The formation of ice can occur on wing surfaces during exposure of the airplane to normal icing conditions. Clear ice can also occur on the wing upper surfaces when cold-soaked fuel is in the main wing fuel tanks, and the airplane is exposed to conditions of high humidity, rain, drizzle, or fog at ambient temperatures well above freezing.
Often the ice accumulation is clear and difficult to detect visually. The ice forms most frequently on the inboard, aft corner of the main wing tanks. Takeoff may not be initiated unless the flight crew verifies that a visual check and a physical hands-on check of the wing upper surfaces have been accomplished, and that the wing is clear of ice accumulation.
On aircraft equipped with the tuft and triangular decal assemblies, installed in accordance with DAC SB , the physical check may be made by assuring that all installed tufts move freely. On aircraft equipped with the painted ice protection triangle the physical check may be made by assuring that the rough-smoothrough contrast is felt with the ice wand as it is rubbed across the painted ice protection triangle.
Note: This limitation does not relieve the requirement that aircraft surfaces are free of frost, snow, and ice accumulation, as required by FARs If this Alternate Means of Compliance cannot be accomplished, a physical check as described above must be performed prior to departure from the gate or parking area.
Caution: The system provides a localized protection against the clear ice engine ingestion problem addressed by AD During winter operations, this limitation does not relieve the requirement that aircraft surfaces are free of frost, snow, and ice accumulation as required by FAR Normal winter operations procedures should be followed whenever required by prevailing conditions. Minimum ice protection pressure Engine anti-ice should be used during flight when the RAT is less than 6C and visible moisture is present or if ice buildup occurs on the windshield wipers or edges of the windshield.
Inflight, engine ignition will be selected prior to turning on engine anti-ice. When the engines have stabilized, ignition may be turned off. Airfoil anti-ice is not used for takeoff.
The airport analysis data is based on airfoil anti-ice off until reaching feet AGL or single engine acceleration altitude, whichever is higher. Airfoil anti-ice should be used during flight when the RAT is less than 6C and visible moisture is present or if ice buildup occurs on the windshield wipers or edges of the windshield. Airfoil anti-ice must be used during flight whenever engine anti-ice is selected except during takeoff. Tail de-ice must be used prior to turning off ice protection.
When in icing conditions, tail de-ice must be selected one minute prior to selection of landing flaps. Prior to takeoff or approach, if indicated fuel temperature is 0C or less, fuel heat should be turned on for one cycle. Do not operate windshield wipers on dry glass. Do not apply rain repellant to dry glass. If the overspeed warning system malfunctions during flight by sounding earlier than scheduled, the airplane is to be operated at speeds below the point at which the warning horn sounds if the system is operating.
If the overspeed warning system activates below. When circuit breaker is pulled, aural warnings for engine fire and horizontal stabilizer position are also inoperative. The flight crew must observe during AHRS ground alignment that the aircraft remains stationary until the attitude and heading flags are out of view.
If the airplane is moved during the final phase of ground alignment, the AHRS may align incorrectly with no apparent indication. A new ground alignment must be initiated if the aircraft has moved during the alignment cycle. Maximum tolerance between Captain and First Officer altimeters: sea level On passenger flights, the evacuation slide bar must be inserted in the floor fittings after the door is closed and prior to departure from the gate and remain in position until arrival at the gate.
The emergency operating handle on the aft pressure bulkhead door must be exposed and the normal operating handle covered when the aircraft moves from the departure gate. Both handles must remain in this position until just before the aircraft stops moving at the arrival gate. The aircraft must land at the nearest suitable airport within 60 minutes after the activation of BTL 1 of the Cargo Detection Suppression system for a cargo fire warning.
Minimum oxygen pressures for dispatch: Flight deck portable cylinder Normal minimum oxygen pressure for dispatch: Cockpit crew cylinder For flights above 25, feet, flight attendants must conduct the passenger oxygen briefing. The cylinder pressure obtained from this table will provide oxygen to the Captain, First Officer, and Observer if onboard for use only during the unpressurized flight following a decompression.
The unpressurized flight time includes a 17 second delay following decompression, a descent of 10 minutes or less to 14, feet and the remaining flight at 14, feet to the destination.
Oil limits: Normal pressure Rotor speeds: Max N1 Reverse thrust: Inflight use of reverse thrust is prohibited. Reverse thrust is limited to max continuous thrust except in an emergency situation when up to takeoff EPR is authorized.
The following limitations are applicable when the airplane is using reverse thrust for powerback: Do not apply more than 1. Thrust values in excess of 1. Thrust reversers on both engines must be operating. Application of brakes while backing is prohibited. Powerback is not authorized when ice, snow, or slush is on the ramp, or during periods of heavy rain. Engine synchronization must be off below The automatic reserve thrust ART system must be off when using the Takeoff Flex mode of the thrust rating indicator.
Autothrottles must be disconnected if engine surge stall is detected during takeoff. May be used in 10 minute alternating cycles. Ground start and continuous - no duty cycle. An entry should be made in the maintenance log if oil consumption reaches 1 quart or more per hour.
Continue checklist at IF. Consider operating engine at idle thrust for two minutes for precautionary shutdowns. ON IF. A fire warning may or may not appear with severe engine damage or separation. Fire Warning Bell If Applicable Throttle Affected Engine Test the fire warning system.
A valid test with no other OR indication of a fire indicates a possible engine bleed air leak. OFF Note: This action must be verified by the other pilot. A slight increase in force will be felt during the last inch of aft travel. Start a clock for timing. If fire light extinguishes during this procedure, it is recommended that a fire warning system test be conducted to verify fire detection system is functioning normally.
Note: This action must be verified by the other pilot. Continue checklist while APU is starting. If center tank fuel is not available, fuel imbalance is likely to occur. Monitor fuel balance carefully and crossfeed as required to maintain lateral balance within lbs.
This procedure retains the protection of the AC X-tie lockout system. Coordinate any procedure requiring an engine shutdown with ATC as soon as possible. Restricted rudder may result after applying maximum rudder due to asymmetric thrust.
Engines that have windmilled as a result of shutdown inflight will require an inspection. Airworthiness of the engine and action to be taken will be governed by the inflight report. Make the following logbook entries, as time and conditions permit: 1. Windmill RPM 2. Windmill time 3. Windmill oil pressure 4. Length of time engine windmilled without oil pressure 5. Oil pressure at time of shutdown. Maintain wings level engine EPR at limit.
Bank angle up to 25 may control. HDG knob into heading select. Follow FD and accelerate in level flight. Disengage autothrottles. If in icing conditions, airfoil anti-ice may be turned on at this time. If an engine failure occurs prior to V2, maintain V2 up to the altitude required for obstacle clearance. Flight directors driven by and above computers will supply pitch commands to maintain the above engine failure speeds.
If an engine fails during takeoff, disregard the pitch commands and maintain the appropriate engine failure speed described above by reference to the airspeed indicator.
Following erroneous pitch commands may result in a flight path below the minimum required to provide obstacle clearance. Obstacle clearance requirements may define non-standard flap retraction altitudes. If non-standard altitudes are required, they will be noted on the JEPP page. When making a reduced thrust takeoff, all performance requirements are met with reduced thrust. If desired, the operating engine may be left at reduced thrust for climbout.
Rotation And Initial Climb Single Engine If engine failure occurs after V1 during takeoff roll, the PF should apply rudder as required to keep the aircraft tracking straight ahead on the runway. The amount of rudder required to track straight ahead will be very close to the amount of rudder needed to maintain wings level after rotation and during initial climbout. After VR speed is attained rotate the aircraft, using normal rate of rotation, to approximately 13 of pitch.
Gear retraction will not be initiated until a positive rate of climb has been verified on the IVSI and altimeter and called by either pilot. Avoid pumping the elevator establish an attitude and check the speed trend. Avoid following flight director pitch commands below feet AGL as this may lead to oscillation in pitch attitude.
Rudder should be used to hold wings level and maintain a constant heading. Avoid rapid or large movements of the rudder. The delay between a rudder input and change in aircraft motion can lead to oscillation in roll. The control wheel should be centered except when making small inputs to correct bank angle or heading. Rudder trim should be used as required but do not allow trimming the aircraft to distract from maintaining proper aircraft control, especially during the first feet of climb.
Engine No. Single engine climb speed is below maneuvering speed and bank angle should be limited to Once level at pattern or enroute altitude and clear of all obstructions , a maneuvering speed should be attained to restore normal maneuvering ability. Reverser may not stow above KIAS. Throttle should be left in idle position until reverser is stowed.
Go-around on approach is not recommended due to extra drage of deployed reverser. Monitor engine operation. OFF IF. If two engine flameout was caused by fuel starvation in left and right main tanks with fuel in center wing tank, optimum attitude for scavenging fuel out of the right main tank for APU or right engine is 0 pitch and 1.
Land at nearest suitable airport. HI Continue glide at minimum maneuver speed for configuration. Keep track of altitude and time to go prior to landing. Notify ATC and consider their recommendations in choosing a landing point.
Continue attempts to start an engine or the APU as long as possible without jeopardizing the landing. Direct Flight Attendants to prepare for crash landing and estimate time remaining. Depressurize cabin manually and lock cabin alt control wheel in the full aft open position prior to landing.
Establish this configuration and speed early enough to become familiar with the descent rate. The excess airspeed will be used to arrest descent rate during roundout prior to touchdown. The probability of a successful start is improved at altitudes below 24, feet and speeds between and KIAS. If these lights illuminate, check N2 and EGT to verify engine operation. OVRD The immediate action items should be accomplished expeditiously to effect an immediate restart before the engines have spooled down completely.
Repeated attempts at restarting the engines may be necessary once clear of heavy rain, sleet, or hail. Oxygen Masks, Regulators This will provide two generators for electrical power. Depressurize cabin manually and lock cabin aft control wheel in the full aft open position prior to landing. Fuel Lever Affected Engine WARNING: Flight crews should be prepared to recognize and respond to this condition immediately due to the potential hazard encountered during engine start, close proximity to gates or other aircraft, operation on contaminated surfaces, landing and reverse thrust operations.
The JT8D engine fuel control unit uses a speed signal from the N2 rotor along with other inputs to regulate the engine thrust setting. This ensures the engine will deliver high power and not revert to low power during critical phases of flight. If the N2 signal is lost during high power operation, the engine will remain at high power. If the N2 signal is lost during lower power operation, an uncommanded increase to high power will occur.
In all cases, movement of the throttle will have no effect on engine operation. Evaluate engine indications for evidence of damage which would preclude a restart attempt. ON Note: IF. Depending upon altitude, fuel flow and EGT indications may indicate lower values during airstarts. OFF Note:. If second start attempt is unsuccessful, further start attempts are not recommended.
Throttle Operating Engine All of the following checklists should be accomplished whenever returning for an engine out landing. Landing Data, Bugs The wind additive is steady state wind, plus all the gust, not to exceed an additive of 20 knots. The autopilot will not be used for approach with an engine out and use of autothrottles is not recommended.
Avoid getting low on short final. When landing is assured, the rudder trim must be centered no later than nose gear touchdown. After spoiler deployment and nose gear touchdown, deploy both engine reversers and use reverse thrust cautiously. Directional control should be maintained with rudder and differential braking, not by use of asymmetric reverse thrust.
If directional control problems arise, return throttles to forward idle. Go-Around Procedure Recommend coordinating straight ahead or simplified climb out instructions in the event of missed approach. Accomplish a normal flaps 15 go-around except: In Mexico City or similar high altitude airports, use flaps SET Radios, Course This facilitates TOGA button actuation for go-around, deployment of thrust reversers after landing, and spoiler lever retraction if rejected landing is made after touchdown with left engine inoperative.
The autopilot will not be used for approach with an engine out. Use of autothrottles is not recommended. ILS configuration: Gear at one dot, flaps 28 at glide path intercept. Apply rudder to keep wings level and raise pitch to follow flight director pitch commands approximately 13 pitch. Accomplish a normal flaps 15 go-around except: In Mexico City or similar high altitude, airports use flaps Spoilers, Autobrake System Annunciator, Panel Cabin PA Complete the approach preparations before arrival in the terminal area.
Adequate thrust and normal maneuvering margins are available if the approach is flown as illustrated. Good speed control is mandatory. Allowing airspeed to decrease below that recommended increases drag and could result in inadequate thrust for altitude control. Keep the rudder in trim at all times. The use of autothrottles is not recommended during one engine inoperative approaches and missed approaches.
ILS - One Engine Inoperative Recommend trimming the aircraft carefully at flaps 15 maneuver speed to achieve a stable condition prior to landing gear extension. The autopilot will be disconnected prior to glideslope intercept. Adjust rudder trim as required for approach configuration. When control wheel is centered, the aircraft should hold heading and have no tendency to roll.
Use small control wheel inputs to follow the flight director commands. When stable on final approach, recommend a quick mental review of actions for a missed approach and reminder to PNF to center rudder trim for landing. When maneuvering visually on short final during a low visibility approach, monitor glideslope or VASI to assure a safe landing.
The rudder trim must be centered prior to nose gear touchdown. Apply rudder to keep wings level. Maintain wings level and adjust pitch to maintain goaround speed. Climb at Go Around Speed for 28 land from speed cards. Limit bank angle to Bank angle up to 25 may be used if required for special procedure. Turn may be started as low as 50 feet AGL if required for special procedure. Monitor engine, instruments, and flight path control. Position the landing gear handle UP on command.
Pull ALT knob to arm altitude. Monitor engine, flight instruments, and flight path control. Advise ATC of missed approach. Select correct heading and pull HDG knob into heading select. After cleanup and acceleration, the climbout is made at single engine climb speed until pattern altitude or enroute climb clear of all obstructions.
Non-Precision Approach One Engine Inoperative A non-precision approach with one engine inoperative will be flown using standard constant-rate-descent non-precision approach procedures see NonPrecision Approaches, Section 4 with the following additions:. Recommend trimming the aircraft carefully at flaps 15 maneuver speed to achieve a stable condition prior to landing gear extension. PM extends the landing gear. PM sets the calculated vertical speed down with the pitch control wheel, extends the flaps to 28, and sets the speed bug to target.
When stable on final approach, recommend a quick mental review of actions for a missed approach at DDA and reminder to PM to center rudder trim for landing.
Engine Failure on Final Approach If an engine should fail on final approach, the crew has two options: continue the approach in the one engine inoperative landing configuration or execute a missed approach.
The Captains decision of which option to exercise should be made immediately. The Captains decision should consider the type of approach being flown, the point in the approach where the engine failure occurred, surface conditions, and the increase in stopping distance due to flaps and target speed.
Adjust rudder trim if time permits. Avoid getting low and slow on approach, make normal landing. Set speed bug to 28 REF plus wind additive minimum 10 knots for goaround capability. Assure rudder trim is centered prior to nose gear touchdown. Engine Fire: Fire Warning Bell ON Flaps OFF Passenger Evacuation Assist Flight Attendants in forward cabin entry area.
Open galley service door if unopened. Ensure all passengers and crew have evacuated the aircraft. Deplane with cockpit fire extinguisher and release tail cone exit if unopened. Assist passenger evacuation at wing edge and direct passengers to assembly point. OFF Caution:. Do not use the aft emergency escape slide to evacuate passengers if an APU fire is suspected. If fire light extinguishes during this procedure, it is recommended that fire warning system test be conducted to verify fire detection systems functioning normally.
If evacuation routes must be restricted, advise Flight Attendants of the correct routes prior to Easy Victor call. FUEL Levers After Landing Checklist Brake Temperatures Keep all personnel clear of main landing gear. If a C C for MD temperature exists for approximately 5 minutes, wheel fuse plugs may activate and deflate the tires.
Brakes, wheels, and tires will require maintenance inspection before next flight. IF Evacuation is Confirmed Necessary:. OFF Continue at. Identify malfunction and accomplish appropriate checklist, as required.
Captain should make a reassurance PA to the passengers. The Captain is responsible for making the rejected takeoff decision and performing the rejected takeoff maneuver. The First Officer must monitor all takeoffs for any abnormality which might be cause for rejecting a takeoff, and be prepared to act in the event the Captain becomes incapacitated.
The rejected takeoff decision must be made, and if rejecting the rejected takeoff maneuver initiated, before reaching V1.
The following table lists reject criteria for the low speed portion below knots and high speed portion above knots of takeoff roll. When the First Officer is making the takeoff, s he will place both hands on the yoke after initially setting takeoff power. During the takeoff roll, the PM should monitor all instruments and call out any abnormality which might be cause for rejecting a takeoff.
The First Officer should push the control column slightly forward of its neutral position to aid in keeping the nosewheel firmly on the ground avoid placing the column full forward where excessive down elevator will reduce the weight on the main gear and ensure that proper aileron control input is maintained. Low Speed Reject Prior to reaching knots, it is both logical and appropriate for the Captain to reject for the low speed items in the above table.
If the reject is initiated prior to knots, the Captain should close the throttles, use manual braking avoid unnecessary use of autobraking in the T. Autobraking will commence with deployment of the spoilers.
Below approximately 70 KIAS minimum braking is applied, above this speed maximum braking is applied with no time delay. High Speed Reject As speed increases above knots and approaches V1 on a runway limited takeoff, the reject maneuver becomes more critical. Rejecting above knots can be far more hazardous than continuing the takeoff if the aircraft is capable of safe flight.
On a wet or slippery runway, or takeoff at or near maximum runway limit weight, a rejected takeoff at or near V1 will require MAXIMUM use of all deceleration devices until reaching a full stop. Spoilers must be deployed. Autobrakes if installed should be allowed to stop the aircraft.
If autobrakes are not installed or inadvertently disconnected brakes should be applied manually to maximum possible brake pedal deflection. Reverse thrust should be applied up to takeoff EPR if directional control and runway conditions warrant.
Reverse thrust at high EPR settings can blank out the rudder significantly reducing rudder effectiveness. Should directional control become a problem, reduce reverse thrust to reverse idle or forward idle if required , regain directional control, and reapply reverse thrust as necessary.
Maintain directional control with nose wheel steering supplemented if necessary by differential braking. Do not use differential reverse thrust to maintain directional control. Confirm both engines are at idle spooled down or in reverse.
If an engine remains at high forward thrust it must be shut down with the fuel lever. Hold forward pressure on the control column and ensure proper aileron control input is maintained. Confirm spoilers are deployed. Advise ATC of the reject. If the Captain determines that the situation requires an evacuation, the Captain will:.
It is not necessary to refer to the separate emergency evacuation checklist. After completing this procedure, if it has not or cannot be visibly verified that the source of the smoke has been eliminated, land immediately at the nearest suitable airport even though the smoke may be dissipating. Use emergency position of oxygen regulator as required to keep mask and goggles clear of smoke. Depressurize cabin prior to landing. Manual pressurization control forces may be high, apply force as required.
Land as soon as practicable. OFF Land as soon as practicable. ARM Land as soon as practicable. Oxygen Masks and Goggles If required, don goggles and fit loosely to allow some oxygen flow through them for smoke removal.
Considerable force may be required to move the outflow valve with the manual control. AC manual temperature control must be used. Engines are suction feeding, make slow and deliberate throttle movements. This re-establishes normal electrical power. OFF This will prevent unnecessary activation of the emergency exit lights during the next checklist steps. The passenger oxygen system will not prevent smoke inhalation by passengers and should not be used except in case of a loss of cabin pressurization.
If airfoil ice protection is required, close one Pneu X-Feed Valve before performing this procedure. The noise level with the window open will make communications difficult and may prevent the crew from hearing the landing gear warning horn. PUSH Note the time. Second halon bottle must be discharged after 15 minutes. Do not delay. Note: Fire suppression will last 60 minutes. Maneuvering the aircraft, acceleration or deceleration, changing the pitch angle, rolling or yawing movements and the like will cause the extinguishant to move inside the cargo compartment.
Within limits, frequent movement of the agent may help keep it mixed and evenly distributed, especially if flight must be continued beyond 60 minutes. WARNING: Do not open the affected cargo compartment door until ground emergency personnel and equipment are prepared to fight the cargo compartment fire.
Fire suppression will last 60 minutes. Cockpit Crew Increased cabin airflow could make the fire worse. Land as soon as possible at the nearest suitable airport. Combat the smoke or fume source locally if practical. Cockpit Air Outlets STOW Passengers High handle loads are required to unlatch the door. When unlatched, allow door to seek its own position against airstream.
The door will remain centered over the opening. Passenger Aft Entrance Door Do not use emergency exit handle to open aft entrance door, as this action unlocks latches, jettisons tail cone, and inflates escape slide. Position moveable headrest to up position, covering emergency exit handle.
Use normal handle to open, moderately high handle loads are required to unlock door. Door will open inward and airflow will sweep smoke forward. It may be necessary to pull aft edge of door inward slightly to engage latch properly. Determine advisability and capability of closing right forward service door and engaging girt bar. If unsuccessful, plan to use other passenger exits in event emergency evacuation is required.
Note: Use emergency position of oxygen regulator as required to keep mask and goggles clear of smoke. Right Forward Service Door Dispatch a flight attendant with a fire extinguisher to: Locate the correct lavatory and perform a visual inspection; Notify the Captain immediately if fire or smoke are present; Fight the fire if necessary.
ON Lavatory Circuit Breakers Move the switch to the OFF position. If the red guarded smoke detector switch is not installed, locate the smoke detector unit under the sink area or in a compartment between the sink and toilet. Disconnect the cannon plug located on the smoke detector. The affected lavatory must be locked and not used for the remainder of the flight. Make a logbook entry. Requires normal power. NORM This will prevent inadvertent discharge of remaining fire agent.
Apply force as required. FAN IF. Return cabin pressure to that appropriate for flight altitude. Descend as necessary to maintain cabin altitude below 14, feet. SET PA On some aircraft, a voice warning will alternate with the warning horn. Turn cockpit speakers volume up as required. These switches will be set to ON to assure passengers are seated and smoking materials are extinguished prior to oxygen use.
Depress and rotate the cabin altitude control wheel forward. Release the wheel when the indicator is at full forward valve close position. If system is borderline, descend as necessary to maintain cabin altitude below 14, feet. Structural Integrity Definite indications of structural compromise include explosion, cargo door light on, and cabin door or window failure.
Descent Speed Flight Manual Continental Rev. It is not necessary to delay descent until receiving clearance from ATC. Set transponder to if no contact with ATC. Level off Altitude Further descent to 10, feet or below should be considered if weather, terrain, and fuel permit.
SET Set to a local setting below 18, feet. It is intended as a specialized case to cover an uncontrollable loss of cabin pressurization. Use of the autopilot is recommended. When it is used for other than pressurization problems or contamination of cabin atmosphere, the oxygen procedures may be omitted. Don oxygen masks and establish crew communication at the first indication of a loss of cabin pressurization. Verify that cabin pressure is uncontrollable and attempt to determine if there is structural damage.
If structural damage is confirmed or suspected, limit airspeed in the descent to current speed or less. If conditions permit, the cabin crew will be advised, on the PA system, of impending rapid descent. All immediate action items are to be accomplished by memory. Either pilot will call out any items not completed. Perform the entry procedure deliberately and methodically. Do not be distracted from flying the aircraft.
Rotate the vertical speed wheel to FPM down. Assure throttles are fully aft at idle. Fully extend the speed brakes. Select and arm the level off altitude. Retract speedbrakes prior to reaching minimum maneuver speed. Vertical speed down, Mach hold. Close throttles fully. Lower pitch to maximum of 10 via wings level pushover or turn. Hold speed of. Assure level off altitude is armed. Start reducing rate of descent feet above level off. Retract speed brakes prior to reaching minimum maneuver speed.
ON Note:. The Captain must fly the aircraft due to loss of the First Officers instruments. Autopilot and stabilizer trim are inoperative. The cockpit indication of loss of all generators closely resembles a two engine flameout. Thunderstorm Lights, Clock If desired, light intensity can be controlled by small flood lights knob. Keep track of time on emergency power good for approximately 30 minutes.
Battery Switch OPEN Prevents connecting excessive load to one generator. Galley Switch OFF Reduces load on electrical system. A generator must be reset only once for a given fault. If fault trips generator after reset, fault should be located and corrected before attempting to place generator on its bus again.
AUTO If certain electrical faults are suspected or indicated i. ON If an electrical fault is suspected or indicated on a bus i. OFF Reduces electrical loads for landing. OFF Keeps ground blower from overloading generator after landing. Nearest Suitable Airport Battery power is good for approximately 30 minutes if batteries are fully charged.
Aircraft Systems Status Horizontal stabilizer is inoperative. Auto-pressurization in inoperative. Cabin pressure must be manually controlled. Depressurize aircraft prior to landing.
Ice protection: Captains pitot heat is operative. Windshield defog and anti-ice are inoperative, engine anti-ice valves will be in position at time of power loss, airfoil ice protection will be inoperative. Flight director is inoperative, but command bar remains in view. Flaps will operate, but indicators are inoperative. Slats will not extend beyond mid-sealed.
If fully extended at time of power loss, they will remain fully extended. Auto-Slat system and slat position lights are inoperative. Landing gear will operate normally, but indicator lights are inoperative. Auto ground spoilers are inoperative. Spoilers must be manually deployed. Anti-skid system is inoperative. Brakes must be manually applied. Continue checklist at. Note: Use takeoff C. DOWN Check nose gear indicator is elevated. After main gear touchdown, manually deploy ground spoilers.
After nose wheel touchdown, use reverse thrust and manual braking as required. Annunciator Panel, Cabin PA Caution: Avoid manual pitch inputs until the autopilot is disconnected.
Note: Extended trim operation may result in trim motor thermal shutdown. Trim motor operation may return after sufficient cooling period. PULL Continue flight using alternate trim system. Autopilot is available. Continue flight using primary trim system. Autopilot is available, but autotrim function is inoperative. This switch interrupts power to the primary motor brake release and applies the brake.
It does not interrupt electrical power to the primary trim motor and does not affect the alternate trim brake or motor. If the runaway was caused by the primary system, movement of the stabilizer will stop because the motor is not capable of overcoming the brake. PULL This will prevent the primary trim motor from overheating. Continue flight using alternate trim system.
If trim runaway occurs when autopilot is engaged, the malfunction may be caused by the autopilot trim coupler. Use minimum power settings if light is on. OFF Left Throttle Restore airfoil ice protection from right engine if desired.
AUTO Restore airfoil ice protection from left engine if desired. Left Throttle IDLE Continue at reduced thrust setting necessary to keep light off.
AUTO Restore airfoil ice protection from right engine if desired. OFF Right Throttle Right Throttle IDLE Continue at reduced thrust setting necessary to keep light out. In order to maintain cabin pressurization during descent, it may be necessary to carry higher than normal power settings.
OFF Prevents ice protection open signals to the augmentation valves. IDLE Allow up to 2 minutes for light to go out. Continue operation with right system off and isolated.
Flight Attendants ATC And Company OFF Cabin Pressurization SET Flaps ENG Fire Handles PULL If required, discharge fire agent. BATT Switch This procedure is based on the experience of others, but it is impossible to include all possible variables. Any time the situation demands a deviation from the established procedure, crew members should use their best judgment and act accordingly. The primary exit route for the cockpit crew is through the passenger cabin, assisting as necessary, and exiting down one of the evacuation slides.
The secondary evacuation route is through cockpit windows. It is not intended that crew members assume unnecessary risks. When all efforts to aid passengers have been expended, the crew should act in the best interests of personal safety. Advise Flight Attendants of any decisions. Cockpit Loose Gear Cockpit Door OFF Eliminates source of pressurized air so cabin can be completely depressurized to allow opening of aircraft doors and exits.
Placing the switches off one at a time will reduce the severity of the pressure surge experienced by the passengers. After stable, cabin should climb at approximately 1, FPM. Cabin Pressurization ON Ensures an uninterrupted power source for making PAs. The Captain shall order the evacuation in the following manner:.
Initiating the checklist does not indicate that an evacuation will occur, it merely sets in motion a procedure which will prepare the aircraft for orderly evacuation of all passengers and crew immediately after the ultimate decision to evacuate is made by the Captain.
The checklist and aircraft evacuation placard indicate a two-step procedure. The upper portion of the checklist those steps above the statement If Evacuation is Confirmed Necessary defines the preparation and decision making steps.
A blank line separates the steps. These steps should be performed essentially simultaneously and by reference to the placard and flow if applicable. The lower portion of the checklist defines the steps to be performed if the Captain has made a decision to evacuate the aircraft. Once the aircraft is at a complete stop, the Captain will set the parking brake and call for the Emergency Evacuation Checklist. The Captain should then communicate with whomever he feels may be able to offer information which will aid in the evacuation decision, i.
ATC, ground vehicles, and cabin crew. These steps are transparent to passengers and cabin crew and should not create a potential for an uncommanded evacuation. An emergency evacuation in these situations poses an unnecessary threat to the safety of the customers and crew.
If the Captain elects to open a portion of the main cabin doors to ventilate the aircraft, the evacuation slides for those doors must be disarmed prior to opening. On the MD, the forward galley door and the aft galley door should be opened for ventilation.
A Cabin crewmember will remain stationed at the opened door to ensure that no egress is attempted. All doors must be closed and slides rearmed prior to taxiing. This procedure is based on the assumption that all methods to extend landing gear have been unsuccessful.
Any landing gear which can be extended should be extended for landing whether on a prepared surface or unprepared surface. Excess fuel should be burned off to decrease landing gross weight. Consideration should be given to the best suitable airport with adequate runway and fire fighting capability. Foaming the runway is not recommended. Coordinate with all ground emergency facilities. For example, the fire trucks normally operate on a common VHF frequency with the aircraft and can advise the crew of aircraft condition during landing.
Brief crew and passengers on gear up landing and evacuation procedures. Configuration: Gear handle down, spoilers armed, flaps 40 At touchdown, PF begin actuating trim control to nose up to assist in holding the nose off runway. PM monitor spoilers and deploy manually if necessary. Idle reverse thrust may be used with caution for deceleration. Under normal conditions, deployment of thrust reversers while airplane is in excess of 8 nose high attitude may result in thrust reversers striking the runway.
While elevator control is still effective, lower nose gently to runway. Upon nose contact, use moderate braking within limits of directional control to stop aircraft. After stopped, Retract spoilers, shut down engines, turn off electrical power. Consideration should be given to selecting the widest runway available for landing due to possibility of severe directional control difficulties. Consider touching down on side of runway corresponding to extended main landing gear.
Configuration: Gear handle down, flaps 40, spoilers disarmed and not used during landing. At touchdown, Touchdown on extended main gear. While elevator control is still effective, lower nose gear gently to runway and hold wings level with ailerons as long as possible. Maintain directional control with nosewheel steering.. When directional control is no longer effective or after stopped, Shut down engines, turn off electrical power. Continental Rev. Nosewheel will provide some additional directional control if extended.
Main landing gear is designed to shear as required and will provide protection for fuselage. At touchdown, Touchdown on the main gear, if extended, and hold nose off as long as possible. After touchdown, Lower nose gently to runway and hold wings level with ailerons as long as possible.
Maintain directional control with nosewheel steering if available. Need For Evacuation This includes powered flight to a landing not on a suitable runway and all cases of unpowered flight to a landing. Time Permits: In-Range Checklist Establish configuration and speed early enough to become familiar with the descent rate.
SET Spoilers OFF Command Evacuation If qualified, assist Flight Attendants in passenger evacuation. Send distress signal. On command, First Officer will transmit MAYDAY message, including position, course, speed altitude, situation, intention, time and position of intended touchdown, and type of airplane. Set transponder code and consider ATC recommendation, if available, for landing site.
Advise crew and passengers. At a minimum, make a quick PA. Choose landing site. Seems like the pricing they posted before was too high. The MadDog comes out 20th. Its called the "MadDog" for a reason,it does odd thing like it can level off below Alt set and you have to "nudge it" to behave.
It apparently gets its name from being odd. So what I and you might think are "bugs" might well be it being a "MadDog". During high thrust scenarios and forward CG the aircraft can bust altitudes because ALT TRIM system is not capable to keep the accelerating maddog in trim, thus deviating from selected altitude.
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