Non-normal notesNon-normal notesNon-normal notesTable of Contents1. Preamble etc. 1.1. Situations that always require landing at nearest available airport 1.2. Assumptions made by non-normal checklists 1.3. Misc 2. Unannunciated checklists 2.1. Airborne interception 2.2. Aborted engine start 2.3. Air conditioning smoke/fumes 2.4. Airspeed unreliable 2.5. Auto fail/ Unscheduled pressurization change 2.6. Bomb threat 2.7. Cabin altitude warning or rapid depressurization 2.8. Ditching 2.9. Electrical smoke/fumes or fire 2.10. Emergency descent 2.11. Engine fuel leak 2.12. Engine in-flight start 2.13. Hijack 2.14. Jammed or restricted flight controls 2.15. Loss of thrust on both engines 2.16. Radio transmit continuous (stuck microphone switch) 2.17. Passenger evacuation 2.18. Smoke/fumes removal 2.19. Stabilizer trim inoperative 2.20. Tailstrike on takeoff 2.21. Uncommanded rudder/yaw or roll 2.22. Volcanic ash 2.23. Warning horn - cabin altitude or configuration 2.24. Window damage 3. Airplane General, Emergency Equipment, Doors, Windows 3.1. Automatic unlock 3.2. Door annunciator 3.3. ELT (-700 only) 3.4. Emergency exit lights not armed 3.5. Lock fail 3.6. Passenger oxygen on 3.7. Tailstrike on takeoff 3.8. Window damage 4. Air systems 4.1. Air conditioning smoke/fumes 4.2. Auto fail/Unscheduled pressurization change 4.3. Bleed trip off 4.4. Cabin altitude warning or rapid depressurization 4.5. Dual bleed 4.6. Duct overheat 4.7. Emergency descent 4.8. Equipment cooling off 4.9. Off schedule descent 4.10. Pack trip off 4.11. Wing body overheat 5. Anti-ice, rain 5.1. Engine cowl anti-ice 5.2. Engine cowl valve open/ TAI indication 5.3. Pitot static heat malfunctions (-300) / Probe heat (-700) 5.4. Window overheat 5.5. Wing anti-ice valve open 6. Automatic flight 6.1. Autopilot disengage 6.2. Autothrottle disengage 7. Communications 7.1. Failure of two-way radio communication equipment in UK airspace(ENR 1.1.3.2.4) 7.2. Radio transmit continuous (stuck microphone switch) 8. Electrical 8.1. Battery discharge (-700 only) 8.2. Battery bus failure (-300 only) 8.3. Bus off (-300 only) 8.4. ELEC (-700 only) 8.5. Electrical smoke fumes or fire 8.6. Generator drive low oil pressure or high oil temperature (-300) / Drive (-700) 8.7. Loss of both engine driven generators 8.8. Source off (-700 only) 8.9. Standby power off 8.10. TR unit (-700 only) 8.11. Transfer bus off 8.12. Standby power only (FCTM) 9. Engines, APU 9.1. Aborted Engine Start 9.2. APU det inop 9.3. APU fault/ Low oil pressure 9.4. APU fire 9.5. APU overspeed 9.6. EEC alternate mode (-700 only) 9.7. Engine control (-700 only) 9.8. Engine failure/ shutdown 9.9. Engine fire, severe damage or separation 9.10. Engine fire/ overheat detector fault 9.11. Engine high oil temperature 9.12. Engine in-flight start 9.13. Engine limit/ surge/ stall 9.14. Engine low oil pressure 9.15. Engine oil filter bypass 9.16. Engine overheat 9.17. Engine tailpipe fire 9.18. High engine vibration 9.19. Loss of thrust on both engines 9.20. Low idle (-300 only) 9.21. One engine inoperative landing 9.22. PMC inoperative (-300 only) 9.23. Reverser 9.24. Reverser unlocked (in flight) 9.25. Start valve open 9.26. Volcanic ash 9.27. Loss of engine thrust control (FCTM) 9.28. Engine failure on approach (FCTM) 9.29. Engine failure in the cruise 10. Fire protection 10.1. Air conditioning smoke/fumes 10.2. APU det inop 10.3. APU fire 10.4. Cargo fire 10.5. Cargo fire detector fault 10.6. Electrical smoke fumes or fire 10.7. Engine fire/ overheat detector fault 10.8. Engine fire, severe damage or separation 10.9. Engine overheat 10.10. Engine tailpipe fire 10.11. Smoke/fumes removal 10.12. Wheel well fire 11. Flight controls 11.1. All flaps up landing 11.2. Auto slat fail 11.3. Feel differential pressure 11.4. Flight control low pressure 11.5. Jammed or restricted flight controls 11.6. Leading edge flaps transit 11.7. Mach trim fail 11.8. Runaway stabilizer 11.9. Speed brake do not arm 11.10. Speed trim fail 11.11. Speedbrakes extended (-700 only) 11.12. Stabilizer out of trim 11.13. Stabilizer trim inoperative 11.14. Standby rudder on (-700 only) 11.15. Trailing edge flap asymmetry 11.16. Trailing edge flaps disagree 11.17. Trailing edge flaps up landing 11.18. Uncommanded rudder/yaw or roll 11.19. Yaw damper 12. Flight instruments, displays 12.1. Airspeed unreliable 12.2. Alt disagree (-700)/ Altimeter failure(-300) 12.3. CDS fault (-700) 12.4. Display failure (-700) 12.5. Dsply source (-700) 12.6. Displays control panel (-700) 12.7. Flight recorder off 12.8. IAS disagree (-700) 12.9. SG Fail (-300) 13. Flight management, Navigation 13.1. FMC/CDU alerting message 13.2. FMC fail 13.3. GPS 13.4. Instrument switch 13.5. IRS DC fail 13.6. IRS fault 13.7. IRS on DC 13.8. Unable reqd nav perf - RNP 14. Fuel 14.1. Config (-700 only) 14.2. Crossfeed selector inoperative 14.3. Engine fuel leak 14.4. Fuel filter bypass 14.5. Fuel pump low pressure 14.6. Fuel quantity indicator inoperative 14.7. Fuel temp low 14.8. Imbal 14.9. Inadvertent transfer of fuel into center tank (-300 only) 14.10. Minimum fuel operation (-300)/ Low (-700) 15. Hydraulics 15.1. Hydraulic pump low pressure 15.2. Hydraulic pump overheat 15.3. Loss of system A 15.4. Loss of system B 15.5. Manual reversion 15.6. Standby hydraulic low pressure 15.7. Standby hydraulic low quantity 16. Landing gear 16.1. Antiskid inoperative 16.2. Auto brake disarm 16.3. Brake pressure indicator zero psi 16.4. Gear lever will not move up after takeoff 16.5. Landing gear lever jammed in the up position (-300 only) 16.6. Manual gear extension 16.7. Partial or gear up landing 16.8. Tyre failure during or after takeoff (FCTM) 16.9. Wheel well fire 17. Warning systems 17.1. Altitude alert 17.2. Ground proximity inop 17.3. Overspeed 17.4. PSEU 17.5. Warning horn - cabin altitude or configuration warning 18. Non-normal maneuvers 18.1. Stall recovery 18.2. Rejected takeoff 18.3. Terrain avoidance 18.4. Windshear 18.5. Traffic avoidance 19. Security (EZY-A Section 10) 19.1. Warning received on stand 19.2. Warning received whilst taxiing 19.3. Warning received in flight 19.4. Suspect device found in flight 19.5. Hijack Preamble etc.1. Preamble etc.Situations that always require landing at nearest available airport1.1. Situations that always require landing at nearest available airport1.Non-normal checklist says "Plan to land at nearest suitable airport"2.Cabin smoke or fire which persists (n.b. earliest possible landing to be made for this)3.One main AC power source remaining4.One hydraulic system remaining. (n.b. standby system counts as a hydraulic source)5.Any other situation presenting significant adverse effect on safety if flight continues Assumptions made by non-normal checklists1.2. Assumptions made by non-normal checklists1.If a non-normal condition occurs between engine start and takeoff, run the associated NNC then consult DDG.2.System controls should be in normal configuration for flight phase before the NNC is run.3.Aural alerts are silenced once the cause is understood by both pilots4.Oxygen is initially used at 100%, with the EMERGENCY position used to evacuate contaminants. The NORMAL position can be used if extended use is required and there is no air contamination.5.Indicator lights are tested to verify suspected faults.6.Fuel pump/ fuel pump control CBs are never reset (note: this only appears in the -300 QRH). Other CBs may be reset once after a 2 minute cooling period, but only if not doing so has a significant adverse effect on flight safety. Cycling of CBs is not recommended. Ground reset requires consultation with MOC.Misc1.3. Misc•There are no actions associated with the loss of an engine indication.•No NNC is required for failure of a redundant system (indicator illuminates on recall, but extinguishes when reset).•Reference items may be accomplished by recall if no hazard is created by doing so.•When a flap 15 landing is required in the -700, Vref ice must be considered. If either engine anti-ice will be used for the landing or wing anti-ice has been used at any time during flight or icing conditions have been encountered and the landing temperature is below 10°C make an addition of at least 10kt to Vref15. The standard +5kt to +20kt limits still apply.•If an engine is being operated at reduced power settings due to a NNC, proceed as for an engine inoperative approach and landing. (EZY-B)•Other than silencing audio warnings, no QRH recall actions should be carried out below 500' RA on an approach. (EZY-B)•QRH notes in performance inflight section indicate that when assessing runway length for a non-normal landing, braking action "good" figures are suitable for a wet runway, and braking action "poor" figures are good for wet ice.•With the exception of the LOSS OF THRUST ON BOTH ENGINES checklist, both pilots must agree before moving: •the thrust lever of a failed engine•an engine start lever•an engine, APU or cargo fire switch•a generator drive disconnect switch•a flight control or spoiler switch •Whenever an engine is shut down, TCAS RAs should be inhibited.Unannunciated checklists2. Unannunciated checklistsAirborne interception2.1. Airborne interceptionFollow instructions of the intercepting aircraft (see Emergency 7.4 in Jepps), notify ATC (use 121.5 if reqd) and squawk A7700.Aborted engine start2.2. Aborted engine start See Section 9.1, “Aborted Engine Start”(p. )Air conditioning smoke/fumes2.3. Air conditioning smoke/fumesSee Section 4.1, “Air conditioning smoke/fumes”(p. )Airspeed unreliable2.4. Airspeed unreliableSee Section 12.1, “Airspeed unreliable”(p. )Auto fail/ Unscheduled pressurization change2.5. Auto fail/ Unscheduled pressurization changeSee Section 4.2, “Auto fail/Unscheduled pressurization change”(p. )Bomb threat2.6. Bomb threatSee Section 19, “Security (EZY-A Section 10)”(p. )Cabin altitude warning or rapid depressurization2.7. Cabin altitude warning or rapid depressurizationSee Section 4.4, “Cabin altitude warning or rapid depressurization”(p. )Ditching2.8. DitchingGet a Mayday out to ensure prompt rescue. Brief cabin crew to move passengers towards the front of the aircraft. This will keep the negative relief valve as high in the water as possible, thus reducing the rate of water inflow. Get your own lifejacket on. Increase buoyancy by burning off fuel and ensure outflow valve is closed and the APU is off to prevent water ingress. Landing configuration is flaps 40, gear up. Landing should be windward side and parallel to swell. After landing, shut off fuel and evacuate aircraft. Note that on the -700, the rear doors should not be opened as they may be submerged.Electrical smoke/fumes or fire2.9. Electrical smoke/fumes or fireSee Section 8.5, “Electrical smoke fumes or fire”(p. )Emergency descent2.10. Emergency descentCaptain becomes PF. Alert cabin crew and ATC to impending emergency descent. Ensure ignitors are on, then descend to 10,000ft (or lowest safe altitude) at Mmo/Vmo with thrust levers closed and speed brake deployed. FO calls 2000' to level and 1000' to level. At 1000' to level, stow the speed brake. When in level flight, reduce to a normal speed and assess the need to continue on oxygen. If oxygen is no longer required, inform the passengers and cabin crew. Formulate a new plan with regards fuel burn at the lower level, cabin condition and oxygen availability.Engine fuel leak2.11. Engine fuel leakSee Section 14.3, “Engine fuel leak”(p. )Engine in-flight start2.12. Engine in-flight startSee Section 9.12, “Engine in-flight start”(p. )Hijack2.13. Hijack See Section 19.5, “Hijack”(p. )Jammed or restricted flight controls2.14. Jammed or restricted flight controlsSee Section 11.5, “Jammed or restricted flight controls”(p. )Loss of thrust on both engines2.15. Loss of thrust on both enginesSee Section 9.19, “Loss of thrust on both engines”(p. )Radio transmit continuous (stuck microphone switch)2.16. Radio transmit continuous (stuck microphone switch)See Section 7.2, “Radio transmit continuous (stuck microphone switch)”(p. )Passenger evacuation2.17. Passenger evacuation1.Stop the aircraft and set parking brake.2.Establish evacuation routes by stowing speed brake and setting flaps 40.3.Ensure aircraft is depressurized. On the -300 select STANDBY POWER SWITCH to BAT to ensure availability of DC power supply (-300 will not automatically transfer standby busses to battery power on the ground). Open the outflow valve using the MAN/MAN DC mode.4.Shut down the engines, preferably after the flaps are fully deployed5.Communicate evacuation to cabin crew and tower6.Fire the engine and APU bottles.Smoke/fumes removal2.18. Smoke/fumes removalSee Section 10.11, “Smoke/fumes removal”(p. )Stabilizer trim inoperative2.19. Stabilizer trim inoperativeSee Section 11.13, “Stabilizer trim inoperative”(p. )Tailstrike on takeoff2.20. Tailstrike on takeoffDo not allow aircraft to pressurize by fully opening outflow valve. Avoid using the APU.Uncommanded rudder/yaw or roll2.21. Uncommanded rudder/yaw or rollSee Section 11.18, “Uncommanded rudder/yaw or roll”(p. )Volcanic ash2.22. Volcanic ashExit ash ASAP. A 180° turn is often the quickest way of doing this. Prevent incapacitation by donning oxygen and smoke goggles if required. Engine damage and flameout can be avoided by operating at idle thrust with bleed air requirements maximized (packs high, anti-ice all on). Once the aircraft is clear of the cloud of volcanic ash, start the APU to provide pneumatic and electrical backup. Land ASAP. Note that the ash may have turned the windscreens opaque, making an autoland desirable.Warning horn - cabin altitude or configuration2.23. Warning horn - cabin altitude or configurationSee Section 17.5, “Warning horn - cabin altitude or configuration warning”(p. )Window damage2.24. Window damageTurn the windscreen heat off for the affected window. This introduces a birdstrike restriction of 250kt below 10000 ft. Assess damage and reduce diff according to the tables in the QRH.Airplane General, Emergency Equipment, Doors, Windows3. Airplane General, Emergency Equipment, Doors, WindowsAutomatic unlock3.1. Automatic unlockAccess code has been entered, and flight deck door will unlock after a delay. Rotate flight deck door selector to deny for 1 second to deny accessDoor annunciator3.2. Door annunciatorFor entry/service doors, if the door handle is closed and the cabin pressurization is normal, proceed normally. Otherwise, land ASAP.For equipment, cargo and airstair doors, if pressurization is not normal then the cabin diff needs to be reduced to zero. Descend to 13000ft or MEA if higher and set cabin altitude to the same (use MAN above 13000ft). Land ASAP.The -700 overwing exits opens outwards. If cabin pressurization is not normal, plan to land at nearest suitable airport.ELT (-700 only)3.3. ELT (-700 only)ELT can be de-activated by switching it on then back to arm.Emergency exit lights not armed3.4. Emergency exit lights not armedIf switch is on, only 10 minutes of emergency lighting is available.Lock fail3.5. Lock failTurn the flight deck door locking system off to prevent possible overheat, then lock with the dead bolt if required.Passenger oxygen on3.6. Passenger oxygen onPassenger oxygen has activated. No crew action.Tailstrike on takeoff3.7. Tailstrike on takeoffSee Section 2.20, “Tailstrike on takeoff”(p. )Window damage3.8. Window damageSee Section 2.24, “Window damage”(p. )Air systems4. Air systemsAir conditioning smoke/fumes4.1. Air conditioning smoke/fumesPrevent incapacitation by donning oxygen mask and smoke goggles, then establish communication. Isolate the source of the fumes, possibilities being the recirc fan or one of the packs.Auto fail/Unscheduled pressurization change4.2. Auto fail/Unscheduled pressurization changeEnsure pressurization panel is correctly set. Try other modes. If MAN or MANDC mode is required, the Captain should become PF.Bleed trip off4.3. Bleed trip offMay be caused by having the wing anti ice on above FL350. Reset once after turning the wing anti-ice off. If it trips again set up for single pack operations and avoid icing conditions.Cabin altitude warning or rapid depressurization4.4. Cabin altitude warning or rapid depressurizationPrevent incapacitation by donning oxygen, then establish communication. Captain becomes PF. Try to control pressurization manually and put seatbelt signs on. If cabin altitude cannot be controlled, deploy passenger oxygen and commence an emergency descent.Dual bleed4.5. Dual bleedIndicates that there is a danger of back-pressuring the APU. Limit thrust of any engine providing bleed air to the left duct to idle whilst illuminated.Duct overheat4.6. Duct overheatTemperature in the duct became excessive. Select a cooler temperature and reset. If temperature rapidly increases, the auto temperature controller may be faulty, so try manual mode.Emergency descent4.7. Emergency descentSee Section 2.10, “Emergency descent”(p. )Equipment cooling off4.8. Equipment cooling offSwitch to the alternate fan. No further actions, even if light does not extinguish.Off schedule descent4.9. Off schedule descentAircraft did not reach cruise altitude. If returning to origin, this behavior is expected and desired. If not, set FLT ALT to aircraft altitude to clear.Pack trip off4.10. Pack trip offThe temperature inside the pack increased beyond limits due to demand on the pack. Reduce demand on the pack by selecting a warmer temperature, then reset.If both packs have tripped off and cannot be reset, the temperature in the flight deck and cabin becomes difficult to control. Descend to 10000ft, depressurize aircraft and maintain 290kt or more. Turn off non essential heat sources and close window shades.Wing body overheat4.11. Wing body overheatCaused by a bleed air duct leak. The affected duct must be isolated from the bleed air supply. Note that this will lead to single pack operations and the loss of wing icing protection.Anti-ice, rain5. Anti-ice, rainEngine cowl anti-ice5.1. Engine cowl anti-iceOn the -300, indicates an overtemperature or overpressure has occurred in the cowl anti-ice duct. On the -700, overtemperature is not monitored, so the indication is of an overpressure. Throttle back the associated engine until the light extinguishes.Engine cowl valve open/ TAI indication5.2. Engine cowl valve open/ TAI indicationTAI indication is -700 only. Cowl valve position disagrees with switch position. If stuck open and TAT>10°C, operate associated engine at N1<80%.Pitot static heat malfunctions (-300) / Probe heat (-700)5.3. Pitot static heat malfunctions (-300) / Probe heat (-700)Flight in icing conditions may result in erroneous indications. Avoid icing conditions if possible.Window overheat5.4. Window overheatReset the system by turning the associated switch off, wait 2-5 minutes and turn it back on. If it will not reset, respect birdstrike speed restriction and use windshield air controls for de-fogging.Wing anti-ice valve open5.5. Wing anti-ice valve openIndicates disagreement of switch and valve position. If stuck closed, avoid icing conditions. If stuck open and not in icing conditions, remove the bleed air from the associated duct.Automatic flight6. Automatic flightAutopilot disengage6.1. Autopilot disengageRe-engage it, or fly manually.Autothrottle disengage6.2. Autothrottle disengageRe-engage it, or control thrust manually.Communications7. CommunicationsFailure of two-way radio communication equipment in UK airspace(ENR 1.1.3.2.4)7.1. Failure of two-way radio communication equipment in UK airspace(ENR 1.1.3.2.4)Initial actionsAs soon as loss of communication is recognized, squawk 7600, and start timing. Any timings detailed in the rest of this section start now.SIDFly the published lateral and vertical profiles, including any step climb, until the last waypoint of the procedure is reached. Maintain current speed and last assigned level (or MSA if this is higher) until 7 minutes have elapsed. Then adjust speed and level in accordance with current flight plan.Under radar vectors without specified limitContinue in accordance with last instructions for 3 minutes, then proceed in most direct manner to rejoin current flight plan route. If necessary, climb to MSA.Under radar vectors from Approach Control RadarComply with instructions on radar vectoring chart.STARFollow lateral profile. Maintain current speed and last assigned level (or MSA if higher) for 7 minutes, then arrange descent to be as close as possible to published planning profile. If no profile is published, arrange to be at the IAF at minimum published level.SRAContinue visually or by using an alternate approach aid. If this is not possible, carry out a missed approach and continue to the holding position of a suitable aerodrome with a notified instrument approach and carry out that procedure.OtherMaintain current speed and last assigned flight level (or MSA if higher) for 7 minutes, then adjust speed and level in accordance with current flight plan.Further actionsDestination ETA is either last ETA for the destination acknowledged by ATC or an ETA calculated from the last acknowledged position report plus the flight planned times for the remainder of the flight. Arrange to be at the appropriate designated landing aid at this time.Destination EAT is either the last acknowledged EAT or destination ETA. If "delay not determined" has been acknowledged, divert to alternate specified in current flight plan. Otherwise commence approach at destination EAT and land within 30 minutes. Watch for visual signals from the tower.Radio transmit continuous (stuck microphone switch)7.2. Radio transmit continuous (stuck microphone switch)Select all transmit switches to flight interphone. The panel associated with the stuck switch will be live with all interphone and transmit switches off. This panel should be left on flight interphone, and normal operations may be resumed on the other panels.Electrical8. ElectricalBattery discharge (-700 only)8.1. Battery discharge (-700 only)Indicates excessive battery discharge. Expected during APU start.Battery bus failure (-300 only)8.2. Battery bus failure (-300 only)The only indication common to all -300s is failure of both N1 gauges. The failure can be confirmed by checking the DC voltage in the BAT BUS position.Selecting the STANDBY POWER switch to BAT should restore power to the bus. If this fails, the failure may be the result of thermal protection of the bus. In this case, use of the alternate equipment cooling system may result in power being restored.Bus off (-300 only)8.3. Bus off (-300 only)The related generator bus is not powered. Attempt to connect either an engine driven generator or the APU generator to the bus.ELEC (-700 only)8.4. ELEC (-700 only)Indicates a fault in either the DC or standby power system. Only illuminates on the ground.Electrical smoke fumes or fire8.5. Electrical smoke fumes or firePrevent incapacitation by donning oxygen and smoke goggles, then establish communication. Attempt to remove power from source. If the source is not known, remove power from:•Recirc fan•Galleys•Equipment cooling fans•Cabin fluorescent lights•IFE (-700 only)Land ASAP.Generator drive low oil pressure or high oil temperature (-300) / Drive (-700)8.6. Generator drive low oil pressure or high oil temperature (-300) / Drive (-700)There is a problem with the generator drive and the generator must be disconnected. On the -700, in the case of high oil temperature, the generator may have already disconnected automatically.Loss of both engine driven generators8.7. Loss of both engine driven generatorsIn the -300, the first step is to prevent high startup electrical loads during attempts to restore power by preventing bus transfer and turning off the electrical hydraulic pumps. An attempt is then made to bring the EDGs back on line. If either or both EDGs cannot be brought online the APU should be started. If only one bus is unpowered, connect the APU generator to the remaining bus. If neither bus is powered, try the #2 bus first since this bus powers the battery bus via TR3. The -700 QRH does not require that the startup electrical loads be reduced prior to an attempt to bring the IDGs back on line. It also covers the situation where one generator is restored, in which case the APU also can be started and its generator brought on line without concern for startup loads. Only in the case where the APU will be the sole AC power source and be required to supply all the AC for the aircraft are the startup loads reduced.If the APU must be started from the battery, only a single start attempt should be made. This is to prevent the draining of the aircraft's sole remaining power source. Note that successful APU start is more likely below 25000ft.If AC power cannot be restored, the battery will provide standby power for 60 minutes on the -700 and 30 minutes on the -300. Probe anti-icing capability is significantly reduced so avoid icing conditions. Land ASAP.Source off (-700 only)8.8. Source off (-700 only)Indicates that either no source has been manually selected, or the manually selected source has been disconnected. Try to select an IDG onto the bus, or if that fails start the APU and connect its generator.Standby power off8.9. Standby power offIn the -300, indicates that the AC standby bus is unpowered. Selecting the standby power switch to BAT will power it from the battery via the inverter for at least 30 minutes.In the -700, indicates that at least one of the standby busses (AC standby bus, DC standby bus and battery bus) is unpowered. Selecting the standby power switch to BAT will power all the standby busses from the battery.TR unit (-700 only)8.10. TR unit (-700 only)On the ground indicates that at least one TRU has failed. In the air, indicates that either TRU1 has failed or TRU2 and TRU3 have both failed. This is to indicate that one or more DC busses will be lost if the cross bus relay opens, an event that will occur if the AFDS is allowed to intercept a glideslope in approach mode. Fly the ILS in VOR/LOC and V/S.Transfer bus off8.11. Transfer bus offIndicates the related transfer bus is unpowered. The procedure for trying to restore power differs between the variants due to the lack of intermediate generator busses on the -700. On the -300, try to reset transfer mechanism by cycling the bus transfer switch to off, then back to auto. On the -700, try to attach an AC power source to the bus.Standby power only (FCTM)8.12. Standby power only (FCTM)Use normal approach procedures. Captains instruments may be available, and communications are available on COM1. Manual pressurization and manual trim are required. Only right ignition is available. Autobrakes and auto-speedbrake are not available, and anti-skid is only partially operative, so approach on speed and brake with care. Flap position indicator is not available.Engines, APU9. Engines, APUAborted Engine Start9.1. Aborted Engine StartShutoff fuel to engine by closing start levers. If there has been fuel in the engine, motor it for 60 seconds to clear it. If necessary, this can be achieved by placing the start switch to GND once N2 has fallen to 20%. Finally turn off the start switch.MOC must be contacted before attempting subsequent starts, even if no limits have been exceeded.APU det inop9.2. APU det inopSince an APU fire cannot be detected, the APU should be shut down.APU fault/ Low oil pressure9.3. APU fault/ Low oil pressureAPU has malfunctioned and should have auto-shutdown. Just turn off the switch.On the -700, if the fault light extinguishes after 5 minutes, further start attempts can be made. The low oil pressure light also extinguishes after 5 minutes, but further start attempts should not be made.APU fire9.4. APU fireShut down the APU with the fire switch and fire a bottle through it. Back up shutdown by turning off the switch. Land ASAP. If in a -300, once on the ground select the standby power switch to BAT {find out why this is}.APU overspeed9.5. APU overspeedThis warning has multiple sources.1.APU overspeed occurred causing auto-shutdown2.Overspeed protection failed self-test during shutdown3.APU start was manually aborted (-300 only)The APU should be turned off. On the -700, the light will extinguish after 5 minutes. If due to a manual abort on a -300, another start may be attempted.EEC alternate mode (-700 only)9.6. EEC alternate mode (-700 only)If both ON (white) and ALTN (amber) are displayed, an EEC fault has caused the EEC to either switch to soft alternate mode or possibly directly to hard alternate mode if the thrust levers are at idle.Soft alternate mode uses the last valid flight conditions to define engine parameters, so thrust exceedances or shortfalls may occur if flight conditions change.Hard alternate mode causes the EECs revert to a conservative thrust schedule, whereby thrust will always be greater at a given thrust lever position then in normal mode. Thrust exceedances are possible.Both EECs should be switched to hard alternate mode. Move the thrust levers to a mid position to prevent exceedances whilst switching mode, then press the EEC buttons one at a time. Use of the autothrottle will prevent thrust exceedances once in hard alternate mode.Engine control (-700 only)9.7. Engine control (-700 only)Only available on the ground. Indicates a fault with the engine control system.Engine failure/ shutdown9.8. Engine failure/ shutdownSymptoms are low N1 and N2 and EGT reducing to ambient with no abnormal vibrations.Close thrust lever, and, if possible, operate the engine at idle thrust for three minutes. Shutdown the engine with the start lever. Use APU for power, set up air conditioning for single pack operation and balance fuel. Run one engine inoperative landing checklist and land ASAP.An engine restart may be attempted if no fire, overheat or severe damage has occurred and it will not delay landing (EZY-B).Engine fire, severe damage or separation9.9. Engine fire, severe damage or separationSymptoms are fire warning, airframe vibration or abnormal engine indications (e.g zero N1 or N2, loss of instruments etc.)Close thrust lever, shut down the engine and secure with fire switch. If necessary, fire extinguisher bottle through engine. Fire second bottle if fire/ overheat warning remains after 30 seconds.Airframe vibration may be countered by a change in airspeed. Speed reduction is usually most effective.Once the engine is secure, set up for single engine operations as for Section 9.8, “Engine failure/ shutdown”(p. ) and land ASAP.Engine fire/ overheat detector fault9.10. Engine fire/ overheat detector faultIndicates that both fire detector loops of an engine have failed, so you no longer have any way of knowing if the engine is on fire.Engine high oil temperature9.11. Engine high oil temperatureIf the temperature is in or above the red band, shut the engine down (see Section 9.8, “Engine failure/ shutdown”(p. )).If the temperature is in the yellow band, run the engine at reduced thrust. If this does not bring the temperature down within 15 minutes on the -300 or 45 minutes on the -700, shut the engine down.Engine in-flight start9.12. Engine in-flight startEnsure engine has been properly shut down prior to attempting an inflight start.Determine whether a windmill start or crossbleed start is required. Starter assistance will always be required on a -300 if N2<15% and will always be required on a -700 if the engine has been shut down for more than an hour. Otherwise, check the in-flight start envelope diagram to determine whether starter assistance should be used. A crossbleed start uses bleed air from the operating engine with the start selector in the GND position. On the -300, the ignition selector should be set to BOTH (GND position automatically uses both ignitors when in flight on the -700).A windmill start just requires the start switch to be moved to the FLT position.Set the ignition and start switches as required. Once N2>15% on the -300 or N2>11% on the -700, move the engine start level to IDLE. EGT should rise within 30 seconds, although acceleration may be slow. If it does not, or if EGT exceeds 725°C, shut the engine down.Engine limit/ surge/ stall9.13. Engine limit/ surge/ stallSymptoms are RPM and/ or EGT limits being approached or exceeded, no thrust response or abnormal engine noises.Attempt to keep the engine within limits by retarding the thrust lever. If successful, the power lever may be advanced slowly and the engine operated normally or at a reduced power setting as appropriate. If not successful, shut the engine down (see Section 9.8, “Engine failure/ shutdown”(p. )).Engine low oil pressure9.14. Engine low oil pressureIf pressure is in red band, shut down the engine (see Section 9.8, “Engine failure/ shutdown”(p. )). If pressure is in yellow band with takeoff thrust set, do not takeoff.Engine oil filter bypass9.15. Engine oil filter bypassRetard thrust lever until light extinguishes. If light does not extinguish, the engine must be shut down (see Section 9.8, “Engine failure/ shutdown”(p. )).Engine overheat9.16. Engine overheatRetard thrust lever until light extinguishes. If light does not extinguish, the engine must be shut down (see Section 9.8, “Engine failure/ shutdown”(p. )).Engine tailpipe fire9.17. Engine tailpipe fireTailpipe fires will not be detected by the fire detection system, nor can they be extinguished with the extinguishing system. Shut the engine down with the start lever then attempt to blow out the fire by motoring the engine using all available bleed air (i.e shut off packs, open isolation valve and turn on all available bleed air sources) once N2 has fallen below 20%.High engine vibration9.18. High engine vibrationEngine vibration above 4.0 units is considered high. It may be caused by engine malfunction or icing. If icing is suspected, carry out the fan blade ice removal procedure. Otherwise, retard the power lever until vibration is below 4.0 units.Loss of thrust on both engines9.19. Loss of thrust on both enginesCaptain becomes PF. Expect flight on standby instruments, slow depressurization and manual reversion if N2s are low.PNF should immediately attempt a windmill start by selecting FLT on the start switches and cycling the start levers to CUTOFF and back to IDLE. EGT up to 930°C on the -300 and 950°C on the -700 are acceptable. Start APU ASAP. If windmill start fails and N2 is below 15% in the -300 or 11% in the -700, attempt a starter assisted start, ensuring all available APU bleed air is directed to the starter motor.Low idle (-300 only)9.20. Low idle (-300 only)Engine RPM is below minimum. Advance the thrust lever until the light extinguishes.One engine inoperative landing9.21. One engine inoperative landingSingle engine landings are flaps 15, and single engine go-arounds are flaps 1. Anti-ice should not be used on the dead engine. Once below 10000ft, the APU can be used to supply the air conditioning in order to give better power margins.PMC inoperative (-300 only)9.22. PMC inoperative (-300 only)Full hydro-mechanical control remains, and the autothrottle may be used. Exceedance protection is not available, so manually ensure engine limits are not exceeded.Reverser9.23. ReverserA fault has been detected and protection from inflight deployment is reduced. Expect normal operation after landing.Reverser unlocked (in flight)9.24. Reverser unlocked (in flight)The REVERSER UNLOCKED light on the -300 indicates that the associated reverser has mechanically unlocked. The REV indication on the -700 indicates that the associated reverser has moved from the stowed position. In both cases, further independent malfunctions are required for the reversers to deploy.If the engine responds normally to thrust lever movement and no buffet or yaw exists, assume an indication problem. Otherwise, shut the engine down (see Section 9.8, “Engine failure/ shutdown”(p. )). Start valve open9.25. Start valve openEnsure the start switch is off. If it is, bleed air pressure must be removed from the bleed duct on the affected side.Volcanic ash9.26. Volcanic ashSee Section 2.22, “Volcanic ash”(p. )Loss of engine thrust control (FCTM)9.27. Loss of engine thrust control (FCTM)Engine fails to respond to thrust lever movement. The ENGINE LIMIT/ SURGE/ STALL checklist is written to include this malfunction. If this occurs on the ground at low speed, an immediate engine shutdown may be required to maintain directional control.Engine failure on approach (FCTM)9.28. Engine failure on approach (FCTM)For the -300, retract flaps to 15 and increase speed by 15kt. This gives at least Vref15. The -700 has the option to continue with landing flaps. If there is not sufficient thrust available for this, carry out the same flap 15 drill as for the -300. Go-arounds should use flap 15 if landing flaps were used and flap 1 if flap 15 was used. The use of dual autopilots is not authorized, and autothrottle is not recommended. (FCTM 5.28)Engine failure in the cruise9.29. Engine failure in the cruiseTrim aircraft and set up a rough drift-down. This should be cruise thrust (with autothrottle disarmed), 220kt, a reasonable lower altitude and level change engaged. A PAN or MAYDAY should be declared to inform ATC of the impending descent. The FMC may be consulted to trim these settings during the drift-down.Fire protection10. Fire protectionAir conditioning smoke/fumes10.1. Air conditioning smoke/fumesSee Section 4.1, “Air conditioning smoke/fumes”(p. )APU det inop10.2. APU det inopSee Section 9.2, “APU det inop”(p. )APU fire10.3. APU fireSee Section 9.4, “APU fire”(p. )Cargo fire10.4. Cargo fireFire a bottle into the cargo bay, then ensure forward outflow valve remains closed by turning off the recirculation fan and one pack {Note: Check that this is true}. Land ASAP. Once on the ground, ensure cargo door is not opened until all personnel are off the aircraft and fire equipment is standing by. Cargo fire detector fault10.5. Cargo fire detector faultThe fire detection equipment in one or both cargo compartments is unserviceable. No actions are required.Electrical smoke fumes or fire10.6. Electrical smoke fumes or fireSee Section 8.5, “Electrical smoke fumes or fire”(p. )Engine fire/ overheat detector fault10.7. Engine fire/ overheat detector faultSee Section 9.10, “Engine fire/ overheat detector fault”(p. ).Engine fire, severe damage or separation10.8. Engine fire, severe damage or separationSee Section 9.9, “Engine fire, severe damage or separation”(p. )Engine overheat10.9. Engine overheatSee Section 9.16, “Engine overheat”(p. )Engine tailpipe fire10.10. Engine tailpipe fireSee Section 9.17, “Engine tailpipe fire”(p. )Smoke/fumes removal10.11. Smoke/fumes removalPrevent incapacitation by donning oxygen and smoke goggles, and establish communication. Attempt to maximize air flow so that smoke is dumped. Use the smoke removal mode of the air conditioning (packs high, recirc off), raise the cabin to 10,000ft and ensure bleeds are on with highest practicable N1. If smoke is uncontrollable, depressurize the aircraft when below 14000ft using MAN mode. As a last resort, and only if the source is on the flight deck and the packs are off, the first officer's window can be opened when at holding speed. Land ASAP (only mentioned in -300 QRH)Wheel well fire10.12. Wheel well fireWheel well fires are extinguished by extending the gear (when below 270kt/.82M). At least 20 minutes should pass before an attempt is made to raise the gear. Land ASAP.Flight controls11. Flight controlsAll flaps up landing11.1. All flaps up landingA landing must be made at Vref40+55kt. This may be in excess of tyre placard speed, in which case tyre failure may occur (only mentioned in -300 QRH). Burn off fuel to reduce touchdown speed and check runway length. Fly a wide pattern, and limit bank angle to 15° when below flaps up maneuvering speed. Rate of descent will be 900fpm with the engines near idle. Do not use autothrust since automatic speed protection will prevent flying at the correct speeds. Use of autopilot is permissible (although autoland is not). Be aware of slow spool up at the low power settings.The aircraft will tend to float on landing. Forward pressure may be required to ensure a landing in the touchdown zone. Initiate full reverse thrust immediately after landing. Use of autobrake is recommended.On go-around, limit bank angle to 15° until above flaps up maneuvering speed.Auto slat fail11.2. Auto slat failAuto slat system has failed. No crew action required.Feel differential pressure11.3. Feel differential pressureThere is a significant differential pressure in the elevator feel computer. No crew action required.Flight control low pressure11.4. Flight control low pressureEither the pressure being delivered to one of the primary flight control PCUs is low or the rudder pressure reducer has failed in low pressure mode (RPR only mentioned in -300 QRH). If this occurs when RPR transition is expected (700ft RA in the -300), continue the approach without further actions. Otherwise, bring the standby hydraulics on line with the affected side's flight control switch.Jammed or restricted flight controls11.5. Jammed or restricted flight controlsDisengage automatics and ensure thrust is symmetrical. For rudder jams, unless an FFM is fitted (indicated by presence of STBY RUD ON light) assume a hydraulic problem and carry out the uncommanded rudder/yaw or roll checklist.Maximum force on both sets of controls may be used to attempt to override control jam. If electric trim is desired with an elevator jam, the Stabilizer Trim Override switch can be used to bypass the trim cutout. Land ASAP using flap 15.For an approach with jammed elevators, fly a long final, initiating the descent from at least 5000ft AAL. Do not try to flare using trim and do not remove power until after touchdown. From 1000ft AAL, try to keep power changes to within 2% N1. In the event of a go-around, power must be applied very slowly if control is not to be lost.Leading edge flaps transit11.6. Leading edge flaps transitIndicates leading edge devices are either asymmetric, skewed (-700 only) or not in commanded position.Since the leading edge flaps are synchronized with the trailing edge flaps, this can occur if the trailing edge flaps are not in their commanded positions. In this case, the trailing edge flap disagree checklist should be accomplished.If the trailing edge flaps are extended and in their commanded positions, a problem has occurred with the sequenced deployment of the leading edge devices. A flaps 15 landing should be accomplished, and bank angle should be limited when below flaps up maneuvering speed. Do not attempt to raise flaps after landing.If the trailing edge flaps are up and are commanded up, an uncommanded deployment of the leading edge device may have occurred. The first priority in this case is to reduce airspeed below 230kt to avoid damaging the wing. Once this is done, it should be determined whether asymmetry is present by testing for uncommanded roll inputs.If asymmetry is found, an uncommanded deployment is confirmed to have occurred. In this case, respect the 230kt speed limit and a flaps 15 landing should be planned.Lack of asymmetry indicates either a symmetrical uncommanded deployment or a simple indication problem. Once below 20,000ft, a single attempt can be made to reset the indication by cycling the flaps to 1 and back up again. If this extinguishes the light, normal operations can be resumed. If it does not, a flaps 15 landing must be planned. If only a single device appears to be affected, the speed limit can be relaxed to 300kt/.65 Mach.Mach trim fail11.7. Mach trim failThe mach trim system has failed, and airspeed should be limited to .74 Mach on the -300 or 280kt/.82 Mach on the -700.Runaway stabilizer11.8. Runaway stabilizerThis can result from an autopilot malfunction or an electric trim malfunction. Start by holding the control column firmly to disable the electric trim, then disengaging the autopilot to remove this as a potential source. If this halts the runaway, fly manually using electric trim as required. If the runaway continues remove power from the trim motors with the trim cutout switches. If it still continues, overpower the motors with the manual trim wheel.Speed brake do not arm11.9. Speed brake do not armA fault has occurred in the automatic speed brake system. Do not arm the speed brake for landing, and deploy manually after touchdown.Speed trim fail11.10. Speed trim failThe speed trim system has failed. No crew action required.Speedbrakes extended (-700 only)11.11. Speedbrakes extended (-700 only)On the ground, indicates that the ground spoilers are not stowed, despite being commanded to do so. Do not takeoff.In the air, indicates that the speedbrake is in use in contravention of the aircraft limitations (>flaps 10, radio altitude<800ft). Set the speedbrake to its correct position for the flight phase.Stabilizer out of trim11.12. Stabilizer out of trimThe autopilot is not trimming the aircraft correctly. Hold the control column firmly, disengage the autopilot and trim manually. If the stabilizer fails to respond to the electric trim, carry out the Stabilizer trim inoperative checklist.Stabilizer trim inoperative11.13. Stabilizer trim inoperativeTrim manually. A large amount of force may be needed to get disconnect clutch to disengage to allow this. If the trim wheel moves when released, the autopilot may be making uncommanded inputs so cut out its motor. Carry out a flap 15 landing, anticipating high elevator forces.Standby rudder on (-700 only)11.14. Standby rudder on (-700 only)If the light is in response to one of the flight control switches being moved to STBY RUD or is due to a hydraulic system non-normal situation, no action is required.If there are no other flight deck indications, the standby rudder system has activated in response to an erroneous force fight monitor signal. This leads to the rudder being powered by both the main PCUs and the standby rudder PCU. Large or abrupt movements of the rudder pedals in this situation may damage the rudder.Trailing edge flap asymmetry11.15. Trailing edge flap asymmetryMove the flap lever to the detent nearest the smallest achieved flap position. On no account use the alternate flap switch as it has no asymmetry protection.For flaps>15, use Vref for the smaller flap setting whilst ensuring Vref+wind correction does not exceed placard speed for the next larger setting. For 1<flaps<15, use Vref40+30. For flaps<1, accomplish the trailing edge flaps up landing checklist.Check non-normal configuration landing distance tables. Do not attempt to raise flaps after landing.Trailing edge flaps disagree11.16. Trailing edge flaps disagreeFlap handle position and indication disagree with no asymmetry.If 30<flaps<40, land with existing flap and Vref30. If 15<flaps<30, land with existing flap and Vref15. If flaps<15 extend flaps to flap 15 with alternate flap extension and carry out a flap 15 landing. Due to slow rate of deployment, change command speed only after each flap position has been reached.Whilst extending flaps with alternate system, move the flap lever to each desired flap position and be very alert for asymmetry. If asymmetry occurs, run the trailing edge flap asymmetry checklist. If the flaps fail to extend with the alternate system, run the trailing edge flaps up landing checklist.The current checklist runs out of advice if the trailing edge flaps are deployed past flaps 1 and do not extend further with the alternate system. In this case, speeds can be derived from the trailing edge flap asymmetry checklist or from the non-normal landing distance tables in the performance section of the QRH.Do not attempt to raise flaps after landing.Trailing edge flaps up landing11.17. Trailing edge flaps up landingUse Vref40+40kt, maintain flaps up maneuvering speed until on final and limit bank angle to 15° after reducing. If possible, burn off fuel to reduce touchdown speed. Check non-normal configuration landing distances.Leading edge flaps are extended below 230kt by momentarily positioning the alternate flap switch to down. The light will remain illuminated.Go around is normal, although bank angle must be limited to 15° when below 210kt, and speed must remain below 230kt once the leading edge devices are deployed.Uncommanded rudder/yaw or roll11.18. Uncommanded rudder/yaw or rollDisengage automatics and verify symmetric thrust. If necessary increase speed to maintain control.On the -300, if flaps are extended, rudder pedals are normal and no asymmetry is indicated, you may have a flap spindle fracture resulting in trailing edge flap displacement. Retract to flaps 1 and plan a flaps 1 landing.If there is an FFM installed (indicated by presence of STBY RUD ON light), the problem is unlikely to be hydraulic so a jam is assumed and the JAMMED OR RESTRICTED FLIGHT CONTROLS checklist should be carried out. If there is no FFM, steps must be taken to mitigate the effects of failures in the hydraulic systems.One possibility is a malfunctioning yaw damper, in which case turning it off restores normal operation. A second possibility is a jammed servo valve, in which case a maximum combined effort on the rudder pedals may free it and, again restore normal operations.If normal operations cannot be restored, the authority of the main rudder PCU is reduced by removing System B hydraulic pressure (system A hydraulic pressure is subject to RPR) and engaging the standby PCU by placing the system B flight control switch in the STBY RUD position. A landing should be made ASAP.Yaw damper11.19. Yaw damperAttempt to engage by cycling switch. If yaw damper does not engage, avoid turbulence and do not use flap 40 if crosswind>30kt.Flight instruments, displays12. Flight instruments, displaysAirspeed unreliable12.1. Airspeed unreliableControl the aircraft using known pitch angles and power settings, and try and establish if there is a correctly indicating source of airspeed data by cross-checking against standby and IRS data. Possible causes are blocked or frozen pitot tubes or a damaged radome.Alt disagree (-700)/ Altimeter failure(-300)12.2. Alt disagree (-700)/ Altimeter failure(-300)Primary altimeters showing difference > 200ft for >5 seconds. Ensure that the baro settings are correct on both altimeters.If the warning is the result of an altimeter failure:•Do not enter RVSM airspace. If already flying in RVSM airspace, notify ATC of the failure. If both main altimeters fail, exit RVSM airspace (EZY-A 8.3.2).•If one of the altimeters can be confirmed correct, change the transponder to use it.•Consider implications on approach phase. Maintain VMC if possible. Establish landing configuration early and use glideslope, PAPIs and radar altimeter to monitor approach.CDS fault (-700)12.3. CDS fault (-700)Only occurs on the ground. Do not dispatch.Display failure (-700)12.4. Display failure (-700)If the failure has been detected, automatic switching should have occurred. Otherwise, use the DU switches as required.Dsply source (-700)12.5. Dsply source (-700)Indicates that a DEU has failed, and one DEU is currently providing information for all six displays. The DEUs act as data busses in addition to providing display information. Expect to lose hydraulic pressure indications and speed limit information on the failed side. EEC normal mode will not be available (see Section 9.6, “EEC alternate mode (-700 only)”(p. )). Dual autopilot approach will be unavailable, and some AFDS functions may be unavailable. The autopilot on the side of the working DEU should function correctly.Displays control panel (-700)12.6. Displays control panel (-700)The related EFIS control panel has failed. The associated altimeter will blank due to lack of baro setting information. Use the control panel select switch to control both sides with the remaining panel.Flight recorder off12.7. Flight recorder offNo actionIAS disagree (-700)12.8. IAS disagree (-700)Airspeed indications differ by >5kt for >5 seconds. Accomplish the AIRSPEED UNRELIABLE checklist.SG Fail (-300)12.9. SG Fail (-300)Select working symbol generator for both sides with the EFI transfer switch. Do not engage autopilot.Flight management, Navigation13. Flight management, NavigationFMC/CDU alerting message13.1. FMC/CDU alerting messageDepends on the message.FMC fail13.2. FMC failNavigate conventionally. Set N1 bugs manually. On the -700 use SPD REF selector to set manually calculated speeds.GPS13.3. GPSFMC operates using IRS and radio data. No action unless ANP becomes unacceptable. On the -700, look-ahead terrain alerting and display are unavailable.Instrument switch13.4. Instrument switchEither the EFI or IRS transfer switch not in normal position. No action.IRS DC fail13.5. IRS DC failDC backup is unavailable for the IRS. Note that if both DC fail lights are on, it is indicative of a switched hot battery bus failure or a nearly discharged battery. No action is required as long as all other IRS warning lights are extinguished.IRS fault13.6. IRS faultIf on the ground and if the align light is illuminated, the entered present position is outside limits. If on in flight, either the ATT and/or NAV mode of the IRS has failed. The IRS may work in ATT mode, in which case the autopilot will be available other than approach mode. If selecting ATT does not clear the fault light, transfer to the working IRS and fly manually.IRS on DC13.7. IRS on DCThe related IRS is operating from the switched hot battery bus. The left IRS will continue to do this so long as power is available. The right IRS will power down after 5 minutes.Unable reqd nav perf - RNP13.8. Unable reqd nav perf - RNPIf flying an RNP approach and not visual, go around. If the approach is non-RNP verify position by secondary means.Fuel14. FuelConfig (-700 only)14.1. Config (-700 only)With the exception of G-EZKG, indicates that both center tank pumps are producing low or no pressure with >726kg of fuel in the center tank. G-EZKG's center tank pumps have an auto-shutoff feature, so the config warning relates solely to switch position.Once in level flight, turn the center tank pumps on.Crossfeed selector inoperative14.2. Crossfeed selector inoperativeIf the valve fails closed, vary thrust to maintain balance. Land ASAP if unable to maintain within limits.If the valve fails open, maintain balance through selective use of fuel pumps.Engine fuel leak14.3. Engine fuel leakAttempt to confirm the fuel leak by turning the center tank pumps off, closing the crossfeed valve and monitoring the fuel quantity gauges. An increase in fuel imbalance of >230kg in 30 minutes should be considered indicative. A fuel leak may also be confirmed visually.If a leak is confirmed, secure the engine on the affected side and land ASAP. The APU can be used but bear in mind that it feeds primarily from the left fuel tank. If operating with minimum fuel, turn all main tank pumps on and open the crossfeed. Note that the fuel imbalance limitation does not relate to aircraft control - it is for fuel efficiency and reduced airframe wear (see FCTM 8.17).Fuel filter bypass14.4. Fuel filter bypassThe fuel filter has become blocked due to contamination. Anticipate erratic engine operation.Fuel pump low pressure14.5. Fuel pump low pressureIf a single main tank low pressure light is illuminated, turn the pump off. The remaining pump provides normal operations. If both lights are on for a main tank, the fuel will suction feed. This may result in thrust deterioration or flameout at high altitudes.If one center tank pump light is illuminated, open the crossfeed and turn the affected pump off. The remaining pump supplies pressure for both engines. If both center tank pump lights illuminate, the fuel in the center tank is unusable.Fuel quantity indicator inoperative14.6. Fuel quantity indicator inoperativeOn -700s and -300s with U7.5 and U10.3 FMCs the fuel weight can usually be entered manually and periodically updated. If the FMC does not let you do this, or you have a U5 FMC, FMC calculated data will be inaccurate. In this case, do not use FMC speed and altitude information (disengage VNAV), and use manually calculated gross weight and performance information from the QRH. Minimum maneuver speeds, buffet margin speeds and flap maneuver speeds will be inaccurate. Stick shaker, VMO/MMO and minimum flap retraction speeds are not affected.Fuel temp low14.7. Fuel temp lowIncrease speed, change altitude or deviate to a warmer air mass in order to maintain TAT greater than -45°C on the -300 or -43°C on the -700.Imbal14.8. ImbalIndicates main tank fuel quantities differ by >453kg. Check for an engine fuel leak. If a leak is confirmed see Section 14.3, “Engine fuel leak”(p. ). Otherwise balance the fuel.Inadvertent transfer of fuel into center tank (-300 only)14.9. Inadvertent transfer of fuel into center tank (-300 only)Turn the main tank pumps on the affected side off and the center tank pump on the affected side on. Once the low pressure light extinguishes for the center tank pump, the main tank pumps may be turned back on. Repeat this regularly.Minimum fuel operation (-300)/ Low (-700)14.10. Minimum fuel operation (-300)/ Low (-700)Less than 453kg (-300) or 907kg (-700) of fuel remains in a main tank. If this is unexpected, check for an engine fuel leak and carry out the relevant checklist (see Section 14.3, “Engine fuel leak”(p. )). If there is no evidence of a leak, turn all the main tank pumps on and open the crossfeed, so as to ensure both engines have access to the remaining fuel. Thrust changes should be made slowly and pitch attitudes should be minimized. The -700 limitation of having the crossfeed valve closed does not apply in this situation.Hydraulics15. HydraulicsHydraulic pump low pressure15.1. Hydraulic pump low pressureIf operating a system on a single electric hydraulic pump, this can be expected when a heavy demand occurs. Otherwise, turn off the associated hydraulic pump.Hydraulic pump overheat15.2. Hydraulic pump overheatTurn the associated electric hydraulic pump off. The system's engine driven pump will provide enough pressure for normal operations.Loss of system A15.3. Loss of system AThe major issue is that gear must be manually extended, and once this is done, it cannot be retracted. Other unavailable items include the ground spoilers, half the flight spoilers, autopilot A (B is available), normal nose wheel steering (alternate nose wheel steering is available) and alternate brakes (normal brakes are available). Engine #1 thrust reverser also deploys more slowly due to being powered by the standby system, so anticipate some asymmetry.Loss of system B15.4. Loss of system BThe major issue is that trailing edge flaps and leading edge devices must be deployed using their alternate systems. Note that due to the slow deployment of trailing edge flaps using the alternate flap system, the command speed should only be moved after a flap position has been reached. Once deployed, the leading edge devices cannot be retracted, and speed is limited to 230kt. Other unavailable items include half of the flight spoilers (ground spoilers are available), autopilot B (A is available), yaw damper, alternate nose wheel steering (normal nose wheel steering is available) and normal brakes (alternate brakes are available, but this system does not have autobrake capability). Engine #2 thrust reverser will deploy more slowly as it is powered by the standby system, so expect some asymmetry. A flaps 15 landing should be made.Manual reversion15.5. Manual reversionGear will need to be extended manually, trailing edge flaps and leading edge devices will be extended using their alternate systems. All spoilers will be unavailable and brakes will be reliant on the brake accumulator. Elevators and ailerons will revert to cable control and the rudder and thrust reversers will be powered by standby system. Expect high control forces and noticeable dead bands in the elevator and ailerons. Trimming slightly nose up reduces the effect of the elevator dead band and reduces the dropping of the nose caused by reducing power during the flare. Yaw damper will be unavailable, although the standby yaw damper is available on the -700. No nosewheel steering will be available. Find a nice long runway with minimal crosswind and no major obstacles in the missed approach, and carry out a flap 15 landing. Do not attempt to taxi.Standby hydraulic low pressure15.6. Standby hydraulic low pressureBe aware that if systems A and B are lost, rudder will not be available.Standby hydraulic low quantity15.7. Standby hydraulic low quantityNo action required.Landing gear16. Landing gearAntiskid inoperative16.1. Antiskid inoperativeTurn off auto brake, calculate increased landing distance required and brake cautiously. Note that landing performance data in EZY-B4.9 is dispatch only, and the qrh distances should be used.Auto brake disarm16.2. Auto brake disarmIf on the ground, turn the auto brake off. If the light remains illuminated, do not take off. In the air, recycle the auto brake selector, and if this doesn't work, turn them off and brake manually.Brake pressure indicator zero psi16.3. Brake pressure indicator zero psiThere is no precharge, so accumulator braking will not be available. If hydraulic systems are operative, expect normal braking.Gear lever will not move up after takeoff16.4. Gear lever will not move up after takeoffEither the landing gear lever lock solenoid has failed, the air/ground system has failed or the ground spoiler bypass valve has failed to close. Put the gear lever back down, accelerate and clean up.If the air/ground system still thinks it is on the ground, you will get a takeoff configuration warning at this time. In this case, pull the relevant CB to silence the warning (differs between variants), do not use speed brakes in flight and land ASAP. On the -300, the CB must be reset to confirm three greens, and then pulled again. Speed brake must be deployed manually on landing.If there is no warning, the problem is with the lock solenoid, so it should be overridden with the trigger and the gear raised in the normal manner. Normal operations can then be resumed.Landing gear lever jammed in the up position (-300 only)16.5. Landing gear lever jammed in the up position (-300 only)Extending the gear manually with the gear lever jammed requires up to 10 minutes for the gear to deploy. Ensure sufficient fuel is available.System A must be depressurized by turning off the pumps and cycling speed brake to relieve the pressure. Once below 500 psi, release the mechanical uplocks by pulling the manual gear extension handles and continue to cycle the speed brakes to relieve the pressure build up as the gear extends. Consult non-normal configuration landing distances, and make a flaps 15 landing.Manual gear extension16.6. Manual gear extensionRun this checklist when gear lever is down but gear does not indicate down and locked or when the gear lever is jammed in the off position.If there are secondary indicators available check these, and continue normally if showing three greens. If not, remove hydraulic lock by positioning gear lever to off, and remove the mechanical locks with the manual gear extension handles. Gear should free fall and lock. If not indicating locked and no secondary indicators are available, check the visual indicators. If at least one gear is down and locked, a landing will have to be made in this configuration. If on a -300 and all gear remain locked up, it may be possible to extend them using the procedures for landing gear lever jammed in the up position.Partial or gear up landing16.7. Partial or gear up landingCaptain should be PF. Configuration is flap 40 with all available gear (FCTM). Foaming of the runway is not recommended.Brief crew and passengers for an emergency landing and evacuation. Burn off fuel to reduce touchdown speed. Disable auto brake with the CB and turn it off. At a suitable altitude, depressurize the aircraft by turning off the bleeds and turn the APU off. On the -300, set the standby power to BAT. To reduce the risk of fire, switch off the fuel pumps just prior to the flare.Nose wheel up (FCTM)Land normally, lower nose gently whilst elevator remains effective.Nose wheel only (FCTM)Use normal landing technique. The engines will contact first. Speedbrake should be manually deployed, since air/ground system will be unavailable.One main only or one main and nosewheel (FCTM)Once the engine touches the ground, it will tend to turn the aircraft towards it. Therefore, fly a normal approach but aim to land on the appropriate side of the runway. Try to keep the wings level as long as possible (do not arm the speedbrakes). If possible shut the engine down before it contacts the runway.All gear up (FCTM)Fly a normal approach. Rudder is sufficient to keep the aircraft straight in the landing slide.Tyre failure during or after takeoff (FCTM)16.8. Tyre failure during or after takeoff (FCTM)Contact ATC and advise of possible tyre debris. If no other damage has occurred, consider continuing to destination. This allows fuel levels to be reduced and a normal approach to be planned.Landing on a flat main wheel may reduce braking ability and lead to directional control problems. Choose a long, wide, dry runway and flare normally. Use maximum reverse thrust and do not use autobrakes.With a flat nosewheel, lower nose gently whilst braking lightly. Use idle reverse and a low autobrake setting. Vibration may be alleviated by varying back pressure, but maintain nosewheel contact.Wheel well fire16.9. Wheel well fireSee Section 10.12, “Wheel well fire”(p. )Warning systems17. Warning systemsAltitude alert17.1. Altitude alertIf not expected, fly better.Ground proximity inop17.2. Ground proximity inopSome alerts may be unavailable, but any that do occur remain valid.Overspeed17.3. OverspeedReduce speed below VMO/MMO.PSEU17.4. PSEUThe PSEU provides configuration warnings, gear indications and air/ground sensing. The system is self monitoring, and is inhibited from the time the thrust levers are advanced towards takeoff power until 30 seconds after landing. If a fault is detected that prevents dispatch, the PSEU light will not extinguish when the master caution system is reset.Warning horn - cabin altitude or configuration warning17.5. Warning horn - cabin altitude or configuration warningIf warning is an intermittent horn and you are airborne, it is a cabin altitude warning. Get masks on, establish communication then carry out the cabin altitude warning or rapid depressurization checklist.On the ground, an intermittent horn is the takeoff configuration warning. Check trailing edge flap position, leading edge device position, speed brake down, parking brake off and stabilizer trim set correctly.A steady warning horn is the landing configuration warning. Ensure the gear is in the correct position for the phase of flight. If flaps are 1 to 10, or if flaps are 15 with a large split in thrust lever position (i.e. single engine) the horn may be silenced.Non-normal maneuvers18. Non-normal maneuversStall recovery18.1. Stall recoveryMax thrust, adjust pitch to avoid ground contact and then to accelerate. Do not change configuration. May require pitch attitude below the horizon at high altitudes.Rejected takeoff18.2. Rejected takeoffCaptainAnnounce "STOP". Close thrust levers, disconnect autothrottle, raise speed brakes, full reverse then monitor RTO braking. If a fire exists, consider turning the aircraft to keep the fire away from the passenger cabin although it is essential the aircraft remains on the runway so emergency vehicle access is not hindered. After stopping, stow the reversers and speedbrake. If considering evacuation, set the parking brake and call "attention, crew at station" on the PA. Otherwise, clear the runway and consider the effect of the hot brakes.First officerVerify captain's actions and call omitted items. Call "speedbrakes up" or "speedbrakes not up", call "autobrake disarm" if applicable, call "60 kt", set flap 40 and inform tower.Terrain avoidance18.3. Terrain avoidanceWarningsA warning will include the phrase "PULL UP". Unless VMC with all obstacles clearly in sight or >5000 ft above MORA, disconnect the automatics and aggressively apply maximum thrust. Simultaneously, roll wings level and pitch up to 20°. Ensure speedbrake is stowed. If terrain continues to be a threat, pitch up to pitch limit indicator, stick shaker or initial buffet. Do not change configuration. Do not follow flight director.CautionsA caution does not include the phrase "PULL UP". Depending on the caution, correct the flight path or configuration. A "glideslope" caution may be canceled if expected.Windshear18.4. WindshearActiveThe -300 and -700 both have active windshear alerting which is enabled below 1500ft RA. An active windshear alert is a two-tone siren followed by a "WINDSHEAR" callout and a warning in red on the attitude indicators. On receiving this warning, call "Windshear, Go-around" if appropriate and perform the windshear escape maneuver (see below).Exceptionally, if turbulence is known to not be associated with CBs or frontal activity and the warning is anticipated and has been briefed, the warning may be treated as advisory. (EZY-B)PredictiveThe -700 also has predictive windshear alerting. Scanning for windshear begins when thrust levers are set for takeoff or the EFIS WXR button is pushed, and continues in flight whenever the aircraft is below 2300ft RA. Alerts are available 12 seconds after scanning begins but are only issued below 1200ft RA. The alerts are "WINDSHEAR AHEAD" during takeoff, "GO AROUND, WINDSHEAR AHEAD" during approach and "MONITOR RADAR DISPLAY" at any time.If a warning is received during takeoff and prior to V1, reject the takeoff. After V1 continue the takeoff, and fly the escape maneuver (see below).If a predictive windshear alert is received during approach, either carry out a windshear go-around as for the active warning or, at pilot's discretion, carry out a normal go-around.Windshear escape maneuverIf both autopilots are engaged, press TO/GA button and ensure speedbrakes are stowed, then monitor the AFDS performance. Do not change configuration.Otherwise, disconnect the autopilot and autothrottle, press the TO/GA switch and aggressively apply maximum thrust. Simultaneously roll wings level and initially pitch up to 15°, then follow flight director if available. Ensure speedbrake is stowed. Do not change configuration.Windshear on the takeoff roll It is possible that a windshear event resulting in a reduction of speed near Vr will leave insufficient space to stop. In this case, rotate normally with at least 2000ft of runway remaining and expect higher than normal pitch attitudes.Traffic avoidance18.5. Traffic avoidanceFor a resolution advisory only, disconnect the automatics and smoothly adjust pitch and thrust to follow indications on attitude indicator or VSI. Follow the planned lateral flight path and inform ATC (e.g "EZY123, TCAS climb").Security (EZY-A Section 10)19. Security (EZY-A Section 10)Warning received on stand19.1. Warning received on standAmberLiaise with Network Duty Manager.RedDisembark passengers with all hand baggage using steps (slides should only be used in extreme emergencies), and keep them separated from other passengers. Remove the aircraft to a remote location and quarantine it.A full search of aircraft and catering, re-screening of all baggage and baggage reconciliation should be completed before re-embarkation is allowed. Warning received whilst taxiing19.2. Warning received whilst taxiingTaxi to a remote parking area and disembark passengers with their hand baggage via steps to an area 200m upwind of the aircraft.Warning received in flight19.3. Warning received in flightDeclare an emergency and arrange a diversion to the nearest suitable airfield. An explosive device may be triggered by pressure change or vibration, so discontinue any climb, minimise maneuvers and avoid turbulence. If possible, reduce cabin differential by descending the aircraft to the cabin altitude. Turbulent air penetration speed is a good compromise between the need to make an expeditious arrival and the need to minimise damage in the event of a fuselage rupture.Brief the cabin crew to make a discreet search of the cabin, or, if an immediate landing cannot be made, a full search.After landing, proceed according to Section 19.2, “Warning received whilst taxiing”(p. ).Suspect device found in flight19.4. Suspect device found in flightImmediate landing possibleDo not touch device. Move passengers away and instruct them to keep their heads below the level of the seat backs. Move oxygen bottles, first aid kits and flammable materials (e.g. alcohol) away from the location, and make sure extinguishers are readily available. If time is available, pack wet blast absorbent materials (e.g. clothing) around the device, whilst keeping the device dry.Immediate landing not possibleThe device should be moved to the least risk bomb location at door 2R. Disarm the door and build a platform of hard blast attenuating materials to raise the device to the level of the center of the door. Inspect the device for obvious anti-handling devices such as threads attaching it to the aircraft structure, and then move it without changing its attitude to the platform. Secure it with tape, then pack around it with wet blast attenuating whilst keeping the device dry. Try to fill the rest of the surrounding area with blast absorbing material.Hijack19.5. HijackWhilst airborneSquawk 7500 and advise ATC that the flight deck is secure. Do not open flight deck door under any circumstances. Do not attempt violent maneuvers. Land at a suitable location ASAP using normal procedures.On the groundEnsure all normal procedures are completed. Comply with instructions from the authorities. Do not take independent action unless absolutely necessary. Establish endurance of food, water, sanitary and medical supplies and try to keep the aircraft hygienic and the doors and aisles clear. Make the hijacker do his own thinking.