B737NG Warning Systems overview.

1. B 737 NG Ground School.
See the aircraft study guide at www.theorycentre.com
The information contained here is for training purposes only. It is of a general nature it is
unamended and does not relate to any individual aircraft. The FCOM must be consulted for
up to date information on any particular aircraft.

2. B737-800
WARNING SYSTEMS.

3. Introduction.
Aural, tactile and visual warning signals alert the flight crew to conditions requiring actions or
caution in the operation of the aircraft. The character of the signal varies depending upon the
degree of urgency or hazards involved. Aural, tactile and visual warnings are used singularly or
in combination to simultaneously provide both warnings and information regarding the nature
of the condition.

5. STICK SHAKER

6. Conditions which require the immediate attention of the crew are indicated by RED Warning
lights in the area of the pilots Primary field of vision.
These light indicate engine, wheel well, cargo or APU Fires. Auto pilot and Auto throttle
disconnects and Landing Gear unsafe conditions.

7. Conditions which require the immediate attention of the crew are indicated by RED Warning
lights in the area of the pilots Primary field of vision.
These light indicate engine, wheel well, cargo or APU Fires. Auto pilot and Auto throttle
disconnects and Landing Gear unsafe conditions.
Conditions which require the timely attention of the crew are indicated by Amber
Caution lights.

8. BLUE LIGHTS INDICATE: Electrical power AVAILABILITY, STATUS, VALVE POSITION
Blue lights are for information and do not require immediate crew attention.
Some blue lights Valve OPEN/CLOSED
indicate valve in transit DIM BLUE
BRIGHT BLUE

9. GREEN LIGHTS Indicate a
full extended or commanded position or condition

10. ENGINE 1 has a detected fire. Indication is VISUAL RED LIGHTS
& AURAL FIRE BELL

11. To silence the bell press either of the Fire
Warning lights or Use the Bell cut-out on the
Fire/overheat panel.

12. To silence the bell press either of the Fire
Warning lights or Use the Bell cut-out on the
Fire/overheat panel.
The RED light on the Fire/overheat panel will go out
ONLY WHEN THE FIRE CONDITION IS NO LONGER DETECTED!

13. Master Caution lights illuminate with an Annunciator light.
The light position on the annunciator panel tells you where to look!

14. AFT Overhead panel IRS and ENG. PSEU, Equipment cooling.
FIRE/OVERHEAT PANEL

15. AFT Overhead panel IRS and ENG. PSEU, Equipment cooling.
FIRE/OVERHEAT PANEL

16. A failure has occurred in the Electrical system
Where do you need to look?
Second row above Captains head.

17. PRESS either Master Caution light to reset the system.

18. PRESS either Master Caution light to reset the system.
The FAULT light remains
illuminated until the fault
is corrected.

19. RECALL
PRESS either annunciator light panel
All lights will illuminate.

20. RECALL
PRESS either annunciator light panel
All lights will illuminate.
ANY EXISTING FAULTS WILL REMAIN DISPLAYED WHEN RELEASED!

21. SINGLE FAILURE RECALL
SPEED TRIM
GPS
PSEU
The above HAVE 2 SYSTEMS.
Failure of 1 system will not affect safe flight. (The
second system will automatically take over)
The crew are not shown a single failure except on
RECALL.

22. SINGLE FAILURE RECALL
This light will only show when RECALL is selected.
Single failure is indicated if the fault light extinguishes when the Caution is
cancelled. If the fault light remains on then both systems have failed.
SPEED TRIM
GPS
PSEU
The above HAVE 2 SYSTEMS.
Failure of 1 system will not affect safe flight. (The
second system will automatically take over)
The crew are not shown a single failure except on
RECALL.

23. Mach/Airspeed Warning System
Two independent Mach/airspeed warning systems provide a distinct aural
warning, a clacker, any time the maximum operating airspeed of Vmo/Mmo is
exceeded. The warning clackers can be silenced only by reducing airspeed below
Vmo/Mmo. Vmo is 340 Knots and Mmo is M 0.82
The airspeed indicator displays red warning bands indicating maximum and
minimum airspeeds. Amber bands indicate maximum and minimum maneuvering
airspeeds. The top of the lower amber band indicates the minimum maneuver
speed. It is the slowest speed that provides full maneuvering: 0.3 g maneuver
margin (40° bank) to stick shaker (below approximately 20,000 ft.) or initial buffet
(above approximately 20,000 ft.).
When either an overspeed condition or a system test occurs, the ADIRU transmits
a signal to the aural warning module, sounding the clacker. The system can only
be tested on the ground.

24. AFT OVERHEAD PANEL
MACH AIRSPEED WARNING TEST Switches

25. AFT OVERHEAD PANEL
MACH AIRSPEED WARNING TEST Switches
Push – tests respective mach/airspeed warning system
• clacker sounds
• inhibited air mode.

26. Stall Warning System
Natural stall warning (buffet) usually occurs at a speed prior to stall. In some
configurations the margin between stall and natural stall warning is less than
desired. Therefore, an artificial stall warning device, a stick shaker, is used to
provide the required warning.
The stall warning “stick shaker” consists of two eccentric weight motors, one on
each control column. They are designed to alert the pilots before a stall develops.
The warning is given by vibrating both control columns. The system is armed in
flight at all times. The system is deactivated on the ground.
Two independent, identical stall management yaw damper (SMYD) computers
determine when stall warning is required based upon:
• alpha vane angle of attack outputs
• ADIRU outputs
• anti–ice controls
• wing configurations
• air/ground sensing
• thrust
• FMC outputs.
The SMYD computers provide outputs for all stall warning to include stick shaker
and signals to the pitch limit indicator and airspeed displays and the GPWS
windshear detection and alert.
Two test switches are installed in the aft overhead panel. Pushing either of these
initiates a self–test of the respective stall warning channel. The No.1 activates the
Captain stick shaker, and the No. 2 activates the F/O stick shaker. Either stick
shaker vibrates both columns through column interconnects.

27. STALL WARNING TEST Switches

28. STALL WARNING TEST Switches
Push – on ground with AC power available: each test switch tests its respective stall
management yaw damper (SMYD) computer. No.1 SMYD computer shakes Captain’s control
column, No.2 SMYD computer shakes First Officer’s control column. Vibrations can be felt on
both columns
• inhibited air mode.

29. Intermittent Cabin Altitude/Configuration Warning
The takeoff configuration warning is armed when the airplane is on the ground and
either or both forward thrust levers are advanced for takeoff. An intermittent
warning horn sounds if:
• trailing edge flaps are not in the flaps 1 through 25 takeoff range, or
• trailing edge flaps are in a skew or asymmetry condition, or have
uncommanded motion, or
• leading edge devices are not configured for takeoff or have uncommanded
motion, or
• speed brake lever is not in the DOWN position, or
• spoiler control valve is open providing pressurized hydraulic fluid to the
ground spoiler interlock valve, or
• parking brake is set, or
• stabilizer trim not set in the takeoff range.
The Cabin Altitude Warning Horn activates when cabin altitude exceeds 10,000
feet. An intermittent warning horn is heard. The Cabin Altitude Warning Horn
may be silenced by momentarily pressing the ALT HORN CUTOUT switch on the
Cabin Altitude Panel.
WARNING: The Cabin Altitude and Takeoff Configuration Warnings
use the same intermittent tone when activated.

30. Takeoff Configuration Warning Light (As Installed)
Illuminated (red) –
• activates on the ground as the throttles are advanced if the
airplane is not configured correctly for takeoff
• activation is simultaneous with aural warning intermittent horn for
TAKEOFF CONFIGURATION alert.

31. Cabin Altitude Warning Light (AS INSTALLED)
Illuminated (red) –
• illuminates at 10,000 feet if the cabin has not been pressurized
• illuminates during flight when loss of cabin pressure occurs
• activation is simultaneous with aural warning intermittent horn
for CABIN ALTITUDE alert.

32. Altitude Alerts
Selected Altitude Alert
A white box shows around the selected altitude display between 900 feet
and 300 feet before reaching the selected altitude.
Current Altitude Alert
The white box around the current altitude display becomes bold between
900 feet and 300 feet before reaching the selected altitude.
The box turns amber and flashes for 300 feet to 900 feet deviation from the
selected altitude.

33. GROUND PROXIMITY WARNING SYSTEM

34. GPWS operates in modes which are related to Phase of Flight and Aircraft Configuration.

36. GPWS: General.
GPWS is armed between 30 feet RA and 2,450 feet RA

37. GPWS: General.
GPWS is armed between 30 feet RA and 2,450 feet RA
GPWS has 5 operating modes plus sub modes.

38. GPWS: General.
GPWS is armed between 30 feet RA and 2,450 feet RA
GPWS has 5 operating modes plus sub modes.
GPWS Monitors various aircraft systems to control the modes

39. Inoperative (INOP) light
Illuminated (amber) – GPWS computer malfunction or power loss
• invalid inputs are being received from radio altimeter, ADIRU, ILS
receiver, IRS, FMC, stall management computers, or EFIS control panel.

40. Inoperative (INOP) light
Illuminated (amber) – GPWS computer malfunction or power loss
• invalid inputs are being received from radio altimeter, ADIRU, ILS
receiver, IRS, FMC, stall management computers, or EFIS control panel.
Ground Proximity FLAP INHIBIT Switch
FLAP INHIBIT – inhibits ground proximity TOO LOW FLAPS alert.
NORM (guarded position) – Normal TOO LOW FLAPS alert active.

41. Inoperative (INOP) light
Illuminated (amber) – GPWS computer malfunction or power loss
• invalid inputs are being received from radio altimeter, ADIRU, ILS
receiver, IRS, FMC, stall management computers, or EFIS control panel.
Ground Proximity FLAP INHIBIT Switch
FLAP INHIBIT – inhibits ground proximity TOO LOW FLAPS alert.
NORM (guarded position) – Normal TOO LOW FLAPS alert active.
Ground Proximity GEAR INHIBIT Switch
GEAR INHIBIT – inhibits ground proximity TOO LOW GEAR alert.
NORM (guarded position) – Normal TOO LOW GEAR alert active.

42. Inoperative (INOP) light
Illuminated (amber) – GPWS computer malfunction or power loss
• invalid inputs are being received from radio altimeter, ADIRU, ILS
receiver, IRS, FMC, stall management computers, or EFIS control panel.
Ground Proximity FLAP INHIBIT Switch
FLAP INHIBIT – inhibits ground proximity TOO LOW FLAPS alert.
NORM (guarded position) – Normal TOO LOW FLAPS alert active.
Ground Proximity GEAR INHIBIT Switch
GEAR INHIBIT – inhibits ground proximity TOO LOW GEAR alert.
NORM (guarded position) – Normal TOO LOW GEAR alert active.
Ground Proximity Terrain Inhibit (TERR INHIBIT) Switch
TERR INHIBIT – inhibits look–ahead terrain alerts and terrain
display.
NORM (guarded position) – Normal terrain alerts and terrain
display active.

43. Ground Proximity System Test (SYS TEST) Switch
Push –
• momentarily on ground:
• BELOW G/S and GPWS INOP lights illuminate
• TERR FAIL and TERR TEST show on navigation displays
• PULL UP and WINDSHEAR alerts illuminate
• GLIDE SLOPE, PULL UP, and WINDSHEAR aurals sound
• CAUTION TERRAIN aural sounds and TERRAIN caution
message shows on navigation displays.
• until self-test aurals begin, on ground, above indications
always occur first, followed by these additional aurals.
• radio altitude based alerts
• bank angle alert
• approach callouts
• windshear alert
• look ahead terrain alerts
• system test inhibited in-flight.

45. Mode 1. Excessive altitude loss.
Based on RA and Barometric rate of descent.
Aural Alert; ‘SINK RATE’

46. Mode 1. Excessive altitude loss.
Based on RA and Barometric rate of descent.
Aural Alert; ‘SINK RATE’
For larger descent rates
the warning becomes both
Aural and visual.

48. MODE 2
Monitored Parameters:
 RA with rate of change.
 Aircraft configuration.
 ADIRU outputs.

49. MODE 2
Monitored Parameters:
 RA with rate of change.
 Aircraft configuration.
 ADIRU outputs.
Aural Alert; ‘TERRAIN’

50. MODE 2A: Excessive Terrain Closure Not in the landing configuration, gear or flaps.
Maximum RA 1650 feet up to 220 knots
Increases to 2450 feet between 220 and 310 knots.
3,000 Ft Min altitude gain silences the alert.

51. MODE 2B: Excessive Terrain Closure rate in the landing configuration.
Between 200 and 780 feet RA.

52. MODE 2B: Excessive Terrain Closure rate in the landing configuration.
Between 200 and 780 feet RA.

53. MODE 3: Altitude loss after takeoff or go-around

54. MODE 3: Altitude loss after takeoff or go-around
RA between 30 feet and 1330 Feet.
Aural Don’t Sink
Visual PULL UP on both PFD’s
Don’t Sink

55. MODE 3: Altitude loss after takeoff or go-around
RA between 30 feet and 1330 Feet.
Aural Don’t Sink
Visual PULL UP on both PFD’s
Don’t Sink
Transition to MODE 4:
Above 190 knots 1330 Ft RA
Below 190 knots 700 Ft RA.

56. MODE 3: Altitude loss after takeoff or go-around
The crew are alerted to descent after
takeoff or Go around by the Aural voice call
‘Don’t Sink’

57. MODE 3: Altitude loss after takeoff or go-around
The crew are alerted to descent after
takeoff or Go around by the Aural voice call
‘Don’t Sink’
The rate of barometric altitude loss that will trigger this
alert is approximately 10% of RA.
V.S.I.

58. MODE 4: Unsafe Terrain clearance when
not in the landing configuration.

59. MODE 4: Unsafe Terrain clearance when
not in the landing configuration.
Monitored parameters:
Radio Altitude.
Indicated airspeed.
Aircraft configuration.

60. Mode 4A: Unsafe Terrain clearance with the gear not down.
Aural TOO LOW GEAR
Visual PULL UP on both PFD’s

61. Mode 4A: Unsafe Terrain clearance with the gear not down.
Above 190 knots: TOO LOW TERRAIN

62. Mode 4B: Unsafe terrain clearance with gear down and Flaps not in
the landing configuration.

63. Mode 4B: Unsafe terrain clearance with gear down and Flaps not in
the landing configuration.
Flaps 15 or less
30 to 245 Ft RA
Up to 159 Knots
Aural TOO LOW FLAPS

64. Mode 4B: Unsafe terrain clearance with gear down and Flaps not in
the landing configuration.
Above 159 Knots:
Flaps 15 or less TOO LOW TERRAIN
30 to 245 Ft RA
Up to 159 Knots
Aural TOO LOW FLAPS

65. Mode 4B: Unsafe terrain clearance with gear down and Flaps not in
the landing configuration.
Mode 4: Simultaneous alerts:
TOO LOW GEAR has priority over TOO LOW FLAPS
Above 159 Knots:
Flaps 15 or less TOO LOW TERRAIN
30 to 245 Ft RA
Up to 159 Knots
Aural TOO LOW FLAPS

66. Mode 4B: Unsafe terrain clearance with gear down and Flaps not in
the landing configuration.
Mode 4: Simultaneous alerts:
TOO LOW GEAR has priority over TOO LOW FLAPS
Above 159 Knots:
Flaps 15 or less TOO LOW TERRAIN
30 to 245 Ft RA
Up to 159 Knots
Aural TOO LOW FLAPS
MODE 4 Will not protect against slow descent into unprepared
terrain while in the landing configuration!

67. FLAP and GEAR Inhibit switches suppress the
respective Mode 4 sub modes.

68. MODE 5:
Monitored Parameters.
Radio Altitude.
Glide slope deviation.

70. MODE 5: Below Glide Slope Deviation Alert.
Requires.
Valid signal from Nav 1 G/S Receiver
RA below 1,000 Ft.
Below Glide slope light illuminates when
alert is active

71. MODE 5: Below Glide Slope Deviation Alert.
Requires.
Valid signal from Nav 1 G/S Receiver
RA below 1,000 Ft.
Below Glide slope light illuminates when
alert is active
Pushing Light
Inhibits alert
Below 1,000 ft RA
Volume and
Repetition rate
Increase as
Deviation
increases

72. MODE 5: Below Glide Slope Deviation Alert.
Requires.
Valid signal from Nav 1 G/S Receiver
RA below 1,000 Ft.
Below Glide slope light illuminates when
alert is active
MODE 5 Simultaneous Alerts.
Mode 1 thru 4 have priority over
Pushing Light Mode 5.
Inhibits alert Below Glide slope and PULL UP
Below 1,000 ft RA are possible
Volume and
Repetition rate
Increase as
Deviation
increases

73. Sharply rising terrain ahead of the aircraft cannot be detected by GPWS

74. Sharply rising terrain ahead of the aircraft cannot be detected by GPWS
Enhanced GPWS Requires Aircraft position, Barometric altitude, vertical
flight path and Ground speed. Terrain within 2,000 Ft of the aircraft
barometric altitude will show on the Terrain display on the ND.

75. GPWS SYSTEM TEST
Two Tests. In flight is a confidence test only.
On the ground a full vocabulary test may be performed.
Requires: Flaps UP and INOP light extinguished.

76. GPWS SYSTEM TEST
Two Tests. In flight is a confidence test only.
On the ground a full vocabulary test may be performed.
Requires: Flaps UP and INOP light extinguished.
PULL UP followed by WINDSHEAR.
Below G/S light and INOP light show
AURAL: PULL UP, WINDSHEAR and GLIDESLOPE all sound

77. GPWS SYSTEM TEST
Two Tests. In flight is a confidence test only.
On the ground a full vocabulary test may be performed.
Requires: Flaps UP and INOP light extinguished.
Test is Inhibited between takeoff and
1,000 ft RA.
In flight is a confidence test only.
Requires:
RA more than 1,000 Ft.
Flaps 15 or less.
INOP light extinguished.
Shows indications only
without the vocabulary test.
PULL UP followed by WINDSHEAR.
Below G/S light and INOP light show
AURAL: PULL UP, WINDSHEAR and GLIDESLOPE all sound

78. GPWS callouts. Varies by aircraft.
Uses Left Radio Altimeter.

79. Enhanced Ground Proximity Warning System.
EGPWS

80. Enhanced Ground Proximity Warning System. EGPWS

81. Terrain Display
The actual display varies on software load. More
recent software has a wider coverage range

86. According to the EGPWS data base used.

87. ADDITIONAL CALLOUT
Bank angle pointer changes from white to
amber if bank angle is 35º or more
AURAL: BANK ANGLE
First aural at 35º then at 40º
and finally at 45º

88. Terrain is shown on the ND in Green, Amber and Red.
What is the relative height of terrain displayed in Amber?

89. Terrain is shown on the ND in Green, Amber and Red.
What is the relative height of terrain displayed in Amber?
From 500 feet below to 2,000 feet above the aircraft!

90. Predictive Windshear Display and Annunciations

91. Windshear Alerts
Windshear alerts are available during takeoff, approach, and landing:
• The GPWS provides a warning when the airplane is in a windshear.
• The weather radar provides alerts for excessive windshear ahead of the airplane.
These are “predictive windshear alerts.”
Windshear warnings are accompanied by WINDSHEAR on the attitude indicators
and voice aural alerts.
Windshear cautions are accompanied by a voice aural alert.
Windshear alerts are prioritized based on the level of hazard and the required flight
crew reaction time.
Predictive windshear alerts are inhibited by an actual windshear warning (airplane
in windshear), look-ahead terrain alerts, or radio altitude based alerts.

92. Predictive Windshear Alerts
The weather radar uses radar imaging to detect disturbed air prior to entering a windshear.
Note: The weather radar provides windshear alerts for windshear events
containing some level of moisture or particulate matter.
Note: The weather radar detects microbursts and other windshears with similar
characteristics. The weather radar does not provide alerting for all types of
windshear. The flight crew must continue to rely on traditional windshear
avoidance methods.
The weather radar automatically begins scanning for windshear when:
• thrust levers set for takeoff, even if engine is off or IRS not aligned, or
• in flight below 2,300 feet RA (predictive windshear alerts are issued
below 1,200 feet RA).
Alerts are available approximately 12 seconds after the weather radar begins
scanning for windshear. Predictive windshear alerts can be enabled prior to takeoff
by pushing the EFIS control panel WXR switch.

93. PREDICTIVE WINDSHEAR WARNING DURING TAKEOFF

94. Predictive Windshear Inhibits
During takeoff and landing, new predictive windshear caution alerts are inhibited
between 80 knots and 400 feet RA, and new warning alerts between 100 knots and 50 feet RA.
These inhibits do not remove existing predictive windshear alerts. If a warning/caution event
occurs before those boundaries, it will remain on the
display and the complete aural callout will be annunciated.

98. What is the maximum altitude that a windshear
warning is available?

99. What is the maximum altitude that a windshear
warning is available?
1,500 Ft. RA.

100. On decent the Doppler radar begins to automatically scan for windshear:
a) When below 2,300 feet.
b) At the top of decent.
c) When below 2,500 feet.
d) When below 1,200 feet.

101. On decent the Doppler radar begins to automatically scan for windshear:
a) When below 2,300 feet. (15.20.15)
b) At the top of decent.
c) When below 2,500 feet.
d) When below 1,200 feet.

102. On takeoff the Doppler radar will automatically provide windshear detection
to a distance of;
a) 0.5 Nm.
b) 2,300 feet.
c) 1.5 Nm.
d) 3.0 nm.

103. On takeoff the Doppler radar will automatically provide windshear detection
to a distance of;
a) 0.5 Nm.
b) 2,300 feet.
c) 1.5 Nm.
d) 3.0 nm. (15.20.15)

104. On takeoff the Doppler radar will automatically provide windshear detection
to a distance of;
a) 0.5 Nm.
b) 2,300 feet.
c) 1.5 Nm.
d) 3.0 nm. (15.20.15)

106. Landing Gear Configuration Warnings
Visual indications and aural warnings of landing gear position are provided by the
landing gear indicator lights and landing gear warning horn.
Visual Indications
The landing gear indication lights are activated by signals from each gear, the
LANDING GEAR lever, and the forward thrust lever position as follows:
Green light illuminated – landing gear is down and locked.
Red light illuminated –
• landing gear is in disagreement with LANDING GEAR lever position (in
transit or unsafe).
• landing gear is not down and locked (with either or both forward thrust
levers retarded to idle, and below 800 feet AGL).
All lights extinguished – landing gear is up and locked with the LANDING GEAR
lever UP or OFF.

107. Aural Indications
A steady warning horn is provided to alert the flight crew whenever a landing is
attempted and any gear is not down and locked. The landing gear warning horn is
activated by forward thrust lever and flap position as follows:

108. Aural Indications
A steady warning horn is provided to alert the flight crew whenever a landing is
attempted and any gear is not down and locked. The landing gear warning horn is
activated by forward thrust lever and flap position as follows:
Flaps up through 10 –
• altitude below 800 feet RA, when either forward thrust lever set between
idle and approximately 20 degrees thrust lever angle or an engine not
operating and the other thrust lever less than 34 degrees. The landing gear
warning horn can be silenced (reset) with the landing gear warning
HORN CUTOUT switch
• if the airplane descends below 200 feet RA, the warning horn cannot be
silenced by the warning HORN CUTOUT switch.

109. Aural Indications
A steady warning horn is provided to alert the flight crew whenever a landing is
attempted and any gear is not down and locked. The landing gear warning horn is
activated by forward thrust lever and flap position as follows:
Flaps up through 10 –
• altitude below 800 feet RA, when either forward thrust lever set between
idle and approximately 20 degrees thrust lever angle or an engine not
operating and the other thrust lever less than 34 degrees. The landing gear
warning horn can be silenced (reset) with the landing gear warning
HORN CUTOUT switch
• if the airplane descends below 200 feet RA, the warning horn cannot be
silenced by the warning HORN CUTOUT switch.
Flaps 15 through 25 –
• either forward thrust lever set below approximately 20 degrees or an
engine not running, and the other thrust lever less than 34 degrees; the
landing gear warning horn cannot be silenced with the landing gear
warning HORN CUTOUT switch.

110. Aural Indications
A steady warning horn is provided to alert the flight crew whenever a landing is
attempted and any gear is not down and locked. The landing gear warning horn is
activated by forward thrust lever and flap position as follows:
Flaps up through 10 –
• altitude below 800 feet RA, when either forward thrust lever set between
idle and approximately 20 degrees thrust lever angle or an engine not
operating and the other thrust lever less than 34 degrees. The landing gear
warning horn can be silenced (reset) with the landing gear warning
HORN CUTOUT switch
• if the airplane descends below 200 feet RA, the warning horn cannot be
silenced by the warning HORN CUTOUT switch.
Flaps 15 through 25 –
• either forward thrust lever set below approximately 20 degrees or an
engine not running, and the other thrust lever less than 34 degrees; the
landing gear warning horn cannot be silenced with the landing gear
warning HORN CUTOUT switch.
Flaps greater than 25 –
• regardless of forward thrust lever position; the landing gear warning horn
cannot be silenced with the landing gear warning HORN CUTOUT switch.
The warning indication is cancelled when the configuration error is corrected.

111. LANDING GEAR CONFIGURATION WARNING
In Flight.
Flaps 25.
Both Thrust levers at idle.
Can the configuration warning horn be silenced?

112. LANDING GEAR CONFIGURATION WARNING
In Flight.
Flaps 25.
Both Thrust levers at idle.
Can the configuration warning horn be silenced?
Advance both thrust levers.
Or lower the gear!

113. TCAS
TCAS interrogates operating transponders
in other aircraft.
TCAS operation is independent of ground
based air traffic control.
Why can’t
we see this
other traffic
on TCAS?
NO TACAS information is
displayed for any aircraft
which does not have an
operating transponder!

114. TCAS CONTROLS

115. TCAS INDICATIONS
Traffic Advisory (TA)

116. TCAS INDICATIONS
Resolution Advisory (RA)
With Aural

118. TCAS INDICATIONS
OTHER TRAFFIC
Traffic is 2,000 Ft above
Arrow indicates climbing at
least 500 ft per Min.
Can be up to 40 miles away and plus or minus 2,700 Feet.
More than 6 miles and more than 1,200 ft vertically

119. TCAS INDICATIONS
PROXIMATE TRAFFIC
Traffic is 1,100 ft above
Climbing at least 500 ft per Min.
Proximate Traffic - Aircraft that is not a TA or RA and is
within 6 miles and 1200 ft vertically

120. TCAS INDICATIONS
TRAFFIC ADVISORY
Traffic is 900 ft above
Climbing at least 500 ft per Min.
Proximate traffic becomes a TA when within 40 Seconds of the closest point of approach.

121. TCAS INDICATIONS
RESOLUTION ADVISORY
TA becomes an RA when within 25 Seconds of the closest point of approach.

122. TCAS INHIBITS
Below 1,500 ft INCREASE DESCENT RA’s Inhibited.
Below 1,100 ft DESCEND RA’s Inhibited.
Below 1,000 ft ALL RA/TA TCAS voice Inhibited.

123. RED = WARNING CREW ACTION IS?

124. RED = WARNING CREW ACTION IS? IMMEDIATE ATTENTION REQUIRED

125. AMBER IS A?

126. AMBER IS A? CAUTION. A CAUTION REQUIRES?

127. AMBER IS A? CAUTION. A CAUTION REQUIRES?
TIMELY ATTENTION OF THE CREW

128. How are the crew alerted to an excessive decent rate?

129. How are the crew alerted to an excessive decent rate?
Aural Alert SINK RATE

130. How are the crew alerted to an excessive decent rate?
Aural Alert SINK RATE
What happens if the rate of descent increases?

131. How are the crew alerted to an excessive decent rate?
Aural Alert SINK RATE

132. How are the crew alerted to this situation?

133. How are the crew alerted to this situation?

134. How are the crew alerted to this situation?
What is the rate of altitude loss that will trigger this alert?

135. How are the crew alerted to this situation?
What is the rate of altitude loss that will trigger this alert?
Barometric altitude loss is about 10% of RA.
V.S.I.

136. What is NOT protected by Mode 4?

137. What is NOT protected by Mode 4?
Slow decent into unprepared terrain
while in the landing configuration!

138. TCAS
What is the name given to this traffic?

139. TCAS
What is the name given to this traffic?
Proximate Traffic

140. TCAS
What is the name given to this traffic?
Proximate Traffic
When does this traffic become a traffic advisory?

141. TCAS
What is the name given to this traffic?
Proximate Traffic
When does this traffic become a traffic advisory?
At 40 seconds from the closest point of approach

142. What type of traffic is this?

143. What type of traffic is this?
Other Traffic.

144. What type of traffic is this?
Other Traffic.
What do you know about the
vertical speed of this aircraft?

145. What type of traffic is this?
Other Traffic.
What do you know about the It is climbing at 500 feet
vertical speed of this aircraft? per minute or more.

146. What type of traffic is this?
Other Traffic.
What do you know about the It is climbing at 500 feet
vertical speed of this aircraft? per minute or more.
How close is this traffic?

147. What type of traffic is this?
Other Traffic.
What do you know about the It is climbing at 500 feet
vertical speed of this aircraft? per minute or more.
How close is this traffic?
Within 25 seconds of
the closest point of
approach!

148. What type of traffic is this?
Other Traffic.
What do you know about the It is climbing at 500 feet
vertical speed of this aircraft? per minute or more.
How close is this traffic?
Within 25 seconds of
the closest point of
approach!
What other indications do you expect with an RA?

149. What type of traffic is this?
Other Traffic.
What do you know about the It is climbing at 500 feet
vertical speed of this aircraft? per minute or more.
How close is this traffic?
Within 25 seconds of
the closest point of
approach!
What other indications do you expect with an RA?
Aural and visual vertical manoeuvre information

150. In flight the Doppler radar will automatically provide
detected windshear Warnings to a distance of;

151. In flight the Doppler radar will automatically provide
detected windshear Warnings to a distance of;
1.5 NM. 15.20.15

152. In flight the Doppler radar will automatically provide
detected windshear Warnings to a distance of;
1.5 NM. 15.20.15
Predictive windshear alerts are shown in which Navigation Display
modes?

153. In flight the Doppler radar will automatically provide
detected windshear Warnings to a distance of;
1.5 NM. 15.20.15
Predictive windshear alerts are shown in which Navigation Display
modes?
MAP, MAP Centre, Expanded VOR and Expanded APP modes ONLY!

154. In flight the Doppler radar will automatically provide
detected windshear Warnings to a distance of;
1.5 NM. 15.20.15
Predictive windshear alerts are shown in which Navigation Display
modes?
MAP, MAP Centre, Expanded VOR and Expanded APP modes ONLY!
A stall warning test may be carried out when?

155. In flight the Doppler radar will automatically provide
detected windshear Warnings to a distance of;
1.5 NM. 15.20.15
Predictive windshear alerts are shown in which Navigation Display
modes?
MAP, MAP Centre, Expanded VOR and Expanded APP modes ONLY!
A stall warning test may be carried out when?
ONLY on the GROUND and Requires AC Power!

156. The END of WARNING SYSTEMS
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