Boeing 757-200/300 Quick Facts

Limitation. AFM Limitation Company. Company Limitation Manual. Operations Manual Fctm. FCTM

Airplane General

Dimensions   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)
757-300 178 ft 7 in
(54.5 m)

156 ft 1 in
(47.6 m)

166 ft 11 in
(50.88 m)

159 ft 2 in
(48.5 m)
52 ft 0 in
(15.9 m)
30 ft 6 in
(9.3 m)
767-300 180 ft 3 in
(55.0 m)

CompanyTurning Radius   Nose
Wing Tip
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
767-200 87 ft
(26.5 m)
101 ft
(30.8 m)
117 ft
(35.9 m)
129 ft (39.3 m)
767-300 99 ft
(30.3 m)
113 ft
(34.5 m)

123 ft
(37.6 m)

131 ft 4 in
(40.0 m)

146 ft (44.6 m)

CompanyCAUTION: Do not attempt to make a turn away from an obstacle within:   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)
767-200 15 ft (4.6 m) 45 ft (13.8 m)

15 ft (4.6 m)

26 ft (8.0 m)

40 ft (12.3 m)

51 ft (15.6 m)

Limitations 757-200 757-300 767-200 767-300
Maximum Taxi Weight (MTW) 113,850 kg
(251,000 lbs)
118,387 kg
(261,000 lbs)
159,755 kg
(352,200 lbs)
185,519 kg
(409,000 lbs)
Maximum Take Off Weight (MTOW) 113,400 kg
(250,000 lbs)
117,934 kg
(260,000 lbs)
159,210 kg
(351,000 lbs)
184,612 kg
(407,000 lbs)
Maximum Landing Weight (MLW) 95,250 kg
(210,000 lbs)
101,604 kg
(224,000 lbs)
126,098 kg
(278,000 lbs)
145,149 kg
(320,000 lbs)
Maximum Zero Fuel Weight (MZFW) 83,460 kg
(184,000 lbs)
95,254 kg
(210,000 lbs)
114,758 kg
(253,000 lbs)

133,809 kg
(295,000 lbs)

135,306 kg
(298,300 lbs)

Speeds limitationBird 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) 350 kts / .84 mach
limitationMaximum Gear Operating/Extended 270 kts / .82 mach
limitationMaximum Alternate Gear Extension Speed 250 kts / .75 mach
FCTMEconomy Climb Schedule
(FMC Data Unavailable)
  • Below 10,000 ft: 250 kts/VREF 30+80
  • Above 10,000 ft: 290 kts/.78 mach
FCTMMaximum Rate Climb Flaps Up Manoeuvre Speed + 50 kts / 0.76 mach
FCTMHolding Speed
  • Below FL250: FMC Holding Speed
  • Above FL250: VREF 30 + 100 (buffet margin)

General Noise Abatement
  • Chapter 3
limitationRunway Slope
  • ±2%
limitationMaximum Operating Altitude
  • 42,000 ft pressure altitude
limitationMaximum Take-Off and Landing Altitude
  • 8,400 ft pressure altitude
limitationMaximum Take-Off and Landing Tailwind Component
  • 15 kt
  • 10 kt
Maximum Take-Off and Landing temperatures
  • -54°C (-66°F) to +54°C (130°F)
limitationMaximum depth of precipitation
on runway for Takeoff:
  • Dry Snow - 6 cm
  • Standing water, wet snow, or slush - 13 mm
CompanyAircraft Category:
  • 757-200 : C
  • 757-300 : D

Crosswind Limitation
  • Maximum demonstrated takeoff and landing crosswind is 30 kts. [Non-AFM Op Info]
  • No company B757 aircraft shall takeoff or land when the reported crosswind exceeds 30 kts. Sideslip only (zero crab) landings are not to be carried out in crosswinds in excess of 757-200 : 28 kts or 757-300 : 25 kts.

Door Mounted Escape Slides limitationMust 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

  • 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

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

Pressurization 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 unpressurized flight: 10,000 ft
both AUTO 1 and AUTO 2 cabin altitude controllers INOP
cabin altitude > 10,000 ft (resets at 8,500 ft)
Outflow Valve closed if cabin altitude > 11,000 ft

limitationIf electrically powered on ground > 20 minutes OAT Equipment Cooling Required
34°C to 40°C
(94°F to 105°F)
One forward and one aft entry door on opposite sides open or at least one Air Conditioning pack or equivalent ground cooling operating.
41°C to 49°C
(106°F to 120°F)
At least one Air Conditioning pack or equivalent ground cooling operating.
More than 49°C
Two Air Conditioning packs or equivalent ground cooling operating.

Equipment Cooling EQPT OVHT selected supply fan INOP or Overboard Exhaust Valve not open with Left Recirculation Fan INOP or insufficient airflow (Ground Only - sounds Ground Crew Call Horn).
Exhaust Ducts
  • overboard exhaust valve OPEN.
  • (in-flight, Slats UP) LEFT recirculation fan OFF
  • LEFT Pack HIGH flow.
Supply Ducts
  • overboard exhaust valve OPEN.
  • (in-flight, slats UP) LEFT recirculation fan OFF
  • RIGHT recirculation fan OFF
  • BOTH supply fans OFF
  • OVHT light inhibited for 5 minutes (pushing ALTN switch starts alternate supply fan)
  • BOTH packs HIGH flow

  • 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
BLEED Bleed Air OVERTEMP - Engine PRV and HPSOV Closed
HI STAGE 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 limitation Should be turned on at the first indication of icing as indicated by ice accumulation on the flight deck front window frames, windshield center 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.)
  • 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 as a high thrust setting as practical (60% N1 desired) for 10 seconds at intervals no greater than 60 minutes.
  • Takeoff in MOD/SEV severe icing or following deicing must be preceded by static run-up to minimum of 60% N1 for 10 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

  • 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 ≥ 180 feet above runway threshold elevation.
  • Using VS mode, disengage autopilot ≥ 300 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: 757-200 : 15 kts / 757-300: 10 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.

  • 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 center 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.

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.


  • 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.


Generator DRIVE IDG low oil pressure or IDG high oil temperature.

Ground Service
Normally powered by Right Main AC Bus.
Alternate sources are:
Ground Service Bus powers:

Ground Handling
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:

Hydraulic Driven Generator provides AC power to: provides DC power to:

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 authorized.

Duty Cycle
  • Up to 2 minutes continuous then run down to zero N3, followed by
  • Up to 2 minutes continuous then run down to zero N3, followed by
  • Up to 2 minutes continuous then run down to zero N3, then
  • allow to cool for 15 minutes
Duty Cycle
  • Up to 4 minutes continuous operation followed by 15 minutes wait
Re-engagement Speeds
  • 0% N3 recommended
  • 0-20% N3 normal
  • Re-engagement not recommended above 20% N3 except in case of fire.
  • Re-engagement above 30% N3 may result in starter or gearbox damages.

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 N3 for start: 15%
  • Normal N3 for start: 25%
  • Normal N2 for start: 10%
  • Abort start if EGT fails to rise within 20 seconds of selecting RICH/RUN or if EGT exceeds limits
Cold Start
  • Fuel Control Switch RUN: EGT 1°C or more
  • Fuel Control Switch RICH: EGT 0°C
Max Start EGT
  • Ground Start: EGT 570°C (Red Line Maximum Start EGT radial on EICAS EGT display - remains in view until start completed)
  • Inflight Relight: EGT 850°C (SEI placard limit - Maximum Takeoff Power)
Engine AUTO ignition Prevents flame-out due loss of power when either N3 < 45% RPM or engine anti-ice switch ON or slats deployed.
Engine CONT ignition limitation 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
  • Ground Spoiler INOP
  • Landing Gear ferry
  • Tailwind > 10 kts
  • Runway < 6000 ft
  • RTOM table unavailable
  • Windshear anticipated

Thrust Limits
  • 5 minutes
  • 10 minutes

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

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 INOP EPR limiting/overboost protection INOP
ELC INOP N1 overspeed protection INOP (Engines PRE SB 71-8093 also monitor EGT)

Fire Protection

Flight Controls

  • 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.
  • Stabilizer trim settings less than 3 units requires use of alternate stabilizer trim switches/levers

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

Stabilizer Trim
  • Powered by Center and Right hydraulic systems, through motor and brake system.
  • Controlled automatically by autopilot or by Mach Speed Trim system when autopilots not engaged. Electric, Alternate or autopilot trimming inhibits Mach Speed Trim.
  • Automatic Stabilizer 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 Stabilizer motion is detected or, with Autopilot or Mach Speed Trim system engaged, Stabilizer 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, Stabilizer 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.

Yaw Dampers
  • 2 independent systems, powered by Left and Center 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/Center) hydraulics INOP

Flaps and Slats
  • Flap 1 = Flaps and Slats
  • Powered by Left Hydraulic System
  • Alternate system uses Right AC/DC.
  • Maneuvering 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 30 position, flaps automatically retract to 25. When airspeed is reduced, flaps automatically re-extend.
Auto-Slats Upon receiving a signal from the stall warning system, the slats automatically extend from the midrange position to the fully extended landing position. The slats retract a few seconds after the signal is removed.
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

Speedbrake lever driven to UP and all spoiler panels fully extend if
Speedbrake lever driven to UP and all spoiler panels fully extend if
  • Flaps in landing position (25/30) or
  • Captain's Radio Altitude is at/or 800 feet or
  • either Thrust Lever forward of flight idle for more than 15 seconds
  • Note: Caution inhibited below 15 ft Radio Altitude.

Flight Instruments

  • Standby altimeters do not meet altimeter accuracy requirements of RVSM.
Cross Check Limits
Field Elevation IAS/Mach limitation Max Difference
Between Captain's and First Officer's Altimeters
Max Difference
limitation Between Captain's or First Officer's Altimeters and Field Elevation
Sea Level 0 40 ft 75 ft
5,000 feet 0 45 ft 75 ft
10,000 feet 0 50 ft 75 ft

limitation 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. Center 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 center ILS and Radio Altimeter.
Pitch Limit Symbol Use of Wing Thermal Anti-Ice (WTAI) increases stick shaker speed by about 5 kt for the remainder of the flight. Consequently, PLI pop-up will occur about 5 kt earlier than if WTAI had never been used.
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 localizer 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). Same applies to ADIRUs.
Air Data
  • 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 center 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 center Autopilot operation, F/O altimeter settings are followed for right Autopilot.

Flight Management Navigation

VOR approaches limitation 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 limitationThe navigation and display system does not support operations at latitudes greater than 87° North or South.
Magnetic Reference limitation 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


  • Minimum fuel at the point of initial push back shall be 5,000 kg.
  • Maximum Fuel temperature: 49°C Note: JP4/Jet B: 29°C.
  • Minimum fuel temperature: -45°C or 3°C above freezing, whichever higher.
  • The center tank may contain up to 907 kg of fuel with less than full left or right main tanks provided center tank fuel weight plus actual zero fuel weight does not exceed the Maximum Zero Fuel Weight, and center of gravity limits are observed.
  • Lateral fuel imbalance must not exceed 880 kg for all operations.

Center Tank Override Pumps
  • Inhibited inflight and on ground when associated N3 < 50% RPM. Refuel panel open removes inhibit.
  • ETOPs aircraft with double AC failure: Right fuel override pump powered by HMG
Center 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 > 800 kg or center tank switches OFF with > 600 kg in center tank
LOW FUEL L or R main tank quantity < 1000 kg

  Left Center 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
767-200 18,447 kg 25,254 kg 18,447 kg 62,152 kg
767-300 18,267 kg 36,167 kg 18,267 kg 72,700 kg

Fuel Type Specification Comments Freezing Point Flash Point
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

Wide Cut Fuel
[used in cold climates]
JP-4 Grade [NATO F40]
British DERD 2454
British DERD 2486
Canadian CAN 2-3.22
ASTM D1655-75

High Flash Point Fuel
JP-5 Grade [NATO F44]
British DERD 2498


  • Hydraulic Oil Specification: Skydrol 500 B4
  • Minimum quantity for despatch: RF not displayed (> 0.75)
System Rudder Elevators Spoilers Ailerons Yaw
Left yes yes yes Right yes     yes Left
Center yes yes yes Both yes yes yes    
Right yes yes yes Left   yes yes   Right

System Brakes Flaps &
Left Alternate yes. yes. yes. HDG
Center         RAT
Right Normal & Reserve       PTU

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

fluid for:
(QTY 0.15-0.20)
Left Center Right
PTU - which in turn supplies:
Flaps & Slats, Landing Gear and
Nosewheel Steering
RAT - which in turn supplies:
All Center Hydraulic System Flight Controls
Reserve Brakes

  • activates if either Left Engine fails (N3 < 45% rpm) or Left engine-driven pump pressure is low (< 1275 psi)
  • inhibited if Right engine not operating (N3 < 45% rpm).
  • supplies Flaps & Slats, Landing Gear and Nosewheel Steering (and HDG)
  • output pressure indicated on Lower EICAS Status page.
  • activates if Air/Ground System in air mode and airspeed > 80 kt and both engines fail (N3 < 45% RPM).
  • supplies Center 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
  • utilizes reserve of fluid within supply line (isolated from Left 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 Left Right  
Antiskid yes laterally paired wheels yes yes
Autobrakes yes no yes  

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 5 minutes elapse from engine start switch engagement.
& Fire Bell
Inhibited during takeoff between Rotation and either 400 feet Radio Altitude or 20 seconds after Rotation.
& 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

On Ground and either engine thrust in takeoff range and:
  • FLAPS not in the takeoff position or
  • SPOILERS: Speedbrake lever not DOWN or
  • STABILIZER not in green band.
In-flight and any Landing Gear not down and locked and either: