P6-2A Transfer Bus2 - 115v ac Condition : Accomplish this NNC only when engine vibrations indicate above 4.0 units and airframe vibrations occur (to exclude a faulty indication). Consider this NNC also

P6-1D P18-2A Transfer Bus 1 Sect 1 - 115v ac Standby Bus Sect 1 - 115v ac (as wired) Transfer Bus 2 Sect 2 - 115v ac (optional FMC 2) Condition : “FMC” message or MENU page on both (M) CDU. Other indications

P6-2D (left) P18-2A (right) Transfer Bus 1 Sect 1/2 - 115v ac (left) Standby Bus Sect 1/2 - 115v ac (right) On GND Left ignition is powered by Transfer Bus 1. As a result, left ignition is only available

LIMIT Condition : LIMIT refers to N1, N2 or EGT approaching or exceeding its respective limits. However, if the ENG OVERHEAT amber light or ENGINE FIRE switch illuminates, the respective NNC must be

P6-4A, Temp at ACM Compressor Oulet > 199 degrees C / 390 degrees F Temp at ACM Turbine Inlet > 99 degrees C / 210 degrees F Temp in Supply Duct > 121 degrees C / 250 degrees F Failure of Primary

FCTM 8.x [Leading Edge or Trailing Edge Device Malfunctions] Approach Review the approach chart : Published procedure turns and radar vectors that are executed at a speed below flaps up maneuvering speed,

Typical tail clearance during takeoff is between 50 and 75 cm / 20 and 30 inches. This clearance increases with flap setting. Consider using Flaps 15 for takeoff with low gross weight. Subtract about 2

FCTM 8.x [Hydraulic System(s) Inoperative - Landing] X with one or both hydraulic system fluid quantities not zero, verify the EDP. The EMDP are located in the E&E, so these pumps cannot be reset in

Make sure you are not dealing with a single or dual engine failure! Advance thrust levers and verify engine response. ENG FAIL should not be displayed. Verify MCP settings - values may have dropped back

Note : An engine in-flight start is not allowed if %N1 or %N2 shows zero rpm There in no minimum oil quantity requirement for an engine in-flight start. However, after engine start, oil quantity should

According to the NNC an increase in fuel imbalance of 230 kg / 500 lbs or more in 30 minutes should be considered an engine fuel leak. However, bear in mind that not every fuel leak is an engine fuel leak

NNC 0.x [Emergency Descent] PRIOR DESCENT - Advise ATC about rapid descent - Advise cabin crew using company SOP and call-outs DURING DESCENT - confirm heading and altitude to ATC - verify minimum safe

! typical indications for an engine bird strike are audible thuds on the airframe, increase in engine EGT, engine surge, engine vibrations and unpleasant odors from the air conditioning system. Each engine

Pulling the APU Fire Switch : closes the APU Fuel SOV closes the APU Bleed Air Valve trips the APU GCR and GCB closes the APU inlet Door arms the discharge squib on the APU Fire Extinguisher (As Installed)

RAPID DECOMPRESSION outflow valve malfunction door operning structural damage (e.g. bomb explosion) SLOW DECOMPRESSION outflow valve malfunction presurization controller fault incorrect pressurization

AUTO FAIL or Unscheduled Pressurization Change P6-4F Loss of DC power on DC BUS 1/2 for > 3" Rate of cabin pressure change > 2,00 fpm SLE Cabin altitude above 15,800 feet Differential pressure

The following events may cause the air data to become invalid: pitot/static system blocked by protective covers installed for overnight stop pitot/static system taped for airplane cleaning or for touchup

FCTM 8.x [Partial or Gear Up Landing] - Do not spend too much time trying to clear a gear problem and meanwhile reducing the possibility of diverting to a more suitable airport or even run out of fuel,

Thrust lever (affected engine) Retard slowly Decreasing thrust may lower oil temperature by reducing the amount of heat generated by the engine. However, increasing thrust may also lower the oil temperature

Engine %N2 > 56% AND EEC selected ON AND Loss of signal from either DEU OR AND Invalid Pt signal from ADIRU (*) -> soft 15" delay. Engine %N2 > 56 % AND EEC not manually selected ALTN AND