indicator, ....................................................................... 100 C.V.R. Monitor Light, ............................................................................. 100 C.V.R. Test Switch, ................................................................................ 100 Cabin Altimeter-Differential Pressure Indicator, .................................... 101 Cabin Altitude Indicator, ........................................................................ 106 Cabin Altitude Selector, ......................................................................... 106 Cabin Altitude Warning System, ........................................................... 102 Cabin Emergency Exit Lights, .................................................................70
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Cabin Rate of Climb Indicator, .............................................................. 102 Cabin Rate Selector, ............................................................................. 106 Center Console, .................................................................................... 244 Center Tank Fuel Pump Low Pressure Light, .........................................32 Center Wing Fuel Boost Pumps, ............................................................. 33 Change-Over Switch (SP177), .............................................................. 186 Checklist Philosophy, ..............................................................................11 Circuit Breaker Light Control, ..................................................................66 Classroom Notes, ................................................................................. 311 Clock, .................................................................................................... 200 Cockpit Call Light, ...................................................................................72 Cockpit Lighting, .................................................................................... 141 Cockpit Voice Recorder (C.V.R.), ............................................................99 Command Bars, .................................................................................... 182 Communications: Class Notes, ............................................................. 329 Compass Synchronization, .....................................................................14 Compass System Review, ...................................................................... 15 Compass System Schematic, ............................................................... 291 Compass Transfer Switch, ...................................................................... 15 Configuration Deviation List, ................................................................. 271 Course Deviation Bar, ........................................................................... 203 Cowl Valve Open Light, ...........................................................................84 Crew Oxygen Masks, ............................................................................ 167 Crew Oxygen Shutoff Valve, ................................................................. 167 Crew Portable Oxygen System, ............................................................ 170 Crewmember Oxygen Panel, ................................................................ 168 Crossfeed Selector, .................................................................................27 Crossfeed Valve Open Light, ................................................................... 27 CSD - Constant Speed Drive, .................................................................44 CSD Limitations, ..................................................................................... 46
D
Data Thumbwheel Switches, ................................................................. 174 DC Ammeter, ..........................................................................................38 DC Meters Selector, ................................................................................39 DC Power APU Boost Pump, ..................................................................64 DC Voltmeter, ..........................................................................................38 Decision Height Light, ........................................................................... 199 Defueling, ................................................................................................29 DG/Slaved Switch, .................................................................................. 14
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Digital Total Air Temperature Indicator, ................................................. 232 Digital Error Codes, ............................................................................... 210 Dim Entry Lights, .................................................................................. 141 Dimensions Schematic, ........................................................................ 278 Documentary Data Thumbwheel Switches, .......................................... 174 Dome Light Switch, ............................................................................... 158 Doors System Annunciator, .................................................................. 181 Dripsticks, ............................................................................................. 208 Dual Bleed Light, ................................................................................... 121 Dual Channel Autopilot, ........................................................................ 308 Duct Overheat Light, ............................................................................. 118
E
EGT Limitations, ................................................................................... 214 Electric Motor Pump Switch, ................................................................... 90 Electric Vertical Speed Indicators Displays, .......................................... 203 Electrical Power Limitations, ................................................................. 267 Electrical System Annunciator, ............................................................. 180 Electrical System Description, ................................................................ 37 Electrical System Schematic, ............................................................... 279 Electrical: Class Notes, ......................................................................... 333 Emergency Battery Packs, ...................................................................... 70 Emergency Braking, .............................................................................. 236 Emergency Cockpit Lighting, ................................................................ 141 Emergency Equipment: Class Notes, ................................................... 337 Emergency Exit Lights, .................................................................... 69,141 Emergency Exit Lights Not Armed Light, ................................................ 70 Emergency Flood Lights, ...................................................................... 158 Emergency Instrument Flood Light, ...................................................... 141 Emergency Oxygen Lever, .................................................................... 168 Engine Anti-Ice Switch, ........................................................................... 86 Engine Anti-Ice Valve Light, ....................................................................85 Engine Bleed Air Switch, ....................................................................... 129 Engine Bottle Discharge Light, .............................................................. 259 Engine Driven Pump Switch, .................................................................. 90 Engine Fire Warning Handles, .............................................................. 255 Engine Fire Warning Light, .................................................................... 258 Engine Fuel & Oil System Schematic, .................................................. 296 Engine Fuel Shutoff Valves, ....................................................................24 Engine Fuel Valve Closed Light, ............................................................. 24
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Engine Inlet Pressure (Pt2), .................................................................. 211 Engine Overheat Light, ......................................................................... 253 Engine Pressure Ratio (EPR), .............................................................. 211 Engine Start Panel, ................................................................. 142,143,144 Engine System Annunciator, ................................................................. 181 Engine Thermal Anti-ice Requirements, ............................................... 267 Engine Vibration Levels, ..........................................................................86 Entry Lights, .......................................................................................... 141 EPR Flight Mode Selector, .................................................................... 235 Equipment Cooling Off Light, .................................................................. 68 Equipment Cooling Switch, ..................................................................... 67 Event Switch, ........................................................................................ 173 Excessive Descent Rate, ...................................................................... 243 Excessive Deviation below Glide Slope, ............................................... 243 Excessive Terrain Closure Rate, ........................................................... 243 Exhaust Gas Temperature, ................................................................... 213 External Power Contactors, ....................................................................37 External Power Interphone Station, ...................................................... 157 External Power Receptacle, ....................................................................49 Extinguisher Bottles, ............................................................................. 260 Extinguisher Test Lights, ....................................................................... 260 Extinguisher Test Switch, ...................................................................... 260
F
F Outflow Closed Light, ......................................................................... 123 Fast Synchronization, .............................................................................. 16 Fast Synchronization Process, ............................................................... 14 FCOP - Emergency Lever, .................................................................... 168 FCOP - Oxygen Diluter Lever, .............................................................. 168 FCOP - Oxygen Flow Indicator, ............................................................ 169 FCOP - Oxygen Supply Lever, .............................................................. 169 FDR - Event Switch, ............................................................................. 173 FDR - Flight Recorder Test Switch, ...................................................... 171 FDR - OFF Light, .................................................................................. 174 FDR - Recording Time Remaining Indicator, ........................................ 173 FDR - Repeat Switch, ........................................................................... 174 FDR - Trip and Date Light, .................................................................... 174 FDR - Trip and Date Selectors, ............................................................. 173 Feel Differential Pressure Light, ..............................................................21 Fire Handle Override Plunger, ....................................................... 255,257
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Fire Protection Schematic, .................................................................... 280 Fire Protection: Class Notes, ................................................................ 341 Fire Short Circuit Discriminators, .......................................................... 258 Flap Bypass Valve, ................................................................................ 250 Flap Drive System, ................................................................................ 250 Flap Gates, ........................................................................................... 250 Flap Lever, ............................................................................................ 250 Flap Load Limiter, ................................................................................. 250 Flight Limitations, ...................................................................................19 Flight Altitude Indicator, ........................................................................ 105 Flight Altitude Selector, ......................................................................... 105 Flight Control Limitations, ..................................................................... 266 Flight Control Low Pressure Light, .......................................................... 18 Flight Control Switches, ..........................................................................16 Flight Control System Annunciator, ...................................................... 180 Flight Controls - Elevator Control Schematic, ....................................... 283 Flight Controls - Leading Edge Devices Schematic, ............................. 281 Flight Controls - Roll Control Schematic, .............................................. 282 Flight Controls: Class Notes, ................................................................ 345 Flight Crew, ........................................................................................... 263 Flight Crew Oxygen Indicator, ............................................................... 163 Flight Crew Oxygen Masks, .................................................................. 167 Flight Crew Oxygen Shutoff Valve, ....................................................... 167 Flight Crewmember Oxygen Panel, ...................................................... 168 Flight Data Recorder, ............................................................................ 172 Flight Director - Engine Failure, ............................................................ 183 Flight Director Approach, ...................................................................... 308 Flight Director Switch (SP177), ............................................................. 182 Flight Director Takeoff Mode, ................................................................ 183 Vertical Speed Indicator, ....................................................................... 203 Flight Instruments: Class Notes, ........................................................... 349 Flight Interphone System, ..................................................................... 157 Flight Maneuvering Load Acceleration Limits, ...................................... 271 Flight Mode Annunciator Panels (SP177), ..................................... 190,191 Flight Recorder Test Switch, ................................................................. 171 Flight Spoilers, ...................................................................................... 205 Flight Spoiler Switch, .............................................................................. 20 Flight Training Profiles - Clean Stall, ..................................................... 304 Flight Training Profiles - Landing Stall, .................................................. 306 Flight Training Profiles - Non-Precision Approach, ................................ 309 Flight Training Profiles - Precision Approach, ....................................... 307
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Flight Training Profiles - Steep Turns, ................................................... 310 Flight Training Profiles - Takeoff Stall, ................................................... 305 Flight Training Profiles Review, ............................................................. 385 Flight Training Profiles Review, ............................................................. 300 Flight-Ground Switch, ........................................................................... 107 Flow Control Valve, ............................................................................... 113 Flow Pattern Philosophy, ......................................................................... 11 Fluid Balance Lines, ....................................................................... 238,239 Flux Valve System, .................................................................................. 14 Flux Valves, ......................................................................................15,202 Forward Instrument Panel, .................................................................... 193 Forward Outflow Valve, ......................................................................... 113 Frequency Meter, ....................................................................................38 Fuel Boost Pump Power Source, ............................................................31 Fuel Compensator Leakage, ................................................................. 210 Fuel Filter Icing Light, .............................................................................25 Fuel Flow Indicator, ............................................................................... 215 Fuel Heat Switch, ....................................................................................26 Fuel Heat Valve, ......................................................................................26 Fuel Heat Valve Failure, ..........................................................................26 Fuel Heat Valve Open Light, ................................................................... 26 Fuel Imbalance, .......................................................................................25 Fuel Limitations, .................................................................................... 268 Fuel Loading Requirements, ................................................................. 269 Fuel Management & Range Requirements, .......................................... 266 Fuel Pump Low Pressure Light, ..............................................................34 Fuel Pump Switch, .................................................................................. 34 Fuel Quantity Indication System, .......................................................... 208 Fuel Quantity Test Switch - Analog Indicators, ..................................... 209 Fuel Quantity Test Switch - Digital Indicators, ...................................... 210 Fuel Shutoff Valves, .............................................................................. 255 Fuel Surge Tanks, ...................................................................................35 Fuel System Annunciator, ..................................................................... 180 Fuel System Limitations, ......................................................................... 25 Fuel System Schematic, ....................................................................... 284 Fuel Tank Capacities, ..............................................................................36 Fuel Tank Transfer, .................................................................................. 28 Fuel Tanks, .............................................................................................. 35 Fuel Temperature Indicator, ....................................................................24 Fuel Transfer, ..........................................................................................28 Fuel Type Requirements, ...................................................................... 269
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Fuel Usage, .............................................................................................25 Fuel Usage Requirements, ................................................................... 269 Fuel Valve Closed Light, ..........................................................................24 Fuel Vent System, ...................................................................................35 Fuel: Class Notes, ................................................................................. 353
G
Galley Power Switch, ..............................................................................40 Gasper Fan Switch, .............................................................................. 119 Generator AC Ammeter, ......................................................................... 48 Bus Off Light, ..........................................................................................52 Generator Control Unit (GCU), ...............................................................55 Generator Drive Disconnect Switch, ....................................................... 45 Generator Drive High Oil Temperature Light, ..........................................45 Generator Drive Low Oil Pressure Light, ................................................44 Generator Drive Oil Temperature Indicator, ............................................46 Generator Drive Temperature Switch, .....................................................46 Generator Loss (dual), ............................................................................ 54 Generator Off Bus Light, ......................................................................... 53 Generator Switch, ...................................................................................54 Glide Slope Warning Flag, .................................................................... 203 Go-around Mode, ........................................................................... 186,249 GPWS Flap/Gear Inhibit Switch, .......................................................... 242 GPWS Inoperative Light, ...................................................................... 241 GPWS System Test Switch, .................................................................. 241 Greenwich Mean Time, ......................................................................... 200 Gross Weight & CG Limitations, ........................................................... 270 Ground Call Switch, ................................................................................72 Ground Interconnect Switch, ..................................................................88 Ground Power, ........................................................................................ 49 Ground Power Available Light, ................................................................ 48 Ground Power Switch, ............................................................................ 48 Ground Proximity Warning System, ...................................................... 242 Ground Service Switch, ..........................................................................50 Ground Service Bus, ............................................................................... 51 Ground Spoilers, ................................................................................... 205
H
HF Radio Requirements, ..................................................................... 270 Heading Control Knob, ............................................................................ 14
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The Cockpit Review

B737-200
Heading Warning Flag, .......................................................................... 202 Heading/Bank Angle Selector (SP177), ................................................ 187 Heater OFF Light, ...................................................................................80 High Energy Continuous Ignition, ......................................................... 143 High Energy Ignition, ............................................................... 142,143,144 High Intensity Ignition Duty Cycle, ........................................................ 273 Horizontal Situation Indicator, ............................................................... 202 Horizontal Stabilizer Trim Control System, ............................................ 244 How To Use The Cockpit Review, ...........................................................11 Hydraulic Brake Pressure Indicator, ...................................................... 235 Hydraulic Malfunction: Loss of Standby System, ...................................97 Hydraulic Malfunction: Loss of System A Pressure, .............................. 95 Hydraulic Malfunction: Loss of System B Pressure, .............................. 96 Hydraulic Malfunction: Manual Reversion, ............................................. 97 Hydraulic Overheat Light - Electric Pump, .............................................. 89 Hydraulic Power Limitations, ................................................................. 266 Hydraulic Pump Low Pressure Light, ...................................................... 89 Hydraulic Shutoff Valve, ........................................................................ 255 Hydraulic System, ...................................................................................91 Hydraulic System A Fluid Quantities (200), .......................................... 239 Hydraulic System A Quantity Indicator, ................................................ 239 Hydraulic System Annunciator, ............................................................. 181 Hydraulic System B Low Quantity Light, ............................................... 238 Hydraulic System Pressure Indicator, ................................................... 237 Hydraulic: Class Notes, ......................................................................... 357
I
IAS/MACH Display (SP177), ................................................................. 186 Ice & Rain Protection Limitations, ......................................................... 267 Ice & Rain System Schematic, ............................................................. 288 Ice & Rain: Class Notes, ....................................................................... 361 Icing Conditions, ......................................................................................87 Igniter Service Life, ................................................................. 142,143,144 Ignition Requirements for Takeoff & Landing, ....................................... 272 Inboard Brakes (200), ........................................................................... 236 Inboard Landing Lights, ......................................................................... 135 Inoperative Flight Directors, .................................................................. 183 Inoperative Pack Valves, ....................................................................... 125 Instrument Comparator Lights, ............................................................. 196 Instrument Comparator System, ........................................................... 195
Rev-4
The Cockpit Review

B737-200
Instrument Comparator Test Switch, ..................................................... 195 Instrument Vibrators, ............................................................................. 198 Isolation Valve, ...................................................................................... 153 Isolation Valve Light, ............................................................................. 153 Isolation Valve Switch, .......................................................................... 125
J
Jackscrew Mechanical Device, ............................................................. 244
K
Kidde Sensor Fire Detection Loop, ......................................................... 65
L
L.E.D. Amber Transit Lights, .................................................................. 147 L.E.D. Annunciator Panel Test Switch, .................................................. 148 L.E.D. Green EXT/FULL EXT Lights, .................................................... 147 Landing Altitude Indicator, ..................................................................... 106 Landing Gear Indication System, .......................................................... 226 Landing Gear Indicator Light, ................................................................ 225 Landing Gear Lever, .............................................................................. 227 Landing Gear Limitations, ..................................................................... 263 Landing Gear Override Trigger, ............................................................. 229 Landing Gear Solenoid Failure, ............................................................. 228 Landing Gear Towing - Hydraulic Pressurization, ................................. 263 Landing Gear Warning Horn, ................................................................ 226 Landing Gear: Class Notes, .................................................................. 365 Landing Lights, ...................................................................................... 134 Lavatory Dome Light, ............................................................................ 141 LE FLAPS EXT Light (200 Basic), ........................................................ 149 LE FLAPS EXT Light (200A/300), ........................................................ 149 LE FLAPS TRANSIT Light, ................................................................... 148 Leading Edge Annunciator Panel (100), ............................................... 146 Leading Edge Annunciator Panel (200 Basic), ..................................... 146 Leading Edge Annunciator Panel (200A/300/400), ............................... 147 Leading Edge Devices, ......................................................................... 150 Leading Edge Devices Indicators, ......................................................... 145 Leading Edge Flap Control Valve, ......................................................... 250 Load Accelerations Limitations, ............................................................ 271 Logo Light Switch, ................................................................................. 140
Rev-4
The Cockpit Review

B737-200
Loss of All AC Power, ............................................................................ 158 Loss of Both Generators, ........................................................................41 Low Energy Continuous Ignition, .......................................................... 142 Low Energy Ignition, ...................................................................... 143,144 Low Oil Pressure Light, ......................................................................... 218
M
Mach Airspeed Warning Test Switch, .................................................... 175 Mach Trim, ...............................................................................................22 Mach Trim Fail Light, ............................................................................... 22 Mach Trim System Review, .....................................................................22 Mach Trim Test Button, ...........................................................................22 Mach Tuck., .............................................................................................22 Mach/Airspeed Indicator, ...................................................................... 194 Main Electric Trim Actuator, .................................................................. 245 Main Gear Downlock Viewer, ................................................................ 230 Main Landing Gear Schematic, ............................................................. 289 Main Outflow Valve, ............................................................................... 112 Manual Actuation and Reset Handle, .................................................. 166 Manual Gear Extension Handles, ......................................................... 229 Manual Mode Flight Profile, .................................................................. 111 Manual Mode Test, ................................................................................ 115 Manual Trim Wheel, ............................................................................... 245 Manual Trimming, .................................................................................. 246 Mark II GPWS System, ......................................................................... 242 Marker Beacons, ................................................................................... 194 MASK/BOOM Switch, ........................................................................... 162 Master Caution Lights, .......................................................................... 179 Master Fire Warning Lights, .................................................................. 178 Master Flight Director Indicator Lights (SP177), ................................... 184 Max. Motoring, ...................................................................................... 251 Maximum Allowable Fuel Imbalance - Flight Operations, ..................... 268 Maximum Allowable Fuel Imbalance - Landing, .................................... 269 Maximum APU EGT, ............................................................................. 275 Maximum Cabin Differential Pressure, .................................................. 115 Maximum Center Tank Fuel Quantity, ................................................... 268 Maximum CSD Oil Temperature, .......................................................... 267 Maximum CSD Oil Temperature Rise, .................................................. 267 Maximum Differential Pressure, ..................................................... 115,264 Maximum EGT Limits, ........................................................................... 274
Rev-4
The Cockpit Review

B737-200
Maximum External Air Pressure, .......................................................... 271 Maximum External Air Temperature, ..................................................... 271 Maximum Flap Extension Altitude, ........................................................ 266 Maximum Fuel Temperature, ................................................................ 268 Maximum Inflight Weight, ...................................................................... 270 Maximum Landing Weight, .................................................................... 270 Maximum N1 Limits, ............................................................................. 274 Maximum Operating Altitude, ................................................................ 262 Maximum Recommended Wind for Airstair Operations, ....................... 262 Maximum Speed, .................................................................................. 262 Maximum Speed - Altitude With Window Heat Inoperative, .................. 267 Maximum Takeoff - Landing Cabin Differential, .................................... 264 Maximum Takeoff - Landing Tailwind, ................................................... 262 Maximum Takeoff Altitude, .................................................................... 262 Maximum Takeoff Weight, ..................................................................... 270 Maximum Taxi Weight, .......................................................................... 270 Maximum Wing Tank Fuel Quantity, ...................................................... 268 Maximum Zero Fuel Weight, ................................................................. 270 Minimum Engine Starting Pressures, ................................................... 272 Minimum Flight Crew, ............................................................................ 263 Minimum Fuel For Hydraulic System B Ground Operations, ................ 266 Minimum Fuel Temperature - Freeze Point, .......................................... 268 Minimum N1 RPM During Icing Condition, ........................................... 268 Minimum Oxygen Dispatch Pressures, ................................................. 163 Minimum Recommended Altitude For Speedbrake Usage, .................. 266 Mirror Lights, ......................................................................................... 141 Missed Approach Profile, ...................................................................... 307 Missing Airframe & Engine Parts, ......................................................... 271 Mode Selector Switches (SP177), ........................................................ 187 Modulating and Shutoff Valve, ............................................................... 130 MU Reports, .......................................................................................... 225
N
N1 RPM Indicator, ................................................................................. 212 N2 RPM Indicator, ................................................................................. 214 Navigation: Class Notes, ....................................................................... 369 Navigational Equipment Limitations, ..................................................... 269 Negative Relief Door, ............................................................................ 112 Nicad Batteries, .......................................................................................70 Nickel-cadmium Battery, ......................................................................... 41
Rev-4
The Cockpit Review

B737-200
No Bleed Takeoffs - C Flow, .................................................................. 131 No Smoking Passenger Warning Switch, ...............................................71 No.7 Burner Can, .................................................................................. 142 Nose Gear Downlock Viewer, ................................................................ 231 Nose Gear Schematic, .......................................................................... 290 Nose Wheel Steering, ........................................................................... 240
O
OFF Flag, .............................................................................................. 203 OFF Light, ............................................................................................. 174 Off Schedule Descent Light, ................................................................. 104 Oil Distribution System, ........................................................................ 215 Oil Filter Bypass Light, .......................................................................... 218 Oil Lubrication System, ......................................................................... 216 Oil Pressure Indicator, .......................................................................... 215 Oil Pressure Limits, ............................................................................... 274 Oil Quantity Indicator, ........................................................................... 216 Oil Quantity Sensing Unit, ..................................................................... 217 Oil Tank Capacity, ................................................................................. 216 Oil Temperature, .................................................................................... 274 Oil Temperature Indicator, ..................................................................... 216 Oil Test Switch, ..................................................................................... 217 One Engine Inop Approach Profile, ............................................... 307,309 One Engine Inop Missed Approach, .............................................. 307,309 Operating Differential Pressure, ............................................................ 264 Operational Limitations, ........................................................................ 262 Oral Examinations, .................................................................................. 11 Outboard Brakes, .................................................................................. 236 Outboard Landing Lights, ...................................................................... 134 Outflow Valve, ....................................................................................... 112 Outflow Valve Position Indicator, ........................................................... 107 Outflow Valve Switch, ............................................................................ 107 Overhead System Annunciator, ............................................................ 181 Overheat Detector Switch, .................................................................... 253 Overheat/Inop and Fire Test Switch, ..................................................... 254 OVHT/DET System Annunciator, .......................................................... 181 Oxygen Cylinders, ................................................................................. 169 Oxygen Diluter Lever, ............................................................................ 168 Oxygen Flow Indicator, ......................................................................... 169 Oxygen Masks, ..................................................................................... 167
Rev-4
The Cockpit Review

B737-200
Oxygen Panel, ....................................................................................... 168 Oxygen Shutoff Valve, ........................................................................... 167 Oxygen Supply Lever, ........................................................................... 169 Oxygen System Activation, ................................................................... 164 Oxygen/Boom Switch, ........................................................................... 161
P
PA Hand Microphone, ........................................................................... 252 Pack Trip Off Light, ................................................................................ 126 Pack Valves, .......................................................................................... 125 Parking Brake Lever, ............................................................................. 247 Parking Brake Shutoff Valve, ................................................................. 248 Passenger Address System, ................................................................. 252 Passenger Cabin Emergency Exit Lights, ...............................................70 Passenger Cabin Temperature Selector, ............................................... 119 Passenger Oxygen Indicator, ................................................................ 164 Passenger Oxygen Indicator Light, ....................................................... 165 Passenger Oxygen Switch, ................................................................... 165 Passenger Service Unit (PSU), ............................................................. 164 PDCS Requirements, ............................................................................ 265 Performance Data Computer System Limitations, ................................ 265 Permanent Magnets, ............................................................................... 40 Personal Breathing Equipment (PBE), .................................................. 170 Pitot Heat Requirements, ...................................................................... 268 Pitot Static Heat Switch, ......................................................................... 79 Pneumatic Duct Pressure Indicator, ..................................................... 124 Pneumatics Limitations, ........................................................................ 271 Pneumatics Schematic, ........................................................................ 293 Pneumatics: Class Notes, ..................................................................... 373 Portable Crew Oxygen, ......................................................................... 170 Portable Oxygen System, ..................................................................... 170 Portable Passenger Oxygen, ................................................................ 169 Position Lights, ............................................................................... 137,138 Power Plant Limitations, ........................................................................ 272 Powerplant: Class Notes, ...................................................................... 377 Pressure Regulator, .............................................................................. 130 Pressure Relief Valve, ........................................................................... 130 Pressure Relief Valves, ......................................................................... 112 Pressurization Auto Mode, .................................................................... 109 Pressurization Limit Placard, ................................................................ 102
Rev-4
The Cockpit Review

B737-200
Pressurization Limitations, .................................................................... 115 Pressurization Manual Light, ................................................................. 105 Pressurization Mode Selector, .............................................................. 108 Pressurization Schematic, .................................................................... 295 Pressurization Standby Light, ............................................................... 104 Pressurization System Description, ...................................................... 111 Pressurization System Tests, ................................................................ 114 Probe Heater Lights, ............................................................................... 80 PTT Switch, ................................................................................... 160,162 Pulsing Charging, ....................................................................................42
R
Radio Altimeter, ..................................................................................... 199 Radio Altimeter Test Switch, ................................................................. 199 Radio Magnetic Indicator Compass - RMI, ........................................... 201 Rain Boe - Type III., ................................................................................73 Ram Air Schematic, ....................................................................... 294,295 Ram Door Full Open Light, ................................................................... 122 Receiver Switch, ................................................................................... 161 Recording Time Remaining Indicator, ................................................... 173 Red Dome Light Switches, .................................................................... 159 Refueling, ................................................................................................29 Repeat Switch, ...................................................................................... 174 Reset/Manual Activation Handle, .......................................................... 164 Residual Voltage, ....................................................................................40 Residual Volts Button, .............................................................................46 Residual Volts Switch, .............................................................................40 Respiratory Protection System, ............................................................ 170 Revenue Flights - Retention Bar Use, ................................................... 262 Reverse Thrust Usage, ......................................................................... 272 Reverser Unlock Light, .......................................................................... 217 Rudder Pedal Steering, ......................................................................... 240 Rudder Trim Wheel, ............................................................................... 251 Runway Slope Limits, ............................................................................ 262 Runway Turnoff Lights, .......................................................................... 135
S
Service Interphone Handsets, .............................................................. 252 Service Interphone Switch, ............................................................ 157,252 Service Interphone System, ................................................................. 156
Rev-4
The Cockpit Review

B737-200
Simulator Training Hints, ......................................................................... 17 Single Approach Procedures, ........................................................ 307,309 Single System Failures, ........................................................................ 179 Smoke Hoods, ....................................................................................... 170 Speed Brake Armed Light, .................................................................... 204 Speed Brake Do Not Arm Light, ........................................................... 204 Speed Brake Lever, ............................................................................... 247 Speed Brake Test Switches, ................................................................. 205 Speedbrake and Spoiler System, .......................................................... 205 Speedbrake System, ............................................................................. 204 Stabilizer Brake Release Knob, ............................................................. 251 Stabilizer Trim Band Range, .................................................................. 245 Stabilizer Trim Cutout Switches, ........................................................... 246 Stabilizer Trim System, ......................................................................... 245 Stabilizer Trim Wheel, ........................................................................... 246 Stall Warning Off Light, ......................................................................... 176 Stall Warning Switch, ............................................................................ 176 Stall Warning System, ........................................................................... 177 Stall Warning Test Indicator, .................................................................. 177 Standby Airspeed Indicator, .................................................................. 198 Standby Altimeter/Airspeed Indicator, ................................................... 198 Standby Compass Light, ................................................................ 141,158 Standby Hydraulic Components, ............................................................. 94 Standby Hydraulic Low Quantity Amber Light, .......................................17 Standby Hydraulic System, .....................................................................17 Standby Hydraulic System Schematic, ................................................. 287 Standby Mode Flight Profile, ................................................................. 110 Standby Mode Test, .............................................................................. 114 Standby Power Switch, ...........................................................................46 Standby Pressurization Mode Failure, .................................................. 104 Start Levers, .......................................................................................... 250 Start Valve Open Light, ......................................................................... 217 Starter Duty Cycle, ................................................................................ 273 Synchronization Indicator, .......................................................................15 System A Hydraulic Components, .......................................................... 92 System Annunciator Panel, ................................................................... 180 System B Hydraulic Components, .......................................................... 93 System B Hydraulics Schematic, .......................................................... 286
Rev-4
The Cockpit Review

B737-200
T
Takeoff Configuration Warning Horn, .................................................... 227 Takeoff Profile - Normal Takeoff, ........................................................... 301 Takeoff Profile - Normal Takeoff Callouts, ............................................. 302 Takeoff Rejected, .......................... 301,302,303,304,305,306,307,309,310 Takeoff Warning Horn, .......................................................................... 245 Takeoff/Go-Around Switches, ............................................................... 248 TAT-MAX EPR Indicator, ....................................................................... 234 Taxi Light, .............................................................................................. 136 TCAS Compliance Requirements, ........................................................ 272 TCAS Limitations, ................................................................................. 271 TCAS Response Maneuvers, ................................................................ 272 TCAS Weather Approval, ...................................................................... 271 Thermal Discharge - Fire Extinguisher Bottles, .................................... 260 Thrust Levers, ....................................................................................... 249 Thrust Reverser Isolation Valve Panel, ................................................. 152 Thrust Reverser Schematic, ................................................................. 297 Thrust Reverser Shutoff Valve, ............................................................. 255 Thumbwheel Switches, ......................................................................... 174 TO/GA Button, ...................................................................................... 248 Total Air Temperature Indicator, ............................................................ 232 Total Air Temperature Indicator, ............................................................ 233 TR Voltage Range, ................................................................................ 267 Trailing Edge Control Valve, .................................................................. 250 Trailing Edge Flap Bypass Valve, ............................................................18 Transfer Bus Off Light, ............................................................................ 52 Transfer Relays, ......................................................................................37 Transformer Rectifier, ..............................................................................42 Transformer Rectifier Failure, ..................................................................43 Trip and Date Light, ............................................................................... 174 Trip and Date Selectors, ........................................................................ 173 Trip Reset Switch, .......................................................................... 126,131 Turbine Discharge Pressure (Pt7), ........................................................ 211 Turbofan System, .................................................................................. 123 Turbulent Airspeeds, ............................................................................. 263 Type of Airplane Operation, .................................................................. 263
Rev-4
The Cockpit Review

B737-200
U
Unsafe Terrain Clearance - Not in Landing, .......................................... 243
V
Verification of EPR Values, ................................................................... 266 Vertical Gyro Transfer Switch, .......................................................... 23,196 Vertical Speed Display (SP177), ........................................................... 188 Vertical Speed Indicator, ....................................................................... 203 Vertical Speed Thumbwheel, ................................................................ 188
W
Warning Systems: Class Notes, ........................................................... 381 Weather Radar Requirements, ............................................................. 269 Weather Radar Warm-up Requirements, .............................................. 269 Wheel Well Fire Warning Light, ............................................................. 254 Wheel Well Light Switch, ....................................................................... 231 Wheel Well Lights, ................................................................................. 140 White Dome Light, ................................................................................ 141 White Dome Light Switch, ..................................................................... 158 White/Red Dome Light Switches, ......................................................... 159 Window Heat ON Light, ..........................................................................76 Window Heat Switch, ..............................................................................77 Window Heat Test Switch, ...................................................................... 77 Window Overheat, ...................................................................................78 Window Overheat Light, ..........................................................................77 Windows, ................................................................................................. 79 Windshield Wiper Selector, .....................................................................74 Wing Anti-ice Schematic Decal, ............................................................ 127 Wing Anti-Ice Switch, .........................................................................81,82 Wing Anti-ice Valve, ................................................................................84 Wing Anti-Ice Valve Open Light, ............................................................. 81 Wing Illumination Switch, ...................................................................... 139 Wing Thermal Anti-ice System Requirements, ..................................... 267 Wing-Body Overheat Light, ................................................................... 127 Wing-Body Overheat Test Switch, ........................................................ 120
Rev-4
The Cockpit Review

B737-200
Y
Yaw Control, .......................................................................................... 219 Yaw Damper Indicator, .......................................................................... 219 Yaw Damper System, ..............................................................................21 Yaw Damper Warning Light and Switch, ................................................. 21
Rev-4

Jet Cockpit Review

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The Cockpit Review

Canova Aviation Publications, Inc.

Informational Purposes Only - 2000 Canova Aviation 2 Go To Index

The Cockpit Review

Canova Aviation Publications

Canova Aviation Publications, Inc. User License Agreement

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The Cockpit Review

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The Cockpit Review

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The Cockpit Review

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The Cockpit Review

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The Cockpit Review

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The Cockpit Review

How To Use The Cockpit Review

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The Cockpit Review

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The Cockpit Review

Chapter I The Cockpit Review

Informational Purposes Only - 2000 Canova Aviation 13 Go To Index

The Cockpit Review

Heading Control Knob

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The Cockpit Review

Compass Transfer Switch

Compass System Review

Informational Purposes Only - 2000 Canova Aviation 15 Go To Index

The Cockpit Review

Flight Control Switches

Informational Purposes Only - 2000 Canova Aviation 16 Go To Index

The Cockpit Review

Standby Hydraulic System

Standby Hydraulic Low Quantity Amber Light

Informational Purposes Only - 2000 Canova Aviation 17 Go To Index

The Cockpit Review

Alternate Flap Master Switch

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The Cockpit Review

Alternate Flaps Position Switch

Asymmetrical Flap Protection System Review

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The Cockpit Review

Flight Spoiler Switch

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The Cockpit Review

Yaw Damper Warning Light and Switch

Feel Differential Pressure Light

Informational Purposes Only - 2000 Canova Aviation 21 Go To Index

The Cockpit Review

Mach Trim Fail Light

Mach Trim Test Button