Avionics & Flight Instruments
AIRSPEED: LOST, SUSPECT OR ERRATIC
NOTE
The following information and displays can be considered reliable: PFD attitude, NAV display, ground speed, engine N1 and stick shaker.
1. AFS OVRD OFF SWITCHES - OFF
- Move the AFS OVRD OFF Switches to the OFF position.
2. AIRCRAFT PITCH / THRUST - STABILIZE
- Stabilize the aircraft's pitch and thrust.
NOTE
Disregard IAS / flight director pitch bar and high speed warnings. Use pitch attitude and thrust as the primary flight reference. Should stick shaker be encountered, lower nose to horizon and increase thrust. Resume pitch/thrust reference using the AIRSPEED: LOST, SUSPECT OR ERRATIC tables after the stick shaker ceases.
3. FLIGHT DIRECTOR - OFF
- Move the flight director into the OFF position.
NOTE
Disregard all alerts and warnings, except stick shaker, until after aircraft is stabilized and safe operations achieved. Alerts and aural warnings can produce conflicting and disorienting cues.
CAUTION
Under certain conditions FPA and PLI may be unreliable. Check against primary flight references before using FPA or PLI.
If practical fly to VFR conditions at earliest possible opportunity.
After the aircraft is safely stabilized in flight, ensure terrain avoidance.
NOTE
Approximately 10° pitch attitude and MCT thrust will provide a safe initial climb condition if a climb is required.
4. PILOT AND STANDBY FLIGHT INSTRUMENTS - COMPARE
- Comparing the pilot and standby flight instruments ensuring that the data matches.
ABLE TO IDENTIFY UNRELIABLE AIR DATA SOURCE
IF NOT IDENTIFIED, SKIP TO STEP 8
5. CADC (UNRELIABLE SIDE) - SELECT TO OTHER SIDE
- After Identifying the air data source that is causing unreliable data select the other side that is providing reliable data.
NOTE
The OVERSPEED aural warning may continue since the CAWS does not know that the CADC switch was activated.
6. STATIC AIR SWITCH (UNRELIABLE SIDE) - ALT
- Move the static air switch of the unreliable side to the ALT position.
AIR DATA RETURNS TO NORMAL
IF FAILED TO RETURN TO NORMAL, SKIP TO STEP 8
7. AFS OVRD OFF SWITCH (RELIABLE SIDE) - NORMAL
- Return the AFS OVRD Switch for the reliable side to the NORMAL position.
Use autopilot and autothrottles associated with the reliable CADC.
Flight directors may be engaged using the reliable CADC.
-
IF CADC 1 IS RELIABLE
- SELECT FLT DIR - F/O ON 1
-
IF CADC 2 IS RELIABLE
- SELECT FLT DIR - CAPT ON 2
NOTE
The following information and displays may or may not be reliable: FMC (unreliable side) data associated with air data and TAS and WIND on ND (unreliable side).
Continue to monitor pitch, thrust, and airspeed to ensure accuracy of selected instruments.
8. ALTITUDE AND TRHUST - ADJUST
- Adjust to maintain a normal pitch altitude and thrust for the phase of flight
NOTES
- The following may or may not be reliable depending on the cause of lost or suspect airspeed: FPA, PLI, low speed pitch protection, VSI, altimeter, altitude reporting, and TCAS. FMS NAV function may be inoperative.
- The following will not be reliable: flight director pitch bar, autothrottle speed protection, high speed pitch protection, and overspeed warning.
Use the following AIRSPEED: LOST, SUSPECT OR ERRATIC tables to determine thrust/pitch relation for remainder of flight.
NOTES
- IAS and vertical speed (VS) values in the following tables are approximate.
- Attitude/thrust table is based on all engines operating.
THRUST/SPEED TABLE
CLIMB - CRUISE - DESCENT
| FLIGHT PHASE | CONFIG | PRESSURE ALTITUDE | REF | WEIGHT (1000 KG) | ||
|---|---|---|---|---|---|---|
| 200 | 240 | 280 | ||||
CLIMB | UP/RET | 5000 | PITCH | 14.0 | 12.0 | 10.0 |
| IAS | 247 | 270 | 295 | |||
| FL 100 | PITCH | 13.0 | 10.5 | 8.5 | ||
| IAS | 248 | 277 | 307 | |||
| FL 150 | PITCH | 11.0 | 8.5 | 7.0 | ||
| IAS | 256 | 288 | 317 | |||
| FL 200 | PITCH | 8.5 | 6.5 | 5.5 | ||
| IAS | 266 | 298 | 327 | |||
CRUISE | UP/RET | FL 100 | PITCH | 2.0 | 2.5 | 3.0 |
| N1 | 76.5 | 78.6 | 80.8 | |||
| IAS | 330 | 330 | 330 | |||
| FL 200 | PITCH | 2.0 | 2.5 | 3.0 | ||
| N1 | 83.4 | 85.5 | 87.9 | |||
| IAS | 330 | 330 | 330 | |||
| FL 300 | PITCH | 1.5 | 2.5 | 3.0 | ||
| N1 | 89.0 | 91.6 | 95.0 | |||
| MACH | .827 | .827 | .827 | |||
| IAS | 315 | 315 | 315 | |||
| FL 350 | PITCH | 2.5 | - | - | ||
| N1 | 90.9 | - | - | |||
| MACH | .830 | - | - | |||
| IAS | 283 | - | - | |||
DESCENT | UP/RET | FL 350 | PITCH | 1.0 | - | - |
| MACH | .768 | - | - | |||
| IAS | 260 | - | - | |||
| VS | 2020 | - | - | |||
| FL 300 | PITCH | 1.5 | 2.0 | 2.0 | ||
| MACH | .693 | .715 | .772 | |||
| IAS | 260 | 269 | 292 | |||
| VS | 1920 | 2000 | 2170 | |||
| FL 200 | PITCH | 1.5 | 2.5 | 2.5 | ||
| IAS | 260 | 260 | 278 | |||
| VS | 1770 | 1760 | 1880 | |||
| FL 100 | PITCH | 2.0 | 2.5 | - | ||
| IAS | 250 | 262 | - | |||
| VS | 1500 | 1560 | - | |||
THRUST/SPEED TABLE
ARRIVAL - APPROACH - GO/AROUND
| FLIGHT PHASE | CONFIG | PRESSURE ALTITUDE | REF | WEIGHT (1000 KG) | |||
|---|---|---|---|---|---|---|---|
| 160 | 180 | 200 | 220 | ||||
ARRIVAL | UP/RET | 5000 | PITCH | 5.0 | 5.0 | 5.0 | 5.0 |
| N1 | 59.1 | 62.1 | 64.9 | 67.5 | |||
| IAS | 222 | 235 | 247 | 259 | |||
| 0/EXT | 3000 | PITCH | 8.5 | 8.5 | 8.5 | 8.5 | |
| N1 | 61.7 | 64.9 | 67.8 | 70.6 | |||
| IAS | 183 | 193 | 203 | 213 | |||
| 10/EXT | 3000 | PITCH | 7.0 | 7.0 | 7.0 | 7.5 | |
| N1 | 64.0 | 67.0 | 69.0 | 71.0 | |||
| IAS | 177 | 187 | 197 | 206 | |||
| 28/EXT | 3000 | PITCH | 4.0 | 4.0 | 4.5 | 4.5 | |
| N1 | 70.4 | 73.8 | 76.9 | 79.7 | |||
| IAS | 169 | 178 | 187 | 196 | |||
APPROACH | 35/EXT GEAR DOWN | DESCENT | PITCH | 2.5 | 2.5 | 2.5 | 3.0 |
| N1 | 62.2 | 65.4 | 68.3 | 70.8 | |||
| IAS | 153 | 162 | 170 | 177 | |||
Maintain pitch and adjust power to maintain glide path. | |||||||
GO AROUND | 28/EXT GEAR UP | SEA LVL | PITCH | 20.0 | 20.0 | 19.5 | 18.0 |
| IAS | 180 | 172 | 170 | 177 | |||
| 5000 | PITCH | 20.0 | 18.5 | 17.0 | 15.5 | ||
| IAS | 159 | 162 | 170 | 177 | |||
APPROACH AND LANDING ASPECTS
- Maintain VMC
- Establish landing configuration early
- Use IRS ground speed and reported winds to verify airspeed.
- Use radar altimeter
- Use a runway with electronic or visual glideslope.
[END OF AIRSPEED: LOST, SUSPECT OR ERRATIC]
ALT AND / OR IAS MISCOMPARE ALERT DISPLAYED ON THE PFD
1. ALTITUDE, IAS / MACH INDICATIONS - CROSSCHECK
- Crosscheck Altitude, IAS / MACH Inidcations.
If faulty system can be identified:
2. STATIC AIR SELECTOR AFFECTED SIDE - ALT
- Set the STATIC AIR SELECTOR of affected side to the ALT position.
[END ALT AND / OR IAS MISCOMPARE ALERT DISPLAYED ON THE PFD CHECKLIST]
DEU FAIL
1. EIS SOURCE SELECTOR (On Failed Side) - AUX
- Set the EIS SOURCE SELECTOR on the failed side to the AUX position.
DISPLAY UNITS RECOVERED
IF DISPLAY UNITS ARE NOT RECOVERED, SKIP TO STEP 2
DEU 1 FAILED
IF DEU 1 HAS NOT FAILED, SKIP TO WITH DEU 2 FAILED
The Captain's ND must display VOR or APPR mode whenever the First Officer's ND displays the VOR or APPR mode. The selected modes need not be identical.
The Captain's ND may be in VOR or APPR mode when the First Officer's ND is in MAP or PLAN mode.
When the Captain's and First Officer's ND's are in MAP or PLAN mode, the RANGE must be the same.
[END DEU FAIL CHECKLIST]
With DEU 2 failed:
The First Officer's ND must display VOR or APPR mode whenever the Captain's ND displays VOR or APPR mode. The selected modes need not be identical.
The First Officer's ND may be in VOR or APPR mode when the Captain's ND is in MAP or PLAN mode.
When the First Officer's and Captain's ND's are in MAP or PLAN mode, the RANGE must be the same.
[END DEU FAIL CHECKLIST]
2. EIS SOURCE SELECTOR (On Failed Side) - RETURN TO ORIGINAL POSITION
- Set the EIS SOURCE SELECTOR on the failed side to the ORIGINAL position.
CAUTION
Do not rotate the EIS SOURCE selector on the failed side to the opposite (cross-cockpit) position. Such action may cause the operating displays to replicate the failure pattern of the failed DEU.
3. DISPLAY ELEC UNIT CIRCUIT BREAKER (ON FAILED SIDE) - PULL (WAIT 5 SEC) / RESET
- PULL the DISPLAY ELEC UNIT circuit breaker (on the failed side) for 5 seconds.
NOTE
DISPLAY ELEC UNIT 1 circuit breaker is located at the left overhead circuit breaker panel F-3. DISPLAY ELEC UNIT 2 circuit breaker is located at right overhead circuit breaker panel F-28.
DISPLAY UNITS RECOVERED
IF DISPLAY UNITS ARE NOT RECOVERED, SKIP TO STEP 4
No further crew action required.
[END DEU FAIL CHECKLIST]
4. DISPLAY ELEC UNIT CIRCUIT BREAKER (ON FAILED SIDE) - PULL
- PULL the DISPLAY ELEC UNIT circuit breaker (on the failed side).
Complete flight using the operating displays.
[END DEU FAIL CHECKLIST]
FMC FAILURE, DUAL OR SINGLE
Wait one minute before pull Circuit breaker after failure message.
1. AFFECTED FMC CIRCUIT BREAKER(S) - PULL
- PULL the affected FMC circuit breaker(s).
Circuits Breakers are located at:
- FMC 1 Circuit Breaker A23 (on avionics CB panel).
- FMC 2 Circuit Breaker G24 (on overhead CB panel).
After 10 seconds:
2. FMC CIRCUIT BREAKER(S) - PUSH
- PUSH the FMC Circuit breaker(s).
FMC OPERATION RESTORED
IF FMC IS STILL INOPERATIVE, SKIP TO FMC DUAL FAILURE
No further crew action required.
[END FMC FAILURE, DUAL OR SINGLE CHECKLIST]
FMC DUAL FAILURE
IF FMC IS STILL INOPERATIVE, SKIP TO FMS 1 FAIL
3. BOTH MCDU'S - SELECT STANDBY NAV / RAD
- Set both MCDU's to SELECT STANDBY NAV / RAD.
No FMS database is available in standby mode.
4. NEXT WAYPOINT - VERIFY
- VERIFY the next waypoint.
Original routing will be retained in both MCDUs.
Confirm active waypoint is correct or enter required waypoint with NAME/LAT/LONG format before continuing this procedure.
5. SISP SWITCHES - AS REQUIRED
- Set the SISP switches as is required.
- FLT DIR - If NAV 1 or NAV 2 is selected, offside roll bar will bias out of view. If desired, on-side FLT DIR may be selected by pushing CAPT ON 2 (for NAV 2) or F/O ON 1 (for NAV 1).
- FMS - FMS switching should be in normal. If both MCDUs are in standby operation, NDs will display the information depicted in the following table.
SISP TABLE
| FMS SISP SW | CAPT ND DISPLAY | F/O ND DISPLAY |
|---|---|---|
| NORMAL | MCDU 1 | MCDU 2 |
| CAPT ON 2 | MCDU 2 | MCDU 2 |
| F/O ON 1 | MCDU 1 | MCDU 1 |
NOTE
Regardless of SISP switching, AP 1 will always follow MCDU 1 and AP 2 will always follow MCDU 2.
- CADC, IRS, VOR and APPR should be left in normal unless anomalies in those systems require switching.
6. NAVIGATION ROUTING - CONFIRM
- CONFIRM navigation routing.
Subject Captain's Discretion (SCD) continue to destination.
- If changes to routing are required, both MCDUs should be updated, time and workload permitting. If over water or if few navigational aids are available, both MCDU routings should be maintained. If time does not permit, one MCDU may be updated and utilized for navigational guidance. Waypoints must be entered in the NAME/LAT/LONG format. Direct-to is available only for waypoints entered in the route or to a LAT/LONG entered in data field 1(L).
- STANDBY F-PLAN page displays outbound TRUE track for each leg.
- If aircraft position is north of 73º N, select TRU heading reference on both ECPs.
- VOR, NDB, and ILS navaids must be tuned by frequency on respective MCDUs.
- Monitor IRU positions.
- IRU/MCDU with most accurate position (i.e. MCDU 1, AP 1 and NAV 1, if number 1 is most accurate) should be used for lateral guidance.
- Compare fuel used/remaining to flight plan at each waypoint.
- Vertical navigation is not available. Plan cruise, climb, and descent points accordingly.
- FMS speeds and altitudes not available.
- For go-around determine VFR and VSR from takeoff speed tables
- Autothrottles are available in speed mode; however, autothrottles will disconnect in level change and G/A modes.
- FMS thrust limit computation not available.
- In the event of a go-around, pushing thrust levers to overboost bar below 14,000 feet MSL and 300 KIAS will provide G/A thrust.
NOTE
Do not exceed G/A thrust time limit. Below 14,000 feet MSL, five minutes of go-around power is permissible, if required.
- Above 14,000 feet or 300 KIAS throttle advance to overboost bar will provide MCT thrust. During climb use following table to set thrust manually.
APPROXIMATE CLIMB THRUST N1 (%) SETTINGS
| TAT (°C) | PRESSURE ALTITUDE (FEET) | ||||||||
|---|---|---|---|---|---|---|---|---|---|
| 0 | 5,000 | 10,000 | 15,000 | 20,000 | 25,000 | 30,000 | 35,000 | 40,000 | |
| -30 | 89.7 | 93.6 | 97.9 | 97.5 | 98.7 | 99.5 | 102.2 | 102.3 | 102.2 |
| -25 | 90.6 | 94.5 | 98.8 | 98.4 | 99.6 | 100.4 | 103.1 | 103.2 | 103.1 |
| -20 | 91.5 | 95.4 | 99.7 | 99.3 | 100.5 | 101.3 | 104.0 | 104.1 | 104.0 |
| -15 | 92.4 | 96.3 | 100.6 | 100.2 | 101.4 | 102.2 | 104.9 | 105.0 | 104.7 |
| -10 | 93.2 | 97.2 | 101.5 | 101.1 | 102.3 | 103.1 | 105.8 | 105.6 | 104.9 |
| -5 | 94.1 | 98.1 | 102.3 | 101.9 | 103.1 | 103.9 | 106.6 | 105.1 | 103.7 |
| 0 | 95.0 | 99.0 | 103.2 | 102.8 | 104.0 | 104.8 | 106.6 | 103.9 | 102.4 |
| 5 | 95.8 | 99.8 | 104.1 | 103.7 | 104.9 | 105.7 | 105.6 | 102.8 | |
| 10 | 96.7 | 100.7 | 105.0 | 104.5 | 105.8 | 104.9 | 104.8 | ||
| 15 | 97.5 | 101.6 | 105.9 | 105.4 | 105.5 | 104.1 | 103.9 | ||
| 20 | 98.4 | 102.5 | 105.7 | 105.6 | 104.7 | 103.5 | |||
| 25 | 99.2 | 103.4 | 105.1 | 104.9 | 104.0 | 102.9 | |||
| 30 | 100.1 | 102.7 | 104.5 | 104.3 | 103.4 | ||||
| 35 | 100.4 | 102.0 | 103.9 | 103.6 | 102.9 | ||||
| 40 | 99.7 | 101.3 | 103.2 | 103.0 | |||||
| 45 | 98.9 | 100.6 | 102.7 | ||||||
| 50 | 98.1 | ||||||||
- Below 10,000 feet, climb at 250 KIAS or UP/RET Vref + 35, whichever is higher. Above 10,000 feet, climb at 330 KIAS to FL270 and .82 Mach to level off. Descend at .82 Mach to FL270, then 300 KIAS to 10,000 feet and 250 KIAS below 10,000 feet.
- Low speed protection is not available.
- FMS databases STARS and APPROACHES are not available.
- Manual landing altitude setting required.
- DUAL LAND, SINGLE LAND and APPR ONLY ILS modes are available, provided same ILS frequency and CRS is inserted on both MCDUs.
[END FMC FAILURE, DUAL OR SINGLE CHECKLIST]
FMS 1 FAIL
IF FMS HAS NOT FAILED, SKIP TO FMS 2 FAILED
7. CAPT FMS SISP - CAPT ON 2
- Set the CAPT FMS SISP to CAPT ON 2.
8. MCDU 1 (MENU PAGE LSK 1L) - FMC 2
- Set the MCDU (MENU PAGE LSK 1L) to FMC 2.
The Captain's ND must display VOR or APPR mode whenever the F/O's ND displays VOR or APPR mode; the selected modes need not be identical.
The Captain's ND may be in VOR or APPR mode when the F/O's ND is in MAP or PLAN mode.
When the Captain's and F/O's ND's are in MAP or PLAN mode the RANGE must be the same.
[END FMC FAILURE, DUAL OR SINGLE CHECKLIST]
FMS 2 FAILED:
9. F/O FMS SISP - F/O ON 1
- Set the F/O FMS SISP to F/O ON 1.
10. MCDU 2 (MENU PAGE LSK 1L) - FMC 1
- Set the MCDU (MENU PAGE LSK 1L) to FMC 1.
The F/O's ND must display VOR or APPR mode whenever the Captain's ND is in VOR or APPR mode; the selected modes need not be identical.
The F/O's ND may be in VOR or APPR mode when the Captain's ND is in MAP or PLAN mode.
When the F/O's and Captain's ND are in MAP or PLAN mode the RANGE must be the same.
[END FMC FAILURE, DUAL OR SINGLE CHECKLIST]
IRU FAIL
1. ASSOCIATED IRS MODE SELECTOR - OFF
- Set the associated IRS MODE SELECTOR to the OFF position.
IRU 1 OFF
IF IRU 1 IS STILL ON, SKIP TO IRU 2 OFF
2. IRS SWITCH (CAPTAIN'S SISP PANEL) - CAPT ON AUX
- Set the IRS switch on the Captain's SISP panel to the CAPT ON AUX position.
Auto brakes not available, use manual braking.
IRU 2 OFF
IF IRU 2 IS STILL ON, SKIP TO NO FURTHER CREW ACTION REQUIRED
2. IRS SWITCH (FIRST OFFICER'S SISP PANEL) - F/O ON AUX
- Set the IRS switch on the First Officer's SISP panel to the F/O ON AUX position.
Auto brakes not available, use manual braking.
No further crew action required.
[END IRU FAIL CHECKLIST]
MISC ALERTS
AIRCRAFT ON GROUND
IF IN AIR, SKIP TO STEP 2
1. CONTACT MAINTENANCE
- Contact maintenance for aircraft repairs.
[END MISC ALERTS CHECKLIST]
2. FIRST OFFICER'S EIS SOURCE SELECTOR - AUX (OR 1)
- Set the first officers EIS SOURCE Selector to AUX (OR 1)
MISC ALERTS REMAINS DISPLAYED
IF MISC ALERTS ARE NO LONGER DISPLAYED, SKIP TO MISCELLANEOUS ALERTS AND SYSTEMS DISPLAY WILL OPERATE NORMALLY
3. FIRST OFFICER'S EIS SOURCE SELECTOR - ORIGINAL POSITION
- Set the first officers EIS SOURCE Selector to ORIGINAL position
[END MISC ALERTS CHECKLIST]
Miscellaneous alerts and systems display will operate normally.
[END MISC ALERTS CHECKLIST]
MSC AUTO FAIL
Operate engine ignition manually. Refer to Supplemental Procedures under Eng/APU - ENGINE IGNITION MANUAL OPERATION.
During engine start:
- The ENG START switch must be held out. Release the switch when the engine reaches 45% N2.
- If a “CRG FIRE LWR” alert is received:
- Both AGENT DISCH lights will remain illuminated as long as the fire is detected. Only agent 1 should be discharged, followed in 90 minutes by agent 2.
NOTE
If a cargo fire condition exists, manual timing of agent discharge is required.
[END MSC AUTO FAIL CHECKLIST]