767-300ER Quick Facts

AFM Limitation

Company Limitation

Operations Manual

FCTM

Airplane General

	Span	Length	Height	Undercarriage Width
757-200	124 ft 10 in (38.0 m)	155 ft 3 in (47.3 m)	44 ft 6 in (13.6 m)	24 ft (7.3 m)
757-300	124 ft 10 in (38.0 m)	178 ft 7 in (54.5 m)	44 ft 6 in (13.6 m)	24 ft (7.3 m)
767-300	156 ft 1 in (47.6 m)	180 ft 3 in (55.0 m)	52 ft 0 in (15.9 m)	30 ft 6 in (9.3 m)

	Nose Radius	Tail Radius	Wing Tip Radius	Minimum width of pavement for 180° turn:
757-200	87 ft (26.5 m)	95 ft (29.0 m)	98 ft (29.9 m)	120 ft (36.6 m)
757-300	102 ft (31.0 m)	107 ft (32.7 m)	106 ft (32.3 m)	141 ft (43.0 m) Not to be attempted on runways less than 48m wide
767-300	99 ft (30.3 m)	113 ft (34.5 m)	123 ft (37.6 m)	146 ft (44.6 m)

	Wing Tip	Nose
757-200	15 ft (4.6 m)	26 ft (7.9 m)
757-300	16 ft (4.9 m)	20 ft (6.1 m)
767-300	15 ft (4.6 m)	40 ft (12.3 m)

Limitations	757-200 (Standard)	757-200 (Heavy)	757-300	767-300
Maximum Taxi Weight (MTW)	102,500	113,850	118,388	185,519
Maximum Take Off Weight (MTOW)	102,000	113,400	117,900	184,612
Maximum Landing Weight (MLW)	90,000	95,250	101,600	145,149
Maximum Zero Fuel Weight (MZFW)	83,500		95,250	133,809

Speeds	Bird Strike Protection	313 kts below 8,000 ft
	Turbulent Air Penetration Speed	290 kts / .78 Mach [Non-AFM Op Info] 240-250 kts below 10,000 ft
	VMO/MMO (Barbers Pole)	360 kts / .84 mach
	Maximum Gear Operating/Extended	270 kts / .82 mach
	Maximum Alternate Gear Extension Speed	250 kts / .75 mach
	Economy Climb Schedule (FMC Data Unavailable)	Below 10,000 ft: 250 kts/VREF 30+80 Above 10,000 ft: 290 kts/.78 mach
	Maximum Rate Climb	Flaps Up Manoeuvre Speed + 50 kts / 0.76 mach
	Holding Speed	Below FL250: FMC Holding Speed Above FL250: VREF 30 + 100 (buffet margin)

General	Noise Abatement	Chapter 3
	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 kt
	Maximum Take-Off and Landing temperatures	-54°C (-66°F) to +54°C (130°F)
	Maximum depth of precipitation on runway for Takeoff:	Dry Snow - 6 cm Standing water, wet snow, or slush - 13 mm
	Aircraft Category:	D

Crosswind Limitation	Maximum demonstrated takeoff and landing crosswind is 33 kts. [Non-AFM Op Info]

Door Mounted Escape Slides	Must be armed and engagement of the girt bar with door sill verified prior to taxi, takeoff, or landing whenever passengers are carried.

NO SMOKING	Cabin Altitude > 10,000 ft or Passenger Oxygen ON or Landing Gear not Locked UP
SEAT BELTS	Cabin Altitude > 10,000 ft or Passenger Oxygen ON or Landing Gear not Locked UP or Flap Lever not UP

Emergency Lighting	Auto illuminate (lasts 15 minutes) if ARMED and DC power Fails or DC power is turned OFF

Oxygen	Minimum Flight Crew Oxygen Quantity prior to despatch from main base: 1300 psi Passenger masks drop automatically if Cabin Altitude exceeds 14,000 ft.

Cargo Doors	cannot open unless Ground Handling Bus powered by either APU or External power

Air Systems

Air Conditioning	PACK INOP	pack automatic control INOP or overheat in pack output air or Internal Pack Overheat.
	PACK OFF	pack control selector OFF or pack trip or - with associated Engine Bleed Air OFF - loss of air to pack
	INOP	Compartment Temperature Control system INOP or compartment temperature control system OFF or trim air switch OFF

Pressurisation	General	Normal cabin pressure: 8.6 psi (amber band) Maximum cabin pressure 9.1 psi (red line) Differential pressure for takeoff and landing: .125 psi Maximum altitude unpressurised flight: 10,000 ft
	CABIN AUTO INOP	both AUTO 1 and AUTO 2 cabin altitude controllers INOP
	CABIN ALTITUDE	cabin altitude > 10,000 ft (resets at 8,500 ft)
	Outflow Valve	AUTO: Closes if cabin altitude > 11,000 ft MAN: (As Installed) Closes if cabin altitude > 11,000 ft

Equipment Cooling	OVHT	Low airflow or high temperature (sounds Ground Crew Call Horn).
	SMOKE	Smoke sensed in the forward equipment cooling ducts.
	NO COOLING	No cooling airflow/reverse airflow is sensed after selecting OVRD.

Pneumatics	Isolation valve closed at all times except: engine start and abnormal or emergency procedures Normal duct pressure: 25-50 psi
	DUCT LEAK	Bleed Air LEAK detected - Check Manifold pressures
	OVHT	Bleed Air OVERTEMP - Engine PRV and HPSOV Closed
	BLEED	Bleed Air OVERPRESSURE - HPSOV locked CLOSED (Cannot be reset airborne. Low Air Pressure supply unaffected.)

Anti-Ice and Rain

Icing conditions exist when	OAT is 10°C (50°F) or below during ground operations, takeoff, initial climb or go-around or TAT is 10°C or below in-flight and visible moisture (clouds, fog with visibility less than one mile (1600 m), rain, snow, sleet, ice crystals, and so on) is present or standing water, ice, or snow is present on the ramps, taxiways or runways.
Wing Anti-Ice	Should be turned on at the first indication of icing as indicated by ice accumulation on the flight deck front window frames, windshield centre post, windshield wiper post, or side windows. The wing anti-ice system should remain on until the airplane has exited icing conditions. (Wing anti-ice inhibited on the ground.)
Run-Up	During prolonged ground operations when moderate to severe icing conditions exist, (temperature less than +1°C (34°F) in fog, drizzle or standing water) increase thrust to a minimum of 60% N1 for 30 seconds at intervals no greater than 30 minutes. Takeoff in MOD/SEV severe icing or following deicing must be preceded by static run-up to minimum of 60% N1 for 30 seconds and stable engine operation checked prior to start of takeoff.

For flame-out prevention from ice ingestion, Engine Ignition is automatically activated when the Engine Anti-Ice Switch is turned on, provided the Engine Start Selector is in AUTO.

Automatic Flight

General	After Take-Off, the autopilot must not be engaged below 500 ft. Use of Aileron trim with the autopilot engaged is prohibited. Single channel ILS approach, disengage autopilot ≥ 150 feet above runway threshold elevation. Using VS mode, disengage autopilot ≥ 250 feet above runway threshold elevation. The autopilot must be disengaged in severe turbulence unless CWS is installed and selected.

Maximum Autoland Wind Speed	Headwind: 25 kts Crosswind: 25 kts Tailwind: 15 kts

Automatic Landing	Autoland glide slope angles: 2.5° to 3.1° Automatic landings may be made with Flaps 25 or 30 only. All three Hydraulic systems must be operating. Two Electrical systems must be operating (APU 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 (as appropriate) at and below 600 feet.

Automatic Landing

Autoland glide slope angles: 2.5° to 3.1°
Automatic landings may be made with Flaps 25 or 30 only.
All three Hydraulic systems must be operating.
Two Electrical systems must be operating (APU 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 (as appropriate) at and below 600 feet.

Autothrottle	The autothrottle must not be used in a single engine approach.

Autopilot engagement	Requires at least two operable FCCs. If Left AC Bus OFF, the left and centre FCCs are INOP. With only the right FCC powered, no autopilots can be engaged; however, the right flight director will operate.

Flight Director	Automatically displayed if related flight director switch OFF and go-around switch pushed, providing airspeed greater than 80 kts and Flaps not retracted. On ground, with TO annunciated, FD pitch bar indicates approximately 8° up. After takeoff, FD commands pitch attitude to maintain: Pitch command greater of V2 + 15 or lift-off speed + 15. If current airspeed remains above the target speed for 5 seconds, target resets to current airspeed (maximum V2 + 25 kts) IAS/MACH window speed if IAS/MACH window speed is changed to a speed greater than the target speed.

Flight Director

Automatically displayed if related flight director switch OFF and go-around switch pushed, providing airspeed greater than 80 kts and Flaps not retracted.
On ground, with TO annunciated, FD pitch bar indicates approximately 8° up. After takeoff, FD commands pitch attitude to maintain:
- Pitch command greater of V2 + 15 or lift-off speed + 15.
- If current airspeed remains above the target speed for 5 seconds, target resets to current airspeed (maximum V2 + 25 kts)
- IAS/MACH window speed if IAS/MACH window speed is changed to a speed greater than the target speed.

Go Around	After takeoff (CLB selected), GA arms if Flaps are not UP or glideslope capture. When go-around initiated, commanded speed is either MCP IAS/MACH window or current airspeed, whichever higher. If airspeed increases and remains above the initial target airspeed for 5 seconds, target resets to current airspeed (maximum of IAS/MACH window speed plus 25 kts). If airspeed at initiation of go-around is greater than IAS/MACH window plus 25 kts, that speed is maintained. GA displays as the reference thrust limit on the primary EICAS engine display.

Go Around

After takeoff (CLB selected), GA arms if Flaps are not UP or glideslope capture.
When go-around initiated, commanded speed is either MCP IAS/MACH window or current airspeed, whichever higher.
If airspeed increases and remains above the initial target airspeed for 5 seconds, target resets to current airspeed (maximum of IAS/MACH window speed plus 25 kts).
If airspeed at initiation of go-around is greater than IAS/MACH window plus 25 kts, that speed is maintained. GA displays as the reference thrust limit on the primary EICAS engine display.

Communications

HF	Do not transmit on HF during refuelling or de/anti-icing operations. Both radios can be tuned to the same frequency without interfering with each other and can receive simultaneously on different frequencies if neither is being used for transmitting.

Electrics

Generator DRIVE

IDG low oil pressure or IDG high oil temperature.

Ground Service Bus	Normally powered by Right Main AC Bus. Alternate sources are: the APU Generator External Power	Ground Service Bus powers: the Main Battery Charger the APU Battery Charger An Equipment Cooling Fan The Left Forward Fuel Pump Miscellaneous cabin Loads.

Ground Handling Bus	Can be powered only on the ground and only from the APU Generator or from the External Power source - not by the engine-driven Generators.	Ground Handling Bus powers: Cargo Compartment Lights Equipment necessary for Cargo Handling (including Cargo Doors) Airplane Refuelling System

Hydraulic Driven Generator	provides AC power to: Left and Right AC Transfer Buses. Standby AC Bus. Captain's Flight Instrument Transfer Bus.	provides DC power to: Hot Battery Bus. Battery Bus. Standby DC Bus.

The amount of DC power produced by the HDG is less than the DC power produced by fully charged main and APU batteries. When the HDG first begins to operate, the MAIN BAT DISCH and APU BAT DISCH lights may illuminate until the battery power decreases to the power level produced by the HDG.

Engines and APU

Reverse Thrust

Ground use only.
Reverse taxy not authorised.

Normal Duty Cycle	Up to 5 minutes continuous operation followed 30 seconds OFF per minute ON.
Extended Duty Cycle	Two consecutive five minute cycles require a ten minute cooling period before each additional five minute cycle.
Re-engagement Speeds	0% N2 recommended 0-20% N2 normal 20%-30% N2 permissable for purging fuel or to clear a fire. Re-engagement above 30% N2 may result in starter or gearbox damage.

Duct Pressure	Recommended minimum duct pressure before and during start: 30 psi at sea level. Allow 0.5 psi reduction for each 1,000 ft above sea level.
Engine Start	Minimum N2 for start: 15% Normal N2 for start: 20% Abort start if EGT fails to rise within 25 seconds of selecting RUN or if EGT exceeds limits
Max Start EGT	Ground Start: EGT 750°C (Red Line Maximum Start EGT radial on EICAS EGT display - remains in view until start completed) Inflight Relight: EGT 960°C (SEI placard limit - Maximum Takeoff Power)
Engine AUTO ignition	Prevents flame-out due loss of power when either N2 < 45% RPM or engine anti-ice switch ON or slats deployed.
Engine CONT ignition	Continuous Ignition ON (engine start selector CONT) in SEVERE turbulence. Note: Automatically provided when Engine Anti-Ice is on.

Full Power Takeoff Required	Contaminated runway One or more anti-skid or brake units INOP Thrust Reverser INOP	EICAS EPR INOP Ground Spoiler INOP TMC INOP Landing Gear ferry	Tailwind > 10 kts Runway < 6000 ft RTOM table unavailable Windshear anticipated

TO/GA Thrust Limits	5 minutes

Engine Oil	Minimum engine oil quantity prior to despatch: 16 US quarts. Engine, IDG and APU Oil Specification: Mobil Jet II

APU	Do not start or shutdown APU whilst refuelling. [Non-AFM Op Info] Start Assured - FL350 Electrical Power - Max Op Alt Pneumatic System: 17,000 ft
APU Starts	Start attempts: maximum of 3 consecutive starts or attempts within a 60-minute period
APU Battery	supplies power to APU starter, APU air inlet door and APU control circuitry. The Main Battery supplies power for Fire Protection, APU Fuel Valve and DC Fuel Pump. Main battery also supplies control circuitry power when APU battery voltage drops because of heavy starter motor load.

EEC MODE	The EEC is not receiving adequate inputs and an alternate N1 control mode is being used by the EEC to control thrust.
LIM PROT	The EEC is operating in the ALTN control mode and the throttles are advanced into the overboost range.

Fire Protection

The Cabin Pressurisation system must be operable at takeoff whenever cargo is carried in the lower Cargo Compartment.

Flight Controls

General	Maximum altitude for Flap extension: 20,000 ft. Speedbrakes: Do not extend in flight when wing Flaps are at position 25 or 30. If landing made in heavy snow or sleet, or if there is snow or slush on the runway, delay flap retraction beyond 20 until clearance received from engineers or an inspection has been carried out. Stabiliser trim settings less than 1.5 units requires use of alternate stabiliser trim switches/levers

General

Maximum altitude for Flap extension: 20,000 ft.
Speedbrakes: Do not extend in flight when wing Flaps are at position 25 or 30.
If landing made in heavy snow or sleet, or if there is snow or slush on the runway, delay flap retraction beyond 20 until clearance received from engineers or an inspection has been carried out.
Stabiliser trim settings less than 1.5 units requires use of alternate stabiliser trim switches/levers

Jammed/ Restricted Controls	Columns and wheels connected through jam override mechanisms. If a jam occurs, the pilots can maintain control by applying higher than normal force to the other column or wheel to overcome the jam. The Rudder pedals are rigidly connected between the two sides.

Elevator Feel	Normal: Two Elevator Feel systems, powered by Left and Centre hydraulic systems. Backup: Mechanical springs.

Stabiliser Trim	Powered by Left and Centre hydraulic systems, through motor and brake system. Controlled automatically by autopilot or manually by Electric or Alternate Trim. Automatic Stabiliser trim uses only one system and trims at half the electric or alternate trim rate. Electric trim disengages single autopilot. Multiple autopilots engaged inhibits electric trim switches. Alternate system does not disengage autopilot.
UNSCHED STAB TRIM	Uncommanded Stabiliser motion is detected or, with Autopilot engaged, Stabiliser moving opposite to direction signalled or alternate trim used with an autopilot engaged
STAB TRIM	A brake has failed to release during electric trimming - system operating at half normal rate. If both brakes engaged, Stabiliser trim INOP
Pitch Enhancement System	Right hydraulic system powers pump using trapped fluid from Left hydraulic system to operate the stabiliser. Active if both Left and Centre hydraulic systems INOP. Only electric trim is available at approximately ¼ the normal rate. Alternate and automatic trim INOP.

Rudder Ratio	Uses both ADCs, two Rudder Ratio Changer modules and a single actuator (Left Hydraulic system) which dampens pilots inputs to the Rudder. Rudder response varies from approximately 30° up to 127 kts to 3.5° at 410 kts for full pedal travel.
RUDDER RATIO	Indicates Rudder Ratio Changer system INOP or control inputs to Rudder not correctly modified: Above 160 kt, avoid large or abrupt Rudder inputs. If normal left hydraulic pressure available: Crosswind limit is 15 kt and Do not attempt autoland.

Aileron Lockout	Provides roll authority at low airspeeds, prevents over-controlling at high airspeeds. Occurs if either CAS > 275 kts or Mach ≥ 0.58 or when CAS > 235 kt and Mach > 0.5 (above approx 12000 ft).
AILERON LOCKOUT	At high airspeeds: one or both of the outboard ailerons failed to lockout. At low airspeeds: one or both of the outboard ailerons failed to unlock.

Yaw Dampers	2 independent systems, powered by Left and Centre Hydraulics. Both controllers take inputs from both ADCs and all 3 IRUs.
YAW DAMPER INOP	Yaw damper INOP or no IRSs aligned or applicable (Left/Centre) hydraulics INOP

Flaps and Slats	Flap 1 = Slats only Powered by Centre Hydraulic System Alternate system uses Right AC/DC. Manoeuvring speeds allow for 25° bank plus 15° of bank safety factor before buffet is encountered.
Flap Load Relief	If flap airspeed placard limit is exceeded with Flaps in the 25 or 30 position, flaps automatically retract to 20. When airspeed is reduced, flaps automatically re-extend.
Alternate Flap/Slat	Alternate mode flap and slat extension is limited to Flaps 20. Trailing edge flap asymmetry protection and flap load relief not available. Leading edge Slat asymmetry is available Autoslats not available, therefore slats fully extended at Flaps 20. Extension of Flaps and slats to position 20 requires approximately 2 minutes

Speedbrakes ARMED	Speedbrake lever driven to UP and all spoiler panels fully extend if hydraulic pressure to both Truck Tilt actuators and Landing Gear on the ground (both Truck Tilt Sensors not tilted) and both Thrust Levers at idle.
Speedbrakes AUTO	Speedbrake lever driven to UP and all spoiler panels fully extend if hydraulic pressure to both Truck Tilt actuators and Landing Gear on the ground (both Truck Tilt Sensors not tilted) and both Thrust Levers at idle and either Reverse Thrust Lever moved to reverse idle detent.
SPEEDBRAKES EXT	Flaps in landing position (25/30) or Captain's Radio Altitude is at/or 800 feet. Note: Caution inhibited below 15 ft Radio Altitude.

Flight Instruments

Standby altimeters do not meet altimeter accuracy requirements of RVSM.

Field Elevation	Max Difference Between Captain's and First Officer's Altimeters	Max Difference Between Captain's or First Officer's Altimeters and Field Elevation
Sea Level	40 ft	75 ft
5,000 feet	45 ft	75 ft
10,000 feet	50 ft	75 ft

Max Difference between Captain's and First Officer's Altimeters - Inflight	200 ft

Symbol Generators	Left SG provides captain's displays, right SG provides first officer's displays. Centre SG available as alternate source. If both pilots select EFI ALTN, the Left system instrument sources supply data to the C-SG. C-SG always uses centre ILS and Radio Altimeter.
Glideslope Pointer	Not displayed if either glideslope unusable or aircraft track and front course selected on the ILS panel differ by more than 90°.
Rising Runway Symbol	Displayed when localiser pointer is displayed and radio altitude below 2500 ft. Begins rising at 200 ft.

Heading Reference Switch

Selects magnetic or true reference for both HSIs, both RDMIs, the AFDS and both FMCs
NORM - Compass display automatically referenced to true north when the airplane is operating within the polar regions and magnetic north when operating outside Polar Regions. In Polar Regions, a heading flag shows on RDMI.
TRUE - Compass referenced to true north regardless of operating area. With RDMI referenced to true north, positioning an ADF/VOR selector to VOR causes the associated pointer failure flag to appear.

Standby ADI	Total AC failure: Supplied by Standby DC Bus for approximately 90 minutes ILS information is provided from the C-ILS receiver (Standby AC Bus)

Air Data

Left instruments use left ADC, Right instruments use right ADC. Opposite ADC available as an alternate air data source. Selecting Alternate does not affect other user systems (FMC, TMC, etc).

FMC
Air Data
sources

Basic FMC
- VNAV: Left ADC supplies altitude data and will match Captains Altimeter irrespective of which autopilot is in operation
- Other modes (eg FLCH): obtain altitude commands from the Flight Control Computer (FCC). Each FCC normally uses Left ADC for left and centre Autopilot and Right ADC for right Autopilot.
PIP/Pegasus FMC
- Left FMC uses left ADC and right FMC uses right ADC - VNAV mode on these aircraft will not differ from other FCC controlled modes.
- Captains altimeter settings are followed for left and centre Autopilot operation, F/O altimeter settings are followed for right Autopilot.

Flight Management Navigation

VOR approaches	One pilot must have raw data from the VOR associated with the approach displayed in the HSI VOR mode no later than the final approach fix.
Maximum Latitudes	The navigation and display system does not support operations at latitudes greater than 87° North or South.
Magnetic Reference	Do not operate under IFR or at night into airports north of 73° North or south of 60° South latitude whose navigation aids are referenced to magnetic north.
IRS NAV ONLY	No radio updates for > 12 minutes above 15,000 ft or 10 minutes below 10,000 ft

Fuel

Limitations

Minimum fuel at the point of initial push back shall be 5,000 kg.
Maximum Fuel temperature: 49°C (120°F) Note: JP4/Jet B: Prohibited.
Minimum fuel temperature: 3°C above freezing.
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.
Maximum lateral fuel imbalance for all operations is 1,134 kg when total main tank fuel is 21,772 kg or less, with a linear reduction to 680 kg when total main tank fuel is 36,197 kg, and is 680 kg when total main tank fuel exceeds 36,197 kg.

Centre Tank Override Pumps	Inhibited inflight and on ground when associated N2 < 50% RPM. Refuel panel open removes inhibit. ETOPs aircraft with double AC failure: Right fuel override pump powered by HMG
Centre Tank Scavenge Pump	Powered by motive flow from the left forward boost pump when left main tank below half full. Transfer rate approximately 180 kg/hr

APU Fuel Feed	AC Power AVAIL: Left FWD AC fuel pump operates automatically, regardless of switch position. Can be turned OFF in flight. DC Power only: On ground with APU selector ON, the DC pump runs automatically.

FUEL CONFIG	L or R main tank quantity < 1000 kg or main tank imbalance > 900 ± 200 kg or centre tank switches OFF with > 500 kg in centre tank
LOW FUEL	L or R main tank quantity < 1000 kg

	Left	Centre	Right	Total
757-200	6,600 kg	21,100 kg	6,600 kg	34,300 kg
757-300	6,700 kg	21,400 kg	6,700 kg	34,800 kg
767-300	18,267 kg	36,167 kg	18,267 kg	72,700 kg

Fuel Type	Specification	Comments	Freezing Point	Flash Point
Kerosene (AVTUR)	Jet A Jet A1 [NATO F35] JP-8 Grade [NATO 34] British DERD 2453 British DERD 2494 Canadian CAN 2-3.23	ASTM D1655-75 ASTM D1655-75 MIL-T-83133	-40 -47 -47 -47 -47 -47	+38 +38 +38 +38 +38 +38
Wide Cut Fuel (AVTAG) [used in cold climates]	Jet-B JP-4 Grade [NATO F40] British DERD 2454 British DERD 2486 Canadian CAN 2-3.22	PROHIBITED	-50 -58 -58 -50 -50	-18 -18 -18 -18 -18
High Flash Point Fuel (AVCAT)	JP-5 Grade [NATO F44] British DERD 2498	MIL-T-5624K	-46	+60

Hydraulics

Hydraulic Oil Specification: Skydrol 500 B4
Minimum quantity for despatch: RF not displayed (> 0.75)

System	Rudder	Elevators	Spoilers	Ailerons	Yaw Dampers	Stabiliser Trim	Elevator Feel	Rudder Ratio Changer	Thrust Reverser
Left				Right					bleed air
Centre				Both
Right				Left					bleed air

System	Brakes	Flaps & Slats	Landing Gear	Nosewheel Steering	Miscellaneous
Left
Centre	Alternate & Reserve				HDG
Right	Normal				PES

RF (Refill)	quantity < 0.75
RSVR	Low oil quantity (< 0.5) or low air pressure

Standpipe Reserves fluid for: (QTY 0.15-0.20)	Left	Centre	Right
Standpipe Reserves fluid for: (QTY 0.15-0.20)		Reserve Brakes and Steering

RAT	activates if Air/Ground System in air mode and airspeed > 80 kt and both engines fail (N2 < 45% RPM). supplies Centre Hydraulic System flight controls. provides adequate hydraulic power at speeds above 130 kts.

Landing Gear

Air/Ground Sensing System	Truck Tilt Sensors: Landing Gear Lever Lock, Speedbrakes, Autobrakes, Thrust Reverse, Wing Anti-Ice
	Nose Gear Compressed sensors: Stall Warning and portions of the Caution and Warning System (inhibits)

Alternate Gear Extension

dedicated electric hydraulic pump (Hot Battery Bus) releases all door and gear uplocks
utilises reserve of fluid within supply line (isolated from Centre Hydraulic system).
landing gear free-fall to the down and locked position.
The time for operation is approximately 10 seconds.
DOORS light remains illuminated (adequate ground clearance for landing).
Tailskid does not extend.

Brakes	Normal	Alternate	Reserve	Accumulator
Hydraulics	Right	Centre	Centre
Antiskid		laterally paired wheels	laterally paired wheels
Autobrakes	yes	no	no

Autobrake RTO	commands maximum braking pressure if airplane on ground and groundspeed above 85 kts and both thrust levers retarded to idle.
Autobrake Activation	if autobrakes armed, auto brake application begins when both Thrust Levers retarded to idle and main gear Truck un-tilt and wheels have spun up. after landing, braking/deceleration limited until IRS pitch angle < 1°, at which point, braking/deceleration increases to selected level.
Autobrake De‑activation	Disarms immediately, if either pedal braking applied or either Thrust Lever advanced after landing or Speedbrake Lever is moved towards DOWN detent after speedbrakes have deployed on ground or DISARM or OFF position selected on the AUTO BRAKES selector or auto brake fault or normal antiskid system fault

Brake Units	Capped. Brake unit INOP. Hydraulics disconnected. Gear-retract braking NOT available. 2 minutes required for wheel to stop spinning before raising gear. [Large weight penalty] Deactivated. Control system fault. Brake unit serviceable. Gear-retract braking available. [Small weight penalty]

Warning Systems

Inhibits	Engine Start	Most caution and advisory alerts inhibited from engine start switch engagement until either the engine reaches idle RPM or the start is aborted or 2 minutes elapse from engine start switch engagement.
	WARNING & Fire Bell	Inhibited during takeoff between Rotation and either 400 feet Radio Altitude or 20 seconds after Rotation.
	CAUTION & Aural Beeper	Inhibited during takeoff between 80 kts and either 400 feet Radio Altitude or 20 seconds after Rotation.
	Advisory Messages	Inhibited during takeoff between 80 kts and either 400 feet Radio Altitude or 20 seconds after Rotation. Inhibit also terminated if takeoff thrust not selected on both engines.
	Altitude Alerting	Inhibited in flight with all Landing Gear locked down

CONFIG (Takeoff)	On Ground and either engine thrust in takeoff range and: FLAPS not in the takeoff position or SPOILERS: Speedbrake lever not DOWN or PARKING BRAKE SET or STABILIZER not in green band.
CONFIG (Landing)	In-flight and any Landing Gear not down and locked and either: Flap Lever in landing position (25 or 30) or either Thrust Levers at idle and Radio Altitude below 800 feet.