GENERAL
The non-normal procedures in this section represent the best known available facts about the subjects. Flight Crews should follow these procedures as long as they fit the situation. Always remember not to let an abnormal situation distract you from your primary responsibility to FLY THE AIRPLANE.
A selected number of non-normal procedures are included in this section. These are procedures that could occur during a normal flight if procedures are not followed.
There are three types of non-normal procedures:
Emergency: Situations requiring immediate action by the flight crew.
Abnormal: Designed for situations requiring precise crew action to prevent loss of a major system, or to avoid the development of any emergency
situation.
Additional: Designed for malfunctions or minor problems and should be accomplished on a time available basis so as not to interfere with the
safety of the flight.
AIR CONDITIONING EMERGENCY CHECKLIST AMPLIFICATION
CABIN ALTITUDE WARNING / RAPID DEPRESSURIZATION
Indicated by a rapid increase in cabin altitude and rate of climb. When the cabin altitude exceeds 10,000 feet, the CABIN ALT warning light and the
master warning lights illuminate.
1. OXYGEN MASK & INTERPHONE ........................................ON
Select the FLT INT/INT audio switch on the audio panel.
2. IF AIRCRAFT IS ABOVE 14,000 FEET, INITIATE RAPID DESCENT IF PRACTICAL
If the cabin pressure is uncontrollable and the aircraft is above 14,000 feet, close the throttles and determine what type of descent is required.
3. BOTH AIR CONDITIONING SUPPLIES ...........................AUTO
Check both air conditioning supply switches in AUTO and supply pressures indicated.
4. PNEUMATIC CROSSFEEDS .............................................CLOSE
Close both crossfeed valves. This isolates left and right pneumatic manifolds if a leak exists.
5. RADIO RACK FAN SWITCH ................................................FAN
This ensures the venturi is closed, preserving pressurization.
6. SEAT BELT & NO SMOKING SIGNS ...................................ON
7. MAKE CABIN ANNOUNCEMENT WHEN PRACTICAL.
Direct passengers and flight attendants to use oxygen masks.
When cabin altitude is below 14,000 feet, announce that oxygen is not required.
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RAPID DESCENT
1. AUTOPILOT & AUTOTHROTTLE ........................................OFF
2. THROTTLES .......................................................................CLOSE
3. SPEED BRAKES ...............................................................EXTEND
4. DESCENT TARGETS
a. BODY ANGLE - 10 DEGREES NOSE DOWN
b. SPEED - M.80 or Vmo MINUS 10 KTS
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AIR CONDITIONING ADDITIONAL PROCEDURES
FLOW LIGHT
1. Check that AIR CONDITIONING SUPPLY switches are in AUTO.
2. Check that RADIO RACK switch is in FAN.
3. If FLOW light remains illuminated and cabin continues to depressurize:
Descend to an altitude where normal pressurization can be maintained.
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ELECTRICAL ABNORMAL PROCEDURES GUIDE AMPLIFICATION
GENERATOR OFF
Indicated by L or R GEN OFF annunciator light illuminated. No indication of voltage, frequency or AC load confirms generator has failed.
Master Caution light comes on.
AC CROSSTIE LOCKOUT, L or R AC BUS OFF, and/or DC BUS OFF annunciations may also be on.
1. RESET GENERATOR AND RETURN SWITCH TO OFF.
Attempt one reset for affected generator and place switch to OFF.
2. CHECK VOLTS/FREQ. IF WITHIN LIMITS, RETURN SWITCH TO ON.
3. IF GENERATOR OFF LIGHT REMAINS ON, PLACE SWITCH TO OFF. CONSIDER APU START TO POWER AFFECTED
BUSSES.
If generator does not reset, consider starting the APU to power affected busses. Maximum start altitude is 30,000 feet. Place APU bus switch to
OFF for the side not required. If either generator should subsequently fail, its bus will be powered through the AC crosstie.
4. IF AC BUS NOT POWERED, CLOSE DC CROSSTIE.
AC crosstie relay should have automatically closed to permit other generator to power the affected bus. If AC crosstie relay does not close, power
will not be restored to AC bus and associated DC bus. AC CROSSTIE LOCKOUT annunciator light may also be on. Close the DC crosstie
switch to power affected DC bus from operating TRs.
5. IF ONLY ONE GENERATOR AVAILABLE< AVOID IFR CONDITIONS IN PRACTICAL. LAND AT NEAREST SUITABLE
AIRPORT.
6. PRIOR TO LANDING< IF ONLY ONE GENERATOR AVAILABLE OR EITHER AC BUS NOT RESTORED, PLACE
APPROPRIATE AIR CONDITIONING SUPPLY SWITCH OFF.
If only one generator is operating, turn off the air conditioning supply switch on the side with the inoperative generator.
If either AC bus is without power, turn off the respective air conditioning supply switch.
After landing, reduce loads further by placing fuel tank pumps and galley switch OFF.
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CSD OIL PRESSURE LOW
Indicated by CSD OIL PRESSURE LOW annunciator.
1. CONSIDER APU START TO POWER AFFECTED BUSSES.
If generator is to be disconnected, consider APU start using normal start procedure to power affected busses. Maximum APU start altitude is FL300.
Place APU bus switch OFF, for the side not required. If either generator subsequently fails, its bus is powered through the AC crosstie.
2. IF GENERATOR OFF LIGHT IS ON, PLACE AFFECTED GENERATOR SWITCH TO OFF AND DISCONNECT CSD.
If the generator has tripped off the bus, a CSD fault is indicated, and the CSD should be disconnected.
3. IF GENERATOR OFF LIGHT IS NOT ON, CHECK CSD OIL TEMPERATURE AND GENERATOR FREQUENCY.
IF ABNORMAL, PLACE AFFECTED GENERATOR SWITCH OFF AND DISCONNECT CSD.
If the GEN OFF light is not on, a faulty CSD OIL PRESSURE LOW light is indicated. Check oil out temperature and generator frequency. If the
oil out temperature reaches the red mark, or frequency is not within limits, disconnect the CSD.
4. PRIOR TO LANDING, IF ONLY ONE GENERATOR AVAILABLE OR EITHER AC BUS IS NOT RESTORED, PLACE
APPROPRIATE AIR CONDITIONING SUPPLY SWITCH OFF.
If only one generator is operating, turn off the air conditioning supply switch on the side with the inoperative generator.
If either AC bus in without power, turn off the respective air conditioning supply switch.
After landing, reduce loads further by placing fuel tank pumps and galley switch OFF.
5. IF CSD OIL TEMPERATURE AND GENERATOR FREQUENCY NORMAL, MONITOR GENERATOR OPERATION.
If the GEN OFF light is not on, and oil temperature and generator frequency are normal, a faulty light is indicated . Monitor generator operation.
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ELECTRICAL ADDITIONAL PROCEDURES
DISPATCH WITH ENGINE GENERATOR INOPERATIVE
When dispatched with an engine generator inoperative, the APU must be left running for the duration of the flight.
The flight must be operated at Flight Level 290 or lower.
To provide maximum backup protection for the electrical systems, the APU bus switches should be selected as follows:
1. For takeoff, leave both APU bus switches ON.
2. In flight, place the APU bus switch OFF for the side not required.
3. For landing, place both APU bus switches ON.
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FIRE PROTECTION EMERGENCY CHECKLIST AMPLIFICATION
ENGINE FIRE
Although an engine fire is serious, it may not require immediate shutdown. Loss of engine thrust during the critical phases of takeoff could be more
serious than the engine fire. Normally it is best to delay shutting down the engine until the aircraft is cleaned up or thrust requirements become less
critical.
Whenever engine failure or fire procedures are accomplished, use deliberate actions to ensure that the correct controls are actuated.
A fire is indicated by the fire warning bell ringing, Master Caution light on, and the left or right fire control light on. The light in the engine fire control
remains on until the fire is out.
When the warning bell sounds, press the Master Caution light and cancel the bell.
1. THROTTLE .......................................................................CLOSE
If warning ceases and damage is not suspected, continue engine operation subject to captains discretion.
2. WHEN ENGINE AT STABILIZED IDLE & WARNING PERSISTS:
FUEL LEVER .........................................................................OFF
This shuts off fuel at the engine and prevents igniter plug firing in all ignition selections except override.
3. IF WARNING PERSISTS:
a. FIRE CONTROL ..............................................................PULL
This will:
- Silence the fire bell.
- Trip off the respective engine generator.
- Close the engine fuel supply shutoff valve.
- Close the respective hydraulic supply shutoff valve.
- Close the respective pneumatic crossfeed valve.
- If the pneumatic crossfeed lever is subsequently moved to open, it will move the fire control in.
b. DISCHARGE EXTINGUISHER ..................................ROTATE
Click on either side of the fire control handle to rotate the handle and discharge the bottle.
4. IGNITION (operating engine)......................................................ON
Place ignition selector to A, B or GND START/CONT to preclude the possibility of a flameout on the operative engine.
5. IF WARNING PERSISTS AFTER 30 SECONDS, DISCHARGE OTHER BOTTLE.
Click on the other side of the fire control handle to discharge the other bottle.
6. PROCEED TO NEAREST SUITABLE AIRPORT.
7. ELECTRICAL POWER ......................................................CHECK
Confirm that all electrical busses are powered and load meters are within limits.
Conditions permitting, start the APU and use its generator to supply power to the inoperative system. Place the APU bus switch OFF for the side
not being powered.
If either generator subsequently fails, its bus will be powered through the AC crosstie.
8. ENGINE SYNC OFF .................................................................OFF
9. AIR CONDITIONING SHUTOFF .............................OVERRIDE
This prevents the shutdown of the air conditioning systems a low cabin differential.
If the air conditioning shutoff has operated, override allows airflow to resume through the operative air conditioning system.
10. PRESSURIZATION ..........................................................CHECK
To ensure adequate pressurization, check that the radio rack switch is in the FAN position and place the air conditioning supply switch for the
inoperative engine to OFF.
11. HYDRAULIC PANEL .......................................................CHECK
With the fire control pulled there is no pressure form the affected engine hydraulic pump. Place its switch OFF.
Pressure for the left system can be supplied by placing the transfer/alternate hydraulic pump to ON and the right engine pump to HI. Pressure for the
right hydraulic system may be supplied by placing the auxiliary hydraulic pump switch to ON.
12. FUEL BALANCE ...............................................................CHECK
Use fuel crossfeed to keep lateral tank balance within limits.
13. FOR LANDING, USE SINGLE ENGINE APPROACH PROCEDURE.
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FLIGHT CONTROLS ABNORMAL PROCEDURES GUIDE AMPLIFICATION
NO FLAP APPROACH
1. REDUCE WEIGHT TO LOWEST PRACTICAL VALUE.
Burn off fuel to reduce weight to minimum practical level.
2. PLACE GPWS TO OVRD.
This inhibits the flap position warning while retaining all other GPWS warnings.
3. COMPLETE DESCENT/APPROACH CHECKLIST.
4. SET BUG TO:
a. CLEAN. Vref + 55 knots.
b. SLATS ONLY, Vref + 25 knots.
5. COMPLETE LANDING CHECKLIST.
6. REDUCE TO BUG + 5 ON FINAL.
7. REVIEW HYDRAULIC SYSTEM FAILURE IF APPROPRIATE.
If hydraulic pressure is lost, review effect on other systems operation.
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FLIGHT CONTROLS ADDITIONAL PROCEDURES
FLAPS 28 LANDING
If a flaps 28 landing is required, set bug to FLAPS 28 Vref. On final approach, reduce to bug plus 5 knots.
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RUDDER CONTROL MANUAL
Indicated by the RUDDER CONT MANUAL lights illuminated.
This light indicates loss of hydraulic pressure to the rudder lockout tab, permitting the rudder to revert to manual operation.
1. If right hydraulic system pressure is low and quantity is satisfactory:
a. Turn auxiliary hydraulic pump on.
b. Check rudder hydraulic control handle is in PWR position.
2. If right hydraulic system pressure and quantity are both low:
a. Place rudder hydraulic control handle to MAN.
b. Maintain minimum approach speed of 135 knots until landing is assured. Crosswind limit is not affected.
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STALL INDICATION FAIL
Indicated by the STALL IND FAILURE light illuminated.
Indicates a faulty input from angle of attack, flaps or slats, stall warning computer failure, or computer disagreement. Pressing the stick pusher PUSH-TO-INHIBIT button also causes light to appear.
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FUEL ADDITIONAL PROCEDURES
MINIMUM FUEL
To ensure positive fuel feed when making an approach with less than 1,000 pounds of fuel in the left or right tank:
1. Place all tank pump switches and fuel crossfeed lever ON.
2. If go-around required, avoid sustained nose up attitude more than 10 degrees.
3. Go-around not recommended with less than 500 pounds in either tank.
At maximum landing weight, a 10-minute pattern requires approximately 1,100 pounds of fuel.
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HYDRAULICS ABNORMAL PROCEDURES GUIDE AMPLIFICATION
HYDRAULIC PRESSURE LOW
Indicated by L or R HYD PRESS LOW annunciator illuminated. Indicates hydraulic pressure in respective system is too low.
1. CHECK ASSOCIATED FLUID QUANTITY AND PRESSURE. IF FLUID QUANTITY LOW OR DECREASING, REFER TO THE
HYDRAULIC FLUID LOW PROCEDURE.
A loss of fluid or failed pump causes the annunciator to come on.
2. IF FLUID QUANTITY NORMAL BUT PRESSURE LOW:
a. IF PRESSURE LOW IN BOTH SYSTEMS, PLACE TRANSFER PUMP SWITCH TO OFF.
b. IF LEFT SYSTEM, PLACE RIGHT ENGINE HYDRAULIC PUMP SWITCH TO HI, AND TRANSFER PUMP SWITCH ON.
If left system pressure is low, a pump failure is indicated. Place right pump switch to HI and operate transfer pump. This allows right hydraulic
system to pressurize left system. Right system pressure should indicate approximately 3,000 psi and left system pressure should indicate a
minimum of 2,000 psi. Place left engine hydraulic pump switch to OFF.
c. IF RIGHT SYSTEM, PLACE AUXILIARY HYDRAULIC PUMP SWITCH ON.
If right system pump failure is indicated, place auxiliary pump switch ON to provide approximately 3,000 psi. Place right engine hydraulic
pump switch to OFF.
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HYDRAULIC FLUID LOSS
Indicated by hydraulic quantity indication low or decreasing. The HYD PRESS LOW annunciator light may come on.
1. CHECK TRANSFER PUMP SWITCH OFF.
Transfer pump requires normal fluid supply on both systems to operate normally.
2. IF LEFT SYSTEM, PLACE LEFT ENGINE HYDRAULIC PUMP SWITCH OFF.
Place pump switch OFF to attempt to stop fluid loss.
3. IF RIGHT SYSTEM, PLACE RIGHT ENGINE AND AUXILIARY HYDRAULIC PUMP SWITCHES OFF.
Place pump switches OFF to attempt to stop fluid loss.
4. REFER TO SINGLE OR DUAL HYDRAULIC SYSTEM FAILURE PROCEDURE AND REVIEW EFFECT OF INOPERATIVE
SYSTEMS.
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SINGLE SYSTEM FAILURE
LEFT HYDRAULIC SYSTEM FAILURE
1. Complete hydraulic pressure low or hydraulic fluid loss checklist as appropriate.
2. Flaps and spoilers still operate.
3. Left reverser inoperative.
4. Nosewheel steering still operative.
RIGHT HYDRAULIC SYSTEM FAILURE
1. Complete hydraulic pressure low or hydraulic fluid loss checklist as appropriate.
2. Flaps and spoilers still operate.
3. Place rudder hydraulic control lever to manual. Do not use final approach speed less than 135 knots.
4. Right thrust reverser is inoperative.
5. Nosewheel steering still operative.
6. Gear will extend but will not retract.
7. Aft stairs will extend but will not close.
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DUAL SYSTEM FAILURE
1. Complete hydraulic pressure low or hydraulic fluid loss checklist as appropriate.
2. Reduce gross weight to lowest practical weight and use longest runway available.
3. Spoilers are inoperative.
4. Nose wheel steering is inoperative.
5. Thrust reversers are inoperative.
6. Brakes operate on accumulator pressure.
7. Place rudder hydraulic control lever to manual. Do not use final approach speed less than 135 knots.
8. Gear will extend but will not retract.
9. Use no flap procedure.
10. At touchdown:
a. Make positive main gear touchdown to minimize float.
b. After nose gear lowered to the runway, use steady brake application to full pedal.
c. Use rudder and differential braking as required for directional control.
Set parking brake before releasing brakes. Do not taxi.
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ICE AND RAIN PROTECTION ABNORMAL PROCEDURES GUIDE AMPLIFICATION
AIRFOIL ICE PROTECTION PRESSURE ABNORMAL
Indicated by AIRFOIL ICE PROT PRESS ABNORMAL annunciation coming on. Indicates low pressure in wing, strake, or tail ice protection
ducting when airfoil anti-ice switches are on.
WITH WING OR TAIL ICE ON:
Pressure in airfoil or tail ducting is to low.
1. OPEN PNEUMATIC CROSSFEEDS.
If the pneumatic crossfeeds are closed, the ICE PROTECT TEMP LOW annunciations is also on. Open the crossfeeds to provide air.
ICE AND RAIN PROTECTION ADDITIONAL PROCEDURES
ENGINE VALVE LIGHT ON
1. Recycle respective engine anti-ice switch.
2. If light remains on, avoid icing conditions.
ICE PROTECTION TEMPERATURE LOW
Indicated by L or R ICE PROT TEMP LOW annunciator light coming on. Indicates that the temperature in the affected side of the crossfeed
manifold is to low. Can be caused by reduced thrust, or and augmentation valve malfunction.
1. Check that the affected pneumatic crossfeed lever is open.
2. If thrust is reduced, advance affected throttle and observe light.
3. If light remains on, place affected airfoil anti-ice switch OFF and close the associated pneumatic crossfeed lever. For the single switch systems, close
the associated pneumatic crossfeed lever only.
PITOT/STALL HEATER OFF LIGHT
Indication by the PITOT/STALL HEATER OFF annunciator coming on.
1. Check heat and meter selector is not OFF.
2. Rotate meter selector and observe heater current indications.
POWER PLANT EMERGENCY CHECKLIST AMPLIFICATION
ENGINE FAILURE
1. THROTTLE ...............................................................................CLOSE
2. WHEN ENGINE AT STABILIZED IDLE, FUEL LEVER ..........OFF
This shuts off fuel at the engine fuel control and prevents ignitor plug firing in all ignition selections except override.
3. IF SEVERE DAMAGE SUSPECTED, FIRE CONTROL .........PULL
Severe damage includes severe vibration, separation, or fuel leak.
4. PNEUMATIC CROSSFEED ....................................................CLOSE
Close the pneumatic crossfeed for the failed engine.
If the fire control handle has been pulled and the crossfeed lever is subsequently moved to open, it will move the fire control in.
5. IGNITION ........................................................................................ON
Place ignition selector to A, B, or GND START/CONT to preclude the possibility of a flameout on the operative engine.
6. ELECTRICAL POWER ..........................................................CHECK
Confirm that all electrical busses are powered and load meters are within limits.
Conditions permitting, start the APU and use its generator to supply power to the inoperative system. Place the APU bus switch OFF for the side
not being powered.
If either generator subsequently fails, its bus will be powered through the AC crosstie.
7. ENGINE SYNC OFF .....................................................................OFF
8. AIR CONDITIONING SHUTOFF .................................OVERRIDE
This prevents the shutdown of the air conditioning systems a low cabin differential.
If the air conditioning shutoff has operated, override allows airflow to resume through the operative air conditioning system.
9. PRESSURIZATION ...............................................................CHECK
To ensure adequate pressurization, check that the radio rack switch is in the FAN position and place the air conditioning supply switch for the
inoperative engine to OFF.
10. HYDRAULIC PANEL ..........................................................CHECK
With the fire control pulled there is no pressure form the affected engine hydraulic pump. Place its switch OFF.
Pressure for the left system can be supplied by placing the transfer/alternate hydraulic pump to ON and the right engine pump to HI. Pressure for the
right hydraulic system may be supplied by placing the auxiliary hydraulic pump switch to ON.
11. FUEL BALANCE ..................................................................CHECK
Use fuel crossfeed to keep lateral tank balance within limits.
12. FOR LANDING, USE SINGLE ENGINE APPROACH PROCEDURE.
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POWER PLANT ABNORMAL PROCEDURES GUIDE AMPLIFICATION
ENGINE FLIGHT START
1. MAXIMUM FLIGHT LEVEL: FL 200.
2. FUEL LEVER OFF.
3. THROTTLE CLOSE.
4. CHECK N1 AND N2 ROTATING.
5. CHECK FIRE CONTROL IN.
6. CHECK FUEL PRESSURE SUPPLIED BY TANK PUMP.
Check that respective INLET FUEL PRESS LOW lights are off.
7. TURN ON ENGINE ANTI-ICE.
Engine bleed use improves flight start capability.
8. PLACE IGNITION SELECTOR TO OVERRIDE.
9. ACTIVATE STARTER.
10. PLACE FUEL LEVER ON.
Check for EGT increase. If EGT and RPM rise do not occur within 20 seconds after fuel lever has been moved to ON, move the fuel lever to
OFF and discontinue the start. If start is not successful with initial EGT above 100C, allow EGT to cool below 100C before attempting a second
start. Fuel flow and EGT indications may vary depending on altitude.
11. WHEN ENGINE AT IDLE, PLACE IGNITION SELECTOR AND ENGINE ANTI-ICE TO DESIRED POSITION.
12. CHECK ELECTRICAL, HYDRAULIC, AND PNEUMATIC SYSTEMS.
13. IF ENGINE FLIGHT START IS UNSUCCESSFUL, COMPLETE ENGINE FAILURE CHECKLIST.
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SINGLE ENGINE APPROACH
1. USE FLAPS 28 FOR LANDING; FLAPS 11 FOR GO-AROUND.
2. COMPLETE DESCENT/APPROACH PROCEDURE.
Ensure that FLAPS 11 maneuvering speed is set rather than FLAPS 15 for single engine approach.
3. SET BUG TO Vref + 5 KNOTS.
4. USE BOTH THROTTLES FOR APPROACH.
This ensures that all warnings and protective features associated with throttle movement operate normally.
5. COMPLETE LANDING CHECKLIST.
6. REDUCE TO BUG + 5 ON FINAL.
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