767-300ER POH

(GE CF6 ENGINES ONLY)

Revision 1.0

***Operations have been modified for Single Pilot Operations***

FOR SIMULATION USE ONLY

2022 Project 76
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Table of Contents
Section 1 General

Section 2 Limitations

Section 3 Emergency Procedures

Section 3a Non-Normal Procedures

Section 4 Normal Procedures

Section 5 Performance Data

Change Log:
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Section 1 - General
1.0 General Contents

1.1 Aircraft Dimensions

1.2 Turn Radius

1.3 Basic Data

1.4 Overhead Panel

1.5 Main/Pedestal Panel

1.6 Abbreviations 1

1.7 Abbreviations 2

1.8 Abbreviations 3

1.0
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1.1
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1.2
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Model 767-300ER
Cargo Capacity 4,030 ft³ / 114.1 m³
MLW 320,000 lb
MTOW 412,000 lb
Max Payload 96,560 lb
OEW 198,440 lb / 90.0 t
Fuel Capacity 16,700-24,140 US gal
111,890-161,740 lb
50.8-73.4 t
Max Range 5,980 nmi / 11,070 km
Cruise Long range-Maximum:
459–486 kn at 39,000 ft
(12,000 m)
Ceiling: 43,100 ft (13,100 m)
Engines PW4000 / CF6 / RB211
Thrust (x2) 56,750–61,500 lbf
252–274 kN
ICAO Designation B763

1.4

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AIRPLANE GENERAL - ABBREVIATIONS

ACARS ARINC Communications Addressing and Reporting System
ACMP Alternating Current Motor Pump (Fuel :: Hydraulics)
ADF Automatic Direction Finder
ADIRS Air Data Inertial Reference System
ADIRU Air Data Inertial Reference Unit
AFCS Autoflight Control System
AFDS Autopilot/Flight Director System
AIDS Airborne Integrated Data System
AIL Aileron
ALT Altitude or Altimeter
AOA Angle of Attack
A/P Autopilot
APCS Autopilot Pitch Control Servo
APP Approach
APU Auxiliary Power Unit
ARINC Aeronautical Radio Inc.
ARR Arrival
ASA Autoland Status Annunciator
A/T Autothrottle
ATC Air Traffic Control
B/A Bank Angle
BAT Battery
B/CRS Back Course
BIT Built-In-Test
BITE Built-In-Test-Equipment
CAS Computed Airspeed
CDU Control Display Unit
CLB Climb (Thrust :: VNAV)
CMD Command
CON Continuous
CRS Course
CRZ Cruise
CSEU Control System Electronics Unit
CWS Control Wheel Steering
DADC Digital Air Data Computer
DEP Departure

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DES Descent
DFDAU Digital Flight Data Acquisition Unit
DH Decision Height
DME Distance Measuring Equipment
D-TO Derated Takeoff
EADI Electronic Attitude Director Indicator
ECS Environmental Control System
EDHP Engine Driven Hydraulic Pump (aka: EDP)
E/E Electrical/Electronics
EFCU Elevator Feel and Centring Unit
EFIS Electronic Flight Instrument System
EGT Exhaust Gas Temperature
EHSI Electronic Horizontal Situation Indicator
EICAS Engine Indication and Crew Alerting System
EMHP Electric Motor Hydraulic Pump
EPR Engine Pressure Ratio
FCC Flight Control Computer
F/D Flight Director
FLCH Flight Level Change
FMA Flight Mode Annunciator
FMC Flight Management Computer
FMCS Flight Management Computer System
FMS Flight Management System
FSAM Flap/Slat Accessory Module
FSEU Flap/Slat Electronics Unit
GA or G/A Go Around
G/S Glideslope
HDG Heading
HLD Hold
HYD Hydraulic
IAS Indicated Airspeed
ILS Instrument Landing System
INTC Intercept
LNAV Lateral Navigation
LOC Localiser
LRU Line Replaceable Unit
LVDT Linear Variable Differential Transducer
M Mach
M/ASI Mach/Airspeed Indicator
MCDP Maintenance Control Display Panel

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MCP Mode Control Panel
MMO Maximum Operating Mach
MMR Multi-Mode Receiver
PCA Power Control Actuator
PCU Power Control Unit
PDU Power Drive Unit
PRSOV Pressure Regulating Shut-Off Valve
RA Radio Altitude or Radio Altimeter
RAT Ram Air Turbine
RCVR Receiver
RDMI Radio Distance Magnetic Indicator
REF Reference
RMI Radio Magnetic Indicator
RNAV Area Navigation
RTE Route
RVDT Rotary Variable Differential Transducer
SAT Static Air Temperature
SCM Spoiler Control Module
SG Symbol Generator
SID Standard Instrument Departure
SOV Shut-Off Valve
SPD Speed
SPM Stabiliser Position Module
STAB Stabiliser
STAR Standard Terminal Arrival Route
STCM Stabiliser Trim Control Module
TAS True Airspeed
TAT Total Air Temperature
TGT Target
TLA Throttle Lever Angle
TMC Thrust Management Computer
TMS Thrust Management System
TMSP Thrust Mode Select Panel
TO or T/O Takeoff
TOC Top of Climb
TOD Top of Descent
TRK Track
TRU Transformer/Rectifier Unit
VMO (Vmo) Maximum Operating Airspeed (Knots)
VNAV Vertical Navigation

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VOR VHF Omni-directional Range
V/S Vertical Speed
WEU Warning Electronics Unit
XCVR Transceiver
XFMR Transformer
XMTR Transmitter
YDS Yaw Damper Servo
YSM Yaw Damper/Stabiliser Trim Module

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Section 2 - Limitations
2.0 Limitations Contents

2.1 Operational Limitations

2.1 Fuel Limitations

2.1 Engine Limitations

2.2 Autopilot Limitations

2.3 Auto Land Limitations

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Operational Limitations
● Runway Slope - ±2%
● Maximum Operating Altitude - 43,100 ft pressure altitude
● Maximum Take-Off and Landing Altitude - 8,400 ft pressure altitude
● Maximum Take-Off and Landing Tailwind Component - 15 kts
● Do not start or shutdown APU whilst refuelling.
● To provide bird strike protection, do not exceed 313 KIAS below 8,000 ft.
● Maximum demonstrated takeoff and landing crosswind is 40 kts.
● The maximum altitude for Flap extension is 20,000 ft.
● Avoid rapid and large alternating control inputs, especially in combination
with large changes in pitch, roll, or yaw as they may result in structural
failure at any speed, including below VA.
● Speedbrakes: Do not extend in flight when wing flaps are at 25 or 30.
● Speedbrakes: Do not extend in flight below 800 ft AGL.kts
● MMO - Mach .86 - VMO - 360 - Turbulence 290 kias / .78 Mach.

Fuel Limitations
● The maximum Fuel temperature is 49° C.
● The centre tank may contain up to 10,000 kg of fuel with less than full left or
right main tanks provided centre tank fuel weight plus actual zero fuel
weight does not exceed the Maximum Zero Fuel Weight, and centre of
gravity limits are observed.

Engine Limitations
● Continuous Ignition must be on (engine start selector in the CONT position)
while operating in severe turbulence.
● The maximum time limit on the use of TO/GA thrust following loss of thrust
on one engine or engine failure is 5 minutes.
● Reverse Thrust is for ground use only.
● The autothrottle must not be used in a single-engine approach.

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Engine Limitations Continued

● Max Take-Off EGT (5 min) - 960°C
● Max Continuous EGT - 925°C
● Max N1 RPM - 117.5%
● Max N2 RPM - 112.5%
● Minimum Oil Pressure - 10 psi
● Max Oil Temperature - 175°C
● Operation limited to 15 min between 160°C and 175°C

Autopilot Limitations
● After Take-Off, the autopilot must not be engaged below 400 ft.
● Use of Aileron trim with the autopilot engaged is prohibited.
● LNAV and VNAV modes must not be used for final approach.
● On a single channel ILS approach, disengage the autopilot at not less than
150 feet ARTE. (above runway threshold elevation).
● On an approach using VS mode the autopilot must be disengaged at or above
250 feet ARTE.
● The autopilot must be disengaged in severe turbulence unless CWS is
installed and selected.
● The flight director has not been assessed in any abnormal configuration
except that used in a single-engine approach. It may be used in this
configuration but must be closely monitored.

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Automatic Landing
● The maximum and minimum glideslope angles for automatic landing are
3.1° and 2.5° respectively.
● Automatic landings may be made with Flaps 25 or 30 only.
● All three Hydraulic systems must be operating.
● Two Electrical systems must be operating (The APU generator may be used
to power ONE system).
● The Inertial Reference Systems associated with the engaged autopilots must
be in NAV mode.
● At least two autopilots must be engaged and the autoland status annunciators
must show LAND 2 or LAND 3 at and below 600 feet.
DH Below 200 Feet but not less than 100 feet
● The Automatic Landing limitations must be observed whether the landing is
to be completed manually or automatically.
● The decision height must be identified by reference to Radio Altitude and
must not be less than OCA/H (obstacle clearance altitude / height). Where an
OCA/H is not promulgated, the decision height may be determined by an
alternative method acceptable to the CAA.
DH Below 100 Feet but not less than 50 feet
● The Automatic Landing limitations must be observed.
● The decision height must be identified by reference to Radio Altitude.
DH 50 Feet or Less
● The first four Automatic Landing limitations must be observed.
● All three autopilots must be engaged and the autoland status annunciators
must show LAND 3 at and below 600 feet.

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Section 3 - Emergency
3.0 Emergency Contents

3.1 ABORTED ENGINE START

3.2 AIRSPEED UNRELIABLE

3.6 CABIN ALTITUDE or RAPID

DEPRESSURISATION

3.7 DUAL ENGINE FAILURE

3.11 ENGINE LIMIT or SURGE or STALL

3.14 ENGINE FIRE or SEVERE DAMAGE or

SEPARATION

3.17 APU FIRE

3.18 ENGINE TAILPIPE FIRE

3.20 EVACUATION

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Note: Any Items above the dotted line below are memory items.

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ABORTED ENGINE START

Condition: During a ground start, an abort start condition

occurs.

1. FUEL CONTROL switch (affected side) . . . CUTOFF

-------------------
2. Choose one:

⬥ENG START selector in GND:

Motor the engine for 30 seconds.
ENG START selector

◼️◼️◼️◼️
(affected side). . . . . . . . . . . . . . . . AUTO

⬥ENG START selector in AUTO:

When N2 decreases below 20%:

ENG START selector (affected side) . . . . . GND

Motor the engine for 30 seconds.

◼️◼️◼️◼️
ENG START selector (affected side) . . . . AUTO
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AIRSPEED UNRELIABLE

Condition: The airspeed or Mach indications are suspected to

dasfaffffffffbe unreliable. (Items which may indicate Airspeed
Unreliable are listed in the Additional Information
section.)

Objective: Maintain control using manual pitch and thrust.

1. Check the pitch attitude and thrust.

2. If pitch attitude or thrust is not normal for phase of flight:
Autopilot disengage switch . . . . . . . . . . .Push
Autothrottle disconnect switch . . . . . . . . .Push
F/D switches (both) . . . . . . . . . . . . . . . . OFF
Establish normal pitch attitude and thrust setting for phase of
flight.

-------------------
Note: Normal pitch attitude and thrust settings are available in
the FLIGHT WITH UNRELIABLE AIRSPEED table in the i
Performance Inflight chapter. i

▼Continued on next page▼

3.2
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▼Airspeed Unreliable continued▼

3. Altitude information, vertical speed information, limit N1,

Reference N1, and N1 bug may be unreliable.

5. Cross-check captain and first officer airspeed indications and

standby airspeed indicator. An airspeed display differing by
more than 15 knots from the standby indicator should be
considered unreliable.

6. Choose one:

⬥Reliable airspeed data source can be determined:

AIR DATA switch (unreliable side) . . ALTN
Invalid overspeed warning and invalid input to AFDS
and autothrottle may occur or continue.
◼️◼️◼️◼️
⬥Reliable airspeed data source can not be determined:

➤➤Go to step 7

▼Continued on next page▼

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▼Airspeed Unreliable continued▼

7. Maintain normal pitch attitude and thrust setting for phase of

flight. Refer to the FLIGHT WITH UNRELIABLE AIRSPEED
table in the Performance Inflight chapter.

8. Maintain visual conditions if possible.

◼️◼️◼️◼️
Additional Information

One or more of the following may be evidence of unreliable

airspeed/Mach indication:

•speed/altitude information not consistent with pitch attitude and

thrust setting
•speed/airspeed/Mach failure flags
•blank or fluctuating airspeed displays
•variation between captain and first officer airspeed displays
•amber line through one or more ADI flight mode annunciations
•overspeed indications
•radome damage or loss
•simultaneous overspeed and stall warnings

▼Continued on next page▼

3.4
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▼Airspeed Unreliable continued▼

Display of one or more of the following EICAS messages may

be evidence of unreliable airspeed/Mach indication:

•AILERON LOCKOUT
•ALT DISAGREE
•CAPT PITOT
•F/O PITOT
•IAS DISAGREE
•L AUX PITOT
•OVERSPEED
•PROBE HEAT
•R AUX PITOT
•RUDDER RATIO

3.5
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CABIN ALTITUDE or Rapid

Depressurization

Messages: CABIN ALTITUDE

Condition: A cabin altitude exceedance occurs.

1. Don the oxygen masks.

2. Check the cabin altitude and rate.
4. If the cabin altitude is uncontrollable:
PASS OXY switch . . . . . . . . . . .Push and hold for 1 second
Without delay, descend to the lowest safe altitude or 10,000
feet, whichever is higher.
To Descend:
Move the thrust levers to idle
Extend the speedbrakes
If structural integrity is in doubt, limit airspeed and
avoid high maneuvering loads.

◼️◼️◼️◼️
Descend at VMO/MMO

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Dual Engine Failure

Condition: One of these occurs on both engines:

•Engine flameout
•No response to thrust lever movement

1. ENG START selectors (both). . . . . . . . . . . . . FLT

2. Thrust levers (both) . . . . . . . . . . . . . . . . . . Idle
3. FUEL CONTROL switches (both) . . . . . . . . . . . CUTOFF,
then RUN
4. If engine appears stalled or EGT approaches the Standby
Engine Indicator placard limit:
Repeat the above steps as needed.

-------------------
Note: SEI maximum EGT limit is inflight start EGT limit.
5. RAM AIR TURB switch . . . . . . . . . . . . . . . . Push
6. Maintain airspeed as indicated below:
Above 30,000 feet use 240 knots.
30,000 feet or below use 220 knots minimum.

3.7 ▼Continued on next page▼

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▼Dual Engine Failure continued▼

Note: OVSPD light and associated aural warning will indicate

Vmo/Mmo exceedances. j
Note: Cabin altitude warning may occur during descent. i

7. Choose one:
⬥APU is not available:
➤➤Go to step 9
⬥APU is available:
➤➤Go to step 8

⚠️️Do not wait for successful engine start(s) prior to

starting the APU

8. ⚠️️APU selector . . . . . . . . . . . . . . START, then ON

9. Choose one:
⬥Either or both engines started:
➤➤Go to step 12
⬥Both engines remain failed:
➤➤Go to step 10
3.8 ▼Continued on next page▼

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▼Dual Engine Failure continued▼

10. Thrust levers (both) . . . . . . . . . . . . . . . . . . Idle

11. FUEL CONTROL switches (both) . . . . . CUTOFF
For approximately 30 seconds, then RUN for
approximately 30 seconds.
Repeat until engine start is achieved
Engines may accelerate to idle very slowly, especially at
high altitude. Slow acceleration may be incorrectly
interpreted as a hung start or an engine malfunction. If N2
is steadily increasing, and EGT remains within limits, the
start is progressing normally.

12. Choose one:

⬥All ALIGN lights are not illuminated:

➤➤Go to step 15

⬥Any ALIGN light is illuminated:

➤➤Go to step 13

3.9 ▼Continued on next page▼

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▼Dual Engine Failure continued▼

⚠️ Action is not reversible. Do this step only for the

affected IRS(s)

13. ⚠️IRS MODE selector (affected IRS) . . . . . . . ATT

14. Enter heading on IRS control panel or POS INIT page of
FMC.
Note: Cabin altitude warning may occur during descent.

15. Choose one:

⬥Both engines are started:

◼️◼️◼️◼️
⬥An engine stays failed:

➤➤Go to the Engine Failure or Shutdown

checklist on page 3.1a

◼️◼️◼️◼️

3.10

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Engine Limit or Surge or Stall

Condition: One or more of these occur:

•Engine indications are unusual
•Engine indications are rapidly approaching or
exceeding limits
•Unusual engine noises are heard
•There is no response to thrust lever movement
1. A/T ARM switch . . . . . . . . . . . . . . . . . . . . . OFF
2. Thrust lever (affected side) Confirm . . . Retard
until indications remain within normal limits or the thrust

-------------------
lever is at idle

3. Choose one:
⬥Indications are abnormal or EGT continues to increase:
After shutdown, a restart may be attempted if there is
N1 rotation and no abnormal airframe vibration.
➤➤Go to the Engine Failure or Shutdown

◼️◼️◼️◼️
checklist on page 3.1a

⬥Indications stabilized and EGT stabilized or decreasing:

➤➤Go to step 4

3.11 ▼Continued on next page▼

▼Engine Limit or Surge or Stall continued▼

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4. Thrust lever . . . . . . . . .Advance slowly and check that RPM

and EGT follow thrust lever movement
5. Choose one:
⬥Engine acceleration is normal:
Operate the engine normally or at a reduced thrust
level which is surge and stall free.
◼️◼️◼️◼️
⬥Engine acceleration is not normal:

➤➤Go to step 6

6. Choose one:
⬥EGT is normal:
➤➤Go to step 7
⬥EGT is not normal:
After shutdown, a restart may be attempted if there is
N1 rotation and no abnormal airframe vibration.
➤➤Go to the Engine Failure or Shutdown
checklist on page 3.1a
◼️◼️◼️◼️
3.12 ▼Continued on next page▼
▼Engine Limit or Surge or Stall continued▼

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7. ENG bleed air switch. . . . . . . . . . . . . . . . . . . Off

8. Choose one:
Engine responds:

➤➤Go to step 9

Engine does not respond:

Continue engine operation at idle.

➤➤Go to step 9

9. ENG bleed air switch . . . . . . . . . . . . . . . . . . . On

◼️◼️◼️◼️

3.13
ENGINE FIRE or SEVERE DAMAGE
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or SEPARATION
Messages: L ENGINE FIRE or R ENGINE FIRE

Condition: One or more of these occur:

•Airframe vibrations with unusual engine
indications
•Engine separation

1. A/T ARM switch . . . . . . . . . . . . . . . . . . . . . OFF

2. Thrust lever (affected side) . . . . Confirm . . . . . . Idle
3. FUEL CONTROL switch
(affected side) . . . . . . Confirm . . . . . . . .CUTOFF
4. Engine fire switch (affected side) . . . . . Confirm . . . . . . Pull
5. If the engine fire warning light is illuminated:
Engine fire switch . . Rotate to the stop and hold for 1
second
If after 30 seconds the engine fire warning light stays
Illuminated:
Engine fire switch. . . . . . . . . . Rotate to the other stop

-------------------
3.14 ▼Continued on next page▼
and hold for 1 second

▼ENGINE FIRE or SEVERE DAMAGE or SEPARATION continued▼

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6. If high airframe vibration occurs and continues after engine

shutdown:
Without delay, reduce airspeed and descend to a safe
altitude which results in an acceptable vibration level.
If high airframe vibration returns and further airspeed
reduction and descent are not practical, increasing the
airspeed may reduce the vibration.
7. Choose one:
⬥APU is not available:
➤➤Go to step 9
⬥APU is available:
➤➤Go to step 8
8. APU selector . . . . . . . . . . . . . . . START, then ON
9. GND PROX FLAP OVRD switch . . . . . . . . . . OVRD
10. Transponder mode selector . . . . . . . . . . TA ONLY
11. Plan to land at the nearest suitable airport.

3.15 ▼Continued on next page▼

▼ENGINE FIRE or SEVERE DAMAGE or SEPARATION continued▼

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12. If wing anti–ice required:

PACK control selector (affected side) . . . . OFF
ISLN switch (affected side) . . . . . . . . . . . . On
When wing anti–ice no longer required:
L and R ISLN switches . . . . . . . . . . . Off

13. Use flaps 20 and VREF 20 for landing.

14. Use flaps 5 for go-around.

15. Disregard the following EICAS messages:

ENGINE BOTTLE i
ENGINE SHUTDOWN
PACK OFF i

◼️◼️◼️◼️

3.16

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APU FIRE
Messages: APU FIRE

Condition: Fire is detected in the APU.

1. APU fire switch. . . . .. . . Confirm . . . . Pull, rotate to the stop,

and hold for 1 second
2. Choose one:

⬥APU fire warning light stays illuminated:

Plan to land at the nearest suitable airport.
➤➤Go to step 3

⬥APU fire warning light extinguishes:

➤➤Go to step 3

3. Disregard the following EICAS messages:

APU BOTTLE
APU FAULT i

◼️◼️◼️◼️
3.17
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Engine Tailpipe Fire

Condition: An engine tailpipe fire occurs on the ground with
no engine fire warning.

1. FUEL CONTROL switch (affected side) . . . CUTOFF

2. Advise the cabin.
3. Choose one:
⬥Bleed air is not available:
Advise ATC.
◼️◼️◼️◼️
⬥Bleed air is available:
➤➤Go to step 4
4. PACK control selectors (both). . . . . . . . . . . . OFF
5. L and R ISLN switches. . . . . . . . . . . . . . . . . . On
6. Choose one:
Affected ENG START selector is in GND:
➤➤Go to step 9
Affected ENG START selector is not in GND:
➤➤Go to step 7

3.18 ▼Continued on next page▼

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▼ENGINE FIRE or SEVERE DAMAGE or SEPARATION continued▼

7. Wait for N2 to decrease to 30%.

8. ENG START selector (affected side). . . . . . . .GND
9. Advise the tower.
10. When the tailpipe fire is extinguished:
ENG START selector
(affected engine) . . . . . . . . . . . . . . AUTO
◼️◼️◼️◼️

3.19
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Evacuation
Condition: Evacuation is needed.

1. Parking brake. . . . . . . . . . . . . . . . . . . . . . . Set

2. Cabin altitude MODE SELECT . . . . . . . . . . . .MAN
3. CABIN ALTITUDE MANUAL control . . . . . . . . . . . .Hold in
CLIMB until the outflow valve is fully open
4. FUEL CONTROL switches (both) . . . . . . . CUT OFF
5. Advise the cabin to evacuate.
6. Advise ATC.
7. Engine and APU fire switches (all) . . . . . . . . . . .Override and
pull
8. If an engine or APU fire warning occurs:
Related fire switch . . . . Rotate to the stop and hold for 1
second

◼️◼️◼️◼️

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Section 3a - Non Normal

3.0a Non Normal Contents

3.1a Engine Failure or Shutdown

3.3a Engine In–flight Start

3.7a Unscheduled Stabilizer Trim

3.10a All Flaps and Slats Up Landing

3.11a TRAILING EDGE FLAP ASYMMETRY

3.13a LEADING EDGE SLAT ASYMMETRY

3.16a IRS FAULT

3.17a GEAR DISAGREE

3.0a
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Engine Failure or Shutdown

Condition: One of these occurs:
•An engine failure
•An engine flameout
•Another checklist directs an engine shutdown

1. A/T ARM switch . . . . . . . . . . . . . . . . . . . . . OFF

2. Thrust lever (affected side) . . Confirm . . . . . . Idle
3. If engine conditions allow, operate at idle for two minutes to
allow engine to cool and stabilize.
4. FUEL CONTROL switch
(affected side) . . . . . . . . Confirm . . . . . . . . CUTOFF
5. Choose one:
⬥APU is not available:
➤➤Go to step 7
⬥APU is available:
➤➤Go to step 6
6. APU selector . . . . . . . . . . . . . . . START, then ON
7. GND PROX FLAP OVRD switch . . . . . . . . . . OVRD
8. Transponder mode selector . . . . . . . . . . TA ONLY

3.1a ▼Continued on next page▼

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▼Engine Failure or Shutdown continued▼

9. Plan to land at the nearest suitable airport.

10. If wing anti–ice required:
PACK control selector (affected side) . . . . OFF
ISLN switch (affected side) . . . . . . . . . . . . On
When wing anti–ice no longer required:
L and R ISLN switches . . . . . . . . . . . Off
11. Use flaps 20 and VREF 20 for landing.
12. Use flaps 5 for go-around.
13. Disregard the following EICAS messages:
ENGINE SHUTDOWN
PACK OFF i

◼️◼️◼️◼️

3.2a
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Engine In–flight Start

Condition: One of these occurs:
•An engine failure
•An engine flameout
•Another checklist directs an engine shutdown

1. Check altitude and airspeed. Starts are not assured outside the
EICAS envelope.
2. Engine may accelerate to idle very slowly, especially at high
altitude. Slow acceleration may be incorrectly interpreted as a
hung start or an engine malfunction. If N2 is steadily increasing,
and EGT remains within limits, the start is progressing normally.
3. Choose one:
⬥X-BLD is shown:
➤➤Go to step 7
⬥X-BLD is not shown:
➤➤Go to step 4

4. ENG START selector (affected side) . . . . . . . .FLT

5. FUEL CONTROL switch . . . . . . . . . . . . . . . . RUN

3.3a ▼Continued on next page▼

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▼Engine In–flight Start continued▼

6. Choose one:

⬥EGT does not increase in 45 seconds or another abort

start condition as listed in normal procedures occurs:
FUEL CONTROL switch
(affected side) . Confirm. . CUTOFF
➤➤Go to step 19
⬥EGT increases in 45 seconds and another abort start
condition as listed in normal procedures does not occur:
➤➤Go to step 13

7. PACK control selector (affected side) . . . . . . OFF

8. ISLN switch (affected side) . . . . . . . . . . . . . . On

9. Ignition selector . . . . . . . . . . . . . . . . . . . . BOTH

10. ENG START selector (affected side) . . . . . . . GND

11. When N2 exceeds minimum fuel on command bug:

FUEL CONTROL switch. . . . . . . . . .Select RUN
when N2 exceed the minimum fuel on command
bug
3.4a ▼Continued on next page▼

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▼Engine In–flight Start continued▼

12. Choose one:

⬥EGT does not increase in 45 seconds or another abort
start condition as listed in normal procedures occurs:

FUEL CONTROL switch

(affected side) . . . Confirm . . . . CUTOFF

ENG START selector (affected side). . . . .AUTO

➤➤Go to step 19

⬥EGT increases in 45 seconds and another abort start

condition as listed in normal procedures does not occur:

➤➤Go to step 13

3.5a ▼Continued on next page▼

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▼Engine In–flight Start continued▼

13. Choose one:

⬥Engine does not start:

FUEL CONTROL switch
(affected side). . . Confirm . . . . . CUTOFF
ENG START selector
(affected side). . . . . . . . . . . . . . . . AUTO
➤➤Go to step 19
⬥Engine starts:
➤➤Go to step 14

14. ENG START selector (affected side) . . . . . . AUTO

15. PACK control selectors (both). . . . . . . . . . . AUTO
16. L and R ISLN switches. . . . . . . . . . . . . . . . . . Off
17. Transponder mode selector . . . . . . . . . . . .TA/RA
18. GND PROX FLAP OVRD switch . . . . . . . . . . . . Off
◼️◼️◼️◼️

3.6a ▼Continued on next page▼

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▼Engine In–flight Start continued▼

19. Plan to land at the nearest suitable airport.

20. If wing anti–ice needed:

PACK control selector (affected side) . . . . OFF ISLN
switch (affected side) . . . . . . . . . . . . On When wing
anti–ice no longer needed:
L and R ISLN switches . . . . . . . . . . . Off

21. Use flaps 20 and VREF 20 for landing.

22. Use flaps 5 for go-around.

23. Disregard the following EICAS messages:

ENGINE SHUTDOWN
PACK OFF j
◼️◼️◼️◼️

3.7a
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Unscheduled Stabilizer Trim

Messages: UNSCHD STAB TRIM

Condition: Stabilizer movement occurs without a signal to

trim.

1. STAB TRIM CUT OUT switches (both) . . . . . CUT OUT

⚠️ Higher than normal control column force may be

needed to prevent unwanted pitch change

2. ⚠️Autopilot disengage switch . . . . . . . . . . . Push

3. C STAB TRIM CUT OUT switch . . . . . . . . . .NORM
4. Choose one:
⬥Unscheduled trim does not occur:
➤➤Go to step 8
⬥Unscheduled trim occurs:
➤➤Go to step 5
5. C STAB TRIM CUT OUT switch . . . . . . . CUT OUT
6. L STAB TRIM CUT OUT switch. . . . . . . . . . .NORM

3.8a ▼Continued on next page▼ 3.8a

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▼Unscheduled Stabilizer Trim continued▼

7. Choose one:
⬥Unscheduled trim does not occur:
➤➤Go to step 8
⬥Unscheduled trim occurs:
L STAB TRIM CUT OUT switch . . . CUT OUT
➤➤Go to step 8

8. Disregard the following EICAS messages:

STABILIZER TRIM

◼️◼️◼️◼️

3.9a
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All Flaps and Slats Up Landing

Condition: The leading edge slats and trailing edge flaps fail to
extend.

1. Accomplish this checklist only when directed by the

LEADING EDGE SLAT ASYMMETRY checklist.
2. Do not slow below VREF 30 + 80 until established on final
approach.
3. Limit bank angle to 15 degrees below VREF 30 + 80.
Note: Tail clearance is reduced on landing.
4. ENG START selectors (both). . . . . . . . . . . . CONT
5. Use VREF 30 + 50 for landing.
◼️◼️◼️◼️

3.10a
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TRAILING EDGE FLAP

ASYMMETRY
Messages: TE FLAP ASYM

Condition: The trailing edge flaps are not symmetrically

extended.

——————————————————————————
Caution! Do not arm the TRAILING EDGE (TE)
ALTERNATE FLAPS switch.
——————————————————————————
Note: Do not use FMC fuel predictions with flaps extended.
1. GND PROX FLAP OVRD switch . . . . . . . . . . OVRD
2. Choose one:
⬥Indicated flap position at or greater than 20:
Use VREF 20 for landing.
➤➤Go to step 4
⬥Indicated flap position between 5 and 20:
Use VREF 30 + 20 for landing.
➤➤Go to step 4

3.11a ▼Continued on next page▼

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▼TRAILING EDGE FLAP ASYMMETRY continued▼

⬥Indicated flap position 5 or less:

➤➤Go to step 3
3. Use VREF 30 + 30 for landing.
Note: Tail clearance is reduced on landing.

◼️◼️◼️◼️

3.12a
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LEADING EDGE FLAP ASYMMETRY

Messages: LE SLAT ASYM

Condition: The leading edge slats are not symmetrically

extended.

Note: Do not use FMC fuel predictions with flaps extended.

1. GND PROX FLAP OVRD switch . . . . . . . . . . OVRD
2. Choose one:
⬥Indicated flap position is greater than 20:
Use current flaps and VREF 30 + 20 for landing.
➤➤Go to step 12
⬥Indicated flap position is 20 or less:
➤➤Go to step 3
3. Use trailing edge flaps 20 and VREF 30 + 30 for landing.
4. ENG START selectors (both). . . . . . . . . . . . CONT
5. FLAP lever . . . Extend or retract trailing edge flaps as needed

3.13a ▼Continued on next page▼

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▼LEADING EDGE SLAT ASYMMETRY continued▼

6. Choose one:
⬥TE FLAP DISAGREE message is not shown:
➤➤Go to step 12
⬥TE FLAP DISAGREE message is shown:
➤➤Go to step 7
7. ALTN FLAPS selector. . . . Position to agree with FLAP lever

⚠️Do not arm the LE ALTN FLAPS switch

8. ⚠️TE ALTN FLAPS arm switch . . . . . . . . . . . ALTN
9. ALTN FLAPS selector . . . . . . . Extend or retract trailing edge
flaps as needed
Note: Flap position indicator may not move until flaps 5 or
greater is selected. i
Note: Autothrottle may disconnect during alternate flap
extension. l
10. Choose one:
⬥TE FLAP DISAGREE message is not shown:
➤➤Go to step 12
⬥TE FLAP DISAGREE message is shown:
➤➤Go to step 11
3.14a ▼Continued on next page▼ 3.8a
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▼LEADING EDGE SLAT ASYMMETRY continued▼

11. Choose one:

⬥Indicated flap position is less than 5:
Do not accomplish the following checklist:
TRAILING EDGE FLAP DISAGREE
➤➤Go to the All Flaps and Slats Up Landing
checklist on page 3.10a
◼️◼️◼️◼️
⬥Indicated flap position is at or greater than 5 and less
than 20:
Use current flaps and VREF 30 + 40 for landing.
➤➤Go to step 12

⬥Indicated flap position is 20:

Use current flaps and VREF 30 + 30 for landing.
➤➤Go to step 12

◼️◼️◼️◼️

3.15a
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IRS FAULT
Messages: L IRS FAULT or C IRS FAULT or R IRS FAULT

Condition: An IRS fault occurs.

1. Choose one:
⬥Left IRS FAULT light is illuminated:
Captain’s IRS switch . . . . . . . . . . . ALTN
◼️◼️◼️◼️
⬥Right IRS FAULT light is illuminated:
First Officer’s IRS switch. . . . . . . . . ALTN
◼️◼️◼️◼️
⬥Center IRS FAULT light is illuminated:
◼️◼️◼️◼️

3.16a

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GEAR DISAGREE
Messages: GEAR DISAGREE

Condition: The landing gear position disagrees with the

landing gear lever position.

Note: Do not use FMC fuel predictions with gear extended.

1. Choose one:
⬥Landing gear lever UP:
Observe the gear EXTEND OR EXTENDED limit
speed of 270 K/.82 M. Flight with gear down increases
fuel consumption and decreases climb performance.
Refer to the Gear Down performance tables Section 5
for flight planning.
◼️◼️◼️◼️
⬥Landing gear lever DN and any gear down (green) lights
not illuminated:
➤➤Go to step 2

3.17a ▼Continued on next page▼

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▼GEAR DISAGREE continued▼

⬥Landing gear lever DN and all gear down (green) lights

illuminated:
GND PROX GEAR OVRD switch . . . . OVRD
Accomplish normal landing.
◼️◼️◼️◼️
2. Landing gear lever . . . . . . . . . . . . . . . . . . . OFF

⚠️ Observe the gear EXTEND OR EXTENDED limit

⚠️ALTN GEAR EXTEND switch. . . . . . . . . . . . .DN

speed of 250K/.75M
3.
4. Choose one:
⬥All gear down (green) lights illuminated:
Landing gear lever. . . . . . . . . . . . . . . DN
◼️◼️◼️◼️
⬥Any gear down (green) light not illuminated:
➤➤Go to step 5
5. Plan to land on available gear.
6. Landing gear lever . . . . . . . . . . . . . . . . . . . . DN
7. GND PROX GEAR OVRD switch . . . . . . . . . . OVRD

3.18a ▼Continued on next page▼ 3.8a

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▼GEAR DISAGREE continued▼

8. Use flaps 30 for landing.

This ensures slowest landing speed.
9. Do not arm speedbrake lever.
10. If stopping distance is critical:
Extend the speedbrakes after all gear, or the nose or engine
nacelle have contacted the runway.
Do not use the thrust reversers unless stopping distance is
critical.
11. When at pattern altitude:
PACK control selectors (both) . . . . . . . . . . . . . OFF
Fuel PUMP switches (all) . . . . . . . . . . . . . . . . . Off
Disregard the following EICAS messages:
FUEL SYSTEM PRESSURE
PACK OFF i

3.19a
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Section 4 - Normal
4.0 Normal Contents

4.1 Configuration Safety Checklist

4.2 Establishing Electrical Power Procedure

4.3 Pre-Flight

4.4 Pre-Flight

4.5 Before Start

4.6 Engine Start

4.7 Engine Crossbleed Start Procedure

4.8 Single Engine Taxi

4.9 After Start Checklist

4.10 Before Takeoff/Takeoff

4.11 Takeoff

4.12 After Takeoff

4.13 Pre Decent

4.14 In Range

4.15 Landing

4.16 Parking

4.17 Termination

4.0

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Configuration Safety Checklist

This check is performed on each originating trip or crew change, only when electrical power is
not applied to the airplane, to ascertain that it may be applied safely.

PRIMARY ELEC HYD PUMPS switches OFF

DEMAND HYD PUMPS selectors OFF

WIPER selector OFF

Pack control selectors OFF

Landing Gear Lever DN

ALTN FLAPS selector NORM

ALTN FLAPS switches OFF

4.1

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Establishing Electrical Power Procedure

The following procedure is accomplished to permit safe application of electrical power.

Ensure the CONFIGURATION SAFETY CHECKLIST is completed prior to performing this

procedure.

BATTERY switch ON (GUARDED), OFF LIGHT OUT

Standby Power selector AUTO

If External Power to be used: ↓↓↓

EXT PWR AVAIL light ON IF EXT PWR AVAILABLE

EXT PWR switch ON

If APU to be started: ↓↓↓

FIRE/OVHT SYS FAIL OUT

(FAIL P-RESET) light

APU selector START, then ON

CHECK RUN LIGHT ON

APU GEN control switch ON

APU GEN OFF light OUT

BUS TIE switches AUTO

AC BUS ISLN lights OUT

AB BUS OFF lights OUT

UTILITY BUS switches ON

UTILITY BUS OFF lights OUT

4.2

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Pre-Flight
IRS Selectors NAV

BULK CARGO HEAT selector NORM

PARK BRAKE SET

Complete FMC Programing ↓↓↓

YAW DAMPER switches ON

EMER LIGHTS switch ARMED

POSITION lights switch ON

WINDOW HEAT switches ON

NO SMOKING selector ON

EQUIP COOLING selector ON

LOGO light ON

APU Bleed Air ON

L&R Engine Bleed Air ON

L,C,R Isolation Valves ON

IF Ground Air is connected ↓↓↓

Packs OFF

Recirculation Fans OFF

IF Ground Air is NOT connected ↓↓↓

Packs ON

Recirculation Fans ON

4.3 ▼Continued on next page▼

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▼Pre-Flight continued▼

TRIM AIR ON

VOR AUTO/MAN Switch AUTO

Cpt/FO F/D Switch ON

A/T ARM Switch ARM

HDG SEL SET RUNWAY HEADING

BANK LIMIT Selector AUTO

AUTOPILOT DISENGAGE BAR UP

HYD Qty RF NOT DISPLAYED

COMPUTER Selector AUTO

FMC PROGRAM

4.4
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Before Start Checklist

WINDOWS/DOORS CLOSED, LIGHTS OUT

SEAT BELTS selector AUTO

HYDRAULICS Note: The right system is pressurized first

to prevent fluid transfer between systems.

R ELEC DEMAND pump selector AUTO

C 2 and C 1 ELEC PRIMARY pump ON

switches

L ELEC DEMAND pump selector AUTO

C AIR DEMAND pump selector AUTO

FUEL QTY & PUMPS CHECKED, 4 ON

CABIN SIGNS ON

TRANSPONDER STBY or XPDR

ANTI COL light ON

PACKS OFF

ISOLATION VALVE ON

4.5
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Engine Start
***Where slippery ramp conditions create undue risk, the pilot should postpone engine start until
the airplane has been pushed back and brakes have been set.***

IGNITION switch AS REQUIRED

R STARTER switch GRD

N2 20%

FUEL CONTROL switch RUN

Engine STABLE

Repeat for Left Engine ↓↓↓

L GEN CONT and R GEN CONT ON

switches

L & R HYDRAULIC PUMP switches ON

L & R ENGINE BLEED switches ON

APU BLEED switch OFF

APU switch OFF

4.6
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Engine Crossbleed Start Procedure

***WARNING***
Cross start prohibited during pushback or towing.
The aircraft must be parked on a surface providing adequate traction and parking
brake MUST be set.
The area behind the aircraft MUST be clear in anticipation of increased jet blast.
This may require coordination with the airport authority.
The APU must be shut down or the APU BLEED AIR Switch must be OFF.
Ensure tow bar is disconnected prior to cross start.

THRUST LEVER (Operating engine) Advance thrust lever to obtain 30 psi duct
pressure (approx. 70% N2)

NORMAL ENGINE START Procedure ACCOMPLISH

THRUST LEVER (Operating engine) IDLE

4.7
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Single Engine Taxi

A single engine start and taxi procedure is to be used whenever possible. Single engine taxi
provides operational advantages prior to take-off by conserving fuel, reducing brake wear and
lowering brake temperatures. Single engine taxi is encouraged when possible.

Single engine taxi out should not be used under the following conditions:

– Contaminated or slippery ramps/taxiways.

– Congested ramp areas and/or taxiways where it is anticipated excessive interruptions to taxiing
will cause repeated breakaway thrust applications impacting upon following traffic.
– Short taxi time to departure thereby increasing crew workload.
– Weather/visibility conditions during taxi that preclude this additional activity.
– Unserviceable APU.

Single engine taxi may be accomplished up to max take-off weight but greater breakaway thrust
will be required at heavier weights. Ramp conditions and congestion, maneuvering required and
slope are some factors that should be considered when determining if single engine taxi is
appropriate for a particular operation.

For single engine taxi, the Captain determines which engine is to be started taking into
consideration the initial turn off the ramp and subsequent maneuvering requirements. Hard turns
toward the operating engine, especially from a stopped position, must be avoided. This ensures
breakaway thrust is kept to a minimum as well as minimizing landing gear side loads.

If a hard turn into an operating engine is required anytime after pushback, especially from a
stopped position, the remaining engine will be started to ensure such maneuvers are conducted
with both engines running.

The second engine is started during taxi out utilizing the APU. Crossbleed starts during taxi out
are to be avoided. Whenever a crossbleed start is utilized, i.e., at the ramp with brakes set, follow
the procedure described below.

To ensure adequate engine warm up, the second engine must be started at a minimum of 3 min
prior to take-off and oil temperature must be above bottom of the temperature scale prior to
take-off.

4.8

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After Start Checklist

Center Fuel Pumps AS REQUIRED

APU AS REQUIRED

Engine Anti-Ice AS REQUIRED

CARGO HEAT AS REQUIRED

Packs AUTO

TRIM AIR ON

ISOLATION VALVES OFF

RECALL CHECKED

Autobrakes RTO

FLAPS 5, 15, or 20

4.9
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Before Take-Off Checklist

Flight Controls FREE AND CORRECT

Take-Off Data REVIEWED & SET

FLAPS ___ REQUIRED

___ SELECTED, ___ INDICATED

TRIM ___ UNITS, RUDDER & AILERON ZERO

ADI/HSI CHECKED

Packs AS REQUIRED

WX RDR/TERR SET

TRANSPONDER TA/RA
The Pilot advances the thrust levers to approximately 70% N1 and, when the engines are
stabilized, calls "N1" and then selects the N1 switch. Symmetrical engine thrust is more
important prior to the engagement of N1 than the actual N1 value. The Pilot must track the thrust
levers to the computed take-off thrust setting to ensure symmetrical power application. On
contaminated/ slippery runways, asymmetric thrust application may cause loss of nosewheel
traction and a rapid yawing moment.

If the autothrottle is NOT in use, the Pilot advances the thrust levers to approximately 70% N1,
allows the engines to stabilize, and then advances the thrust levers evenly to the N1 setting.

Special engine handling is required in strong crosswinds to avoid engine surge or stall associated
with momentary breakdown in compressor airflow. In strong crosswinds, do not set power
against the brakes. Commence the take-off roll as thrust levers are slowly advanced to
approximately 70% N1. Forward movement will assist in providing more positive airflow across
the compressor section. Once the engines have stabilized, symmetrically advance the thrust
levers to the computed take-off thrust setting and then call for N1 if autothrottles are to be
utilized. This will prevent the autothrottle system from too rapidly applying take-off thrust for the
crosswind conditions.

4.10 ▼Continued on next page▼ 4.7

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▼Takeoff continued▼
Note: Engine surge can occur with a strong crosswind component if take-off thrust is set before
brake release. The rolling take-off procedure is strongly advised when crosswinds exceed 20 kt.

If during the take-off roll a condition or situation that may affect the safety of flight is observed,
it is called out immediately. If a reject is not required, the Captain calls "CONTINUE". As speed
approaches V1, the reasons for rejecting a take-off diminish to those items for which a rejected
take-off is mandatory. The pilot should have an awareness of the airspeed as it starts to indicate
during the take-off roll on both the analog airspeed indicator and speedtape, and call out any
airspeed indication problems as soon as they are noticed. Early detection of a problem will allow
the crew to either conduct a low speed RTO or continue the takeoff depending on the nature of
the problem.

The Pilot maintains light forward pressure on the control column. Above 80 knots, relax the
forward control column pressure to the neutral position.

The Pilot holds his hand on the thrust levers until V1 is reached.

The PF rotates smoothly with one continuous motion towards 15°. Liftoff occurs prior to
reaching 15° nose up attitude. Adjust the pitch attitude to the F/D command bars and maintain
V2 + 15. At light gross weights with small take-off flap settings, body angles may exceed 20°
while maintaining V2 + 15.

AVOIDING TAIL STRIKES:

Early rotation, over rotation, excessive pitch rate during rotation or a combination of these are the
main causal factors of tail strikes during take-off.

Liftoff Attitude (degrees): 7.5

Tail Strike Pitch Attitude (degrees): 9.6

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After Take-Off Checklist

Packs AUTO

Landing Gear UP AND OFF

TRANSITION ALTITUDE 29.92/1013

Center Fuel Pumps AS REQUIRED

V2 + 15 is the optimum speed with take-off flaps. It results in the maximum altitude gain in the
shortest distance from take-off. Acceleration to higher speeds reduces the altitude gain. If the
airspeed exceeds V2 + 15 during the initial climb, stop the acceleration but do not attempt to
reduce the airspeed to V2 + 15. Any speed between V2 + 15 and V2 + 25 does not significantly
affect the take-off profile. Cross check indicated airspeed for proper initial climb speed.

After lift-off one of three roll modes is utilized:

– HDG SEL to follow departure headings/vectors.

– LNAV to follow data base stored SIDs to en route navigation.

– T/O roll mode if runway track is required.

At a minimum of 400 ft AGL, or local airport requirements, whichever is higher, when

desired/required, the Pilot calls "HEADING SELECT" or "LNAV". LNAV, if previously armed
on the ground, will become the active lateral mode above 50 ft AGL.

If autoflight is desired the Pilot calls "CMD CENTER". An autopilot may be engaged anytime
following the selection of “VNAV, CLIMB THRUST” during initial climb. Selecting an autopilot
to command with T/O as a roll mode causes T/O (Flight Director mode) to default to HDG
HOLD. If it is necessary to continue runway track (straight ahead) and autoflight is engaged,
HDG HOLD should be replaced by HDG SEL. Position the HDG bug so as to fly the published
track (i.e., runway magnetic bearing) on the EHSI. En route climb to destination will usually be
at 250 KIAS to 10,000 ft, then per FMC. (If FMC is inoperative, 290 KIAS/M.78.) ATC may
request otherwise.

Maximum angle climb is normally used for obstacle clearance or to reach a specified altitude in a
minimum distance. Maximum angle climb is achieved at approximately VREF30+80/M.77. A
maximum rate climb provides both high climb rates and minimum time to cruise altitude.
Maximum rate climb can be approximated by using the following: • Flaps up Maneuver Speed +
50 kt until intercepting M.78. Note: The FMC does not provide maximum rate climb speeds.

4.12

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Pre-Descent Checklist
Approach Briefing COMPLETED, BUGS SET

Landing Data REVIEWED & SET

FMS Approach COMPLETED

Airport Landing Alt SET

Heading Ref NORM

RECALL/STATUS CHECKED

AUTOBRAKES AS REQUIRED

4.13
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In Range Checklist
Seat Belts ON

Lights AS REQUIRED

Landing Data REVIEWED & SET

Altimeters & Bugs ___ IN/MB, BUGS SET

The IN RANGE CHECKLIST is routinely done at 10,000 ft or when approximately 30 track

miles to touchdown.

4.14
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 Project 76
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Landing Checklist
Altimeters ___ IN/MB

Landing Gear DOWN, 3 GREEN

Speedbrakes ARMED

FLAPS 25/30 VREF ___

Flaps:
Flaps 25 are recommended, as they give a greater stall and overspeed margin, uses
less fuel, and handles better in gusty conditions. Flaps 30 give a slower approach
speed, and shorter stopping distances. Flaps 30 is recommended for CAT II/III
approaches and short field landing, or when conditions dictate. Use your best
judgement.

STABLE APPROACH CRITERIA:

Airspeed: stabilized on target within +10/-5 knots.

Thrust: stabilized to maintain the target airspeed, usually above flight idle.

Rate of Descent: stabilized, not more than 1,000 fpm.

Flightpath:

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Parking Checklist
PARK BRAKE SET, LIGHT ON

APU AS REQUIRED

External Power AS REQUIRED

ANTI COL Light OFF

FLAPS UP

WXR Radar OFF

SPEED BRAKE DOWN

FUEL CONTROL CUT OFF

HYD Pumps OFF

Fuel Pumps AS REQUIRED

Transponder STBY, 1000

Conditions permitting, single engine taxi-in is encouraged. Refer

to page 4.8 for operational considerations.
When clear of the runway and after a cooldown period of 3
minutes at ground idle thrust, an engine may be shut down.
Timing for the cooldown period shall commence with the
activation of the CHRONO after forward idle is selected.

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Termination Checklist
IRS MODE Selectors OFF

CARGO HEAT OFF

WINDOW HEAT OFF

RECIRC FANS OFF

PACKS OFF

EMERGENCY LIGHTS OFF or ARMED

APU/EXT POWER AS REQUIRED

If Required: ↓↓↓

STANDBY POWER OFF

BATTERY Switch OFF

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Section 5 - Performance Data

⚠️️ ⚠️️
GE CF6 ENGINES ONLY

5.0 Performance Data Contents

5.1 Flight With Unreliable Airspeed / Turbulent

Air Penetration

5.2 Flight With Unreliable Airspeed / Turbulent

Air Penetration

5.3 %N1 References

5.4 Missed Approach Climb Gradient

5.5 VREF and Runway Surface Condition

Correlation

5.6 Normal Configuration Landing Distance

Flaps 25

5.7 Normal Configuration Landing Distance

Flaps 30

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5.1

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5.2
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5.3
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5.4
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5.5

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5.6

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5.7
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