Transcript System Lights and Annunciators - MIkes Place
Nitrogen Generating System Operational Serviceable Degraded Temporary Serviceable Inoperative Unserviceable NGS is fully operational.
NGS is operational, but it is operating in a degraded condition.
NGS is inoperative.
No lights illuminated also indicates NGS is inoperative.
Contact Dispatch for deferral under the provisions of MEL 47-1
GRD POWER AVAILABLE Ground power is connected and meets aircraft power quality standards (-300/500) Ground power is connected
MASTER CAUTION PUSH TO RESET ELEC BAT DISCHARGE Normal indication for a battery start
The MASTER CAUTION light will not be illuminated Battery switch must be on in order to apply ground power
Wait 5 seconds (60 seconds for an APU start) There is no minimum battery voltage required to start the APU Excessive battery discharge detected with the battery switch on
Item is not deferrable A fully charged battery provides a minimum of 30 minutes of standby power, (N550WN and N551WN 60 minutes) (N550WN and N551WN) a charging problem with either the main or auxiliary batteries
MASTER CAUTION PUSH TO RESET MASTER CAUTION PUSH TO RESET OVHT/DET FAULT APU DET INOP Fire Panel
The indications for the FAULT/INOP test
A total of 5 lights
FIRE WARN BELL CUTOUT MASTER CAUTION PUSH TO RESET OVHT/DET MASTER CAUTION PUSH TO RESET FIRE WARN BELL CUTOUT DISCH 1 WHEEL WELL ENG 1 OVERHEAT DISCH A P U Fire Panel ENG 2 OVERHEAT DISCH 2 The indications for the OVHT/FIRE test
AC power required for the wheel well light A total of 11 lights
FIRE WARN BELL CUTOUT MASTER CAUTION PUSH TO RESET DISCH 1 or DISCH 1 -300/500 OVHT/DET MASTER CAUTION PUSH TO RESET FIRE WARN BELL CUTOUT WHEEL WELL DISCH DISCH ENG 1 OVERHEAT FAULT A P U ENG 2 OVERHEAT 2 or Fire Panel ENG 1 OVERHEAT -300/500 A or B fire loop inoperative for engine #1
AC power required for wheel well light (-300/-500): An illuminated FAULT that differs from a normal test
light is the only indication The exception is for an open circuit which will also cause the related ENGINE FIRE WARNING switch and ENGINE OVERHEAT light to remain extinguished
E T X E T S T L 1 2 R APU
EXT TEST switch is positioned to 1 or 2 and circuit continuity is normal
ALIGN Steady-the related IRS is operating in the ALIGN mode, the initial ATT mode, or the shutdown cycle Flashing-alignment cannot be completed due to IRS detection of:
Significant difference between previous and entered positions (unreasonable present position, i.e. SJC instead of SLC, LAS instead of LAX), or
No present position entry
Aircraft movement Align light extinguished:
IRS not in ALIGN mode
With mode selector in NAV, alignment is complete, and all IRS information is available
With mode selector in ATT, attitude information is available Heading information is available following entry of initial magnetic heading
MASTER CAUTION PUSH TO RESET IRS FAULT Respective IRS system has detected a fault A system fault affecting the related IRS ATT and/or NAV modes has been detected The IRS ATT and/or NAV modes may be inoperative IRS failure may be caused by loss of AC and DC power to the IRS; no warning lights will illuminate Indication of a complete power loss:
Attitude flag on the respective ADI A heading flag on the respective HSI Loss of vertical speed information
MASTER CAUTION PUSH TO RESET IRS DC FAIL Related IRS DC power has failed DC power for the related IRS is not normal If the other lights are extinguished, the IRS is operating normally on AC power With both IRS DC FAIL hot battery bus is not powered, or the battery is nearly discharged lights illuminated, the switched
If the battery is discharged, fire protection capability from the Hot Battery Bus is lost
MASTER CAUTION PUSH TO RESET IRS ON DC The related IRS is operating on DC power from the switched hot battery bus (AC power not normal) If on the ground, the ground-call horn in the nose wheel well sounds, providing an alert that a battery drain condition exists (gate services-external power has failed) Momentary illumination is normal during alignment self-test (OFF to NAV) A timer removes DC power from the right IRS after 5 minutes
GPS GPS failure A failure in both GPS sensor units A failure in a single GPS sensor unit when either system annunciator panel is pushed and held
MASTER CAUTION PUSH TO RESET OVERHEAD PSEU A designated proximity switch electronic unit fault has been detected If the light illuminates only during an annunciator recall, only a simple fault has been detected The PSEU light monitors:
Takeoff configuration warnings Landing configuration warnings
Landing gear Air/ground sensing
Overwing exit doors The PSEU light illuminates on the ground only An actual failure is not deferrable On ground —a fault is detected in the PSEU, or an overwing exit flight lock fails to disengage when commanded In flight —inhibited from thrust lever advance for takeoff until 30 seconds after landing
MASTER CAUTION PUSH TO RESET ENG REVERSER Fault detected in the related engine reverser system If the REVERSER deployment
light illuminates inflight, additional system failures may cause Expect normal reverser operation after touchdown If the REVERSER light illuminates on the ground, reverse thrust may not be available Comparator senses a disagreement between the position of the isolation valve or thrust reverser control valve (-300/500) Reverser isolation valve and the selector valve is not in commanded position Disagreement between the reverser sleeve position sensors (one or more thrust reverser sleeves are not in commanded state) Thrust lever commanded to stow and extinguishes 10 seconds later when the isolation valve closes (auto-restow circuit has been activated)
If this action does not occur within approximately 12 seconds, the MASTER CAUTION illuminate and ENG lights will Failure has been detected in the synchronization shaft lock circuitry
(-300/500 N/A) Takeoff or Landing is not authorized
Either thrust reverser is inoperative and the runway is contaminated with clutter or the braking action is less than “GOOD”
ON Associated EEC is selected on (-300/500) Associated PMC is selected on
MASTER CAUTION PUSH TO RESET ENG ON The EEC has automatically selected the soft alternate mode EGT limits must be observed in both normal and alternate control modes
MASTER CAUTION PUSH TO RESET ENG ENGINE CONTROL #1 or #2 Engine control system fault On the ground only with the engines operating, below 80 knots on the takeoff roll Are inhibited for approximately 30 seconds after touchdown Are not dispatchable due to faults in the engine control system
MASTER CAUTION PUSH TO RESET ENG INOP 300/500
PMC inoperative when N2 is greater than 46% PMC is selected off
MASTER CAUTION PUSH TO RESET ENG LOW IDLE -300/500 Thrust lever for either engine near idle and the MEC of either engine not commanded to maintain high idle RPM in-flight Speed for either engine below 25% N1 in-flight (-500) One or both start switches in FLT and one or both engines below 45% N1 above 500’ RA RPM for one or both engines is below the minimum required for engine acceleration during a go-around If an engine start lever is in CUTOFF, the light is deactivated
MASTER CAUTION PUSH TO RESET OVERHEAD PASS OXY ON
The system is activated:
Automatically by a pressure switch at a cabin altitude of 14,000 feet, or
When the passenger oxygen switch is positioned to ON
The masks have dropped
LEFT GEAR RIGHT GEAR NOSE GEAR -700 ONLY, AFT OVERHEAD PANEL Related gear is down and locked Landing gear warning horn is deactivated with all gear down and locked Landing gear is down and locked as long as one green landing gear indicator light (center panel or overhead panel) for each gear is illuminated
There are no red indication lights for the aft overhead gear lights
MASTER CAUTION PUSH TO RESET OVERHEAD OFF FLIGHT RECORDER
The flight recorder is not operating
Power failure Loss of input data Electronic malfunction
The test is invalid
MASTER CAUTION PUSH TO RESET FLT CONT LOW PRESSURE A or B The flight control related hydraulic system pressure to ailerons, elevator and rudder is low LOW PRESSURE light illuminated indicates the Flight control switch to standby rudder:
The standby hydraulic pump starts Shuts off the related hydraulic system pressure to ailerons, elevators and rudder by closing the flight control shutoff valve Opens standby rudder shutoff valve to pressurize standby rudder power control unit The standby rudder power control on light illuminates (if installed) The standby LOW PRESSURE light is armed STBY RUD ON The flight control LOW PRESSURE rudder shutoff valve opens light extinguishes (deactivated) when the standby Allows the standby system to power the rudder and thrust reversers
MASTER CAUTION PUSH TO RESET FLT CONT LOW QUANTITY STANDBY The standby hydraulic LOW QUANTITY light illuminated indicates low fluid level in the standby hydraulic reservoir (less than 50%) Always armed An actual standby system low quantity is not deferrable
MASTER CAUTION PUSH TO RESET FLT CONT LOW PRESSURE STANDBY The standby hydraulic indicates low output pressure from the electric motor driven standby pump LOW PRESSURE light illuminated Armed only when standby pump operation has been selected:
A or B flight control switch to standby rudder Alternate flaps master switch to ALTERNATE FLAPS Or automatic standby function is activated:
With a loss of system A or B Flaps are extended Airborne, or on the ground with a wheel speed greater than 60 knots (RSEP, if installed) The main PCU force fight monitor (FFM) activates An actual standby hydraulic pump failure is not deferrable
MASTER CAUTION PUSH TO RESET FLT CONT STBY RUD ON
The STBY RUD ON light illuminated indicates the standby rudder power control unit is pressurized (if installed) This item may or may not be deferrable, for dispatching requirements, refer to MEL 27
MASTER CAUTION PUSH TO RESET FLT CONT YAW DAMPER
The YAW DAMPER light illuminated indicates the yaw damper is not engaged Trips off:
B flight control switch to OFF or STBY RUD Loss of external power (gate services)
MASTER CAUTION PUSH TO RESET FLT CONT FEEL DIFF PRESS
The FEEL DIFF PRESS light illuminated indicates the feel computer is sensing a significant pressure differential between hydraulic systems A and B or between the left and right elevator pitot pressure inputs A leak in any portion of the system resulting in the illumination of the is not deferrable FEEL DIFF PRESS light
MASTER CAUTION PUSH TO RESET FLT CONT MACH TRIM FAIL
The MACH TRIM FAIL both channels of the Mach trim system have failed light illuminated indicates If the light illuminates only when the system annunciator panel is pressed to recall, only a single channel has failed but the Mach trim system is still operative
Airspeed……………Limit To 280 Knots/.82 Mach Max (-300/500 .74 Mach Max)
MASTER CAUTION PUSH TO RESET FLT CONT SPEED TRIM FAIL
The SPEED TRIM FAIL light illuminated indicates both channels of the speed trim system have failed If the light illuminates only when the system annunciator panel is pressed to recall, only a single channel has failed but the speed trim system is still operative.
MASTER CAUTION PUSH TO RESET FLT CONT AUTO SLAT FAIL
The AUTO SLAT FAIL light illuminated indicates both auto slat channels have failed If the light illuminates only when the system annunciator panel is pressed to recall, only a single channel has failed but the auto slat system is still operative
ENG VALVE CLOSED SPAR VALVE CLOSED FUEL VALVE CLOSED -300/500 FUEL PANEL Extinguished —related engine or spar fuel shutoff valve is open Bright —related engine or spar fuel shutoff valve is in transit, or valve position and engine start lever or engine fire warning switch disagree Dim —related engine or spar fuel shutoff valve (-300/500 fuel valve) is closed
MASTER CAUTION PUSH TO RESET FUEL FILTER BYPASS
The fuel FILTER BYPASS indicates impending filter bypass due to contamination light illuminated Degraded engine operation may result due to a contaminated filter
VALVE OPEN FUEL CROSSFEED VALVE Bright —crossfeed valve is in transit, or valve position and crossfeed selector disagree Dim —crossfeed valve is open Extinguished —crossfeed valve is closed The valve failed in the closed position is indicated by the crossfeed VALVE OPEN light illuminated bright with the crossfeed selector in the open position The valve failed in the open position is indicated by the crossfeed VALVE OPEN light illuminated bright with the crossfeed selector in the closed position
MASTER CAUTION PUSH TO RESET FUEL LOW PRESSURE CENTER TANK PUMP Fuel pump output pressure is low and fuel pump switch is ON With both center tank fuel pump switches ON:
Illumination of both LOW PRESSURE and FUEL system annunciator lights lights illuminate the MASTER CAUTION Illumination of one LOW PRESSURE and FUEL light illuminates the system annunciator lights only with MASTER CAUTION MASTER CAUTION light recall
On newer aircraft, and those that have been modified, illumination of one LOW PRESSURE light illuminates the MASTER CAUTION and FUEL system annunciator lights without recall With one center tank fuel pump switch OFF, illumination of opposite center tank LOW PRESSURE light illuminates the MASTER CAUTION and FUEL system annunciator lights Extinguished —fuel pump output pressure is normal, or fuel pump switch is OFF The lights may flicker when tank quantity is low and the aircraft is in turbulent air, climb, or descent
MASTER CAUTION PUSH TO RESET FUEL LOW PRESSURE MAIN TANK PUMP Fuel pump output pressure is low and fuel pump switch is ON Two LOW PRESSURE illuminate the lights lights illuminated in the same tank MASTER CAUTION and FUEL system annunciator One LOW PRESSURE FUEL light causes the MASTER CAUTION system annunciator lights to illuminate only on and MASTER CAUTION light recall Extinguished —fuel pump output pressure is normal The lights may flicker when tank quantity is low and the aircraft is in turbulent air, climb, or descent
MASTER CAUTION PUSH TO RESET APU FAULT HIGH OIL TEMP -300/500 APU malfunction or high oil temperature within the APU APU shuts down automatically (-700) If the light is illuminated when APU switch is placed to OFF, light extinguishes in 5 minutes If the fuel valve has failed, the FAULT light remains illuminated Light is disarmed when the APU switch is in OFF position
MASTER CAUTION PUSH TO RESET APU MAINT LOW OIL QUANTITY -300/500 APU maintenance problem exists APU may be operated APU oil quantity insufficient for extended operation Light is disarmed when APU switch is OFF
MASTER CAUTION PUSH TO RESET APU LOW OIL PRESSURE APU low oil pressure APU shuts down automatically Normal indication during an APU start If the light does not extinguish after the APU is running, an automatic shutdown will occur
MASTER CAUTION PUSH TO RESET APU OVER SPEED APU RPM limit exceeded, the APU shuts down automatically (-300/500) An APU start has been aborted prior to the APU reaching normal operating speed The overspeed protection feature has failed a self-test during a normal APU shutdown (-700) If light is illuminated when APU switch is placed to OFF, light extinguishes in 5 minutes Light is disarmed when APU switch is in the OFF position
DISCH A P U LOW OIL PRESSURE FAULT HIGH OIL TEMP -300/500 OVER SPEED APU automatic shutdown protection:
APU fire
Low oil pressure Fault (-300/500: High oil temperature) Overspeed conditions Other system faults monitored by the electronic control unit (ECU) (-300/500 N/A) Fuel control unit failure EGT exceedance
APU GEN OFF BUS APU is running but not powering a bus (-300/500) APU is at its operating speed and not powering a generator bus
MASTER CAUTION PUSH TO RESET ELEC TRANSFER BUS OFF The respective transfer bus is not powered Item is not deferrable
MASTER CAUTION PUSH TO RESET ELEC SOURCE OFF The related transfer bus is not powered by the last selected source No source has been manually selected to power the related transfer bus The manually selected source has been disconnected
MASTER CAUTION PUSH TO RESET ELEC BUS OFF -300/500
The BUS OFF light illuminated indicates the respective generator bus is not powered
MASTER CAUTION PUSH TO RESET ELEC STANDBY POWER OFF One or more of the following busses are unpowered:
AC standby bus DC standby bus Battery bus (-300/500): Standby busses are inactive Item is not deferrable Standby power switch to OFF:
AC standby bus Static inverter, and DC standby bus are not powered
MASTER CAUTION PUSH TO RESET ELEC DRIVE Malfunction in the related generator drive unit IDG failure Engine shutdown IDG automatic disconnect due to high oil temperature IDG disconnected through the generator drive disconnect switch It is deferrable
Southwest Airlines has now received MEL relief for an inoperative engine-driven generator (MEL 24-1) on aircraft N281 and subsequent If an engine driven generator is inoperative, these aircraft may be dispatched at an altitude of FL220 or below (RBF #A-07-91) The MEL/CDL block of the flight release will list MEL 24-1, and the REMARKS block will contain the altitude restriction of FL220 If the APU generator is successfully placed on the bus, you may continue to the destination airport
(N281WN and subsequent) If the momentary underspeed when passing through FL260 causes an APU generator disconnect, simply wait for the APU to stabilize and then place the APU generator back on the bus
MASTER CAUTION PUSH TO RESET ELEC ELEC A fault in the DC or standby power system The light illuminates only on the ground Item is not deferrable
MASTER CAUTION PUSH TO RESET ELEC TR UNIT On the ground if any TR has failed Inflight if TR 1 failed, or TR 2 and TR 3 failed Item is not deferrable
GEN OFF BUS IDG is not supplying power to the related transfer bus (-300/500) Related generator is not supplying power to the related generator bus
MASTER CAUTION PUSH TO RESET OVERHEAD OFF SUPPLY -700 OFF EXHAUST OFF -300/500 Loss of airflow due to failure of an equipment cooling fan A failure of the normal cooling supply fan or the normal cooling exhaust fan, or a failure of the power source for the fans (-300/500) A failure of the normal cooling fan or a failure of the ground service bus which supplies power to the normal cooling fan
MASTER CAUTION PUSH TO RESET OVERHEAD A N R O M T E D EMER EXIT LIGHTS Emergency exit switch not in the armed position If armed, the emergency exit lights illuminate automatically if:
Electrical power to DC bus 1 fails, or If AC power is turned off
CALL
Flightdeck is being called by Flight Attendants or Ground Crew ATSCALL: (if installed)
Flashing-system is receiving an ALL CALL or a SELECTIVE call signal Steady-indicates a defective push-to-talk circuit Turning off the power switch will extinguish the light
MASTER CAUTION PUSH TO RESET ANTI-ICE OVERHEAT WINDOW HEAT PANEL The window OVERHEAT light illuminated indicates a window overheat condition The window heat control unit automatically removes power to the respective window in the event of an overheat condition The window heat ON light goes off OVERHEAT lights also illuminate if electrical power to window(s) is interrupted
ON WINDOW HEAT PANEL Window heat is being applied to selected window(s) Extinguished:
Switch is OFF
An overheat is detected Ambient window temperature is above a pre-determined limit System failure has occurred Do not perform a power test when all green ON lights are illuminated
MASTER CAUTION PUSH TO RESET ANTI-ICE CAPT PITOT L ELEV PITOT L ALPHA VANE TEMP PROBE F/O PITOT R ELEV PITOT R ALPHA VANE AUX PITOT CAPT P/S 1 AUX STATIC F/O STATIC 2 AUX P/S TEMP PROBE L ALPHA VANE F/O P/S 2 AUX STATIC CAPT STATIC 1 AUX P/S R ALPHA VANE TEMP PROBE -300/500 The PROBE HEAT (-300/500: PITOT-STATIC ) light(s) illuminated indicates the related probe is not heated Erroneous or unreliable airspeed indications may be caused by blocked or frozen pitot-static systems, or a severely damaged or missing radome If operating on standby power, probe heat lights do not indicate system status Avoid icing conditions, MEL 30-8
L VALVE OPEN R VALVE OPEN The Wing Anti-ice Valve Open Lights illuminate as follows:
BRIGHT -Related wing anti-ice control valve is in transit or related wing anti-ice control valve position disagrees with the wing anti-ice switch position
DIM - Related wing anti-ice control valve is open (switch ON) Sets the stick shaker logic for icing conditions In flight, adjusts the stick shaker logic and the minimum maneuver speed bars on the MASI for the remainder of the flight regardless of switch position
EXTINGUISHED-Related wing anti-ice control valve is closed (switch OFF)
COWL VALVE OPEN 1 or 2 The Cowl Anti-ice Valve Open Lights illuminate as follows:
BRIGHT -Related cowl anti-ice control valve is in transit or related cowl anti-ice control valve position disagrees with the engine anti ice switch position
DIM - Related cowl anti-ice control valve is open (switch ON) Adjusts the stick shaker and minimum maneuvering speed bars on the MASI Adjusts the EEC’s for engine idle control and the FMC's compensate fuel scheduling for bleed loads FMC displayed VREF is not adjusted EXTINGUISHED-Related cowl anti-ice control valve is closed (switch OFF) Stick shaker logic returns to normal if wing anti-ice has not been used in-flight
MASTER CAUTION PUSH TO RESET ANTI-ICE COWL ANTI-ICE 1 or 2
The COWL ANTI-ICE light illuminated indicates:
An overpressure condition in the cowl anti-ice duct (-300/500) Overpressure or overtemperature condition in the cowl anti-ice duct
MASTER CAUTION PUSH TO RESET HYD OVERHEAT ELEC 2 OVERHEAT ELEC 1
An electric hydraulic pump OVERHEAT light illuminated indicates fluid or pump overheat An actual hydraulic pump overheat is not deferrable
MASTER CAUTION PUSH TO RESET FLT CONT HYD A FEEL DIFF PRESS ENGINE 1 LOW PRESSURE ELEC 2 LOW PRESSURE A HYDRAULIC PUMPS FLIGHT CONTROL PANEL Loss of system A hydraulics is indicated by system A pressure at zero FEEL DIFF PRESS light when the flaps are up (on some aircraft, the light will also be illuminated with the flaps down) A autopilot if engaged, disengages When an engine fire warning switch is pulled, the related engine driven pump LOW PRESSURE light is deactivated Alternate systems:
# 1 Thrust reverser/Standby hydraulic
Landing gear/Manual extension (extend only) Alternate nosewheel steering/System B
MASTER CAUTION PUSH TO RESET FLT CONT HYD B FEEL DIFF PRESS ELEC 1 LOW PRESSURE ENGINE 2 LOW PRESSURE B HYDRAULIC PUMPS FLIGHT CONTROL PANEL Loss of system B hydraulics is indicated by system B pressure at zero FEEL DIFF PRESS light when the flaps are up (on some aircraft, the light will also be illuminated with the flaps down) B autopilot if engaged, disengages When an engine fire warning switch is pulled, the related engine driven pump LOW PRESSURE light is deactivated Alternate systems:
# 2 Thrust reverser/Standby hydraulic
Leading edge flaps & slats/Standby hydraulic (extend only) Trailing edge flaps/Electric Alternate brakes/System A
MASTER CAUTION PUSH TO RESET FLT CONT HYD A B LOW PRESSURE A & B ENGINE/ELEC LOW PRESSURE LOW PRESSURE HYDRAULIC PUMPS FLIGHT CONTROL PANEL Manual reversion is necessitated by the loss of hydraulic systems A and B and is indicated by the system A and B pressure at zero A or B autopilot if engaged, disengages When an engine fire warning switch is pulled, the related engine driven pump LOW PRESSURE light is deactivated Alternate systems:
Thrust reverser/Standby hydraulic Landing gear/Manual extension (extend only) Brakes/Accumulator pressure only Leading edge devices/Standby hydraulic (extend only) Trailing edge flaps/Electric Rudder/Standby hydraulic Standby yaw damper/Standby hydraulic (-300/500 N/A)
MASTER CAUTION PUSH TO RESET DOORS LEFT OVERWING RIGHT OVERWING The door is unlocked The related flight lock failed to engage The overwing hatches lock automatically from takeoff to 30 seconds after landing A DOOR annunciator light illuminated may indicate an exterior door is not properly latched Cabin pressurization should be secure, unless some type of damage to the door has occurred
MASTER CAUTION PUSH TO RESET AIR COND The APU bleed valve is open, and
Either the number 1 bleed switch is ON, or The number 2 bleed switch is ON and the isolation valve is OPEN If the APU bleed air check valve fails, any of these conditions could allow engine bleed air to enter the APU bleed ducting and cause overpressure damage to APU components The DUAL BLEED engine start light is a normal indication during
MASTER CAUTION PUSH TO RESET AIR COND OFF SCHED DESCENT
The selected flight altitude has not been reached and the aircraft is descending No action is necessary if the aircraft is returning to the airport of departure
MASTER CAUTION PUSH TO RESET AIR COND DUCT OVERHEAT
Bleed air temperature in related duct exceeds limit Air mix valves drive full cold Requires reset
MASTER CAUTION PUSH TO RESET AIR COND PACK TRIP OFF
Indicates pack or supply duct temperature has exceeded limits Related pack valve automatically closes and mix valves drive full cold Requires reset
MASTER CAUTION PUSH TO RESET AIR COND BLEED TRIP OFF Indicates that the engine bleed air temperature or pressure is excessive Illumination of the BLEED TRIP OFF light during a bleeds off takeoff indicates excessive bleed pressure exists Ensure the related wing anti-ice switch is turned off prior to depressing the trip reset button The bleed air valve closes automatically Loss of bleed air causes the respective pack valve to close Requires reset
MASTER CAUTION PUSH TO RESET AIR COND AUTO ALTN Loss of DC power to the controller Controller fault Outflow valve control fault Excessive differential pressure Excessive rate of cabin pressure change ( ± 2000 fpm) High cabin altitude (above 15,800 feet) With AUTO selected, illumination of both AUTO and ALTN FAIL lights indicates a single controller failure and automatic transfer to the alternate mode Illumination of only the AUTO FAIL light indicates failure of both automatic pressurization controllers Automatic pressurization system failure detected
MASTER CAUTION PUSH TO RESET AIR COND AUTO STBY Loss of AC power to the controller Excessive differential pressure Excessive rate of cabin pressure change ( ± 1890 fpm) High cabin altitude (above 13,875 feet) The AUTO FAIL light illuminated indicates the automatic mode has failed Illumination of the STBY light indicates the pressurization system has automatically changed to the standby mode
MASTER CAUTION PUSH TO RESET WING BODY OVERHEAT AIR COND The left WING-BODY OVERHEAT light illuminated, indicates a bleed air duct leak in the:
Left engine strut Left wing leading edge Left air conditioning bay Keel beam, or the APU bleed duct The right WING-BODY OVERHEAT light illuminated, indicates a bleed air duct leak in the:
Right engine strut Right wing leading edge Right air conditioning bay
ALTN STBY
Digital system: pressurization system operating in the alternate automatic mode (
ALTN
) Analog system: pressurization system operating in the standby mode (
STBY
)
MAN
Digital or analog system: pressurization system operating in the manual mode
RAM DOOR Indicates ram door in full open position In normal cruise, the doors modulate between open and closed Apply the following performance penalties to account for increased drag associated with a ram inlet door or exhaust louver in the Flight Open/Full Open position: Aircraft -700 -300/500 Inlet Door 140 lbs 480 lbs Exhaust Louvers N/A 140 lbs
A/P P/RST FMC P/RST LEFT/RIGHT FORWARD PANEL Autopilot Disengage Light (A/P):
Flashing ( red ) Autopilot has disengaged (tone sounds) Reset by pushing either disengage light or either A/P disengage switch Steady ( red ) ALT ACQ mode inhibited during A/P go-around if stabilizer not trimmed for single A/P operation Disengage light test switch held in position 2 Automatic ground system tests fail Steady ( amber ) Disengage light test switch held in position 1 FMC Alert Light
Steady ( amber ) Test switch held in position 1 or 2
DISPLAYS CONTROL PANEL
Failure of the related EFIS control panel Other indications include the altimeter blanking with an ALT flag on the side corresponding to the failed control panel
IAS DISAGREE Captain’s and First Officer’s airspeed indications disagree by more than 5 knots for 5 continuous seconds
ALT DISAGREE Captain’s and First Officer’s altitude indications disagree by more than 200 feet for more than 5 seconds
Picnic Table Flight Path Symbol WIND SHEAR -300/500 HGS 4000 Windshear exists The following conditions are indications of windshear encounters:
WINDSHEAR WARNING Inadvertent windshear encounter or other situation resulting in unacceptable flightpath deviations An unacceptable flightpath deviation is any uncontrolled change from normal steady state flight conditions during a takeoff or an approach, in excess of the following:
+/- 15 knots indicated airspeed +/- 500 fpm vertical speed +/- 5 degree pitch attitude +/- 1 dot displacement from the glideslope Unusual thrust lever position for a significant period of time
ALT ALERT ALTITUDE ALERT -300/500 Steady (acquisition alert): Within 900 feet of MCP selected altitude, momentary tone sounds
At 300 feet from selected altitude, ALT ALERT annunciation is no longer displayed
Flashing (deviation alert): Upon deviating from selected MCP altitude by more than 300 feet, momentary tone sounds
Flashing continues until: Altitude deviation less than 300 feet Altitude deviation more than 900 feet New altitude selected Altitude alerting is inhibited when:
Wing flaps are extended to 25 or greater ( –300/500) Wing flaps are extended past 15 When the glideslope is captured
CDS FAULT One of the DEU’s has failed Will illuminate on the ground only, prior to starting the second engine The CDS FAULT and the CDS MAINT annunciations may or may not be deferrable, for dispatching requirements, refer to MEL 31 Compact Display:
The pilot loses the capability to display LNAV, TCAS traffic, Weather radar, and Terrain Even if both pilots are limited to the compact display, all aural warnings would still function and TCAS resolutions would also be displayed
DISPLAY SOURCE Only one DEU is supplying information to all six display units Lack of hydraulic pressure information on the failed side A speed limit flag visible on the failed side The minimum maneuver speed and stick shaker band removed for the MASI on the failed side Both EEC ALTN lights illuminated Fails on the same side as the engaged autopilot
Flight director indications may blank and autopilot mode reversions may occur Will revert to a CDS FAULT annunciation after engine shutdown on the ground
CDS MAINT A CDS fault has occurred Displayed on the ground only, prior to start of the second engine The CDS FAULT and the CDS MAINT annunciations may or may not be deferrable, for dispatching requirements, refer to MEL 31
TAI TAI TAI:
The engine anti-ice switch is in the ON position and the anti-ice valve is open TAI:
Cowl anti-ice valve is not in the position indicated by the related engine anti-ice switch The engine anti-ice switch and the valve position do not agree for more than 8 seconds
1 X-BLD START X-BLD START Annunciator 1 Crossbleed air recommended for in-flight start Airspeed is less than that required for a windmilling start Crossbleed start should be used if N2 drops below 11% (-300/500: Starter assist should be used if N2 drops below 15%)
¹ ENG FAIL ENG FAIL¹ : Engine N2 below sustainable idle (less than 50%); and Engine start lever in IDLE position Alert remains until: Engine N2 above sustainable idle (50% or greater); or Engine start lever moved to CUTOFF; or Engine fire warning switch pulled
START VALVE OPEN START VALVE OPEN -300/500 On the upper display unit indicates the start valve has opened or remained open after engine start (normal cutout is 56%) (-300/500) The start valve has opened or remained open after engine start (normal cutout is 46%) If the start switch does not automatically return to OFF, the auto starter cutout feature may have failed For dispatching requirements, refer to MEL 80
¹ REV REV REVERSER UNLOCKED -300/500 Thrust reverser is deployed ( REV ) ¹ Thrust reverser is moved from stowed position ( REV ) ¹ (-300/500) The either of the two reverser sleeves has mechanically unlocked or that the REVERSER UNLOCKED REVERSER UNLOCKED light illuminated indicates that light is giving a false indication Only multiple failures could allow the engine to go into reverse thrust Such failures may preclude returning the engine to forward thrust Unstowed reverser sleeves produce buffet and increase aircraft drag, as well as noticeable yaw and roll
OIL FILTER BYPASS OIL FILTER BYPASS -300/500
Indicates impending bypass of the oil filter
LOW OIL PRESSURE LOW OIL PRESSURE -300/500
Indicates oil pressure at or below the redline (the needle on the oil pressure display on the upper display unit turns red) Low oil pressure is also indicated by oil pressure in the amber band (-300/500 yellow band) with takeoff thrust set
1 900 LOW 1 700 LOW 1 8 500 CONFIG 2 5 500 IMBAL 3 1 Fuel Low Alert ( LOW )
Fuel quantity less than 2000 lbs in related main tank Fuel quantity arc and digits on tank(s) with low fuel quantity turn amber Displayed until quantity is increased to 2500 lbs 2 Fuel Configuration Alert ( CONFIG )
Center tank quantity greater than 1600 lbs, both center tank pumps are producing low or no pressure and either engine is running Fuel quantity arc and digits on center tank turn amber When illuminated, the indications will remain amber until center tank quantity is less than 800 lbs, one center tank pump is producing high pressure or both engines are not running 3 Fuel Imbalance Alert ( IMBAL )
Indicates main tanks differ by more than 1000 lbs Displayed below tank with lower fuel quantity Fuel quantity arc and digits on tank with lower fuel quantity turn amber Inhibited when aircraft is on ground Inhibited by fuel LOW indication when both conditions exist Displayed until imbalance is reduced to 200 lbs
70 RF Hydraulic quantity below 76% Valid only when aircraft is on ground with both engines shutdown or after landing with flaps up during taxi-in
SPEEDBRAKES EXTENDED
The SPEEDBRAKES EXTENDED light illuminated:
In-flight indicates: The speedbrake lever is beyond the ARMED position and either the TEF’s are extended more than position 10, or The radio altitude is less than 800 feet If illuminated on the ground, it indicates: The speedbrake lever is in the DOWN detent but the ground spoilers are not stowed
BELOW G/S P- INHIBIT
Aircraft exceeds glideslope deviation limits
Push: Inhibits ground proximity glideslope alert when below 1000 feet RA (-300/500) Inhibits or cancels below glide slope alerting if pushed when the aircraft is in the alerting area
AIII RO TO NO AIII RO CTN TO CTN HGS FAIL FLARE RO ARM APCH TO WARN FO’s INSTRUMENT PANEL HGS 4000 Digital HAP AIII :
Indicates the HGS is operating in the AIII mode and there are no AIII capability or approach monitor faults It annunciates concurrently with the AIII mode annunciator on the combiner The AIII mode must be used for an approach to Special CAT I, Special CAT II, or CAT IIIA minimum NO AIII :
Indicates there was a loss of AIII capability above 500 feet AGL “NO AIII” displays concurrently on the combiner FLARE :
Indicates flare guidance is active in the AIII mode It annunciates when the flare guidance symbol “+” displays on the combiner RO :
Indicates the rollout mode is active “RO” displays concurrently on the combiner RO CTN :
Indicates a loss of rollout guidance capability below 500 feet AGL “RO CTN” displays concurrently on the combiner RO ARM :
Indicates the HGS is capable of providing rollout guidance and rollout
Guidance is armed for automatic activation at touchdown APCH WARN :
Indicates an approach warning has occurred
APCH WARN flashes for 5 seconds, then remains on steady “NO AIII” and “APCH WARN” displays concurrently on the combiner An approach warning occurs below 500 feet AGL if an AIII capability fault occurs or the HGS approach monitor detects an out of tolerance approach HGS FAIL :
Indicates a HGS computer communication failure to the HAP during an AIII approach below 500 feet AGL When the HGS FAIL button annunciates, all other annunciators are blanked To turn off the annunciator light, push the HGS FAIL button
AIII APCH WARN FLARE FO’s INSTRUMENT PANEL (HGS 2350-700 and 2300-300/500) Three-panel HAP AIII Mode ( AIII ) Annunciator (green):
Indicates the HGS is operating in the AIII mode and there are no AIII capability or approach monitor faults It annunciates concurrently with the AIII mode annunciator on the combiner The AIII mode must be used for an approach to Special CAT I, Special CAT II, or CAT IIIA minimum Approach Warning ( APCH WARN ) Annunciator (red)
Indicates an approach warning has occurred “NO AIII” and “APCH WARN” concurrently display on the combiner An approach warning occurs below 500 feet AGL if an AIII capability fault occurs or the HGS approach monitor detects an out of tolerance approach Flare Guidance ( FLARE ) Annunciator (green)
Indicates flare guidance is active in the AIII mode It annunciates when the flare guidance symbol “+” displays on the combiner
INOP GPWS GPWS computer malfunction or power loss Invalid inputs are being received from radio altimeter, ADC, ILS receiver, IRS, FMC, stall management computers (-300/500 stall warning system), or EFIS control panel Some or all GPWS alerts are not available GPWS alerts that occur are valid
PULL UP -300/500
Indicates one or more of the following exist:
Excessive descent rate
Excessive terrain closure rate Altitude loss after takeoff or go-around Unsafe terrain clearance when not in the landing configuration
SPEEDBRAKE DO NOT ARM The SPEEDBRAKE DO NOT ARM indicates: light illuminated
Flaps up: A fault has been detected which may result in a failure of the speedbrake wing load alleviation system The speedbrake wing load alleviation system has failed, therefore, airspeed must be limited to 320 knots.
Flaps not up (one of the following has occurred): Failure of the auto speedbrake system self test or auto speedbrake system which will result in failure of the speedbrake to automatically deploy upon landing Failure of the speedbrake wing load alleviation system to deactivate which may result in limited auto speedbrake deployment upon landing, must be manually overridden
STAB OUT OF TRIM
The STAB OUT OF TRIM light illuminated, with the autopilot engaged, indicates that the autopilot is not trimming the stabilizer properly Momentary illumination of the STAB OUT OF TRIM light during large changes in trim requirements is normal
SPEEDBRAKE ARMED Indicates valid automatic speedbrake system inputs Deactivated when speedbrake lever is in the DOWN position
LE FLAPS TRANSIT During Takeoff, Go-Around Or Cruise:
The LE FLAPS TRANSIT light illuminated indicates one or more leading edge device is not retracted when commanded by the flap lever, or
A possible leading edge device indication problem During Configuration For Landing:
The LE FLAPS TRANSIT light illuminated indicates that the leading edge devices have extended asymmetrically or have failed to move to the full extend position as appropriate The overhead annunciator panel should be checked to confirm the actual leading edge device status QRH H-19
LE FLAPS TRANSIT Any LE device in transit Any LE device not in programmed position with respect to TE flaps A LE slat skew condition exists, slats 2 through 7 only (-300/500 N/A) During alternate flap extension, until the TE flaps approach the flaps 10 position Light is inhibited during autoslat operation in-flight FRM
LE FLAPS EXT All leading edge flaps extended and all leading edge slats in extended (intermediate) position (trailing edge flap positions 1, 2, and 5) All leading edge devices fully extended (trailing edge flap positions 10 through 40)
AUTO BRAKE DISARM The AUTO BRAKE DISARM light illuminated indicates the auto brake system has disconnected after being set SPEED BRAKE lever moved to down detent during RTO or landing Manual brakes applied during RTO or landing Thrust lever(s) advanced during RTO or landing (except during first 3 seconds after touchdown for landing) Landing made with RTO selected RTO mode selected on ground
Illuminates for 1 to 2 seconds, then extinguishes (bit check) A malfunction exists in automatic braking system
ANTISKID INOP System fault is detected by the anti-skid monitoring system
Takeoff with the anti-skid inoperative is only allowed on runways designated as dry (-300/500 N/A) BUR, MDW, and SNA will not be used as alternates if the antiskid is inoperative Performance numbers will be checked before listing any airport as an alternate on a release with MEL performance issues An anti-skid light on with parking brakes set indicates a problem in the parking brake system
NOSE GEAR NOSE GEAR LEFT GEAR RIGHT GEAR LEFT GEAR RIGHT GEAR CENTER PANEL Landing gear is not down and locked
With either or both forward thrust levers retarded to idle, and (-700) Below 800 feet AGL Related landing gear is in disagreement with LANDING GEAR lever position
In transit or unsafe
NOSE GEAR NOSE GEAR LEFT GEAR RIGHT GEAR LEFT GEAR RIGHT GEAR CENTER PANEL Related gear is down and locked
Landing gear warning horn is deactivated with all gear down and locked Landing gear is down and locked as long as one green landing gear indicator light (center panel or overhead panel) for each gear is illuminated
NOSE GEAR NOSE GEAR LEFT GEAR RIGHT GEAR LEFT GEAR RIGHT GEAR CENTER PANEL Top Light
Landing gear is up and locked with LANDING GEAR lever UP or OFF
Landing gear is down and locked with LANDING GEAR lever DOWN Bottom Light
Landing gear is not down and locked
FIRE WARN BELL CUTOUT FIRE WARN BELL CUTOUT WHEEL WELL Fire Panel Wheel well fire Brakes alone cannot generate enough heat to activate the fire detection system
FIRE WARN BELL CUTOUT FIRE WARN BELL CUTOUT DISCH A P U Fire Panel APU fire Automatic shutdown of the APU Unlocks the APU fire warning switch Anytime the APU fire warning light extinguishes, position the test switch to FIRE/OVHT to test the integrity of the APU fire detection circuitry Pulling the APU fire switch up:
Arms the APU extinguisher circuit Allows the APU fire warning switch to rotate Closes the APU fuel and bleed air shutoff valves Closes the inlet door Trips the generator control relay and breaker
FIRE WARN BELL CUTOUT MASTER CAUTION PUSH TO RESET OVHT/DET MASTER CAUTION PUSH TO RESET FIRE WARN BELL CUTOUT DISCH 1 DISCH ENG 1 OVERHEAT ENG 2 OVERHEAT 2 Fire Panel Engine fire Pulling the engine fire warning switch up:
Shuts down the engine Arms one discharge squib on each engine fire extinguisher Closes the fuel and hydraulic shutoff valves Pulling the engine fire switch closes both the fuel shutoff valve and the spar shutoff valve Closes the engine bleed air valve Disables the thrust reverser Trips the generator control relay and breaker Deactivates the engine driven hydraulic pump low pressure light
MASTER CAUTION PUSH TO RESET OVHT/DET ENG 1 OVERHEAT OR ENG 2 OVERHEAT Indicates an overheat condition in the related engine May be accompanied by vibration or abnormal engine indications Unlocks the related engine fire warning switch
FAULT FIRE PANEL At any time other than a system test, indicates both fire/overheat loops on an engine have failed
The FAULT light does not cause the MASTER CAUTION light to illuminate An actual dual loop failure in either engine is not deferrable
MASTER CAUTION PUSH TO RESET OVHT/DET APU DET INOP
APU fire detection loop has failed
APU BOTTLE DISCHARGE FIRE PANEL APU extinguisher bottle has discharged
L BOTTLE DISCHARGE FIRE PANEL R BOTTLE DISCHARGE Related fire extinguisher bottle has discharged
ARM Fire Warning Bell Cutout Fire Warning Bell Cutout FWD -700 CENTER CONSOLE AFT Fire Warning Bell Cutout ____FWD____ ____AFT____ FIRE FIRE FWD FIRE AFT FIRE -300/500 OVERHEAD PANEL Fire Warning Bell Cutout
•
A cargo bay fire warning is annunciated if at least one detector in each loop (A & B) detect smoke
•
If power is failed in one loop (A or B) and at least one detector in the remaining loop detects smoke
•
The forward and aft cargo compartments have photo-electric smoke detectors
•
The forward cargo compartment has four detectors mounted in the ceiling, while the aft has six
•
The smoke detectors in each cargo bay normally operate in a dual loop configuration in that both loops must sense smoke to alert
•
There is only one fire bottle on the -700 system
•
(-300/500) A cargo bay fire warning is annunciated if two smoke detectors in a cargo bay detect smoke, or if one smoke detector detects both smoke and excessive temperature
•
There are two fire bottles on the -300/500 system
Fire Warning Bell Cutout ARMED FWD DISCH -700 CENTER CONSOLE Fire Warning Bell Cutout
The extinguisher is armed by pushing the appropriate cargo fire arming switch (ARMED)
Once armed, the system is discharged by pushing the cargo fire DISCH switch The DISCH light may require up to 30 seconds to illuminate amber, indicating the total discharge of the bottle contents into the selected compartment With the fire extinguished the fire warning light may remain illuminated due to the detection of residual smoke, or Halon Aircraft must land within 60 minutes of initial discharge of the fire suppression system
FWD EXT AFT Fire Warning Bell Cutout FWD -700 CENTER CONSOLE AFT Fire Warning Bell Cutout
The indications for a cargo bay fire test
DETECTOR FAULT CARGO BAY CDU When testing:
If any detector in the selected loops fail to respond to the test
At the end of the test a four second delay allows the system to reset before it will alert that there is a fire At any time other than a system test:
Both loops in one or both cargo bays have failed Fire detection system in one or both cargo bays is inoperative
ATC FAIL TRANSPONDER PANEL
Transponder Fail Light (ATC FAIL)
Indicates transponder malfunction
LOCK FAIL
With the flight deck door selector in AUTO:
Door lock has failed
Flight deck access system switch is OFF
AUTO UNLK
The correct emergency access code has been entered into the keypad AUTO UNLK then relocks light flashes and a continuous chime sounds during a 30-second delay before the door unlocks for 5 seconds and
Outside keypad LED goes from amber to green