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| Welcome to this forum. | Dear members,
Due to PHP and forum software issues on the server, the forum does not function properly anymore. Also due to the fact that sjap does not work in the aviation industry anymore, and Sjap is not working with 737’s anymore, the forum is not active for new members. You can always browse to the existing topics to search for related 737 complaints or other issues. I am very sorry for the inconvenience. We had a great time together on this forum, and a lot of valuable information and tips and tricks where shared with each other. I am sure lots of delays, costs and manpower was saved due to the technical help we gave each other. Keep up the good work in aviation maintenance, and remember to always use your common sense, together with the official manuals. Have a safe day ! Regards ********************** |
| Re: IAS Disagree | Guys! After changing the AOA sensor for the 3rd time it fixed the problem. many thanks Donnie |
| STANDARD WIRING PRACTICES MANUAL | STANDARD WIRING PRACTICES MANUAL
where can i find a standard wiring practices manual for 737-200 adv |
| OJT-list | Does someone has a OJT-list for the B737-3/4/5 Thankx |
| APU auto shutdown | Jose Manuel
Dec 16, 06 – 1:59 AM APU auto shutdown B737 APU Model GTCP 85-129 H The problem is: T/S AMM 49-00-00 in process. Best Regards. Pete Dec 17th, 2006 – 6:33 PM Re: APU auto shutdown Hello Jose,if your c/b popps during start cyckle,nine outa ten times your 3 way solenoid is burned,see troble shootin chart for the correct values,merry christmas and good luck Jose Manuel Jan 26th, 2007 – 9:15 PM Re: APU auto shutdown Sorry for the delay. Best regards. |
| Flap assymetry 737-200 | flap system asymetry 737-200
we are experiencing a flap system malfunction after a right hand position transmitter adjustment and a jackscrew replacement consecutive to a stall warning intermittently during flight sjap Dec 3rd, 2006 – 11:46 AM Re: flap system asymetry 737-200 Strange since the APU gen connects to the same busses as well. sjap Dec 5th, 2006 – 6:12 PM Re: flap system asymetry 737-200 Or, try to find and switch over to different elec power sources. Pls let me know what it was. DEGILA Jan 26th, 2007 – 12:43 PM Re: flap system asymetry 737-200 all is well that ends well |
| B737-500 on ground trim | tinmouse
Jan 20, 07 – 12:25 AM B737-500 on ground trim Hi everybody Strange situation happened second time now. Crew is ready for departure, wants to set stab trim and aircraft trims in high speed mode. Engines not running, no flaps selected. Pete Jan 20th, 2007 – 6:33 AM Re: B737-500 on ground trim Hi,Tin mouse.First the engine has no influnce on stab trim speed.It is The flap switch s245 ,wich is located on the flap drum in the under carriage bay.The flap up or not up signal is then sent to stab trim motor.So The most probable cause to your problem is the is the s245 in the flap drum.Se ssm 27-41-11 Jan 22nd, 2007 – 3:36 PM Re: B737-500 on ground trim Hey Pete, thanks a lot, i will forward this. |
| 737-300/400/500 Body Station Diagrams | Jennings Heilig
Jan 14, 07 – 5:52 PM 737-300/400/500 Body Station Diagrams Hello, I am trying to find an online source for 737-300/400/500 fuselage (body) station diagrams showing precise frame widths for all three fuselages. Thus far I have had no success, so I wonder if someone might be able to point me to this information, assuming it exists online (PDF?). Many thanks! Jennings Heilig Pete Jan 19th, 2007 – 7:13 AM Re: 737-300/400/500 Body Station Diagrams Dont you have an amm at work,dimensions and areas are in ata chapter 06.But, You should know this????? Jan 19th, 2007 – 12:26 PM Thanks for your helpful suggestion I’m an aviation artist, and am not in any way connected with the aviation industry. In fact, I’m a nurse. Your suggestion was most helpful and friendly. I appreciate it very much. JH Pete Jan 19th, 2007 – 7:46 PM Re: 737-300/400/500 Body Station Diagrams Jennings ,Then i understand,give me your fax or e-mail and i will supplie you with the details,best regads Pete |
| Mel | rambo
Sep 2, 06 – 10:33 AM mel ddpg procedure for mel 27-13, & amm procedure in page block P900, for same ddgp are not very clear cut, on how to deactivate P1 side stick shaker , for the purpose of invoking 27-13 mel. sjap Sep 11th, 2006 – 1:16 AM Re: mel Hello rambo, What exactly do you mean? 27-13 only states that 1 may be u/s provided the other system is ok. Is there any reason to deactivate the shaker? Best regards rambo Sep 11th, 2006 – 9:00 AM Re: mel hi sjap as for the problem, we had stick shaker warning on P1 side through out the flight,which was confirmed to be spurious.now to invoke this mel 27-13, P1 side stick shaker has to be deactivated, which looks,at least to me, a complex thing as lot of other functions (like auto slat, mach trim ,yaw damper,flight director etc.) will also get deactivated if the mentioned cbs’ in ddpg are pulled & will end up invoking another5 to 6 mels , if i am right. Raghu Sep 11th, 2006 – 6:40 PM Re: mel Hi Rambo, rambo Sep 12th, 2006 – 9:51 PM Re: mel hi raghu sander Jan 18th, 2007 – 3:46 AM Re: mel Seems pretty clear to me. In this case the mel procedure for a inoperative stall management/stall warning comp should be followed. Obviously the PF should be on the operational side. <!– w –><a class=”postlink” href=”http://www.aircraftmech.com”>http://www.aircraftmech.com</a><!– w –> Pete Jan 19th, 2007 – 7:25 AM Re: mel Rambo,why dont you get your self an avionics education,then you would undersand what you are talking about. |
| Auto speedbrake auto popout afterlanding | jamechau
Dec 21, 06 – 3:00 PM Auto speedbrake auto popout afterlanding Hi! Sjap Dec 21st, 2006 – 3:32 PM Re: Auto speedbrake auto popout afterlanding Re-lubricate the speedbrake sliding part, see amm ch 12 for instructios. Maybe it’s a little dry and the actuator has to work too hard to move it, cuasing the cb to pop. jamechau Dec 22nd, 2006 – 10:39 AM Re: Auto speedbrake auto popout afterlanding Thanh you for your information, i will try and give you the result. Pete Dec 22nd, 2006 – 7:10 PM Re: Auto speedbrake auto popout afterlanding HI JAMECHAU,IF A C/b POPPS,THE CURRENT IS HIGH,TO CHECK WHY A C/B POPPS YOU MUST DO A CONTUINITY CHECK OF THE CIRCUIT,AND FOR POOR CONTACTS OR SHORTS YOU CAN USE A MEGGER.MANY THIMES IT IS EASIER TO CHECK THE CIRCUIT,THAN CANGINING A LOT OF SPARE PARTS AND CARRY OUT SHOT GUN TROUBLE SHOOTING,GOOD LUCK AND MERRY X MAS PETE Jan 16th, 2007 – 4:49 AM Re: Auto speedbrake auto popout afterlanding Hi! We was have same situation on our 737-300. We replaced auto speedbrake actuator and adjusted the control cabel and lubricated! After we checked the speedbrake lever brake! Read your AMM 27-62-21 p404 the check is measure the gap beetwen the brake pads! We was replaced the lever brake after OK! |
| b737/800 high rate of climb | rag
Jan 7, 07 – 9:58 PM b737/800 high rate of clim hi there,we just have two b737/800 on our fleet,we have problem on both of them(cabin high rate of climb 700ft/mint during t/o)bite test c/o on cpc nothing found,i wounder if u have an answer to this.tanx sr79 Jan 16th, 2007 – 2:57 AM Re: b737/800 high rate of clim hey rag i suggest you check the pneumatic system with the itcan kit to see if one of the valves is sticking especially in the high stage portion happen to one of our 737 ng same problem alot of history |
| autobrake disarm after touch down | Tamás Csapka Jan 12, 07 – 3:45 PM autobrake disarm after touch downHello! We have a difficult situation on our plane 737-300. Sometimes after touch down autobrake disarm light come on. We replaced autobrake control modul, wheel speed sensors and NLG air ground relay! If you have a good trick pls put to the forum! Email: <!– e –><a href=”mailto:tamas.csapka@skyeurope.com”>tamas.csapka@skyeurope.com</a><!– e –>Sjap Jan 12th, 2007 – 6:27 PM Re: autobrake disarm after touch downHello Tamas,Follow your t/s guide, you will almost certainly find one of your autobrake pressure switches, located on the aft wheel well bulkhead, being faulty. best regards Sjap Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> |
| CFM-56-7 HMU LEAKS | tommyz
Sep 15, 06 – 7:38 PM CFM-56-7 HMU LEAKS ANYONE GOT MORE INFO ON WHY THE HMU LEAKS SO MUCH ON -7 MOTOR. Sep 15th, 2006 – 11:53 PM Re: CFM-56-7 HMU LEAKS The HMU should not leak. We don’t have any leaking HMU’s in our fleet of NG’s. Pete Dec 17th, 2006 – 6:39 PM Re: Re: CFM-56-7 HMU LEAKS If you have a leaking hmu,check the housing,i experienced twice it was bad casting in the housing,so the leakage was thru the housing wall. Sep 16th, 2006 – 12:08 AM Re: CFM-56-7 HMU LEAKS Hello Tommy Fluid: Fuel If its above these limits, replace the HMU or its gasket. Normally the HMU does not leak. Good luck tommyz Sep 16th, 2006 – 2:40 AM Re: CFM-56-7 HMU LEAKS THE PROBLEM WE ARE HAVING IS LEAKING OUT OF SIDE AND BOTTOM DRY BAY COVERS.VERY BAD SINCE IT IS SUPPOSE TO BE DRY. Sep 20th, 2006 – 4:45 AM Re: CFM-56-7 HMU LEAKS check 737NG-FTD-73-05001 on MBF. Its about o-rings made of fluorosilicone used on HMU’s p10 and prior causes fuel leaks at low temperature. New o-rings made of fluorocarbon are introduced to solve the problem. Your engineering department has been informed per Honeywell Service Information Letter SIL No 12. Or contact your local dealer |
| Apu not starting | ramesh
Oct 18, 06 – 7:53 PM Apu not starting Hi, Regds, sjap Oct 19th, 2006 – 4:20 PM Re: Apu not starting Hello Ramesh, Let us know what you found. Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> Ramesh Oct 20th, 2006 – 11:39 AM Re: Apu not starting Hi, Regds, samc777 Nov 24th, 2006 – 4:55 AM Re: Apu not starting What model APU are we talking about here? Ramesh Dec 3rd, 2006 – 2:22 PM Re: Apu not starting No further reports the APU was replaced. Per Boeing we could switch over to Type1 oil as a fix. Regds, |
| Symbol generator/Display management unit | Talha Siddiqui
Nov 23, 06 – 12:45 PM Symbol generator/Display management unit hi ya all, i am a student Aviation Engineer and i am looking for some information. my question is can someone explain to me how a symbol generator unit/display management unit works??? i have been looking on the internet but i couldn’t find alot of information. thanks for your help… your future colleague sjap Nov 23rd, 2006 – 1:08 PM Re: Symbol generator/Display management unit Hello Talha, The only and best way to help you is with a description and operation chapter of ATA 31. Good luck with it, and remember the copyright of the maker of that chapter, Mr.Boeing himself. Good luck with your cockpit/flightdeck/control cabin/flight compartment/small room in the front of the aeroplane,etc. etc. Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> Talha Siddiqui Nov 23rd, 2006 – 6:42 PM Re: Symbol generator/Display management unit hi sjap, thank you very much…. this is what i was looking for…. once again thanks from me and my fellow students |
| ATR button on communication panel | Tim
Jan 5, 05 – 6:11 PM ATR button on communication panel hey folks! need your help: in our 737-300 and 737-500 we have a strange channel button on our communication panel. the button’s description shows the letters ATR, and it has its own volume control, just as the INT, PA, or the VHF buttons. with best regards, Tim FO 737 Sjap Jan 5th, 2005 – 10:28 PM Re: ATR button on communication panel Hello Tim, Tim Jan 6th, 2005 – 3:40 PM Re: ATR button on communication panel I guess you can find this button on almost every 737-A/C in our fleet… Give me your email adress and I’ll send it to you. Sjap Jan 6th, 2005 – 8:13 PM Re: ATR button on communication panel email the picture to Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> Sjap Jan 7th, 2005 – 1:32 AM Re: ATR button on communication panel Some help is asked via the website. <!– m –><a class=”postlink” href=”https://online-lening.net/31.htm”>https://online-lening.net/31.htm</a><!– m –> Greetz Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> chippie Jan 7th, 2005 – 1:38 PM Re: ATR button on communication panel ATR = Air Transport Radio chippie Jan 8th, 2005 – 4:44 PM Re: ATR button on communication panel According HONEYWELL ABBREVIATION & ACRONYM DICTIONAR"; ATR – Air Transport Radio: ARINC form-factor/standard case dimensions; 1 ATR = 8 MCU (also, Austin Trumbull Radio standard design) see: Tim Jan 9th, 2005 – 2:28 AM Re: ATR button on communication panel Someone’s guess was about Acars Telephone Receive (ATR) which is an ACARS voice mode specifically for receiving telephone messages (…never heard about this one before… ) Since all of our 737’s are a bit older I guess ACARS has been a retrofit on them as they all have it. Could ACARS Telephone Receive be the solution for our famous ATR button on the audioselector panel? If yes, what does it do? If no, hope we gonna disclose this secret soon…. Seeya, Tim Sjap Jan 9th, 2005 – 7:26 PM Re: ATR button on communication panel Well Tim, <!– m –><a class=”postlink” href=”http://www.at-holland.nl/filser.htm”>http://www.at-holland.nl/filser.htm</a><!– m –> <!– m –><a class=”postlink” href=”http://www.wingsandwheels.com/page1.htm”>http://www.wingsandwheels.com/page1.htm</a><!– m –> <!– m –><a class=”postlink” href=”http://www.hkavionics.com/atr600.pd”>http://www.hkavionics.com/atr600.pd</a><!– m –> To be continued… Tim Jan 9th, 2005 – 11:57 PM Re: ATR button on communication panel Well, I’d love this button play some music if you pushed it but unfortunately it is not working though it is not labled INOP… Still curious about THE answer… Have a nice week everyone! And keep going! Sjap Jan 10th, 2005 – 4:33 PM Re: ATR button on communication panel Yo Tim and others, Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> Tim Jan 10th, 2005 – 7:09 PM Re: ATR button on communication panel Ok, guys…. —————————————————— DESCRIPTION AND OPERATION 1. General transmits and receives digital messages in conjunction with a ground station. Messages are transmitted by use of the VHF-3 transceiver. By automatically transmitting such data as departure station, destination, estimated time of arrival, crew payroll numbers, material requests, fuel, engine data and flight number, the crew workload is lessened. ACARS consists of a management unit (MU), an interactive display unit (IDU), and a printer. B. See Fig. 1 for the ACARS component locations. C. ACARS will operate either in the demand mode or polled mode. The pilot may also switch the system to voice mode and communicate with parties on the ground. Direct contact with a specific telephone number on the ground may be made. A two tone chime sounds through the aural warning system to alert the pilots to an incoming call. 2. Interactive Display Unit A. The Display Unit (DU), located on the aft electronics panel, provides the pilot with the facilities necessary to enter text data such as departure station, destination, estimated time of arrival, flight number, and miscellaneous messages into ACARS for transmission to a ground station. B. The DU performs all the mode control, data entry, message display, and message recall functions required for ACARS. The DU has an interactive key touch system that enables full alpha and numeric data entry. C. The DU is 5.75 inches wide, 4.5 inches high and 6.5 inches deep. The IDU consists of a microprocessor, an oscillator/countdown, an LED memory —————————————————— On this aircraft VHF3 is not fixed wired to ACARS in the E+E compartment like on several others in our fleet. There is a 3rd radio control panel installed in the cockpit showing DATA in the active frequency window. Since the ACARS MU is managing frequency selection and control of transmission and reception for all datalink messages, it might be also possible to receive ACARS telephone calls over this frequency. Good hint, sjap – next time I go to work I will ask somebody to look into the wiring manual for this specific panel. Maybe this will help us getting closer to an answer…. So long,…. chippie Jan 10th, 2005 – 9:15 PM Re: ATR button on communication panel I’m B1 but I think a B2 can do something with the following link: A lot of ATR’s Sjap Jan 24th, 2005 – 6:38 PM Re: ATR button on communication panel This text on the airmech forum can be the answer? Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> sander Jul 27th, 2006 – 10:42 AM Re: ATR button on communication panel I have not heard of this ATR switch before and I am quite curious as to what it is now. We don’t operate (nor have I seen operators) with that switch installed. I’ve looked in our maintenance manuals and in some other airline’s maintenance manuals but I can not find any reference to ATR in the communications section. If your company has it installed then there must be something written in your companies maintenance manuals. I for one would love to know the answer to that one. Mick Sep 26th, 2006 – 1:48 AM Re: ATR button on communication panel Hi! If u r still interested, I’m currently doing an IL2 check on D-ABJA DLH 737/500 on BUD as B2. I checked AMM 23-51-00/001 2. C. (d) and it says: ‘On audio selector panels with an ATR MIC SELECTOR, the ATR MIC SELECTOR is not connected.’ This is an old amm rev but I’ll look after it. This means that switch is not used on that a/c. Otherwise, I’ve no idea about meaning of ATR. Proud to be an Avionic Tech, Keep Fly! Bye Tim Sep 27th, 2006 – 4:46 PM Re: ATR button on communication panel Hey Mick! Any appendix to it where you find an abbreviation list? Or any further information about ATR, to which component it normally leads to? Almost all of our B737 have that button on the com panel, only a few have the original (Boeing standard?) panel where you can’t find any ATR button… greez, Tim |
| light test | robby
Sep 25, 06 – 12:38 PM light test Hello, I fly the 737-4K5. From the beginning I ask myself why if you do a light test all the lights come on and when you push an individual light it comes on to test the bulb. BUT: if you push on the G/S and/or PULL UP light, they never come on when individually pressed. Anyone knows why? regards, rob hakanipek Sep 25th, 2006 – 1:51 PM Re: light test because they are push to inhibite switches, they haven’t got push to test facilities… |
| Landing altitude warning on pfd | Alexandro
Jul 14, 06 – 9:29 PM Landing altitude warning on pfd Dear Sjap, can u tell me why there is a amber Landing altitude warning in the lower right hand part of the PFD? Thanks in advance, Alexandro Jul 17th, 2006 – 9:52 AM Re: Landing altitude warning on pfd Hello Alexndro, I’ve asked my colleague about it, and he showed me that the warning comes on when there is no destination field programmed in the FMS. As long as there is a destination field programmed, the FMS knows the elevation of that field (in the database), and this elevation is displayed on your altitiude bar. But if this failes or no field is programmed, you get this amber landing alt warning indicating that the a/c does not know where you are about to land so the landing altitude is unknown. Best regards sander Jul 18th, 2006 – 2:14 PM Re: Landing altitude warning on pfd Hey sjap, Thanks for linking my site. I need to put some more work in it to complete it but with these hot sunny day’s I can’t put myself to sit behind a computer. rambo Sep 3rd, 2006 – 4:23 PM Re: Landing altitude warning on pfd site not working. pl. update the link sander Sep 3rd, 2006 – 11:40 PM Re: Landing altitude warning on pfd I’ve put my site on a proper webhosting now. <!– m –><a class=”postlink” href=”http://www.aircraftmech.com/”>http://www.aircraftmech.com/</a><!– m –> |
| eec | vish
Nov 17, 05 – 6:57 AM eec hi any one who knows easy explainaton for eec operation like alternate mode Captain Chaos Nov 17th, 2005 – 11:25 AM Re: eec Hi, Thers is no simple explaination, its very hightech super duper system. First read: Good luck Nov 20th, 2005 – 9:47 AM Re: eec Maybe this helps: Email: IFixPlanes#at#gmx.net nick O Aug 23rd, 2006 – 10:58 PM Re: eec Alt mode is when on ng when the eec get its po pressure from alt source. Bad ADIRU the eec has a map mode bulit in it fail safe.When you have a ALT light on it is a bad ADIRU the engines get po source from the tat probe for the first 5 sec then switch to t-12 sensor on each eng. Check the fim for alt light and sds in 700 m/m will tell you more. Raghu Sep 3rd, 2006 – 4:28 PM Re: eec Hi Vish, |
| Stab trim troubleshooting | Roberto Mora
Mar 8, 05 – 9:36 PM Stab trim troubleshooting We have had the following problem in one of our 737NG: -STAB OUT OF TRIM lt. illuminated during normal cruise with any A/P channel engaged. The problem is intermittent and we have replaced the following LRU´S: R384, S145, S144, S844, R64 and Stab Trim motor with no success. Any help would be very much appreciated. All the best, Sjap Mar 10th, 2005 – 9:33 AM Re: Stab trim troubleshooting Hello Roberto, Sometimes the flapswitch has moisture and dirt in it, and cycling of the flaps a few times will help. If the contact is dirty, the switch may think the flaps are not up in flight and therefore thinking the stab is out of trim. Hope you find the problem soon. Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> Roberto Mora Mar 10th, 2005 – 3:52 PM Re: Stab trim troubleshooting Hi Sjap! Thanks for your quick response! At this time the aircraft is flying and the problem has not reproduced again, it´s intermittent. Anyway, I think it´s a good idea to check/replace S245 if the problem appears again. You´re right S245 is susceptible to moisture contamination and causes problems to the stab trim, there are some Boeing FTD´S regarding this matter. I will keep you informed. Congratulations for the web site! Roberto Mora Mar 21st, 2005 – 11:14 PM Re: Stab trim troubleshooting Hi All! We have replaced S245 and the trouble is already fixed. Thanks for your input. All the best, 737 guru Aug 29th, 2006 – 6:27 PM Re: Stab trim troubleshooting The s245 will kick the auto pilot off not the stab trim. |
| FIM 27-62 TASK 804 possible mistake | Roberto Mora
Jan 31, 06 – 2:16 AM FIM 27-62 TASK 804 possible mistake Hi all, I need your point of view about the following subject: During the troubleshooting process of a problem related to the auto-speed brake sys I have seen what it could be a mistake from Boeing. Following FIM 27-62 TASK 804 (Speedbrake auto-extend doesn´t operate) I realized that the possible causes only showed these items: Following the SSM 27-62-11, page 101, sheet 1, I could see that a switch located in each A/T MICROSWT PACK must be in IDLE to complete a logic circuit and extend the actuator, I mean, both must be in IDLE to extend the actuator. Don´t you think that they should be listed as a posible cause? These switches are located in M1766 and M1767 A/T SWT PACKS. Any input would be very much appreciated! All the best, Roberto Mora Jan 31st, 2006 – 2:21 AM Re: FIM 27-62 TASK 804 possible mistake Sorry Folks, I forgot to tell you that it´s a 737-800 Thanks, Sjap Feb 7th, 2006 – 7:11 PM Re: FIM 27-62 TASK 804 possible mistake Hola Roberto, Yes you are partly right, Best regards Roberto Mora Feb 8th, 2006 – 2:06 AM Re: FIM 27-62 TASK 804 possible mistake Hola Sjap, Yeah, we fixed the problem replacing the autospeedbrake control module, M980, but I have been looking for similar problems in our records and I found the same issue caused by one of the A/T SWT PACK microswitches, this was like two years ago. Thanks for your input, amigo! Roberto nick O Aug 23rd, 2006 – 11:07 PM Re: FIM 27-62 TASK 804 possible mistake The switch packs can can give you a jam up. What you can do to test it out fast well not fast but I have made 2 plugs to check the switch packs. Get the jack #’s off the wdm for the switch pack I took about 5 feet of wire and made 2 plugs. So to check to switch packs like switch s4,s5,s6,s7 to see if you have a dead spot or high ohms. Once you make the plugs you can test the l or r switch pack with out haveing to twist and bend or take out the switch pack to test it. It’s help me out. |
| Hydraulic system and water system questions | Francisco Triana Vazquez
Jul 27, 06 – 7:18 AM Hydraulic system and water system questions Hello i`m Francisco,commercial pilot from Mexico, and would like to know the hydraulic fluid refill point for the B-737-200 and -200ADV and the water tank capacity for the B-737-200 and -200ADV, thank you so much. Sjap Aug 8th, 2006 – 9:29 PM Re: Hydraulic system and water system questions Hola Francisco, I think the hydr. refill point is at the same spot as the -300. in the wheel well RH fwd corner below syst B reservoir. Best regards, Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> Francisco Triana Vazquez Aug 12th, 2006 – 3:58 AM Re: Hydraulic system and water system questions Thank you very much Sjap, for answering my rather irrelevant questions for this forum , but this info is impossible to get in the operations manual for a pilot, well again thank you very much ¡¡¡¡¡ |
| Wing body overheat sensor test | Raghu
Aug 2, 06 – 7:42 AM Wing body overheat sensor test Hi, Sjap Aug 8th, 2006 – 9:23 PM Re: Wing body overheat sensor test I would use the multimeter if i was you. Why not. I don’t think you will harm the plane with it… Greetz Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> Raghu Aug 10th, 2006 – 6:40 AM Re: Re: Wing body overheat sensor test Hi Sjap, Sjap Aug 10th, 2006 – 3:00 PM Re: Wing body overheat sensor test Good point. You are right. So this equipment you need should be a standard RCL meter. |
| BMS8-121; BMS8-133 | Daniel Mejia
Jul 21, 06 – 6:58 PM BMS8-121; BMS8-133 How do I find out who is QPL on these two specifications. Sjap Jul 26th, 2006 – 8:59 PM Re: BMS8-121; BMS8-133 Hello Daniel, What do you mean with QPL? pls explain Daniel Mejia Jul 26th, 2006 – 9:35 PM Re: BMS8-121; BMS8-133 Only certain manufacturers are on Boeing’s Qualified Product List. james Aug 4th, 2006 – 1:53 PM Re: BMS8-121; BMS8-133 Pls use your ID login MBF(<!– w –><a class=”postlink” href=”http://www.myboeingfleet.com”>http://www.myboeingfleet.com</a><!– w –>). If you have not ID. Pls contact the engineering department. |
| apu starting | hakan ipek
Jun 16, 06 – 3:23 PM apu starting Aircraft model is:737-300/400 The question is based on a imagine.I want to start apu but the battery is not suppose this. its voltage under 18V. and it isn’t possible to find AC or DC external power. What a good thing I found a well batterry and I start the apu. Is it possible to remove the good battery from system and replace the other one. This may be a silly question but I think interesting? hakan ipek Jun 17th, 2006 – 5:38 PM Re: apu starting sorry but I forgot to say "Is it possible to remove and replace the other battery with out APU shutdown?" Sjap Jun 28th, 2006 – 8:20 PM Re: apu starting Yo hakan, I think the APU will shut down because the effect is the same as switching off the battery. (?) hakan ipek Jul 1st, 2006 – 10:53 PM Re: apu starting I recently try it. Apu still running. I think DC bus and BUT bus still energized. There is no any supply from Switched But bus or Hot But. bus so APU is remaining. Jul 12th, 2006 – 9:38 PM Re: apu starting BUT bus? You mean BAT bus maybe? Wathever, i appreciate your courage to explore the 737 systems yourself by doing this! Best regards, Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> hakan ipek Jul 25th, 2006 – 9:06 AM Re: apu starting 28 v DC BUT BUS energizes TRU 3 so there is no power loss. BAT BUS still energizes… Sander Jul 27th, 2006 – 8:04 AM Re: apu starting Dear Hakan, the TRU3 I’ve never heard of a but bus but the TRU3 is powered from the 115V ac main bus 2. I think that if the battery is removed it is the same as a completely flat battery so the battery bus and the hot battery bus will be powered from the TRU3 and the Battery Charger. Note that the fire detection comes from the battery bus but the fire extinghuising comes from the hot battery bus. Imagine the aircraft flying without any power left in the battery, u don’t want the apu to instantly shut down. |
| maintenance of flight controls and hydraulic systems | AviationStudies Flight controls project
Mar 8, 06 – 4:16 PM maintenance of flight controls and hydraulic systems Hello, Greets Peter Sjap Mar 9th, 2006 – 3:09 PM Re: maintenance of flight controls and hydraulic systems Hello Peter, It’s a question with lots of answers: What we do in C checks: Flt controls: D check we often send the ailerons/tabs/elev/tabs/rudder to shop for overhaul and paint job. Flaps get new carriage assies. Slats stay often on wing. Just visual inspections. I can tell you lots and lots more but too much for this forum. Else mail me and ill try to answer your quiestions. Greets Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> sander Jul 18th, 2006 – 2:29 PM Re: maintenance of flight controls and hydraulic systems Personally I think that fitting a 737 with a complete fly by wire system is a bit too costly. There is not enough redundancy build in to do without control cable’s. U’d have to build in systems to be able to take control of the flight controls in all kinds of failures. There’s a lot of if’s in this concept. Offcourse it’s up to u guy’s to look at the possibilities but in aviation safety is key. It needs to be as safe or safer as the current design. |
| Recirc Fans | Mike
Jan 8, 06 – 1:40 PM Recirc Fans Guys, Is there anyway of confirming the Recirc Fans are operating from the flight deck on a -800 ? Thanks. Mike. Sjap Jan 9th, 2006 – 7:57 PM Re: Recirc Fans Hey Mike, Put all bleed switches in off. Of course, do it on gnd only and not in the air… Greetz, mike Jan 10th, 2006 – 9:01 AM Re: Recirc Fans Sjap, thanks for info. Mike goumaih Jun 14th, 2006 – 8:17 PM Fwd outflow valve the outflow valve dont pass to open position with lwr ofv fully open |
| Structure Repair Training | Hi-lok
Aug 17, 05 – 10:43 AM Structure Repair Training Hi,can anyone tell me how to download the Structure Repair Training Manual?Thanks a lot. Aug 19th, 2005 – 12:34 PM Re: Structure Repair Training Hi Hi-lok, As far as i know, i do not know any SRM training manual. The SRM itself is there, but a training manual for it? greetz Apr 21st, 2006 – 7:17 PM Re: Structure Repair Training To understand the Structual Repair Manual, I advise you to read the introduction of this manual. Greetings, |
| TCV (-800) | MMEL
Apr 13, 06 – 10:26 AM TCV (-800) Hi we recently had a problem with 2 of our -800 where cooling of the packs was very in effective on ground, HX cleaning was done / BITE passes succesfully but no luck. snag was located to the TCV where we found that although the TCV was closed, the outlet duct was still hot to touch, on removing & performing a VI, it was observed that TCV seals had worn out and there was a lot of leakage of hot air leaking past it. replacing it rectified the problem. Does any1 of u faced the same???????? |
| external power receptacle | edsoh
Apr 7, 06 – 2:47 PM external power receptacle For ac external power receptacle, what is the pins E & F used for? Is it for the ext power light in the cockpit? Durk Hoekstra Apr 9th, 2006 – 8:24 PM Re: external power receptacle The E and F pins are socalled DC interlock pins and they are shorter than the other pins. pins E and F are (737- 3/400) connected to the bus protection panel. The DC for the interlock circuit is supplied from AC external power by the TR unit inside the bus protection panel. The relay’s connecting the AC external power to the bus system depend upon an external interlock circuit joining the pins E and F. If the external power cable is inadvertently removed while ac power is being used, the E and F pin interlock circuit will be interrupted before the longer AC pins seperate from the cable connector. The relays holding the external power on the electrical system then relax, thus preventing arcing or flashing. The blue GRD PWR AVAILABLE light illuminates when the external power is connected to the airplane, this is controlled by the bus protection panel. Email: <!– e –><a href=”mailto:durk@planet.nl”>durk@planet.nl</a><!– e –> edsoh Apr 10th, 2006 – 2:52 AM Re: external power receptacle thanks for the info! |
| MANUAL EXTENSION OF LANDING GEAR | DAVID MINNIS
Feb 23, 06 – 4:16 AM MANUAL EXTENSION OF LANDING GEAR When the landing gear has been manually extended, even though there has been no loss of system a or b hydraulics, why do you not have any nose wheel steering on the ground? Would switching the nose wheel steering switch to alternate from normal give you nose wheel steering? Thank’s! sjap Feb 23rd, 2006 – 12:37 PM Re: MANUAL EXTENSION OF LANDING GEAR Hello David, With manual extension you should have placed the gearhandle in the off-position. Alternate nosesteer works on the B system i.s.o. A-system, still the same rules apply. Hope this helps. Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> |
| Removing Bonded Duct | albert
Feb 6, 06 – 12:43 AM Removing Bonded Duct When two composite flight deck air-cond duct is bonded together per BAC5010 (BMS5-105), how can the two duct be separately without damaging it? What is the standard maintenance procedure to remove the two bonded duct from the airplane? Is the bonding permanent? any advise please… sjap Feb 6th, 2006 – 2:57 PM Re: Removing Bonded Duct Hey Albert, |
| bleed snag on 737-400 | hari
May 4, 05 – 8:49 PM bleed snag on 737-400 Hi i’ve come across a problem of bleed trip light coming repeatedly during only descend.Problem seems to be in precooler control system, precooler control valve & sensor(390-440) have been replaced,condition of precooler seems to be good.Apart from this prsov,high stage valve & regulator, overheat switch(490deg) have been replaced.BAR condition have been checked & pressure sw is ok.Problem is of trip lt. bcoz of over temp & not pr. All the lines have been checked for any damage & leak, all found ok.Wiring check is also satis.Pl advise as to what can be the reason. May 8th, 2005 – 5:09 PM Re: bleed snag on 737-400 Maybe the precooler clogged or dirty? It will often leak in the lower corner, where it can be cracked. (found several in the past) Rob May 9th, 2005 – 12:54 PM Re: bleed snag on 737-400 The problem you have is a normal HP valve or its regulator fail. As you no, "new" components can fail also. Most the time there is only an operational test after component change but with this system it is wise to perform a functional test. hari May 9th, 2005 – 8:44 PM Re: bleed snag on 737-400 Thnx. Rob for the suggestion,but the problem is not of HP valve/regulator as problem in this should have effect in other phases of flight as well(especially during climb).As far as functional check of the bleed system is concerned,it was thoroughly done & all the components was found to be working properly.Only component where functional check is not possible is 390/440sensor & 450 sensor.Since the problem is mostly happening during descend & especially during fast descend,problem with the precooler seems more likely. May 11th, 2005 – 9:06 AM Re: bleed snag on 737-400 OK, a PCV or/and 390 sensor fail will give most times problems in takeoff also. You have low press and then trip. Deactivate the PCV and see what happens next flights. the rat May 19th, 2005 – 5:43 PM Re: bleed snag on 737-400 We have had the wiring just below the precooler under the core cowl chaffing causing the bleed trip. the ma’am Nov 25th, 2005 – 12:14 PM Re: bleed snag on 737-400 Just wondering how you fixed your bleed snag. We are having the same issue on our 737-700. The only difference is that in addition to the bleed trip, we are getting a duct pressure split and it is occuring during high power settings. The left duct pressure spikes to 60 psi then drops to approx. 10 psi while the right duct pressure is stable at 45 psi. Like you, we have changed the hsv, hsr, bar, 450, and prsov and are still getting the same indications. Sjap Nov 27th, 2005 – 8:14 PM Re: bleed snag on 737-400 If you have any equipment available, (nitrogen/air source and some pressure gauges), do the system health check as described in the TASK 36-11-00-700-801 Greets Roberto Mora Jan 6th, 2006 – 8:14 PM Re: bleed snag on 737-400 Hi ma´am, sjap, Yeah, you´re right! We had pireps related to lh pneumatic manifold press high, 55 psi, during take-off and early climb. During troubleshooting we found a leak in the downstream pressure sense line (flex hose). This line runs between the high stage regulator and the bleed air outlet side of the precooler, it´s also connected to the PRSOV through a tee fitting. This site is really helpful. Regards, |
| Cracked Outer Windows on the 737NG | Ramius
Dec 23, 05 – 12:55 AM Cracked Outer Windows on the 737NG Recently, the 737NG operator I work for has suffered numerous groungs of -700 and -800 aircraft. These have been caused by a spate of broken and delaminated number 1, 2, 4, 5 windows. These have not been caused by hail etc. Has anyone else had or know of similar experiences and a possible reason for the problem? Roberto Mora Dec 28th, 2005 – 8:34 PM Re: Cracked Outer Windows on the 737NG Hi Ramius, We have experienced delaminations on windows 4 and 5 in our NG´s. We have a few number 1 windows delaminated but within limits per MM. Regards, Ramius Jan 4th, 2006 – 12:29 PM Re: Cracked Outer Windows on the 737NG Hi Roberto. Did the engineers come up with an explanation as to why the eyebrow windows were delaminating? Jan 6th, 2006 – 8:01 PM Re: Cracked Outer Windows on the 737NG Ramius, I have got in touch with Engineering to get further details, as soon as I have any info I will let you know. I hope it will be soon. Regards, |
| CFM 56-3 VBV´S | Roberto Mora
Dec 23, 05 – 1:03 AM CFM 56-3 VBV´S We had PIREP´s in one of our 400´s related to high EGT and abnormal N2 and F/F readings for engine 2 during high power settings, take-off and climb-out. While we were troubleshooting the problem per AMM 71-00-42, fig. 104 (High EGT on T/O-Nacelle temp. normal) we found one VBV rotary flex shaft detached from its socket. We inspected the shaft and apparently it was OK. Anyway we decided to replace it, just in case. We run the engine at T/O power and everything worked as expected. I discussed the issue with my Power-Plant Engineering and they didn´t have any information regarding any occurrences but some broken shafts. I would like to receive your input about this or other occurrences experienced related to this matter. Thank you. Regards, Rob Dec 25th, 2005 – 12:45 AM Re: CFM 56-3 VBV´S Only had a problem one time due to a compressed spring of the flexshaft (gearmotor to mastervalve). We lost the engine in takeoff (1100 EGT). Jan 6th, 2006 – 3:38 PM Re: CFM 56-3 VBV´S Had the same symptoms on one of ours. Found the flex shaft hex side worn round. Replaced it. Believe SB CFM56-3-72-0824 addressed my problem?? Not sure the info will help. rgds johan Roberto Mora Jan 6th, 2006 – 7:55 PM Re: CFM 56-3 VBV´S Rob, jnel, Thanks for your inputs. I´m going to take a look to that SB. Regards, |
| fuel load on jacks | MBonne
Dec 23, 05 – 3:28 AM fuel load on jacks I am looking for information pertaining to 1) maximum fuel imbalance while on jacks( wings and tail), 2) maximum fuel on jacks Any guidance or reference would be greatly appreciated. a1fuleman Sjap Dec 23rd, 2005 – 6:33 PM Re: fuel load on jacks Hi Mbonne, Well, as far as my experience goes, we go to maximum full wing at one side only on the jacks, both on 300/400 and 800/900 aircraft. For example tank#1 full, center and tank#2 empty. And about maximum fuel: There are as far as i know no limits. We often tank both wings full, and sometimes The only thing we have often after a long period with empty tanks on jacks, is fuelleakage after refueling it again after 2-3 weeks. The leakage occurs almost always at the top panel above the strut (on classics), and between the wing skin splice at the bottom, inboard of the pylon. Hope you can do something with this information. I didn’t check the manuals now, make sure you do. best regards, Sjap |
| high temp csd | george
Nov 27, 05 – 2:35 AM high temp csd pilot gets a high temp indication on no 1 gen on approach after 5 hours of flight, lands and chks csd oil level, oil level is completely to the top of the site glass, takes off with gen 1 still on line, gen finally falls off line and continues home. 5 hours later he lands, csd oil is low. what could be the problem. Sjap Nov 27th, 2005 – 11:11 AM Re: high temp csd Maybe: Replace CSD would be my first action. And check the oil filter in the CSD line. Regards, Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> Roberto Mora Nov 29th, 2005 – 1:47 AM Re: high temp csd George, Did you check for CSD oil leaks per AMM 24-11-00 page 201? I think your CSD is leaking oil through the spline cavity but I can´t figure out why when you did the first oil level check it was full. I would replace the CSD anyway. Regards, |
| Stby Emdp comes on automatically in B737-700/-800/-900 | Raghu
Sep 15, 05 – 9:04 AM Stby Emdp comes on automatically in B737-700/-800/-900 Hi,I have faced a problem that the stby emdp turns on automatically by keeping the speed brake lever in armed position.Flaps are down and aircraft is in ground mode with chocks on,Engines are not running and electric hydraulic pumps are off.Expecting that there may be some faulty wheel spin logic I have replaced AACU & Auto Spd brake module.But no use.This happens in all B737-700/-800/-900 after every major chk after the Ground run of engines.I confirmed from PSEU that aircraft is in ground mode and PSEU bite does not show any faults.If you know the reason pls let me know. sjap Sep 15th, 2005 – 11:01 AM Re: Stby Emdp comes on automatically in B737-700/-800/-900 Hi Raghu, Every time it happens after a major check? Do they install the enhanced rudder system, with new actuators and the force fight monitor system? Because thats the only way the stby pump comes on automatically. I had the same, and that was because of slightly mis-adjusted input rods to the new rudder pcu. But what is has to do with the speedbrake system, i don’t know. Anybody else? Greetz, Roberto Mora Nov 24th, 2005 – 7:47 PM Re: Stby Emdp comes on automatically in B737-700/-800/-900 Raghu, I don´t know if you have access to Myboeingfleet, if so, go to 737NG-FTD-29-05001 ´Momentary operation of standby EMDP when ground power is applied´ I think it can help you to answer your question. Roberto Mora |
| any website whch has ng 737 -800 cockpit | vish
Nov 14, 05 – 7:28 AM any website whch has ng 737 -800 cockpit hi i would like 2 get some info on ng panel discription for 737-800 cockpit any website i can go to.any thing interactive .any question set i can refer to for ame exams Sjap Nov 20th, 2005 – 8:34 PM Re: any website whch has ng 737 -800 cockpit Hi Vish I could not find a real 737 interactive cockpit website, when it’s out there i will link to immediately! But try this one; <!– m –><a class=”postlink” href=”http://www.meriweather.com/flightdeck.html”>http://www.meriweather.com/flightdeck.html</a><!– m –> It has interactive cockpits to the smallest details! very nice to play with If you have access to an AMM, try part 1 description and operation. Regards, |
| trainng manual and operations manual | jeetu
Jan 22, 05 – 5:06 PM trainng manual and operations manual hi can any body tell me where can i download training manual and operations manual for b737ng. thank you Sjap Jan 23rd, 2005 – 12:20 AM Re: trainng manual and operations manual If you are looking for the maintenance training manual, see part 1 of the AMM, this is the description and operation part of all the systems. The operation manual is probably downloadable from myboeingfleet, but it’s always operator customized, so making copies of your company’s AOM is easier i think. Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> Pol Sep 19th, 2005 – 12:26 PM Re: trainng manual and operations manual And do you have information for -300, -400 maintenance training manuals? sjap Sep 19th, 2005 – 4:40 PM Re: trainng manual and operations manual Hola Pedro, No I don’t have these manuals digital but you can always check the training department for a set of training manuals for the -300/400 at (It’s in Spanish too) Saludos cordiales Pol Sep 20th, 2005 – 9:25 AM Re: trainng manual and operations manual OK, thanks for the information. I´m a technician and trainer of 737NG, but now we are prepairing a -300, -400 course and the descripcion in AMM is good for work in the aircraft but enough for instruction. Pol Sep 20th, 2005 – 11:53 AM Re: trainng manual and operations manual CORRECT VERSION OK, thanks for the information. I´m a technician and trainer of 737NG, but now we are prepairing a -300, -400 course and the descripcion in AMM is good for work in the aircraft but NOT enough for instruction. MEL Nov 16th, 2005 – 8:46 AM Re: training manual and operations manual Contact Boeing thru your Company.They will provide you the necessary Material. |
| APU STARTING AND OPERATION WITHOUT EXTERNAL POWER | SATRABIS
Jan 18, 05 – 9:17 PM APU STARTING AND OPERATION WITHOUT EXTERNAL POWER B737-800 NG Sjap Jan 19th, 2005 – 11:00 AM Re: APU STARTING AND OPERATION WITHOUT EXTERNAL POWER Hello satrabis, Sjap Jan 20th, 2005 – 12:07 PM Re: APU STARTING AND OPERATION WITHOUT EXTERNAL POWER Hello Satrabis, Captain Chaos Feb 9th, 2005 – 3:39 PM Re: APU STARTING AND OPERATION WITHOUT EXTERNAL POWER Dear 737 maintenance friends. The question is ‘starting APU without External Power’. With the batt switch on and no AC PWR avail the APU will start on Batt PWR. Simple!. When EXT PWR is avail the SCU will take AC PWR to convert to 270 VDC for the SPU to start the APU. If you will for ,some reason ( trouble shooting??) start the APU on DC PWR when AC is avail then you just pull the APU START CONV CB and the SCU will use DC PWR. ATA 49 and 24 both for B1.1 Engineers Good luck GE90 Nov 1st, 2005 – 1:40 AM Re: APU STARTING AND OPERATION WITHOUT EXTERNAL POWER NO PROBLEM U CAN START APU WITHOUT EXTERNAL POWER AVAIBLE I M SURE 100% I DO IT EVERY DAY |
| Fuel tank nitrogen inerting system | beerbrewer737
Oct 1, 05 – 3:50 PM Fuel tank nitrogen inerting system The airline I work for in a few months will get our first -700 with this system installed. sjap Oct 2nd, 2005 – 10:55 PM Re: Fuel tank nitrogen inerting system Maybe this helps? SOURCE:Flight International Honeywell system designed to reduce risk of explosion by preventing ignition of fuel vapour to be tested on 747 Boeing plans to begin flight tests of a fuel tank inerting system on a 747-400 by the end of July, almost two years after such a system was ruled out on cost-benefit grounds by the US Federal Aviation Administration. Airbus also says it is working with the FAA to test inerting equipment on one of its aircraft. Flight testing to assess the feasibility of a lightweight inerting system is expected to last for just over a month. Tests will begin pending clearance from the FAA, which Boeing briefed on 8 July along with the US National Transportation Safety Board (NTSB). The system is aimed at reducing the risk of fuel tank explosions like those suspected as the cause of the Trans World Airlines 747-100 crash in 1996 (TWA 800) and the destruction of a Thai Airways Inter-national 737-400 in Bangkok in 2001. An inerting system usually replaces air in part-empty fuel tanks with nitrogen, preventing the ignition of fuel vapour. The Honeywell system will use bleed air from the aircraft’s engines, rather than requiring compressors and a nitrogen supply. Bleed air will be ducted from the engines via a heat exchanger and filter to an air separation module which will remove a proportion of the oxygen. The nitrogen-richer air will then be fed to the centre wing tank. Boeing says a system is planned for the 7E7 and design work has already started on an inerting system for the 737 family and is being planned for the 757, 767 and 777. Certification of the 747 system, which weighs around 115kg (250lb) in prototype form, is believed to be targeted for mid-2004, with installation in production aircraft by the end of that year. Retrofit kits are thought to be provisionally planned from 2006. Tank inerting became an FAA objective after the TWA 800 investigation concluded in 2000 that the probable cause was a centre wing tank explosion. Efforts to mandate system testing stalled the following year, however, when the Fuel Tank Inerting Harmonisation Working Group of the Aviation Rulemaking Advisory Committee concluded that "fuel tank inerting will take many years to implement and have an enormous operational impact, with costs that far exceed the benefits". But subsequent studies by the FAA Technical Center showed the maximum safe level of oxygen in the tank to be closer to 11-12% rather than the original 10%, making the target much easier. Airbus, working with the FAA and set to flight test an equipped A320, says it "is approaching this from a different position than Boeing", because its fuel systems are designed differently and have not suffered any explosions. On Airbus aircraft, the company says, fuel pumps automatically shut off when tanks become empty, and the space underneath the centre-wing fuel tank is vented to allow cooling air in and vapour out. Oct 3rd, 2005 – 5:05 PM Re: Fuel tank nitrogen inerting system Thanks sjap. I already knew what you posted. I was hoping for some more info. Oct 17th, 2005 – 10:18 AM Re: Fuel tank nitrogen inerting system On you find lots of documents and presentations regarding fuel inerting system development and related issues. I wish i could place some of these documents on my website but it’s "trade secret" and copyrighted to Boeing. |
| flap track | vinod
Oct 12, 05 – 8:55 AM flap track hi everyone, sjap Oct 16th, 2005 – 2:35 PM Re: flap track Maybe its to warn ground vehicles to take care around wing extending parts. I think its a company policy to do that. Sometimes the wingtips and all flaptrack aft fairings are painted bright-orange. Greetz, |
| 737NG Circuit Breaker List | Koala
May 8, 05 – 1:46 PM 737NG Circuit Breaker List Hello First off I would like to extend my congratulations for this site. I found it to be very interesting. It is good to have a place where we can share our experience. I just wonder if anyone has a Circuit Breaker list to share or probably has seen one on any manufacturer document. I could not find anything on AMM or WDM Chart 91. Bye everyone and keep up the good work !!!!!! Sjap May 8th, 2005 – 5:06 PM Re: 737NG Circuit Breaker List Thanks for the compliments! I try to update and collect as much (on the side) information and tips as possible, other than the usual manuals used at work. IFixPlanes May 8th, 2005 – 5:39 PM Re: 737NG Circuit Breaker List Hi Koala HIH Koala May 9th, 2005 – 8:01 AM Re: 737NG Circuit Breaker List Thanks very much!!!!!! Very good !!!! 24-00-00-201 is blank with a note to look on the INTRODUCTION Part. I will copy and try to put it on a handy format. When I have it ready I promise to send it to the forum. Cheers everyone. Koala. May 9th, 2005 – 10:08 AM Re: 737NG Circuit Breaker List Hi Sjap Sjap May 9th, 2005 – 4:46 PM Re: 737NG Circuit Breaker List Thanks Ingo, Greetz Koala May 12th, 2005 – 4:03 PM Re: 737NG Circuit Breaker List Very Good CB list !!!!! Jun 13th, 2005 – 4:20 PM Re: 737NG Circuit Breaker List You can find the complete list of CB for both Classic and NG on <!– w –><a class=”postlink” href=”http://www.b737mrg.net”>http://www.b737mrg.net</a><!– w –> , a guide written for 737 pilots. Jun 14th, 2005 – 1:14 AM Re: 737NG Circuit Breaker List Hi 737 pilot, Ingo IFixPlanes Jun 21st, 2005 – 7:03 PM Re: 737NG Circuit Breaker List Hmm… Ingo 737 pilot Oct 9th, 2005 – 5:41 PM Re: 737NG Circuit Breaker List oeps, wasn’t on this forum for a long time. The list is not available on that site but in the book b737mrg which I have bought via that site. Sorry for misunderstanding. You can also check Bill Bulfers website <!– w –><a class=”postlink” href=”http://www.fmcguide.com”>http://www.fmcguide.com</a><!– w –> for a complete CB list. |
| Speed brake deploys without any logic on ground | Raghu Sep 15, 05 – 9:17 AM Speed brake deploys without any logic on groundHi,I have noticed a strange occurence that the speed brake automatically gets deployed on ground just by keeping the lever in armed position without any logic from AACU.Aircraft is on ground with engines off and chocks on and AACU knob is in normal position.Once you arm the Spd brake either with hydraulics on or off the speed brake actuator automatically gets extended and the lever moves to full up.Replaced AACU and Auto Spd brk module but still no use.This happens in all B737-700/-800/-900 after Landing warning & Take-off warning test and Will be solved only after recycling the power 4 to 5 times. Email: <!– e –><a href=”mailto:colpitts@rediffmail.com”>colpitts@rediffmail.com</a><!– e –>Captain Chaos Sep 19th, 2005 – 9:25 PM Re: Speed brake deploys without any logic on groundHi Raghu,Strange things happens on your (company) aircrafts. I did some resurge. First what t/o and landing warning test have you done. I’ve found a relation between the RTO switch and speed brake control. MM part 1 " The speedbrake RTO switch sends a signal to the auto speedbrake module. This operates the auto speedbrake function during refused takeoffs." I tride something on our aircraft but so far i can not raise the autospeedbrake actuator without wheelspeed input from the AACU. Maybe a relay is latched after the T/O warning test. Save this question for your continuation training, and give your teacher a bad day! C U Marc |
| Fuel light iluminated on master caution annunciator panel | Alejandro
Sep 8, 05 – 2:53 AM Fuel light iluminated on master caution annunciator panel Hi everyone. First of all I will introduce myself, my name is Alejandro and I work for a 737-200ADV and MD-80 operator. I’ve tested 5 similar aircrafts and with 1 fuel pump inop the same thing occurs. My question is: Is that normal? I’ve tried to find it out on Maintenance Manual and Operations Manual but I couldn’t find anything. Thank you in advance, and best regards from Argentina. sjap Sep 14th, 2005 – 12:35 AM Re: Fuel light iluminated on master caution annunciator panel Hello Alejandro, Do you already know what it is/was? We had a modification on all our a/c to replace the wirebundle in the wing aft spar going to the landing lights and fuel SOV’s. This to prevent the fuel SOV’s to close when selecting o/b landing lights due to shafed/damaged wiring. Maybe there are some wiring problems? Greetz Sep 15th, 2005 – 4:15 PM Re: Fuel light iluminated on master caution annunciator panel Thank you for your reply. I’ve checked the entire wire bundle, from the fwd cargo compartment to the outboard landing light with no evidence of chafing and/or damaged wiring. I couldn’t check the operations manual, but I think that there must be a racional reason for that. I think that perhaps the caution is displayed because you must have 2 inoperative fuel pumps to have the fuel warning in the annunciator panel, when you are going to take off or landing the system "reminds" you that there is an inoperative fuel pump. I’ll keep looking for further information. Regards, |
| Control Panel -Cockpit colors | Christian
Sep 13, 05 – 2:22 PM Control Panel -Cockpit colors Hello, We are looking for the color specification for the control panel of ELT in the cockpit. I understand this is a POLANE-L/BAC8328. Anybody knows who supplies this ? Thank you for your help. Sjap Sep 13th, 2005 – 6:13 PM Re: Control Panel -Cockpit colors Hello, <!– m –><a class=”postlink” href=”http://www.boeing.com/companyoffices/doingbiz/environmental/waterborne.html”>http://www.boeing.com/companyoffices/do … borne.html</a><!– m –> Maybe they have it? Christian Sep 14th, 2005 – 10:31 AM Re: Control Panel -Cockpit colors Thank you for the info. I had seen that before which leads to Sherwin-Williams Coating company. I wondered if ther would be another source ? Regards |
| HYDRAULIC TRANSFER PROBLEM | flying machine
Sep 4, 05 – 4:40 AM HYDRAULIC TRANSFER PROBLEM does anyone experience the hyd txfr between system to system,we have problem from B to A,once it occured about 3-6 quarts was noticed,on T/S site the L/G TRANSFER VALVE,ALT BRAKE SOURCE SELECTOR VALVE,THE BRAKE SHUTTLE VALVE,REVERSER SHUTTLE VALVE,RESVOIR RELIEF VALVE,RESVOIR PRESSURIZING MODULE,all components were replaced but problem still persist anyone has any suggestions on this matter. VIPER Sep 4th, 2005 – 9:31 PM Re: HYDRAULIC TRANSFER PROBLEM The Main Rudder PCU also can cause fluid transfer, beause System A and B work for a common actuator. sjap Sep 4th, 2005 – 9:39 PM Re: HYDRAULIC TRANSFER PROBLEM When does it happen? During maintenance with a/c on jacks? Or with normal flight operations? Greetz flying machine Sep 8th, 2005 – 11:56 AM Re: HYDRAULIC TRANSFER PROBLEM actually this problem can not be verified which phrase of flight it occured,but it will not transfer every flt but i think everyday. sjap Sep 8th, 2005 – 4:39 PM Re: HYDRAULIC TRANSFER PROBLEM Maybe the Lanfding gear transfer valve is u/s, do the test, its simple. Look for the white ball on the E11 rack. Else try the steps in the Boeing tip: But to be honest, our aircraft have almost always the A-reservoir too full and the B-reservoir just enough, at the refill level. After correcting this you have the same situation after a week or soo. So every flight some fluid transfer occurs. VIPER Sep 8th, 2005 – 7:08 PM Re: HYDRAULIC TRANSFER PROBLEM If transfer does not occurs at every flight, maybe the trouble maker unit not working at every flight, or working rarely during flights. |
| B737-Classic … A/P disc. when Aileron trim activated (P8) | Marty
Jun 21, 05 – 3:43 PM B737-Classic … A/P disc. when Aileron trim activated (P8) ?? Hi folks … … does the A/P (A or B in Cmd) disconnect, when aileron trim input changes neutral position of centering unit ? Thanks for info … Aug 19th, 2005 – 6:14 PM Re: B737-Classic … A/P disc. when Aileron trim activated (P8) ?? no it does not |
| APU {gtcp85-129} question | Beerbrewer737
Apr 17, 05 – 4:02 PM APU {gtcp85-129} question Refer to mm 49-00-00-1, figure 109, sheet 1. If you look at block 51 it instructs you to put the pack switch on high and wait for 2 minutes. A few years back I had the c/b on the m280 popping and sure enough after 1 min 50 seconds with a pack in high the c/b popped and yes, the p5-10 fixed the problem. My question is what happens within the p5-10 at the two minute mark to cause the c/b to pop? Sjap May 8th, 2005 – 5:20 PM Re: APU {gtcp85-129} question Well, more than 100 people had read this message, and nobody knows the answer. I’ve looked together with my colleagues in several manuals and schematics, but we cannot find any 2 minute timer or any logical connection between the p5 panel and the M280 box CB. So it’s still a mistery about the P5-10 panel fault which makes the M280 cb trip. I think only an old boeing designer knows the answer, and maybe he’s already retired, since this 737 is not so young anymore… beerbrewer737 Aug 4th, 2005 – 11:56 AM Re: APU {gtcp85-129} question I talked to some people and after they talked with Boeing here is the answer… Regarding your question concerning APU health checks with packs in "HIGH" mode: About ten years ago, XXX (the company I work for) and other operators were experiencing problems wherein the APU would auto shut-down when operating the Air Conditioning Packs in "HIGH" mode. Boeing isolated the problem to CR2 & CR3 Diodes inside the P5-10 Panel’s circuits. These Diodes , P/N 1N4384, are rated for a reverse flow maximum of 400 volts. They were replaced with P/N 1N5618, which are rated as maximum of 600 volts for reverse flow. I assume that the older diodes would deteriorate and eventually fail, causing the M280 to "trip" and shut-down the APU via a direct 28 VDC ground through Pin 45 of APU M280 connector. If then, when we check the packs in "HIGH" mode and they operate a minimum of two minutes without tripping, you can assume either the existing diodes have not yet deteriorated or the later, better diodes have been installed inside the P5-10 Panel. Thus, if the APU fails when doing this portion of its health check, replacing the P5-10 Air Conditioning Panel could very well correct the problem. I hope this answers your question about this matter. If you need further help with this, or any other APU matter, please feel free to write me or call me at Ext. ####. Also, many thanks to Boeing for their help in answering this question. Sjap Aug 4th, 2005 – 1:21 PM Re: APU {gtcp85-129} question Wow! |
| water separator drain | beerbrewer737
Jul 31, 05 – 4:09 PM water separator drain As compared to my other question about APU’s this one should be easy…maybe because it is easy I don’t know the answer. Sjap Jul 31st, 2005 – 8:48 PM Re: water separator drain hey Brewer, Sjap Aug 1st, 2005 – 5:19 PM Re: water separator drain Mmmmm strange placard, on the seperator as well as on the collector. Maybe to make sure when you install this stuff you install it correctly? But then there could be a placard with "this side up" or something similar. Maybe a design leftover from the first 737 models? Or someone who was running out of "this side up"-placards and worked for NASA before and used the "gravity" placards instead, because NASA could not use them in space? |
| Engine waterwashes ? | Guido Zentveldt Jul 4, 05 – 5:10 AM Engine waterwashes ?Hi all,Wonder what "the rules" are about engine (cfm56) waterwashes?I am working @ CHC in NZ and it seems that these kind of waterwashes are done here every 3/4 weeks ?!?! Isn’t that a bit to much ?Regards, Zennie Sjap Yo zennie, Zennie Hi Sjap, Thx for the quick reply ! I’ll ask a few questions about it @ work! I think it is company policy because most A/c get waterwashes. C U ps. naar rechts HIDDE !! Zennie |
| CFM56-7 data plate | Jimmie G
May 25, 05 – 10:22 PM CVM56-7 data plate Where is the location of the engine data plate to find the serial number on the CFM56-7? Which cowl to open. Also can the serial number be found in the CDS similar to the Airbus? Thanks Sjap May 26th, 2005 – 12:36 AM Re: CVM56-7 data plate Open the RH fancowl, it’s next to the oil tank (aft of it looking fwd, or left of it if you look at it). Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> IFixPlanes May 26th, 2005 – 12:45 AM Re: CVM56-7 data plate Yes RH Fan Cowl. Ingo Jimmie G May 26th, 2005 – 4:32 PM Re: CVM56-7 data plate Thanks very much, guys |
| Hung start engine #1 737-800 | Captain Chaos
May 2, 05 – 1:59 AM Hung start engine #1 737-800 On one of our aircraft we a problem with starting engine #1 when engine #2 is running. Plzz help because we have not much ground time to troubleshoot Master in disaster beerbrewer737 May 2nd, 2005 – 12:08 PM Re: Hung start engine #1 737-800 I know you meant N2 instead of N1. May 2nd, 2005 – 4:46 PM Re: Hung start engine #1 737-800 If the isolation valve is closed and N2 is OK, with isolation open and N2 is too low, the the (APU) air leaks indeed to a system on the RH side. Maybe the ground-air connection valve is leaking, the RH pack is still running or not fully closed? But with engine #2 off, the PRSOV of eng #2 should be closed. When eng #2 runs, you have a start problem on #1. Then you should look at the bleed system of eng #2 i think. Have a nice day and a beer. Rob May 2nd, 2005 – 6:44 PM Re: Hung start engine #1 737-800 Yes there must be a consumer on de rh side. The PRSOV does not have a revers flow protection and is normal on. Captain Chaos May 2nd, 2005 – 7:27 PM Update: Hung start engine #1 737-800 Correct Beerbrewer, must be N2 instead of N1 (during nightshift me brains not working so good ). For a other complain we changed the rh pack flow contr vlv. (rh pack in high with sw in auto). It didnt correct any fault. (Press 2 continue ). We made a ground run. Eng #2 running, both packs off, both bleed switches on, isolation vlv auto, apu is the bleed source. When cranking Eng #1, N2 only 24%, Switching off bleed Eng#2 N2 of eng#1 goes to 30%. I suspect the high stage reverse flow protection is not closing the vlv when downstream pressure is higher then 9th stage pressure. Or maybe 5th stage check vlv. To be continued Email: <!– e –><a href=”mailto:marc_schrijver@hotmail.com”>marc_schrijver@hotmail.com</a><!– e –> Rob May 3rd, 2005 – 12:06 PM Re: Hung start engine #1 737-800 Reading latest, I am sure that you have a PRSOV not closing off and a HP valve not closing off. To check the HP regulator you need a gauge and time. During engine run, all pneu and packs off, you can see the pressure is higher than 5 psi or less. PRSOV not closing complete. With #2 bleed on, isol valve open, packs off, EGT #2 is responding to APU air on and off. HP valve check is simple. Check indicator on valve and check (no press on), if you manual open (3/8 spanner) the valve, the valve is auto running slow to complete closed again. APU (or ground) air on, PRSOV (normal closed!) in on and manual turned open (3/8 spanner), check if you can hear airflow in exhaust (low noise). If so HP valve is not closing off. You can loose the clamp from the LP valve on the engine side!!! to check the valve is closing off. Open the supply port on the HP valve and check airflow from that line. if there is flow you have a leaking HP regulator (reverse flow US). Captain Chaos May 7th, 2005 – 10:19 PM Final: Hung start engine #1 737-800 Thanks all for your input. We found with apu press on the high stage valve of engine #2 went to full open. Thanks again and see you on the web. Its time for |
| engine #2 thrust reverser control and operation | bandit
Mar 19, 05 – 2:44 PM engine #2 thrust reverser control and operation anybody can tell me why the thrust reverser control for only engine #2 has got the relay r105 (pwr loss sense relay) which when this relay energized ,normal pwr supply for #2 thrust reverser operation will come from 28 vdc switched hot batt bus while the alternate pwr source will come from 28 vdc bus2 bandit Mar 21st, 2005 – 3:44 PM Re: engine #2 thrust reverser control and operation sorry,i forget to identify something,the system that i asked is for -300 thrust reverser system,even if my instructor could not answer this. Sjap Mar 21st, 2005 – 6:08 PM Re: engine #2 thrust reverser control and operation Hello Bandit, I’ve asked and searched around. Nobody here can tell the reason why its only on engine 2 and not on 1. Must be a Boeing filosophy or design reason, with a specific background or safety reason. Greetz Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> Roberto Mora Mar 23rd, 2005 – 1:50 AM Re: engine #2 thrust reverser control and operation I have been taking a look in the SSM and if you go to 78-32-61 you will notice that R481, located in J20 as well, has the same function as R105, in this case for the T/R SYNC LOCK logic. I don´t know why only for engine 2. wloong Mar 25th, 2005 – 6:38 AM Re: engine #2 thrust reverser control and operation It is an airplane certification requirement that at least one thrust reverser must be operable for despatch. Therefore for redundancy, one of the thrust reversers is fitted with an alternate power source. The other thrust reverser does not have an alternate supply because Boeing considers that having it would contribute to extra weight, complexity and reduction in overall reliability. You may notice relay R481 serving the same purpose in the Synclock circuit. Roberto Mora Mar 25th, 2005 – 8:33 PM Re: engine #2 thrust reverser control and operation Wloong, Very good research! Do you know why Boeing has not applied the same redundancy to the NG T/R system? Is it a matter of reliability? Probably the NG T/R system is considered more reliable and that´s the reason because they have not installed an electrical back-up source for any of the engines. Please, can you clarify this matter? All the best, wloong Mar 28th, 2005 – 3:23 PM Re: engine #2 thrust reverser control and operation Sorry Roberto, bandit Mar 31st, 2005 – 12:16 PM Re: engine #2 thrust reverser control and operation thanks to everyone who reply my question,recently my instructor got a reply from boeing,they mentioned like Mr.Wloong ‘s answer. |
| total loss of EEC channels | larry Feb 17, 05 – 8:25 AM total loss of EEC channelswhat will happen to the engine when both channels a & b are lost. will the fmv fully close and shutdown the engine? Email: <!– e –><a href=”mailto:ltan05@yahoo.com”>ltan05@yahoo.com</a><!– e –>Sjap Feb 18th, 2005 – 3:56 PM Re: total loss of EEC channelsIf both channels are lost, the engine will not shutdown, standard input values will be used, and the fuelflow will be used to calculate the engine performance. But since both channels have different power sources, and all engine inputs are dual controlled, the change of happening this will be very very small. Hope this will answer your question?.. Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> |
| FMC | Denis Jan 3, 05 – 4:33 PM FMCHello. Please, anybody help me to find documentation about fmc logic. Dont end-user manuals. I wont to understend how it works. Thanks.Sjap Jan 4th, 2005 – 1:16 AM Re: FMCHello Denis, What exactly are you searching for? Try this explanation: <!– m –><a class=”postlink” href=”http://www.b737.org.uk/fmc.htm”>http://www.b737.org.uk/fmc.htm</a><!– m –> Or is that not what you r looking for? Greetz Sjap Email: <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> |
| If you have access to MyBoeingfleet you can probably find it there. I cannot help you with -200 manuals since we don’t have them. Best regards Sjap |
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| autobrake disarm light after touch down | please try to check the 28 vdc and continuity check of the 4 microswitches throttle in the a/t microswitch pack in the e/e may be the bad microswitch contact |
| stand by magnetic compass intregal light u/s | does anyone experience this problem? and what is the mel reference can be applied for this matter? the stand by magnetic compass has to be made inop under cat "b" because during night flight if in emergency case you will not have sufficient light to clearly see the comass or can be dispatched under cat "c" ata 33 in the title "cockpit/control cabin/instrument lighting " please share your commend. |
| CBT notes on the B737s | Anyone having access to CBT notes on the B737s. regds MEL |
| You mean computer based training notes or crew bulletin t…? | |
| The Boeing standard wiring practice manual (swpm 20) is effective for the complete Boeing fleet, including your request for 737-200 adv. With regards: <!– w –><a class=”postlink” href=”http://www.pinsandsockets.nl”>http://www.pinsandsockets.nl</a><!– w –> |
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| strange, at brussels airlines (avro rj) we only do engine washes after a birdstrike etc. we never ‘just do it’ <!– s:-) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:-)” title=”Smile” /><!– s:-) –>btw, nice forum! |
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| Getting this kind of information is very difficult, I wouldn’t mind to have a internal workings book on the FMC myself but if there is anything specific that I can help u with I would be happy to help out.
B.t.w. Excellent forum sjap, much better then the previous one. <!– s:o –><img src=”{SMILIES_PATH}/icon_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> rgds, Sander L. . |
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| cb panel P6 lay-out -700, -800 | Hello,
my name is peter and i’m looking for a CB panel P6 Lay-out, difference list between a 737-700 and a 737-800 serie. |
| Fuel nozzle leak check | Can anyone tell me how to verify that a check valve in the fuel nozzle is open or close when the fuel nozzle is already installed? this is a leak check ,apparently there is no indication, no sound…etc. This is a 737-700 (SAC) for more details AMM2 73-11-04 Paragraph H Page 603 |
| Hello Mid, When the check valve opens, you can hear it sissing , and when some fuel is left in the lines, a fine fuel mist will come out at the back. The sissing is best heard at the back. And of course when your test-pressure is not rising anymore (at about 30 psi they open). When the testpressure keeps rising and no sound is heard, they are still closed. |
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| Hey Huib,
Both 700 and 800 can be etops, but if there is a difference between them? I dont know, a cannot tell you. |
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| You need an approved ojt list,the new Easa regulations requires that an 145 or 147 organisation must implement the ojt in their moe,and this has to be approved by the lockal caa.Other vise it is meaningless to fill out any ojt form.So your comany or where you bought the ojt course must supplie you with an approved one. | |
| hi, You can release the a/c under cat "c" ata 33 in the title "cockpit/control cabin/instrument lighting for daylight operation when the weather is nice. (also on the outsation) On bad winter days with rain or snow the only option is to repair the light. <!– s:( –><img src=”{SMILIES_PATH}/icon_sad.gif” alt=”:(” title=”Sad” /><!– s:( –> Its not a big deal, there is a spare strip light in spare bulb box. <!– s:P –><img src=”{SMILIES_PATH}/icon_razz.gif” alt=”:P” title=”Razz” /><!– s:P –> On our a/c the p/n is H342AA55, but check your AIPC.Good luckMarc |
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| HI SJAP!!
CONGRATULATIONS FOR YOUR NEW FORUM! VERY USEFUL AND USER FRIENDLY. REGARDING THIS MATTER: ANY ACCEPTABLE REFERENCE FOR THE LEAK CHECK?? I MEAN, YOUR POINT IS GOOD BUT I´M LOOKING FOR AN APPROVED REFERENCE TO CARRY OUT THIS TEST. IF YOU HAVE A NOZZLE LEAKING, HOW DO YOU KNOW WHICH ONE IS LEAKING?? THERE MUST BE ANY REFERENCE IN THE AMM, CMM, ESM… THANKS FOR YOUR INTEREST. REGARDS, |
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| SORRY SJAP,
FORGET MY LAST POST I MUST BE THINKING ON… THE AMM REFERENCE GIVEN BY ´MID´IS GOOD. SOORY AGAIN GUYS!!!! ROBERTO |
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| cfm 56-3 vbv’s | hey robert when i had the cfm course the -3 the instructor told to most certainly check those vbv’s on high egt problems looks like its not for the shaft to go bad |
| cfm 56-3 vbv’s | sorry i meant to say its not uncommon for the shfts to go bad |
| The Boeing MMEL does not mention any thing about daylight operation,but they state"Lightning configuration and intensity is acceptable to the flight crew".If they refuse to accept the light in the stby compas,you can use mel 34-11 item 11 b "Airplaine is operated with dual independent nav capability,and under positive radar control by atc on the enroute portion of flight" I dont know what your company mel says about this systems,but you can always ask your chief pilot about deviation from company mel to mmel.So any whay you can get the plain to fly. |
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| auto speedbrake operation | The problem u r mentioning has nothing to do with RTO. Because Autospeedbrake system is ARM either by Arming through the Speedbrake Lever or if any Trust reverser is used (through RTO sw). In my view the origin of the problem is relay R591 (in J20) which is controlled by PSEU. This relay provides ground signal and operates Auto S/b even if there is no rotation of wheels. So I think the problem is caused by PSEU. Because even if the relay is energized this signal is valid only for 4 secs. But if the PSEU triggers the relay continously this can lead to your problem. GOOD QUESTION! (Mean while I am a technical Instructor but I didn’t have a bad day:) ) |
| That should be the reason why aileron trim is prohibited with autopilot engaged… If I remeber correctly, I´ve read this somewhere in the FCOM. | |
| TRIM WITH AUTOPILOT ENGAGED | Yes dear troubleshooter. Aileron trim strictly prohibited with a/p engaged. Sometimes the flight crew report failure like "PLANE ROLLS AS SOON AS THE A/P DISENGAGE".<!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> But RUDDER trim is permitted and advised if the plane gets a x-wind. Actually even if the plane gets x-wind the autopilot moves the ailerons and roll spoiler to keep the plane in track but this position increases the fuel comsumption. In such case the pilot moves the rudder trim and observers the control wheels. When the control wheels reach to neutral he releases the trim knob and heads the plane towards the wind. |
| Hei ,Bandit for info there is 2ea micro switch pack assys M1693 and M1640 and only s1 and s2 in both switch packs are involved with the auto brake system.And if ther whould be a loss of 28v from c/b c583 you cuold not arm the autobrake at all.And an easy way to werify the a/t throttle functions is to perf an A/T Bite on the fmc cdu. | |
| engine starter internal damaged | kindly share your commend in this topic . anyone familize with the rule "if your engine starter failed afetr you changed your starter you have to change your start valve also" i would like to know whether this is normal rule used in every company or not cause i heard some guy in my team talking about this.but what i know from the class and i am absolutely agree is that should you have the front windshield damaged from arcing or overheat condition after you replaced your windshield you should remove your windshield controller for the affected one and send out for controller bench check to prevent the faulty controller from damaging your new windshield
Regards, |
| ha ha, this question was asked on november 14 2005? That’s pretty long ago. Do u still want this picture because I can bring a camera in to work.I did however find a nice picture of a fokker 100 cockpit on my colleague’s website. <!– m –><a class=”postlink” href=”http://www.markym.com/Images/Fotos/UKRest/image18.html”>http://www.markym.com/Images/Fotos/UKRest/image18.html</a><!– m –> |
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| ENGINE INGNITER SYSTEM FAIL DUE TO EEC FAULT | One day ,chief poilot reported R engine sometines didnt start beacauce of R INGNITER.so we did EEC BITE,ingniter system TEST in CDU.result is normal,no any fault code.next,we checked the ingniter system,including start switch,concerned wire and plug of ingniter system,ingniter exciter ,ingniter lead ,lingniter plug, these is still normal.but unfortnately if we continued to run ENGINE for test,result is same,occasionally succeed to start engine.finally,we rectified the fault after replaced R ENGINE EEC.
Although corrret the ingniter fault ,I feel puzziing,why ENGINE INGNITER SYSTEM FAIL DUE TO EEC FAULT,BUT EEC BITE PASSED? I am looking foword to your suggestion or view.you might contact me by email <!– e –><a href=”mailto:shqshenzhen@sina.com”>shqshenzhen@sina.com</a><!– e –>. <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: ATR button on communication panel | Hello guys!
After a little while, with a little help of a friend working for Rockwell Collins, I’m proud to present you a more or less official answer to my difficult question! Seems a bit odd to me, that even no single wiring manual shows the (missing) connection from the ATR button to the player/recorder and does not explain it either. Well, I hope this story has an end now…. Guys, is there anybody out there who does NOT agree or has more ideas about the ATR function? <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> happy flying, |
| site Pdf issues and sync-shafts | Hey I just wanted to say thanks for this entire site and forum. Thanks to everyone for their time and effort.
My question is why most of the pdf’s on the main site will not open. There was one in perticular that I was trying to open in Ch 78 for the sync shaft procedure. Heading says better than the amm and I am very curious to see it. I have only been involved with amm procedure once and I had alot of trouble with it. Thanks, |
| never mind………. my adobe needed updated. didn’t realize till i closed my windows. | |
| I’m happy with that answer, Audio Tape Recording sounds plausible to me.
Thank u Tim <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
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| maybe I’ll log in first, doh
<!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> |
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| Why don´t you use the FIM? Task TASK 80-06-00-810-804-F00 Fault Isolation Procedure can point out the Faulty EEC. |
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| uncommanded pitch up when stow flight spoiler | does anyone experience uncommanded pitch up when stow flight spoiler with either A/P engaged or disengaged? we have this problem for several monthes, both FCCs and both elevator tab actuators were replaced, but the problem persist intermittently. can anyone give any suggestions on this matter? aircraft type: 737-800 there is a possible cause:the L flap position transmitter gives a flap not-up signal to the FCC even when flap is in up position, there is a pressure drop in hydraulic system A,which cause the elevator tab change to the balance mode and when the pressure recover ,the elevator return to anti-balance mode. The upset caused by the elevator tab moving conbine with the upset caused by the flight spoiler stowing will make the airplane pitch up. in addition, the screen on the T–fitting in hydraulic A reservoir presurization system was found clogged,this may cause the pressure drop when flight spoiler was operated. |
| If the starter fails after you already replaced it, then maybe its possible that the startervalve is closed (light out) but still leaks air or the internal valve is damaged, so the starter still gets pressurized air and therefore keeps the starter engaged? It’s jst a guess, anyone? | |
| Ramp manual | Does anyone know to get a 737/3/4/5 type maintenance ramp manual etc
Many thanks |
| Please specify your question, you want a -maintenance manual, airplane recovery manual, struct. repair manual ? and which chapter?Rgrds sjap |
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| hı,if u deploy the left tr with a system than stow the tr wiith stby system the transfer from a to b is normal.b | |
| drain mast secret | hı ı want to ask a question.the galley waste water in fligt are goıng away from the drain masts.but how the cabin pressure doesnt drop from the way to the drain must.what is the secret.. |
| the air leakage rate througt the drain mast is allowable calibrated. | |
| Maybe ATR could be related to [url=http://www.atrbox.com/reference/atrbox.html:3tqwbvmu]This[/url:3tqwbvmu]? I found ATR in a acronym list in the mm and it said ATR = Austin Trumbull Radio.
Greetz! |
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| Possibly an aircraft recovery manual, I am new to the 73 but it contains panel idents location of components and shows the flight deck controls with what they do.
Ta |
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| Isn’t that on the ‘download’ section of this site? | |
| 737NG Windscreen Wiper | Hi guys.
A friend of mine on final approach in heavy rain had a problem with the captaind wiper. It stopped in the [/b]OFF[b:in5875nv] position. An explanation for this was it had something to do with a thermal switch cutting out the motor as it over heated. A CB reset is required to get it operating again. Is this this correct? Is this a common problem? Thanks[/b:in5875nv] |
| [/b]Ref MM1 30-42-00:[b:3mvkreqm]
Functional Description [/b:3mvkreqm]And ref a FTD:[b:3mvkreqm] Applicability Description Status Boeing is also exploring with the wiper motor supplier, Rosemount, additional changes to the existing motor assembly to enhance operation. Interim Action Final Action Retrofit instructions are provided in Boeing SB 737-30A1049, Revision 1, dated 12 October 2000 Operator Action Enjoy! <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –>[/b:3mvkreqm] |
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| I think you want a panel description and operation manuals, it’s a small booklet from , i think flightsafety-boeing. You are looking for the 737 classic or next gen? |
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| So you mentioned you found some faults. Is the problem solved now? I don’t think the elev tabs will that have a great effect if they go from balanced to unbalaced mode or vice versa when you fly straight because at that time the elevators are nearly around neutral. We had elev tab solenoid valves found not working (after you do the test in a C check), and nobody had ever noticed it. There is no cockpit indication if one or both of these solenoids fail.The pitch up could be the result of the pressure drop in the hydraulic system (you mentioned the clogged T fitting), causing the elevators going momentarily to the ""manual reversion"" mode which [u:69jxf6ke]might[/u:69jxf6ke] give a pitch up or down movement of the a/c. This is allowed within certain limits, see the AMM under ""hydraulic power off test flight"" after replacing or adjusting the elevators and or tabs.Pls let this forum know about the problem if it is solved or not.best regards sjap |
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| Center tank boost pump auto shutoff | G’day gents!
I’ve got a question concerning the center tank boost pumps. I recently heard that some 737NG aircraft are being modified with an center tank boost pump auto shutoff system. Is this system new for the 737? Does anyone know why it never had such system when it’s pretty logical to have a safety feature like this? Regards |
| Believe so, its for the classic I am after | |
| Check this link: [url:20ec6swr]http://www.alteontraining.com/training/searchresults.aspx?BU=TD&model=737&keywords=[/url:20ec6swr] You´ll find everything there. |
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| internal overtemp switch | ıts already this safety system..the emdp electric motor housing has an internal temperature switch.and when the hydrolic in the electric housing increase more than 99 c the temp switch opens and removes power from the emdp.but when hydrolic temp between the case drain line and the pump increases the overheat light comes on and you must close the pump operation. when the pump auto shutdowns also master cautian and hyd light comes on …good lucks…. |
| internal overtemp switch | ıts already this safety system..the emdp electric motor housing has an internal temperature switch.and when the hydrolic in the electric housing increase more than 99 c the temp switch opens and removes power from the emdp.but when hydrolic temp between the case drain line and the pump increases the overheat light comes on and you must close the pump operation. when the pump auto shutdowns also master cautian and hyd light comes on …good lucks….ı mısunderstood ur question |
| Maybe I don’t understand it right, but were talkin about the fuel boost pumps and not the hydraulic emdp’s, right? | |
| my undestanding of this is that it is driven from the TWA 800 issue. But yes this is coming on all new 737. The last few we got has this installed. I am not sure if this will be c/w on the older a/c but I think that is coming. | |
| Austin Powers | Well,….
If it was "Austin Trumbell Radio"…. what does it do on a B737 audio selector panel then…? And what is it supposed to do there…??? I doubt it…. <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> |
| thank you for replying my problem. the elevator tab controll valves you mentioned are operation tested,and they operate normally. we replaced both flap position transmitters and corrected all the discrepencies we found ,but the problem persist intermittently. in addition the pitching up appears only when stowing flight spoiler in descent, nothing happen when deploying flight spoiler. we do not the problem so far. | |
| As far as I know this was an optional installation in the past. | |
| Austin Trumbull,
I’m sorry…. <!– s:oops: –><img src=”{SMILIES_PATH}/icon_redface.gif” alt=”:oops:” title=”Embarassed” /><!– s:oops: –> |
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| 737 Electric Motors List | I am searching for a complete list of all motors used in the 737 mainly the next gen 600 to 900 series. I am mainly trying to get a hold of the power generation from all of the motors both AC/DC, voltages, amps, frequency, etc. Obviously it would be great for this list to tell what accessory the motor drives as well. Thanks for any help. |
| i havent heard about this but ill check our schematics is the other guest confused because he said EMDP | |
| yes the ng is equipped with a center boost pump auto shutoff system called enhanced center tank fuel system each center tank pump will auto shutoff after a short delay when that pump respective sensor detects low output pressure or switch my companys newer ng has this feature and the others will be modified | |
| hope this answered your ? | |
| HI Richard Try to look in the ssm find the egipment#,then go to wdm and in the equipment list you can find the part#,and from ther you can find the spec of each motor,you can also look in the wiring and see the power supplies to the motors,But WHY ARE YOU INTERESTED IN THIS?????? | |
| If the starter valve is not closing properly you will hear this when the apu is pressurising the system. | |
| There is no wind screen on 737,There is an wind shield,wind screen is a ***** tan expression. | |
| I was indeed confused when he said emdp but I get it now. The situation you explained is the same as here. We have newly delivered ng aircraft wich allready have the system, and the other aircraft will be modified.
My question was why boeing came up with this system so late, when it’s such a simpel system and pretty logical to have installed. Maybe there are some regulations that prevented to install the system due to nuiscance boost pump shut downs? |
|
| strut fairing access panel | hi friends,ı want to ask a question,ı learned that the aft strut fairing access panels have bonding bolts on them .every panel has two bonding bolts that are different from the othersthese bolts(ı learned that) helps to prevent damage to the plane when a lightning occurs.and also we must apply a specıal coating to the countersinks of the bolts.but,we never do it when installing these panel.is there anybody doing it right in ur comp.and the other question is how the bonding bolts prevent damage to the plane in a lightning condition.thanks.ı love 737….. |
| Thanks just what I am after | |
| NG Flight Control Position Indication on Lower DU | Hi there,
on the NG´s you can have a software option to display flight control surface position (ailerons, flt spoiler, elevator and rudder) on the lower center DU by pressing -MFD-SYS- on the Engine Display Control Panel. I would like to know which sensors are used to supply the position data to the DEUs. Could not find any reference in the manuals. Is it an independant set of sensors or do they use the autopilot position sensors??? Any inputs are much appreciated. Thanks to Sjap for this great site!!! |
| As far as i know the position transmitters on/near the LH aileron, RH aileron, Rudder, and LH and RH elevators are used for this indication. Also for the flight spoilers there is an indication. Most of them are used for the flight recorder as well. If you pull the ac / dc cb’s of the flight recorder, they disappear from the screen. best regards and thanks for your comment! sjap |
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| after replacing the ground spoiler interlock valve, we fixed the problem. the valve cause the ground spoilers creeping to up position five minetes after the conctroll level is pulled to flight position.we finally found the valve had some internal leakage. | |
| Re: any website whch has ng 737 -800 cockpit | [quote="vish":3bm8o3sg]vish
Nov 14, 05 – 7:28 AM any website whch has ng 737 -800 cockpit hi i would like 2 get some info on ng panel discription for 737-800 cockpit any website i can go to.any thing interactive .any question set i can refer to for ame exams Sjap Nov 20th, 2005 – 8:34 PM Re: any website whch has ng 737 -800 cockpit Hi Vish I could not find a real 737 interactive cockpit website, when it’s out there i will link to immediately! But try this one; <!– m –><a class=”postlink” href=”http://www.meriweather.com/flightdeck.html”>http://www.meriweather.com/flightdeck.html</a><!– m –> It has interactive cockpits to the smallest details! very nice to play with If you have access to an AMM, try part 1 description and operation. Regards, It´s only the Overhead Panel, but try these Link: <!– m –><a class=”postlink” href=”http://artietheairplane.com/737_panels/737_main.htm”>http://artietheairplane.com/737_panels/737_main.htm</a><!– m –> |
| Hi
This service bulletin is the result of the safety assessments conducted by Boeing under SFAR 88, "Fuel Tank System Fault Tolerance Evaluation Requirements". Boeing found that fuel pump operation with continuous low pressure could result in friction sparks or overheating in the fuel pump inlet. The high temperatures could create a possible source of ignition of flammable fuel vapors in the fuel tanks. Ignition of flammable fuel vapors could cause a fire or explosion which could put the airplane in an unsafe condition. Installation of the automatic shut off system adds fuel pump inlet protection against friction sparks and friction overheat damage in the fuel tanks. this service bulletin is an alternative method of compliance to the requirements of paragraph (a) of AD 2001-08-24 and paragraph (b) of AD 2002-24-51 and provides terminating action for the operational restrictions contained therein. I copied this from SB 737 28A1206 Special regulations ( SFAR 88 ) are made to prefend center tank explosions as happend on flight TWA 800 More info about SFAR 88 and AD 2001-08-24 and 2002-24-51 can be found on <!– m –><a class=”postlink” href=”http://www.airweb.faa.gov/”>http://www.airweb.faa.gov/</a><!– m –> Greets, Marc |
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| Without going into details: A project I am working on calls for less gears/oil and requires a more electric system. If I can compile data on the accessories that the different motors are driving, from this power extraction data, I can find suitable replacements for gear driven system. | |
| Sounds like you are working for a 787 engine study , the more ""electric"" plane, with bleedless engines and electric brakes…..are you? So far the next gen has this as power supply:(general info copied from AMM part 1)* Left integrated drive generator (IDG 1) (90 KVA) * Right integrated drive generator (IDG 2) (90 KVA) * APU starter-generator (90 KVA below 32,000 feet/9,753 meters, and goes down to 66 KVA at 41,000 feet/12,496 meters) The IDGs and APU starter-generator supply a 3 phase, 115/200 volts (nominal) at 400 Hz. The AC power system design prevents two sources to the same load at the same time. The static inverter supplies a one phase, 115v ac output to the AC standby bus. DC Power Three transformer rectifier units (TRUs) change 115v ac to 28v dc. The airplane also has these DC power sources: * Main battery * Main battery charger * Auxiliary battery * Auxiliary battery charger. The batteries are the backup DC source if other sources do not operate. The standby power control unit (SPCU) controls the distribution of dc power. Standby Power With the loss of normal power, the standby power system supplies a minimum of 60 minutes of AC and DC power to systems necessary to maintain safe flight. The batteries supply DC power. The static inverter uses battery power to make AC power. The SPCU controls the distribution of AC and DC standby power. <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> |
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| flt ctl indications on lower du | Hello, sjap is completely right. Those indications are provided by FDAU. So left flight spoiler position belongs to #3 and right one belongs to #10. Additional position transmitter on surfaces #4 and #9 send information to FCC but you cannot see those values in the cockpit. |
| bonding | Hello dear friend, First use of bonding cables is to prevent corrosion of the screws or bolts of the panel. If the plane is exposed to lightning or static electrical power the voltage on the panel is transfered to the fuselage through the bonding strap. If the bonding strap is broken or severly damaged this current flows through the screws and cause corrosion which welds the screw to the structure. I hope I could help you! |
| starter | I think second starter malfunction can be caused by failed Starter valve. Because even if the starter valve remains open or leakes during engine start up progress starter is seperated from the gearbox as soon as the N2 speed is greater than starter. But during engine shut down sequence starter clutch reengages to the gear box and this can cause damage to starter. |
| Thanks for clearing that up, guys! | |
| Trouble shooter. if your job sucks why the hell do you love it?.Probably you should seek proffesional help. | |
| Pete,
things are not that bad. Not always… <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> Professional help??? What do you think I´m doing here? <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> |
|
| thanks | thanks for your information,goog guy… |
| Haha, no I am not apart of that study. I am in fact working on a more electric turbine engine. See better understanding the electrical demands of the aircraft better promotes decisions when engineering a turbine engine. They are generators and a huge part of the electrical configuration. | |
| [quote="sjap":19phmduj]As far as i know the position transmitters on/near the LH aileron, RH aileron, Rudder, and LH and RH elevators are used for this indication. Also for the flight spoilers there is an indication. Most of them are used for the flight recorder as well. If you pull the ac / dc cb’s of the flight recorder, they disappear from the screen. best regards and thanks for your comment! sjap[/quote:19phmduj]yes, they are different sensors for the SPI than the ones used by the FCC. the ones used for SPI are also used by the ODFDMU or FDAU wichever is fitted. In the manual the ones used for SPI would be found in chapter 31 and the ones used for feedback for The autopilot would be found in chapter 22. |
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| After some research in the AMM I found all components and the FDAU output of the flight control positions to the DEUs. Thanks for your help. | |
| Water drain | I’m a classics engineer. I think the arrow is to make sure you install the water separator with the ‘sump’ at the bottom. On some classics, the sump had to be at the bottom to drain through the rubber grommet located on the door. On some other aircraft the sump had a connector which directed the water into the primary & secondary heat exchanger to increase their cooling efficiency. |
| NG Flight Control Position Indication on Lower DU | Hi ^Pete
troubleshooter got the best professional help he could find all over the world, "the sense of humor help" As he said previously: "This job sucks…I love this Job, surely" |
| BRAKE UNIT ROTOR DISC #1 | This is my case: Date: 31 January 2007 During Replacement Main Wheel Assy No.3 (Bald & Spot) Found Brake Unit No.3 Rotor Disc #1, Damage (Brake Lining still 10 mm)date: 19 Febuary 2007, During Replacement Main Wheel Assy No.1 (Bald) Found Brake Unit No.1 Rotor Disc #1, Damage (Brake Lining still 05 mm)Date: 23 February 2007, During Replacement Main Wheel Assy No.4 (Spot) Found Brake Unit No.4 Rotor Disc #1, Damage (Brake Lining still 10 mm)Question : 1. What happen to the rotor Disc #1 ? 2. Is this problem came from the braking system of the aircraft?If any body have an experience like this, I need your kindly comment, Regards, sarma |
| What type ? classic or next gen? What type of damage? Pieces missing, cracks? Its not normal what you are experiencing. Is the brake / wheel assy partnumber combination correct? It is not always possible to put any wheel p/n on any brake p/n, please check it iaw your ipc. Best regards Sjap |
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| Brake Unit Rotor Disc #1 | Mr Sjap, Thank you for quick response The type is B737 classic (-300) The type of damage is cracks and also pieces missing. I ‘ll let you know for the P/N combination. Is that any brake or hydraulic system problem related to this problem? Every comment are helpfully.Regards sarma[quote="sjap":564kz8je]What type ? classic or next gen? What type of damage? Pieces missing, cracks? Its not normal what you are experiencing. Is the brake / wheel assy partnumber combination correct? It is not always possible to put any wheel p/n on any brake p/n, please check it iaw your ipc. Best regards Sjap[/quote:564kz8je] |
| Maybe it’s an issue described below? Its a copy of a Fleet Team Digest from MyBoeingfleet.com. You or your company should have access to it. SjapVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVVV737-FTD-32-00006 ATA: 3246-00 Last Revised: 29-MAR-2002 Issue Title: Main gear brake stator warpage and lining loss with Bendix brakes Originated: 31-JUL-2000 Airplane Model: 737 Minor Model(s): 200, 300, 400, 500 Other Models: no other models applied to issue ECD:Illustrations: warped stator References: Service Bulletin (SB) 2606672-32-031 (Bendix/Honeywell), dated 15-SEP-1999 Issue Status: Closed Revision Description Revised to include a photo of a damaged stator, to include the Bendix S/B into the list of references, and to update the Bendix telephone area code.Applicability All 737-200/-300/-400/-500 airplanes using Bendix P/N 2606672-series brakes. Description During investigation of these lining losses, it was found that the stator plates in many brakes were severely warped into a "dish" shape. The amount of warpage varied, but warpage up to 0.25 inches was found. An example of a severely warped stator is provided in the attached photo. Warped stator plates cause the linings to wear improperly (tapered wear). It is believed that warped stators and the resulting uneven lining wear can significantly increase the possiblility of the linings becoming detached from the stators. Status Interim Action Final Action An operator who was experiencing severe stator warpage recently completed a service trial of the redesigned stator plates and found that the average warpage was reduced by about 1/3. But more importantly, none of the new design stators exhibited the severe warpage commonly seen on the earlier design stator plates. Operator Action Part Information Supplier Information Honeywell Phone: 574 231 2000 Parts List: Stator plate, brake Related Categories: |
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| Hee Sjap,
Thnx,efor the answer,.but is the etops difference,. located on the P6-3 panel?? Greets |
|
| Hello Peter,
maybe [url=http://www.fmcguide.com/catalog/media/cb678.pdf:37yzlqmk]THIS[/url:37yzlqmk] is not exactly what you are after, but eventually it helps furhter. |
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| [quote:4m4e1fhm]"the sense of humor help" [/quote:4m4e1fhm]You got it, Mad Dog!!! |
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| p6-3 | Thnx Troubleshooter, It will bring me a bit further…. Is this for -600, -700,-800 all the same??? only etops will make the differance?? and customer request?? Is there also a lay-out available??Greets,.Peter |
| P6-3 | Hi all,
In the mean time i heard that it has to do with the recircelationfan, the -800 has a fan more,.. Peter |
| yep the 800/900 has 2 rec fans and the 6/700 only 1. Thats standard and makes the difference in the cb panel as well. Of course, customer options, extra added system, they make a cb panel more or less crowded. And Etops too. Difference in navigation and comm equipment manufacturers (customers choice) make different cb panel layouts. You see, its not standard anywere. Why are you so desperately interested in this? Are you making your own 737 cockpit? <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> Best regards sjap |
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| Hi Sjap,
No,.. During maintance we damaged the P6-3 panel, and we had a spare -800 panel. greets,.. |
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| Yaw Damper Light Illuminated | I’ve got a snag on the B737-300 . The autopilot yaw damper light illuminated whenever it is airborne, the snag will disappear when the a/c is on the grd. I reckond that it could be the wire linked from the o/p of AFC module thru the D499 plug to the yaw damper light assy . Can anyone help me to locate the wire routing to help me in my troubleshooting, Thanks alot |
| To find the wire digrams you are asking for,first you must find the production number, for your air craft.Then go to the hook up list and put in your plug number D499.From there you can find the different wiring diagrams.In the digrams you can find the station numbers and where your wire is routed and which boundel number your wire is in.Good tip is to read the front matter how the wdm is used.Good luck | |
| HF communication | Dear all,
I’ve got a question concerning the HF communication system. In my aircraft B734, the HF unable to transmit but able to receive, this only happen in flight and intermittent, on ground test Ok. The HF control panel, HF transceiver anh HF coupler were replaced but the problem still happen. Please give me a suggestion about this, thank you. |
| Intermittent faults mostly happen due to bad electrical contacts, on/in plugs and grounding studs. I suggest you check the connections for corrosion & security, especially the ones on the antenna. Good luck <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> sjap |
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| If you want to use spare parts you dont know the intercngeabiltyoff,why dont you check it with the equipment number then the effectivityin the equipment list ,or check in your ipc.Or iff you have access to My Boeing fleet use the spares revision for interchangeabillity.Thats the proper way to do maintenance. | |
| Index calculation. | Hey
Does anybody know how to calculate W/B index, from BA(in) and empty mass for CL and NG? Best regards Lasse |
| Hello Lasse,
It’s all in the weight and balance manual. It must be available in your company. I checked myboeingfleet but didn’t find it yet. |
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| Hello Lasse,
Below is maybe what your looking for. Best regards The general form of the equation used to develop this loading schedule is shown in Equation 2-2. Index = Weight x (B.A. – Index Datum B.A.) / C + K (2-2) Where, for the development of this loading schedule: Weight = Weight of the item under consideration in Pounds (LB). Therefore, the index equation used in this document is Index = Weight x (B.A. – 648.5) / 65000 + (40) Equation 2-3 is used only to calculate absolute index values. The Dry Operating Index (DOI) of the airplane and the center of gravity limit inflection points are generally the only index values that must be determined using this form of the equation. When calculating the balance effect due to items loaded on the airplane (i.e. delta index values), the Index Datum Constant (K) is omitted from Equation 2-3. |
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| Hi Sjap and Marc
Thank you very much for the replies! I looked in the W/B manual, but I couldn’t find the index formula. Other fomulas are mentioned, but not for index. Ill might have a look again… But I guess thats where this forum is very handy! Thanks again Lasse |
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| The only thing i can help you with now is zero fuel weight numbers of: -300 32500 KG -400 34500 KG -800 40800 KG -900 42000 KG These are approx basic numbers we use, but are adjusted after the a/c is weighted from time to time. Best regards sjap |
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| Ok, firstly u need the drawing to find your wire, when u know the suspect wire u find the wire loom number that u are looking for. U allready know plugnumbers so u most likely allready know wich loom is suspect. Then u go to the WDM and find chapter 91 (charts), then look up MISCELLANEOUS and find the wire loom number that u are looking for.Now u should have a drawing of a airplane with the routing shown on it. easy peasy. Good luck actually finding the fault though <!– s:-) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:-)” title=”Smile” /><!– s:-) –> (try to have a avionics guy do it). <!– s;) –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
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| hi Sjap
Thanks for the approx ZFW, but dont you meen DOW? Anyway its always nice to get some tips and thumb rules from the mechanics point of view. And I must say -the numbers are scaringly close to ours DOW. Does any of you know if the constant of "40" see Marc’s reply is changeing throughout the series to compensate for inserted sections between series? The reason why Im asking is that im programming a electroninc loadsheed for my calculater. I know that I kan just use the already calculated DOI and DOW so Its only for my own iterest of how these numbers come up. Reason to make it easier/faster for me as FO to calculate approx how much load to put in C1-C4, since Im also flying to countries where groundhandlings precalculation is limited before I do the manual loadsheet… Furthermore I would like to see how optimum we could have loaded the A/C seen from a C/G point of view, concerning all flights. So next question. Does anybody have any data concerning fuel flow vs C/G on CRZ? Have a nice weeking Lasse |
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| FMC cdu restart | we have experinaced on 2 BBJ1 both fmc cdu restart by itself when EXEC a waypoint near marakish airport in Morroco. FMC OPS is 10.6. |
| Sounds like a software problem. I suggest to update or re-install your FMS software and nav-database software. Best regards sjap |
|
| Does the FMC restart on this waypoint only or does it restart on other waypoints too? Is the waypoint part of a SID or STAR or is it a airways waypoint? I assume u are operating with a single FMC so both cdu’s are on the same FMC.Like Sjap said, reinstall or update the software (both FMC and nav data base). |
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| IRS alignment | Hi all,
Had an issue the other morning with our 738. After sitting all night we were unable to align the IRS’s (both left and right) by bringing the last know position down to the scratch pad then up to set IRS position. The IRS’s did align after manally punching the same (GPS) position manually. I talked with a couple of our more knowledgable captains they said the have had the same problem occasionally in the past. Anyone have any ideas what may be going on?? Thanks, |
| If The power of the aircraft has been shut down,before the iru has done its power down it locks its last position and you can not enter it the normal way.You have to enter it as you described it or yust push enter twice.The problem is that peole kills the power of the A/c befor letting the iru to power it self down.And by the way why using the last position when you can use the irs position,yust go to page 2 get the gps position,put that in the scratch pad go back to page one and enter the correckt position.
Best regards Pete |
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| Pete,
Thanks. I had the problem again this morning and found out that is exactly what is happening. Additionally I have one IRU that is drifting, not sure if it is out of limits yet but I will be flying with the aircraft again tomorrow and will be able to determine if it is. Thanks for you help. |
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| Windmilling | Hello Everyone Does anyone here is aware of any litreature about the effect of prolong windmilling on the engine’s health. If the rotation speed due to wnd is high, will it cause considerable oil loss, or any other internal damage to bearings/seals. Will the direction of rotation have any role to play here. thanks in adv. |
| CRZ performance | Hey
I have a few questions… 1. Does anybody have any data concerning fuel flow vs C/G on CRZ? Question 1 is really interresting for me as a pilot… Best regards Lasse |
| Hello rambo,
There is nothing you could do to prevent it when parked, except for long parking you should install inlet/exhaust covers covering the whole engine. If the lubrication system was in operation before the in-flight shutdown, there is no time limit for |
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| Mybe your information is in the Flight Planning and Performance manual. See chapter 3 (enroute) and the Long Range Cruise Enroute Fuel and Time tables…. There they are talking about fuel flow versus weight/temperature/time etc. For what version is it?Best regards sjap |
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| Thanks sjap My concern was the windmilling effect, to aircrafts parked for prolonged night haults, considering unavailability of inlet /exhaust covers. AS we know after motoring NGs there is a good amount of oil which gets collected in the tail plug.Can the windmilling at high speeds have the similar effect & if yes, in the absence of fresh oil supply, sumps can run dry,(anti static valve closed) causing bearings/seals damage. Pl. share your knowledge about the same. thanks |
|
| Yep Rambo, that true, all these exhausts are filled with oil after a while. But that’s considered normal, and as i know we operate these NG’s for many years now without any oil/lubrication problems. We [u:a2ofxp8s]never[/u:a2ofxp8s] cover the engines, and more than once the a/c is parked for long times >48 hrs on quiet days. Even with the nose in the wind , sometimes strong to stormy winds. And after that, of course the bearings may be drier than before, but not on that level that engine or bearing damage could occur. Else Mr Boeing would make a warning/caution/note to make sure the engine cannot rotate/windmill if the a/c is parked for a longer period. There are so many operators with the NG that there must be some info or feedback available at Boeing if this is a serious problem.I’ve seen some McGyver solutions, by means of a rope which ties the blades to some point, or a large piece of wood stuck in between the blades to prevent the blades from turning…but not on a 737 so far… <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> That’s all i can tell you about this subject, maybe someone else reading this topic may have any ideas? <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –>Best regards sjap |
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| Windmilling | Thanks sjap for sharing your valuable knowledge. |
| Hey Sjap
I checked the FPPM for -500 20K. But it does not tell me how big the differance in FF between full FWD G/C and full AFT. The theory is that the more aft C/G the lower the drag and thus the FF. I hoped that maybe a mechanic might have some more info… Q 2. About FMC and how you calculate drag factor for the FMC, was a hope that it could give me an idea. Q 3. Is that, I know in JAA aircrafts we are not allowed to put in CRZ CG om the FMC performance page. But I cannot find where it says. Thats why I was interrested in knowing what that function changed…If there where more items that FAA and JAA didnt agree upon.. Best ragards Lasse Bay |
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| DMC 1264 | HI ALL!
HAS ANYBODY EXPERIENCE PURCHASING DMC AVIONICS KITS? I´M LOOKING FOR THE 737NG MAINTENANCE KIT DMC 1264. I GOT IN TOUCH WITH DMC BUT I´M STILL WAITING AN ANSWER WITH A QUOTATION? I WOULD LIKE TO HAVE AN APPROXIMATE IDEA ABOUT THE COST OF THESE KITS. THANK YOU ALL. B737ENGINEER |
| dmc 1264 | hey b737engineer the part # for dmc 1264 comes out to only the positioner which is about $35 us dollars this site might help <!– w –><a class=”postlink” href=”http://www.dmctools.com”>http://www.dmctools.com</a><!– w –> |
| Hi Rambo if you are worried about windmilling ,and dont have engine covers available,extend the thrust reversers and leave them out this will stop the fan.
Regards Pete |
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| Hey good tip Pete! <!– s:P –><img src=”{SMILIES_PATH}/icon_razz.gif” alt=”:P” title=”Razz” /><!– s:P –> I’d never thought about that. Did you or your company ever used this procedure? We never do. Big change you have to reset the t/r module the next startup in the morning, due to a reverser light coming up, if u do not use the correct procedure to restow them… best regards Sjap |
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| Hi Sjap i have used this methode for years,without any problems and it works.Concerning the reverser light if you get it just simply reset it. | |
| thanks pete | |
| wing body ovht | yesterday i had a left wing body ovht linght come on during main engine at transit.fault code on the module is 44.when i try to do some general inspection in section 48,i found a lot of water there.water was drained and connector in that area was cleaned and reconnected. the fault is corrected. what i wonder is that where the water from?dose any body have the similar experience? |
| On the NG it’s no surprise that the aircraft is full of moisture. It’s condensation water collected in time, causing nasty and erratic faults. Try to feel inside overwing emer exits, or above ceilings in the fwd galley area, you will find lots of condensation and wet blankets. You probably have lots of condensed pax windows too, especially in areas aft of the wing. So far my experience, best regards sjap |
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| slat deactivation | hi,ı want to ask a question about slat deactivation on 737 ng.you disconnected the connector of led control valve on the stnadby hyd. module.and keep the valve closed position by using the tool.than you deactivated also the cruise depprasurızaton valve .also opened the stby pump cırcuıt breaker.than u open the flaps 40 unit position with b emdp.(so the slats are retracted position).in this position if u run the no 2 engine the slats opens and comes to full extend position.(flap lever is 40).what is the reason of this .because ıt can cause damage to thhe reverse cowls if they are opened.ı searched amm and ı think edp’s connection is directly goes to flap slat control valve and than to the autoslat control valve than to the slat actuators.but emdp’s connection is first goes to cruıse dep. valve than to the flap slat control valve and than to the autoslat valve.but ım not sure.is there anybody about this…share with me thanks. |
| The EDP and EMDP should be parrallel connected , see the system schematics manual. There should be no difference in connections of these two pumps.The only thing about this complaint is that you maybe have a -1001 cruise depr valve installed. This valve is suspected to be leaking, there is a warning about it in the AMM.If you exactly follow the deactivation procedure, and they come out on EDP and not on EMDP, than you really have a problem i think.I’ll check it out on work, and if i find something similar, i’ll let you know. Best regards sjap |
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| SJAP,
I AGREE WITH YOU THERE IS NO OTHER WAY TO EXTEND LE DEVICES WITH B SYSTEM IF YOU HAVE THE CRUISE DEPRESS VALVE DEACTIVATED. YOU ONLY HAVE RETRACT PRESSURE. YOUR CRUISE DEPRESS IS LEAKING. REGARDS, |
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| Here is the caution from AMM chapter 27-81-00 page 203:
CAUTION: MAKE SURE THERE IS A -1003 VALVE INSTALLED ON THE AIRPLANE. THE Maybe thats whats happening at your plane? |
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| Compensator-Flt Control Module Question | <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> The latest 737NG flight control modules have a blank instead of Compensator I have two doubts hoping that someone can clear up(1) Why was the compensator removed???(2) What gives Gust Protection to the Flight controls???Regards Mahesh <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> |
| loss of hydraulic b system | I have been chasing a hydraulic leak for a few weeks now. I am loosing up tp 40% of B system ,but only on flights greater than 5 1/2 hours. The plane can fly for weeks at a time and not loose a drop until a long enough flight will cause it to plummet. I have check tightened lines and changed a couple of suspect actuators,but still the problem continues.ANY suggested are welcome… |
| Are you sure you don’t loose it anywhere externally? Maybe at the Engine driven Pump, the hydr oil can be withdrawn from there into the air, and not be seen externally. some text from Boeing:"Thermal contraction during cruise causes an additional drop in reservoir level. Operators have reported 5 to 10% further drop in system reservoir level after some time spent in cruise, and Boeing’s calculations indicate that thermal contraction after prolonged cruise at low temperatures could cause as much as 20% drop. "But a 40% drop is very very much, and you have to refill it too?Another possibilty, very strange i think but not impossible: a leak in your hydr heatexchanger inside the fueltank, causing casedrain fluid leaking into the fuel, and then be burned by the engine? But why only after 5 1/2 hours of flight? I dont know, anyone? <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> |
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| Last refill I added 11 qts,on each occurence of this 8-14 qts have been lost. Nothing has been noted leaking around the edp but it is running a quite a high pressure (3180 at cruise) just within limits. | |
| I asked around at work and discussed some issues. Did you already find out what i was? We still think cold soaking and associating leakage of seals can be the cause of the loss. Especially since all the slat actuators are on the B system maybe its leaking there. A consumer from one of the flight controls can be the cause as well, when there is no "rated internal leakage" in one of the actuators, they become frozen and can cause a leak. Also if the B hydr reservoir overfill/overpressure relief is stucked/frozen open, lots of fluid can be drained thru the drainmast, leaving no evidence of hydr fluid loss. Check your reservoir pressurization module air-holes and openings. They are often corroded or clogged. Is it a classic or a NG ?Best regards sjap |
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| Control Rod of the Standby Rudder PCU Adjustment Problem | Hi; after the New Redundant Rudder PCU Design A/D we have some adjustments, one of these adjustment is Control Rod of the Standby Rudder PCU Adjustment (AMM 27-21-00). 1-In this adjustment we passed all subtasks before bottom subtask. At this subtask stby rud pump operates but we can’t set the Yaw Damper therefore Yaw Damper light didn’t come unless we ALIGN to the IRS. But nothing say AMM about this situation in this adjustment.2- After we set the Yaw Damper and Yaw Damper light goes out Rudder turn to left side approxsimately 0,5” (12.5 mm)(I know this is in limit ). But we set to off Yaw Damper it turns to neutral position. why rudder turn to left?3- And did you see any problem when you were doing this A/D……. Adjust the control rod of the standby rudder PCU: (a) Set FLT CONTROL A and B switches to the STBY RUD position. (b) Set the YAW DAMPER switch on the P5-3 overhead panel to the ON position. 1) Make sure the YAW DAMPER light goes out after approximately 2 seconds. ….. |
| Hi,first you must find out if you have controll rod prt#251A3495-1 or 7.If answere is yes ,then you must set the zero point on the SMYD iaw subtask 27-21-00-710-072-002.Your problem with the yaw damper innput,sounds to me that your smyd uses the old zero point and mowes your rudder to the left.And Yes yor irses must be alligned to engage your smyd.
Best Regards and god luck |
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| Hi again,i checked with sb 737-27-1253,so you can not have 251A3495-1,but the sb tells you to do an servo test of the smyd i.a.w mm sub task 27-32-00-740-014 and -015.this test are called zero command and sweep test,if they fail follow the fim to rectifie your problem.Pete |
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| The aircraft in question is an NG. On our last long haul there was no excessive fluid loss,and the only thing that had been changed was a MLG actuator that was found with a puddle under it prior to another (shorter flight) Cold soaking has always been my first thought, but I like your check valve theory and will look into that if the problem occurs again. I doubt very much that the mlg actuator was the source of my grief as pressure to that should be bypassed as soon as the pilot selects the gear to "off" after take off. Thanks for your input ,I will post further if I have any more problems | |
| hı skydroll ı think ur problem is that.when standby yaw dampig and wtrıs operation adıru send airspeed,attıtude,yaw and roll rates and acceleration data to the smyd 2.so ıf ırs are not alıgn ıt doesnt operates ı thınk.thanks.(amm 27-24-00 part 1) | |
| 131-9B APU 1st stage turbine failure. | [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-2.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-3.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-4.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-5.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-6.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-7.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-8.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-9.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-10.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-11.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-12.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-13.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-14.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-15.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-16.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-17.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-18.jpg[/img:tqzjx3sp] [img:tqzjx3sp]http://www.goldenrivet-images.co.uk/Images/blackmuseum/131-19.jpg[/img:tqzjx3sp] |
| Wow, what happened? Nice ""exploded"" view! <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> | |
| Control Cabin Section 41 Splite Plate Replacement | Hi; I have a quiestion about Control Cabin Section 41 Splite Plate Replacement Engineering Order. This order don’t say remove to no:1 control cabin windows, but structure technicians couldn’t work unless we remove to No:1 control cabin windows. Did anyone do this task? How you are working without removal of the no: 1 windows. [/b] |
| Is it an engineering order from your own company? Or is it a order from a Boeing Service Bulletin or SL? What’s the SB number? I assume you don’t mean the fwd press bulkhead insp. + repair? Regards sjap |
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| imbalance condition on ground | hı; again.my question is that is there an imbalance condition for 737 ng on ground when refueling the aircraft.ı know in air there is a condition that results an imbal message on the upper du when there is a 1000 lb diffrence between the tanks.but on ground can we fill only the main tank 1 with 3900 kg fuel when the other tank is emty.in our company we place jack to the wing that we fill.is it necessary; ı think not… |
| No it’s not necessary. You can fill ANY tank to full, while other tanks are empty. We do it even on the jacks during heavy maintenance. 1 tank full and the other empty, or a full centertank, whatever. No worries. Do not forget your minimum fuel needed for hydr casedrain cooling when you use hydr systems. regards sjap |
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| Thanks Dunny for sharing these nice pictures! | |
| Yaw damper | Hello!From my experience:YAW DAMPER light comes on often and you can’t switch on YAW DAMPER.Then you go in EE bay to YAW DAMPER COUPLER and you do BITE test and you do latched fault reset.As a rule,it helps 90%,if no any other defects in YAW DAMPER SYSTEM… <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| You can check,for example,LE slat actuators for fluid leakage.We had such a leakage on one LE slat RH actuator,only a lot of fliud leaked over the wing.Check the upper wing surface for fluid leakage.On the other acft a cause of leakage was LH hydraulic driven pump.The leakage was found during the engine motoring to find this leakage.Refilling was 7qts… <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> | |
| [quote="sjap":cmmpx0oy]No it’s not necessary. You can fill ANY tank to full, while other tanks are empty. We do it even on the jacks during heavy maintenance. 1 tank full and the other empty, or a full centertank, whatever. No worries. Do not forget your minimum fuel needed for hydr casedrain cooling when you use hydr systems. regards sjap[/quote:cmmpx0oy] .. |
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| Control Cabin Section 41 Splite Plate Replacement | Hi.. I intrested with my own company’s engineering order. Boeing Service Bulletin Number is 737-53A1222 and AD 2005-25-03. |
| Hey Skydroll,
I’ve looked through this SB, it looks like it’s a tipical Boeing story where the work necessary to do this job is kept to a minimum. In practice this job requires you to remove the windows 1 to do this job in a good way you said. If removal and installation of the windows makes this job easier and faster to do, just do it. |
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| Control Cabin Section 41 Splite Plate Replacement | hi. First flight of this a/c is 1999. Thanks for everything. |
| TCAS | DURING CRUISE FLIGHT LEVEL FL 390, I CROSSED WITH ANOTHER 737 1000 FT ABOVE (VISUALY) WITH [b:2ebhzr0p]NO TCAS ICON INFORMATION[/b:2ebhzr0p]. SAME THING HAPPENED 5 MINS LATER WITH ANOTHER TRAFFIC (A -320) 1000 FT BELLOW . THE TCAS WAS WORK PROPERLY DURING CLIM AND DESCEND, BUT NOT IN CRUISE….. ????? PERFORMED TCAS CHECK, OK . ANY WAY, NO TCAS INFORMATIONS (ICONS) AT LEVEL OFF. ????? |
| Answer from another forum by Wanderer (on this forum : <!– m –><a class=”postlink” href=”http://www.aircraftmech.com/forum/index.php”>http://www.aircraftmech.com/forum/index.php</a><!– m –>):
"The pilot did not mention a couple of things. Where was the above/normal/below setting? What was the range set at? If it was set at 2.5 or 5, perhaps the other aircraft was "out of range" Also, does this aircraft have two directional antennas or only one?" Best regards |
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| Hi ARMO, assuming that the TCAS system was nog in above or below setting.
Did u see the relative altitude next to the proximate traffic icon (white diamond)? if not their setting could have been to ‘altitude reporting off’. Above 20000 feet when the intruder is within less than 1200 feet relative spacing in a range of 6 nautical miles, the TCAS will see this as approximate traffic. This is indicated by the solid white diamond. (other traffic is the open white diamond, TA is a amber circle and RA is a solid red square). How did u establish the relative altitude between you aircraft and the intruder, did u read it off at the TCAS symbol, got it from ATC or VHF or did u visually estimate it due to no TCAS icons at level off (not entirely clear if u saw any TCAS icons at all at the time of the incident). If your TCAS icons dissapeared when u know there is other traffic around I would suspect a system failure and get the ground engineers to look at it. There are pretty good TCAS system testsets available. |
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| TCAS | Dear all, Sorry for missing some infos. Here there are: The equip. does not have “expanded†functions as above /bellow (only normal). The range was set 2,5 , 5, 10… all of then . I had the aircraft (same company) [b:8wzp3bsa]visually in sight [/b:8wzp3bsa]right above us 1000 ft (was informed by the controller). Opportunely, same time, I called the guys on the radio and they said that their transp. and TCAS was working ok and they DID NOT catch us on their TCAS as well…. No indication was provided by the TCAS (ANY ICON) for both aircrafts (other pilot said). Like I said before, after 5 mins same thing happened again with another acft (A-320) 1000 ft bellow visually (and informed by the controller). Again : THE TCAS WAS WORK PROPERLY DURING CLIM AND DESCEND, BUT NOT IN CRUISE ?????? Thanks. |
| Hi ARMO, assuming that u and the other aircraft had the TFC button in the proper selection, u should have gotten a proximate traffic indication at least. U had no indications at all? not even a ‘other traffic’ indication? Did u see any other aircraft in cruise other than the two that u didn’t pick up?This is starting to sound as if your TCAS system has a failure in it, it would be interesting to know if the other two aircraft had any problems with other aircraft as well or if your aircraft was the only one. The relative altitude that the TCAS picks up is Air Data altitude and this is the same altitude the controller gets and also the same as u and the other crew sees on their instruments so if that says 1000 feet than that should be the figure that TCAS should be working with and within 6 NM’s aircraft within 1200 feet should be indicated by proximate traffic. [img:2xn4do33]http://www.aircraftmech.com/private/pics/TCAS737pg.gif[/img:2xn4do33] Even in altitude reporting off there should be a indication at least but with no altitude information.How did the technical department solve this issue? Did anything interesting come out of the functional test? |
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| TCAS | Definitely this was exactly what happened. Again, TCAS and Transponder was working and settings as described before. Traffics known 1000 ft bellow and above our acft with [b:22vz87zs]NO INDICATIONS [/b:22vz87zs](as should be) on the displays (NO ICONS). Aircraft 1000 ft above (same company) did NOT receive ANY indication on their displays as well (capt. Reported by VHF). This issue is being investigating by my company, and probably, as you said, it looks as a TCAS system has a failure….. Any way, it seems to me very strange and must be clarified. Sander, you said about “sensitivity†level of transponder. Do you have more info about it? Thanks. |
| Sure ARMO.
The TCAS system uses 6 different sensitivity levels (1 through 7). In sensitivity level 3 for example, the TAU for RA is 15 seconds while at level 7 the TAU for RA is 35 seconds wich makes the RA protected area significantly larger. Your complaint however does not warrant a RA, a TA could have been expected but a proximate traffic symbol must have definately been present if both aircraft were equipped with TCAS systems. |
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| [img:1paujqcr]http://www.aircraftmech.com/pics/tcas.jpg[/img:1paujqcr]
picture didn’t work…. <!– s:o –><img src=”{SMILIES_PATH}/icon_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> |
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| Hello Mahesh,
Read the topic, started specially for your question, here: best regards |
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| AUTOTHROTTLE DISCONNECT | THIS IS A SCENARIO THAT ALWAYS HAPPENS IN THE SIMULATOR, EACH TIME WE HAVE AN ENGINE FAILURE THE AUTOTHROTTLES WILL REMAIN ENGAGED UNTIL YOU MAKE A FAIRLY SMALL TURN IN EITHER DIRECTION, THEN THE A/T DIS-ENGAGES. WHAT EXACTLY IS CAUSING THIS, I CAN ONLY SPECULATE THAT IT IS SPOILER DEPLOYMENT. ANY INFO WOULD BE APPRECIATED. |
| With an engine failure you should retard the (faulty engine) thrustlever to idle. Then cutoff the fuel and possibly extinguish an engine fire. A/T does not work on 1 engine alone, so disconnection of the A/T is normal then. In the simulator the software might be programmed to keep the A/T engaged until an input is given. Then it disengages because one engine is failing, giving no inputs to the A/T computer. Simulators are simulators and are not always 100% simulating the real thing.. <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –>Anyone else any other suggestion? <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> |
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| Very Hard Stabilizer Movement | When we use the stabilizer trim wheel for manuel control to stabilizer, we could turn wheel very difficulty. A/C(b737-800) at C check and we have already changed stabilizer screwjack with newone and winglet modification has been applied. After this job problem occured. We adjusted to stabilizer cables’ tension but nothing changed. |
| Hello Skydroll: -Check the tension of the chain in the lower nose comp, maybe it’s adjusted too high. -Check the lower side of the cabledrum in the tail comp. Especially the installation of the washer, see if it is installed between the drum and the bearing in the support frame. Maybe the drum is running against the lower bearing plate. Evidence of this can be found if you find metal-shavings around this bearing. It happens a lot with jackscrew replacements…Best regards sjap |
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| Does the 800 have the same stab trim brake system as the classic? if so, maybe the brake is binding? look at my video here <!– s:arrow: –><img src=”{SMILIES_PATH}/icon_arrow.gif” alt=”:arrow:” title=”Arrow” /><!– s:arrow: –> <!– m –><a class=”postlink” href=”http://www.veoh.com/videos/v382244KFJh32DJ”>http://www.veoh.com/videos/v382244KFJh32DJ</a><!– m –> | |
| 737-900 | Hi everybody,
first of all: greatest place for 737 topics all around… thanks! and then a really small question: I’ve checked AMM (but my company has no -900, so: no clue). Then I think about the FCOM, so I’ve checked it and seee just minor (training) differences: a couple things about engine type rating, some about IAS vs flap position and a Type ii door just around the wing. any clue? |
| We solved problem | Hi; we replaced stabilizer screwjack again with newone then problem solved. Thanks for your intrest… |
| When you did the 737NG course, you should be certified for all NG types, including -900. Indeed the differences you mentioned are there. Also the engine rating is higher (26K) then an -800 (24K). I cannot see any problem why your authorities would ask you to do another course, because there is no other course. The NG type course consists mostly of Part 1 of the AMM. And that includes -600 till -900 types. Small changes and company related items on your a/c should be given as a continuation training point by your own company. Hope these aswers help you a bit. Regards sjap |
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| Yes, I think it should be so… and I’m trying to convince them.
So, the only differences are this ”very minor” engine/perfomance related and the door. right? |
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| Yep, except for the door. The extra door is mounted on the new -900, the -900X only. The normal -900 has the same doors as the previous NG versions. Sjap |
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| Take the throttle levers one at a time and move them up and slam the down if the light goes out them that sitch pack is the issue | |
| thank you for this answer and thank you for this forum.
best regards, |
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| Autobrake disarm after landing | Dear Tamas! The S1 switch (M1639) resistant at closed position (Connector D10646, contacts 7, and <!– s8) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8)” title=”Cool” /><!– s8) –> was 360 Ohm instead of 0 Ohm! After replacement, and adjustment of the autothrottle microswitch pack assy, the problem is not appered. By reason of this problem the solenoid valve (in the V122 Autobrake modul) couldn’t operate, and after 36 sec Autobrake Disarm Light was ON. Best Regards from Misi Acs, Budapest, Aeroplex. |
| B737-900 | Another difference between the -900 and other NGs is the Hydraulic 2 position tailskid, that extends for take off and landing. The control is contained within the Supplemental PSEU ( SPSEU ) which is in J23 box EE bay. The Mid Cabin Doors are also monitored through the SPSEU. |
| De- and re-rating an engine | Howdie gents,
Can someone explain me the difference between de-rating and re-rating of an cfm56-7b? I thought that de-rating is when you put another OAT in the fmc than the current OAT (by that I mean above or less than the current temp to get the engine on a different power level) and re-rating is when you replace the ID plug wich gives the engine another thrust rating. Am i correct? |
| Yes you are correct. I cannot add any comments with that. <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –>
Part from AMM 34: FMC 01 and FMC 02 data goes through the FMC transfer relay 1 Part from AMM 73: The EEC has an interface with these engine systems and |
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| Thanks for the info. So do pilots ever have to adjust the thrust rating with de-ratig with the fmc? | |
| When possible and conditions allow, company policy is to avoid max N1 takeoff. Why should you go to max N1 with a half full a/c on a long dry runway with enough headwind. This to save on engine-life, noise, emissions, fuel etc. It’s all in the AOM and FCOM on how to handle and to use this reduced takeoff figures / tables. There are many factors involved such as runway condition, wind, weight, temp, QNH, etc. Hope this gives you an idea about the used TO thrust setting. Best regards sjap |
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| Torque formula in AMM chapter 20 | Hello fellow technicians,
At work we have a discussion about a picture stated in AMM chapter 20-50-11 (both in AMM classic and NG), about the formula used for the extension of torque wrenches on BOTH sides of the wrench. See lowest part of picture method IV> |
| Cold in cocpit | Hi mates , we had this problem on our 738 thad pilots kept complaining about freezing in cocpit . We did the FIM , changed some valves and sensors… and at the end we found that the trim air valve wasnt open properly so there wasnt enough hot air for modulating valves even they were ful open… BUT… the temperature in cocpit is fine now… but the problem is that even with new trim air valve , the valve doesnt open too much , not even halve during ground tests , maybe just 1cm from closed position , its better than the replaced one but for me it doesnt seem enough I checked our other 800s and the valve opens more than halveHave u ever have similar problem or do u have some suggests how to check trim air valve?? <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –>Thanks a lot Stan |
| -did you clean the air filter and sensor in the cockpit ceiling (common problem ) ? -does the valve not open completely with temp sel in full hot (manual)? Best regards sjap |
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| Hi Jean
yes we did clean the filter and sensor in cocpit stan |
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| mmmmmmmm strange, Maybe the controller is not giving the correct input. Try to swap it with another one. Maybe it helps? Sjap |
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| Precooler sensor or precooler wlv will cause this problem. | |
| During the FIM we changed the controlers as well , but there are 2 controlers and one trim air valve
Why would this problem cause the precooler or the sensor when there are 2 engines and one trim air valve u mean both precooler sensors are bad?? We were solving this problem quite long becouse we are charter company and the arcrafts keep flying everywhere out |
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| Hi Sjap,
here’s what I think <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> <!– m –><a class=”postlink” href=”http://www.aircraftmech.com/torque.html”>http://www.aircraftmech.com/torque.html</a><!– m –> |
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| Hey sander, We did the test in realtime, and you’re right! Strange enough but true! Thanks for your support! Sjap |
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| Additionally I can recommend you the lecture of this Boeing Document: [url:168odxxu]http://www.smartcockpit.com/pdf/flightops/aerodynamics/0030/[/url:168odxxu] This will answer your initial question and may raise (it happened to me <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> ) some more… |
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| For me the formula is correct. Basically you have to calculate [b:3jqtsyqh](original length/new length) * original torque[/b:3jqtsyqh] to obtain the new torque value. | |
| Great info.! Thanks for your (multiple) inputs on this forum! <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> Sjap |
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| Thanks for the info! If I have some more questions (and I probably will <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –>) I’ll know where to find you <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –>
Looks very interesting by the way. |
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| Mechanic Cat A | Gents,
I have a question concerning regulations when to become a mechanic cat a (or monteur limited liscense as it is called at the transavia.com technical department). How much maintenance experience is mandatory for a Cat A liscense. I’ve been tolled that you have to have a minimum of 2 years of maintenance experience on a typical aircraft. Does anyone know if this is right? regards. |
| l j,
Copied from " <!– m –><a class=”postlink” href=”http://www.easa.eu.int/doc/Regulation/reg_2042_2003_Part66.pdf”>http://www.easa.eu.int/doc/Regulation/r … Part66.pdf</a><!– m –> " 66.A.30 Experience requirements For more info check the link on top. Greets Marc |
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| EGT overtemperature clasic737 | Hi mates , we had this overtemperature during start 740C for 9sec , it happen twice already , enough press from APU , N2 23% start up, OAT was higher- 40C , , we did troubleshooting checked CBP venturi , did accuracy test ok , harness OK , borescope OK , we will check CDP tube from MEC .. we did other run ups with normal parameters , EGT 580C OAT 14 , this engine is wormer about 20-30C during run up than the other one… do you thing the MEC will be the problem?? |
| Yep it could be the MEC, but first check your SG setting, CIT sensor and CDP tube. Is the fuel flow also higher during start then normal? If so check it iaw 71-00-41-1 fig 104. Best regards sjap |
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| Thanks for the flowers, mates. <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –>
There are lot of interesting files to find at smartcockpit.com. Mainly designed for pilots but sometimes a good information source for reviews and stuff like that. |
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| Same problem in PRG (probably different company <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> ), start-up EGT near limits at high OAT,difference btwn. engines aprox. 100 degrees on star-up, significantly less during other pwr. setting. Performed T/S for high start fuel flow (expect CIT sensor test) and some other action. NFFduring T/S, fixed by MEC replacement. <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> | |
| Sorry, but I think A/T can be used with one egine inop…May be I am wrong.. Brdgs. |
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| Sorry, but I think A/T can be used with one egine inop…May be I am wrong.. Brdgs. |
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| Bleed trip off when start descent classic | On 734, when initate descent at high FL (above FL220), after TL set to idle, engine 1 bleed trip off appears, usually resetable immediately. Fault is not on each flight, but more than 50 percent flight affected. Unable simulate fault on ground(in AIR mode).No anomalies during ground run in pneu parameters.Trubleshooting performed, except replacement of precoler <!– s:cry: –><img src=”{SMILIES_PATH}/icon_cry.gif” alt=”:cry:” title=”Crying or Very sad” /><!– s:cry: –> . Till now replaced or swaped : PRSOV and regulator, high stage valve and regulator, 490F sw, both thermostats swaped btwn. engines, precooler control valve replaced,pack valve swaped.Leak check on control lines performed sat. Everythink look good. Do you have experience with this problem? Can be precooler fail (decreased heat exchange)? Upstream side of coling air checked and found OK. Thanks for help! |
| Was the precooler control valve replaced too? Try that or swap it. If on top of descent trip off light comes on, it could also be the HP valve and/or HP regulator. Did you also check if the HP valve is not leaking internally? The bleed air check was within limits? See form on <!– m –><a class=”postlink” href=”https://online-lening.net/invul%20Bleed%20PG.xls”>https://online-lening.net/invul%20Bleed%20PG.xls</a><!– m –> Best regards sjap |
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| Thanks mates
SG setings OK , FF OK so we didnt check CIT sensor , CDP,CBPtubes OK , MEC is on the way Hi tangosierra <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> |
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| Thanks again… very useful info.
arco |
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| Center tank defuel malfunction | I tried de-fueling center tank of B737NG by normal procedure but was not successful. As I opened the Center tank refuel valve switch at refueling panel, it started de fueling. When I again closed this valve it again stopped defueling…. can someone tell me how can this happen? A.S.Bhambra Aircraft Maintenance Engineer <!– e –><a href=”mailto:a_s_bhambra@yahoo.com”>a_s_bhambra@yahoo.com</a><!– e –> |
| Inop a airco pack | I was wondering.
In our company, when we inop a pack on a 737-800 aircraft according to our MEL we have to select the pack switch to OFF but on a 737-900 aircraft we must select this pack switch to HIGH. Does anyone know why? <!– s:o –><img src=”{SMILIES_PATH}/icon_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> |
| To defuel center tank you should:
-OPen the defuel valve (inboard of the fueling panel) Best regards |
|
| L engine bleed trip off with 1 engine as bleed source. | Howdy,
We had an a/c with a L engine bleed trip off with 1 engine as bleed source after selecting wing anti ice right after take off. Is this normal? |
| Very hard speed brake lever movement | Hi; After wing-led modification at 737-8 we can’t move speed brake lever more than %50 percent and spoilers move nearly %50 percent. Movement of lever is normal from down to %50 but we cant move it over. |
| I would first check the speedbrake-lever cable rigging and tension. Was the spoiler mixer removed en re-installed? Maybe the fault is there. If, with a removed spoiler mixer the speedbrake handle moves freely, then the mixer was wrong installed or has a malfunction. (if the mixer was removed without rigpin installed inside the mixer, you have a problem, you probably need a new mixer <!– s:cry: –><img src=”{SMILIES_PATH}/icon_cry.gif” alt=”:cry:” title=”Crying or Very sad” /><!– s:cry: –> ) Best regards sjap |
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| No its not normal. The bleed tripoff, was it resettable? are the duct-pressures within limits ? Else you need to do a bleed health check and see if one of the components is malfunctioning. regards sjap |
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| It was resettebale. the a/c made a no bleed take off. After selecting engine bleeds on, engine no. 2 duct press was 5 psi and left was 40 psi. At FL330 the crew tried wing anti ice when right duct press was 5 psi and l was 40 psi. When wing anti ice was selected, left engine had a bleed trip, so at that point he had a huge problem, but it was almost immediately resettable and at TOC r engine was also 40 psi again (when throttles retarded). from that on they did not had any probles again. We chenged the HSV of engine 2 and the a/c did not had the problem again. For engine 1, i heard that the max altitude to select wing anti ice is FL350 and when it is selected close to the max altitude it could generate a bleed trip. You ever heard of this problem. A/c was an NG btw.regards. |
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| Flight interphone handset interferance | Hi all just after a little help.
Got an issue with the fwd attendants flight interphone comms on 737-600. There is a loud interferance noise coming from the handset when you pick it up. I have swapped the handset with the aft one, swapped the remote electronic unit, swapped the handset cables and the attendant control panel circuit card. The handset is opperable using the call button, ie we get the ‘BONG’ but no voice comms. any ideas? |
| Speed Brake lever | Speed brake lever didn’t removed. But a actuator installed to under the speed brake lever due to wing-led. did anybody have experince about this. |
| Here is my continuation training info about the speedbrake/winglet mod. Should be clear enough for you. Looks like the system is armed at your plane therefore making the speedbrake travel only 50%…*********** This article is to inform you about the various 737-800 configuration options introduced in MEL revision 9 concerning the relation between Winglets and Speedbrake System. If, for example, one Stall Warning System fails on the 737, it is possible to dispatch the aircraft according MEL 27-13. In this chapter however, you will find the following configurations for 737-800 aircraft: – Without Blended Winglet, without Speedbrake Load Alleviation System. – With Blended Winglet, without Speedbrake Load Alleviation System. – With Blended Winglet, with Speedbrake Load Alleviation System.Whether an aircraft has Blended Winglets can easily been seen, but what about the Speedbrake Load Alleviation System: The Speedbrake Load Alleviation System was developed for in-service 737-800 aircraft equipped with winglets after production, to keep the wing load within limits during the use of the speedbrake. The system reduces the speedbrake angle automatically at heavy weights and high speeds. [b:2669r1ys][u:2669r1ys]When armed, the system actuates the in-flight speedbrake handles and retracts them to 50 percent.[/u:2669r1ys][/b:2669r1ys] For airplanes recently produced , the wings are already strengthened throughout the wing box to accommodate the winglet loads with full use of the speedbrake to the in-flight detent position. **********Best regards sjap |
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| Hi Sander,
I can´t find a reference for that in the B737 MMEL and DDPG. What exactly states the text in your MEL? I´ve never worked on the -900 as we operate only -700/-800, but as far as I know the air conditioning system of the -900 is the same as installed on the -800. |
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| Dear Mr. sjap I know the process …. and center tank fueling valve during center tank de fueling should be close otherwise center tank boost pump fuel which is coming via fuel feed line and through defuel valve will again get back to the center tank…. but this was not the case…that is why I said it malfunctioned….. when defueling with normal procedure was not successful I experimentally opened the center tank fueling valve…. n surprisingly it started defeuling….I again switched of this v/v to confirm…. and the defueling did stop again!…. I could not understand this situation that is why I posted this question …. hope u understood my query this time. Hope to get a reply soonA.S.Bhambra |
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| I would say that l/h bleed tripped off due to the high required airflow in the system after wing anti ice selection resulting in a high precooler outlet temperature (> 254°C is the trip point). Was the isolation valve open at that time??? | |
| Ok just checking you used the normal procedure, so you did. Is the problem solved already? Is it a brand-new aircraft? Is seems that there is a line crossed or fueling valve circuitry crossed? Was there maintenance performed on the fuel system before the complaint? sjap |
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| I’ll chk the details u require and get bck to u latter on….. can it b tat there was air in the pipeline and the opening of v/v acted as a vent point?
A.S.Bhambra |
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| Hi Sjap, thanks for recommendation, bleed trip off problem fixed by precooler replacement <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> . On bleed air upstream side of precooler found "impact" damage, probably blocking airflow partially. Best regards TS |
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| CFM-56-7 FUEL PUMP | ANYBODY FIND CRACKED FUEL PUMPS ON THE -7 ENGINE CAUSING A NICE FUEL LEAK.. |
| 737-800 speedbrake prob | Hi there boys and girls, help if you can. Am new to the 737 and in the last 4 months have seen this prob on 4 diff aircraft. The prob is that the speed brake does not deploy in auto mode. Have changed actuator to no avail. Have carried out test per FIM all works satis, but aircraft keep returning with same prob. Anyone any ideas. Many thanks in advance |
| Hello TommyZ,
Is it the same problem you asked on this (my old forum) forum almost 10 months ago? Or is it really a cracked pump now? Any pics? ********** ANYONE GOT MORE INFO ON WHY THE HMU LEAKS SO MUCH ON -7 MOTOR. sjap The HMU should not leak. We don’t have any leaking HMU’s in our fleet of NG’s. Pete If you have a leaking hmu,check the housing,i experienced twice it was bad casting in the housing,so the leakage was thru the housing wall. sjap Hello Tommy Fluid: Fuel If its above these limits, replace the HMU or its gasket. Normally the HMU does not leak. Good luck tommyz THE PROBLEM WE ARE HAVING IS LEAKING OUT OF SIDE AND BOTTOM DRY BAY COVERS.VERY BAD SINCE IT IS SUPPOSE TO BE DRY. Captain Chaos check 737NG-FTD-73-05001 on MBF. Its about o-rings made of fluorosilicone used on HMU’s p10 and prior causes fuel leaks at low temperature. New o-rings made of fluorocarbon are introduced to solve the problem. Your engineering department has been informed per Honeywell Service Information Letter SIL No 12. Best regards |
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| Same complaint on 4 different a/c ?, check if it’s the same pilot everytime… If you did the RTO test or iaw FIM, and lt works fine, you released the a/c again? Did the problem re-occur everytime? Or just once on each aircraft? Looks more like an operation or procedure fault. If not then you have no luck and really have 4 problems on 4 different aircraft. It could be the actuator (most probably) or the microswitch in the console (full with dust) . Is the armed lt coming on? Let us know. sjap |
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| NO THIS IS A DIFFERENT PROBLEM ONLY THE SECOND TIME THIS HAS HAPPENED(I WAS TOLD).THE FUEL PUMP HOUSING WAS CRACKED JUST FORWARD OF THE HMU MOUNT FACE. | |
| diff pilot every time. actuator replaced on 1 aircraft and prob still there. arm light comes on and spoilers work in manually. fim task 27-62 task 804 carried out and pass every time. | |
| <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> SWAP R710 in J20 maybe it will be ok |
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| did you checked the temperature sensor fan. or you can swap sensors such as anticipator sensor with other plane |
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| Q:Regarding autoslat/antiskid test | Hi all…. Just joined, and allready have a question <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –>Anyway…during 2weeks of practical training on a -500, I encoutered something that really bugs me.Why is it that you need to take action (pull autoslat DC 1 and 2 CB´s) to avoid autoslat when performing either autospeedbrake test, or just a antiskid control module test.I see no logic in this….in what case will the wheel-speed signal have any influence on the autoslat function?Please someone let me in on Boeing´s darkest secrets <!– s:-) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:-)” title=”Smile” /><!– s:-) –> Cheers… |
| though current status of the aircraft i don’t know but a/c is many yrs old and apparently no recent maintenance on fuel system was carried out. does any one has an idea how this malfunction is possible.
A.S.Bhambra |
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| Wheel speed signal higher then 60KTS with flaps not up and A or B system at low press (1200PSI) starts operation of STAND-BY PUMP automatically. If at least nose gear in AIR MODE, autoslat function can be activated, depending on AOA position and extend slats to full position. Maybe I am wrong…. <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> | |
| @Tangosierra….
I recieved an e-mail from user SR79 on this forum, and i think he hit the spot with his suggestion. I´ll leave you the copy/paste to read from him. "each autoslat channel performs one monitoring routine on takeoff,dynamic alpha compare,and one monitering routine in flight.dynamic alpha compare begins when the main gear squat switch is in the ground mode and wheelspeed is greater than 60 knots.the left and right vane signals are compared to be within 3 deg. of each other.this test ends when the wheels are braked on gear retraction.the autoslat dc breaker sends 28 volts through the auto-speed brake module when the wheel speed is greater than 60 knots to the autoslat computer to let it know when to begin and stop the test " Best regards…. |
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| STAB OUT OF TRIM LT | ONCE CAPTAIN REPORTED DURING APPROCH A/C GOT A NOSE UP MOTION AND STAB OUT OF TRIM LIGHT ILLUMINATED. IDFCS BITE WAS SHOWING CREW OPERATION. CAN ANYBODY ANSER THIS PHENOMENON |
| CFM56-3 Start up Temp | As we know the start up temp in CFM56-3 is 725, my point is … what is the point in the sequence to use 725 ? when the engine start switch go to off at 46 %?
when the start valve open go to close? or when the engine rollback? it should be a point when the limitation 725 switch to MAX CONT EGT 895. I would like to know in what point of the start sequence the temp limitation switch to another one? Regards to everybody |
| Auto pop up systems & engine mfd display | G’day gents,
Question about the automatic pop up function of the MFD. It will com on during flight to provide engine parameters when there is an abnormal situation, right? Does the same happen when you have an low hydraulic quantity indication (pure indication, so nog real low oil press light)? |
| No, when the quantity in the A or B hydraulic reservoir is less than or equal to 76 percent, a white RF message shows on the display adjacent to the quantity indication. The RF message can show only when the airplane is on the ground and either the trailing edge flaps are retracted or both engines are not running. So no auto-popup at refill in flight. best regards sjap |
|
| The 725 max EGT is the max EGT from the moment of light-up to the moment the engine is fully stabilised at Idle.(approx 59%N2) On any moment the EGT is reaching this limit the engine should be cut-off (better before it reaches 650 because it will still rise after cut-off). The max cont EGT is for high power settings and is not a limit to be used during engine start. The condition of the engine at 895 is not comparable with the situation during engine start, since airflow, cooling, VBV, VSV situations are very different. Hope this answer helps you a bit. best regards sjap |
|
| GROUND CLEARANCE | Any idea what is the ground clearance of CFM56-7B engine fitted on to B- 737 – 800 with full fuel and normal configuration. |
| I’ll check it asap and will let you know. You need it for a new ultimate-low-level-flight record? <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> sjap |
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| Re: Auto pop up systems & engine mfd display | [quote="lj_dekker":b5a3llk9]G’day gents,
Question about the automatic pop up function of the MFD. It will com on during flight to provide engine parameters when there is an abnormal situation, right? Does the same happen when you have an low hydraulic quantity indication (pure indication, so nog real low oil press light)?[/quote:b5a3llk9] On the NG the only engine related "pop ups" are the amber "START VALVE OPEN", "OIL FILTER BYPASS" and "LOW OIL PRESSURE" or the red digital readouts on the N1, EGT or N2 indicators in case of limit exceedences or the amber "ENG FAIL" displayed in the EGT gauge. Can´t remember more… Nothing hydraulic related…Hope, that helps. |
| AlliedSignal 131-9(B) | Im about to do training on APU AlliedSignal 131-9(B).. does anybody have some related video??? or knows some links?? thanks |
| According to this [url=http://www.boeing.com/commercial/airports/acaps/737.pdf:2sgkpsll]BOEING DOCUMENT[/url:2sgkpsll] the ground clearance of the B737-800 varies between 0.54m (2´1") at OEW and 0.48m (1´7") at MTW. Section 2.3 page 35 refers. | |
| Overwing exits | Hi
Im a pilot on the B737-800 and we have a lot of problems with our overwing exits due to condensation water, causing faulty warnings. (Lock is working and passing the PSEU tests) Our mechanics says it’s a common problem? Does anyone have any more permanent solutions other than to went the door and reset the switch/warning in lower nose compartment? Lasse |
| We’ve had some problems like this in the last winter season on our -800’s. Residues of de-icing fluid and/or moisture caused the trouble resulting in a PSEU light. Faults cleared after cleaning and drying the affected microswitches and resetting the PSEU. | |
| Hi Troubleshooter
What you did is more or less what we are doing now. Are there any limitations on how many time we can open the exit, before an inspection is required? (Even if we do it carefully) Any ideas or tips to solve this snag are very welcome… Lasse |
|
| HelloLBH,
There’s no limit in number of times you open/close the doors, as long as you do it slowly. Also many blankets in the ceiling/upper area along the fuselage are very wet (especially above the galleys), you carry many kilograms of moisture every flight. You can install a zonal drying system that is available for the NG, it helps to reduce the moisture accumulation. Maybe you can try to get this system for free for warranty reasons <!– s:idea: –><img src=”{SMILIES_PATH}/icon_idea.gif” alt=”:idea:” title=”Idea” /><!– s:idea: –> There is a Boeing Fleet Team Digest about this problem: Applicability Description Under 737ng-SRP-25-0159, Boeing has implemented two (2) separate design improvement efforts to address the excessive moisture in and around the AOE doors. These efforts include both insulation blanket materials and design improvements, along with the addition of drain holes, and modifications to several seals. Background 1) Redesign the upper doorway lining seal to eliminate any gaps, thus preventing moist cabin air from contacting the fuselage skin, A validation on a production installation in February 2005 showed that these improvement did not sufficiently address the moisture issues. Therefore, additional changes were incorporated at Line Position 1914 to eliminate the moisture build-up in the insulation blankets in and around the AOE doors. These change include removal of the insulation blankets within the AOE door structure, addition of insulation blankets on the AOE door lining, modification to the insulation blankets fwd and aft of the AOE doors, and trimming of the insulation blankets above the AOE doors. All of these changes facilitate improved drainage of moisture from the crown/sidewall of the airplane into the cargo bilge area. Status Boeing Service Bulletin 737-25-1493, which will be released in April 2007, will provide retrofit for all in-service airplanes prior to Line Position 1914. Interim Action Final Action For retrofit, Boeing Service Bulletin 737-25-1493 will be released in April 2007. Operator Action MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMM Hope this gives you more info about this problem, |
|
| Hey Sjap
Thank you very much! It was exactly what I looked for very usefull. Thanks! Best regards Lasse |
|
| Att Handset Interference | We have had the same problem in our fleet as well ………. the problem was traced to a faulty mic jack at P15 refuelling station, as the "service int" switch on P5 panel was in the "ON" position in flight, this connects all the other service mic jacks in parallel, Try putting the "Service Interphone" S/w to off, if it solves the problem then check all the service mic Jacks (Total of 7) |
| Can water actually affect a sealed proximity switch.
Sounds like a "pen off" to me. |
|
| Certificate | Hello Gent,
Please can some one help my to find a copy of a certificate of completion (Boeinig 737 NG) gived by the Boeing company, a B1 type rating course, It is for my collection. Regards |
| Dunny,
this switch is not a sealed proximity switch. It´s an "old fashioned" microswitch and water can have an effect on this unit. |
|
| It would appear you are quite correct. Had to look this up, as most other Boeings have prox switch on their doors/emergency exits.
Why would they have elected to use a push type micro switch instead of a prox switch ? I guess the solution in this instance would be to soak the switched in a light oil such as WD40 |
|
| FAA Emergency AD | Any got around to doing this yet………
<!– m –><a class=”postlink” href=”http://rgl.faa.gov/regulatory_and_guidance_library%5Crgad.nsf/0/E8AEEF3D61BB907F862573430015B30A?OpenDocument”>http://rgl.faa.gov/regulatory_and_guida … enDocument</a><!– m –> <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> |
| FAA Emergency AD | YEP! DID 16 AIRPLANES LAST NIGHT.MORE TONIGHT.. |
| Yes. And the first a/c we did ALL downstop nuts where NOT tightened or not on torque. No missing parts however, yet. The whole fleet must be finished in a few days now. regards sjap |
|
| Emergency AD | Yes we did it today. All nuts loosen but noone removed. We retorqed all nuts. |
| Hello Johan,boeing are selling type courses,attend one of them and you can get your own one! | |
| We had same problem our 734 type a/c, which returned from C check and engine #1 also changed. Technicians at the hangar in Romania who replaced the engine, they wrongly fix the 450F thermostat line between precooler cont. valve 390F thermostat line…<!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> It is reaaly interesting because the line has same size (11/16 I remember) There is no murphy:):) | |
| opps I answer the wrong post sorry… | |
| We had same problem our 734 type a/c, which returned from C check and engine #1 also changed. Technicians at the hangar in Romania who replaced the engine, they wrongly fix the 450F thermostat line between precooler cont. valve 390F thermostat line… It is reaaly interesting because the line has same size (11/16 I remember) There is no murphy:) | |
| [quote="hakani":12fvtpk7]opps I answer the wrong post sorry…[/quote:12fvtpk7] This answer for "L engine bleed trip off with 1 engine as bleed source." topic. | |
| AD has now been amended. Compliance must now be within 10 days. | |
| we found no missing hardware however several loose nuts all took 1/4 to 3/4 of a turn to come up to torque. Additionally on otbd track No 4 slat took approx 3 full turns to come up to torque. we took all nuts to 80 in lbs. | |
| Of the 5 Ive done we have found pretty much every bolt loose and requiring re-torquing. We have found one completely un-attached, the bolt had migrated and caused damage on some structure just outside the slat can. Fortunately it was easily remedied as their was no damage to the slat cam. The nut had come off, the bolt had migrated, caught on the structure and sheared off. | |
| EEC, fire and a teoretical question…. | Hey all
After haveing some friends over discussing Boeing stuff we were left with 2 questions that we couldnt find a clear answer for. So Im hoping that your technical knowledge on the -800 can help. Question 1: Question 2: Thanks Lasse |
| Hello Lasse,
Power for the EEC comes from: The engine will continue to operate when you loose all elec power, since the EEC has it’s own alternator. With no fuel boost pumps working the engine is able to suck the fuel from the tanks. (but then you have lost 3 generators already, that’s a bad day at work.. <!– s:cry: –><img src=”{SMILIES_PATH}/icon_cry.gif” alt=”:cry:” title=”Crying or Very sad” /><!– s:cry: –> ) Hope this gives you enough answers? Let this forum know if you need more info. |
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| Hi Sjap
Thank you very much for the reply. Best regards Lasse |
|
| Lost 3 gen’s and battery <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> mmm. I think you had a bad day in the simulator then… <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> | |
| Hi Sjap
Bad day in sim… Soon, but not yet but im preparing for the worst…. But I know that loosing all electrical power real life is more unlikely than winning in Lotto! But of some reason it works opposide in sim… <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> /Lasse |
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| B737 Engine RunUp with one engine removed | Regards to All,
Is it allowed to RunUp eng.1 with eng.2 removed? – is there any ref documentswhich prevents that? Thank You, lolica |
| As long as you do not go below the minimum weight neccesary for high power runs on the remaining engine. For a -300 with one engine at TO power and the other stopped (or removed), you need at least 7000 KG of fuel PLUS the weigt of the removed engine. For a -400 that’s about 8500 Kg of fuel PLUS the weight of the removed engine. For a -800 you need at least 12500 KG of fuel PLUS the weigt of the removed engine. See the AMM for these weight requirements with one engine stopped and the other at TO power.And also you have to plug the bleed ducts off. It’s better to wait till the other engine is installed too. You have to do a groundrun for that engine anyway, so why spill time and fuel for the remaining engine now. Hope this helps you a bit. Best regards Sjap |
|
| [quote="sjap":30ejew6u]As long as you do not go below the minimum weight neccesary for high power runs on the remaining engine. For a -300 with one engine at TO power and the other stopped (or removed), you need at least 7000 KG of fuel PLUS the weigt of the removed engine. For a -400 that’s about 8500 Kg of fuel PLUS the weight of the removed engine. For a -800 you need at least 12500 KG of fuel PLUS the weigt of the removed engine. See the AMM for these weight requirements with one engine stopped and the other at TO power.And also you have to plug the bleed ducts off. It’s better to wait till the other engine is installed too. You have to do a groundrun for that engine anyway, so why spill time and fuel for the remaining engine now. Hope this helps you a bit. Best regards Sjap[/quote:30ejew6u]Hi sjap,well, the reason I, in a way insist so <!– s;) –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> is: The aircraft is scheduled for prolonged >60days parking (RH eng goes into the shop)…As about me and btw, we’re practising w both engines on, (acc. to AMM 71-00-03) each 10 days APU/Engine idleing which simplify Boeing procedure a lot – for any longer period of parking (except some items)… [quote="sjap":30ejew6u]See the AMM for these weight requirements with one engine stopped and the other at TO power yep, it’s OK for "one eng stopped", but what about 1 eng removed, Thank you, lolica |
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| As there is no procedure for that condition in the AMM, I would say it is not allowed to run the engine with the other removed. If it is absolutely necessary to perform the job, I would contact Boeing for advice. If you do it, please let us know the answer. | |
| [quote="troubleshooter":s1c4gxas]As there is no procedure for that condition in the AMM, I would say it is not allowed to run the engine with the other removed. If it is absolutely necessary to perform the job, I would contact Boeing for advice. If you do it, please let us know the answer.[/quote:s1c4gxas]
Yes, I certainly do, (many friends suggested already that <!– s;) –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> Thank You, |
|
| Another theoretical question | Hi All Let me put another theoretical questions: 1) In air what will be the indication(if any) to pilot in case of [b:367psinj]single[/b:367psinj] channel failure. 2) In air what will be the indication(if any) to pilot in case of [b:367psinj]double[/b:367psinj] channel failure. Please explain in detailRegardsA.S.Bhambra |
| Hello Asbhambra,
Some info from the SSM: See also the information on the overhead panel, click on the EEC switches to see more detailed information: A copy of the SSM of chapter 73 is temporarily stored at: I hope all your answers are in this chapter. |
|
| Hi sjap n others I already have this study material…but in short just wanted to know what will be the indication to pilot [b:3qp7ezym]in air[/b:3qp7ezym] in case of single and double channel failure of EEC because Engine Control Light comes only on ground. Rgds A.S.Bhambra |
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| HI there
not sure but I guess if there is single ch problem there is no indication for pilots – no need , and double ch problem the EEC light will b on and the pilots will have to switch off the EEC .. ?? what do you reckon ?? Stan |
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| Hi All Engine Control light can come only on ground…so this option is eliminated….can an Alternate light come on by any chance? Rgds A.S.Bhambra |
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| yeh , thats what I thought , not the engine control but the alt light , but Ive just checked the AMM , but alt light is just for soft and hard mode…. when there is no data about pressure from ADIRUs.. nothing about el power , so I guess there is no need for crew to know there is a single chanel mode… Stan |
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| Hi Stan & all others I also think that there will be no indication of any kind to the pilot even for double channel failure of the EEC and the EEC will control the engine as per some default values as a fail safe feature. But I am not sure about this. Can someone confirm and elaborate it or give other suitable answer. Rgds Amanjot Singh Bhambra |
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| First, a single or dual channel fault is not indicated to the flight crew during flight. The EEC light is only active on ground (as mentioned by others above).
EEC outputs are always computed by the healthiest (active) channel. If the active channel looses the ability to control an output, the standby channel takes over and becomes active if there is no fault of a higher priority detected in this channel. If both channels loose the control of an output value, this output is disconnected and goes to a fail safe position: For example, if both channels loose their control of the FMV torque motor, the FMV closes and the engine shuts down. Hope, this helps… |
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| One addition: It should be clearly understood, that a single or dual channel fault means the loss of ability to receive a required input or to compute an output by the EEC. It does not automatically mean, that all functions of this channel are inoperative! Even a faulty channel is operative in active or standby mode (if the other channel is more degraded) and does all calculations which are not affected by the fault. |
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| Hi Thanks a lot Mr. Troubleshooter. It was really helpful. Rgds A.S.Bhambra |
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| OIL PRESSURE AND OIL TEMP SHOW REDLINE AFTER ENG SHUTDOWN | 737-NG right Engine oil pressure and temp show redline after engine shutdown. no EEC fault message or exceed data, do EEC GROUND TEST, then everything is OK. we changed the DEU and EEC. This fault still appear sometimes. Please tell me the possible reason of this fault. [/i] |
| Maybe someting is wrong with your T/P assy. The temperature/pressure (T/P) sensor assembly contains the oil pressure transmitter and the oil temperature sensor which sends signals to the DEU’s. Or there’s a real oil problem, in or around this transmitter. Check this transmitter or swap it with the other engine. Regards sjap |
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| scuff plate replacement | Hi there
we are about to replace cargo scuff plate , but we are run out of fairing compound 3M EC-3587B or BAC5530 type 1 on myboeingfleet Ive found I can use BMS5-142 but we dont have that as well… Do you thing I can use BMS5-95 as a fairing compound /amm doesnt say that…/ thanks Stan |
| You should use the composite compound to smoothen the edges (order it for the next time) , but sometimes we use bms5-95 as well or faster, PR1826 B1/4, this is a much faster sealant. Make sure the sealant is hardened enough so it does not get blown out of the edges with a pressurized cabin.Checkout this info: <!– m –><a class=”postlink” href=”https://online-lening.net/sealants.pdf”>https://online-lening.net/sealants.pdf</a><!– m –> |
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| too hot in cockpit plus eng1 slow start | hi, i am a experiencing 2 intermittent defects on an 800NG-W .The first is high temp in cockpit that happens only in descend below FL100 and happens every other descend.cockpit sensor and filter cleaned zone/pack ctlr gives no fault. sby tcv replaced as it was too hot in duct as and also ctlrs interchanged.any idea?the other on same aircraft is engine #1 slow to start and start valve replaced for a first choice.engine motoring performed on ground with no faults aalso eec no faults and defect keeps coming intermittent.thanks <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| I would check your engines bleedvalves first, especially the high stage valves and 5th stg checkvalves. (also the opposite engine). Does it make any difference if you close the isolation valve before engine #1 start? see other topic with similar problem on this forum at: <!– l –><a class=”postlink-local” href=”http://sjap.nl/forum/viewtopic.php?t=56″>viewtopic.php?t=56</a><!– l –> there it was a high stage regulator on engine #2 causing a hung start on eng #1 !And for the temp problem it could be a cooling problem (heatexchangers dirty or ACM malfunctioning?)Let us know what you found Best regards sjap |
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| thanks sjap, i am currently off duty and i assume if there was a downtime of a/c somebody must have worked on it.i will let you know if i have any news. i was thinking during my off days for a trim air valve for the cockpit heat and an ecu for engine problem as to whatever action we take we must wait for confirmation of results for at least 3 days flying time as both are intermittent.ty |
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| Thanks a lot ,
we’ve used BMS5-95… but I’ve ordered the right one for next time. Thanks again |
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| Thrust reverser one half doesnt align /clasic/ | Hi there
we have replaced on 735 reverser actuator /lower – nonlocking/ after replacement and all tests – auto-restow and sync-lock test , all pased but … the half reverser, r/h, on which we have changed the actuator doest align with l/h half , around 7mm. After closing the reverser , when the t/r modul close the hyd power to t/r , the t/r jumps back little bit , but this half more than a bit… <!– s:( –><img src=”{SMILIES_PATH}/icon_sad.gif” alt=”:(” title=”Sad” /><!– s:( –> Does anyone have some suggests??? Thanks Stan |
| Make sure the upper actuator locks and that the clearance of the gland nut is at 0,18 to 0,8 mm on the upper actuator and 0 to 2 mm at the 2 lower non locking actuators. (remove the panels and take a quick look) If this clearance is ok (without hydr power) than theres no problem. If this clearance is not ok you should adjust and check the synchro cables. (cable could be broken…it happens) But make sure first the upper locking act is really locking! Good luck sjap |
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| Stando, follow strictly AMM procedure for flex. shaft replacement and use special jumper for T/R module wiring during fex. shaft installation. Flex shaft should be pre-torqued for correct clearance at all three actuators. Nazdar! TS |
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| Surface defects on RADOME | Hi there,
one more question. We have this small demage on the tip of radome. Its nonstructural demage. We wanted to use just surface conditioner /magna 28C1/ but its just for very small defects, so we have to use putty. I go crazy with looking in amm to use the right one , Ive found ARALDITE420 , but not sure. Could anyone help which putty do you use?? Thanks Stan |
| I will not say it’s impossible to do but the 450 thermostat and the (390) pre-cooler sensor ARE different. Look at the bottom of either sensor and you’ll see a "tit" which is mounted in a different location.
Sorry to be responding to a old topic… |
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| Hey
Im not a mechanic but a pilot… lj_dekker I dont quite get your story… When did they select WAI? Right after TO or at FL330? Lasse |
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| aircraft banks to right and requires 4 unit of rudder trim | we have aproblem with one of our classics when flaps are extended 30 – 40 aircraft banks to right and it requires 3 to 4 unit of rudder trim . ndt of flap spindles is ok , all spoilers are flush , aileron & rudder are neutral . i/b te flap clutch mechanism is ok . sequening of fore flap is ok ? any advice guys |
| 4 units is a lot! Are you sure the carriage spindles are ok? see <!– m –><a class=”postlink” href=”https://online-lening.net/57.htm#Broken”>https://online-lening.net/57.htm#Broken</a><!– m –>Then check the outb aft flaps A-frame (they can become loose) and actuating rods. Also make sure the aileron wing cables have the correct tension. It happens that they become very low, and the aerodynamic effect of the ailerons is much less with sloppy cables in combination with flaps lowered. All slats extend to their correct position? No slat misalignments or skew? spoilers are flush on ground but in air? No floating spoilers? have the Inboard aftflaps the same play / deadweight play, this can cause assymetrical forces as well.Let us know what you found best regrds sjap |
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| Thanks | Your article on CFM56 sensor failure helped in the diagnosis of engine throttle stagger.
<!– m –><a class=”postlink” href=”https://online-lening.net/problemsCFM56-3.pdf”>https://online-lening.net/problemsCFM56-3.pdf</a><!– m –> Much appreciated. <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> |
| complete rigging of TE flaps solved the problem . | |
| we had a similar problem with one of our 800 , the temp sensor fan in cockpit was touching a wire bundle on the back of the fan ,this friction used to stop fan rotation as fan torque is very less . check in the normal installed position wether fan is working. | |
| aileron position | hı. as you know we can see the tla and tra for engines from cdu.(thrust lever angles).first what is the difference between them tla and tra.what is the meaning of tra. and the other one, can we see also aileron.elevator ,rudder position angles from cdu.if yes how? thanks a lot. |
| TLA is thrust lever angle, the angle of the thrust lever in the cockpit. TRA is thrust resolver angle, the angle of the resolver giving the position of the TLA to the EEC. The EEC uses the thrust lever resolvers (TLRs) on the aisle stand to get thrust resolver angle (TRA). The EEC uses this data to find the commanded engine thrust. The EEC also sends TRA to the autothrottle computer.You can see the mnemonics in the cdu, use the mnemonics for aileron left its AILLINP.X aileron right AILRINP.X rudder RUDDINP.X elevator ELEVLINP.X and ELEVRINP.X You can access these via the acms menu, if im correct in the RH CDU only, depends on your config. else via the MIDU. see this list: <!– m –><a class=”postlink” href=”https://online-lening.net/mnemonic%20list%20737%20NG.pdf”>https://online-lening.net/mnemonic%20list%20737%20NG.pdf</a><!– m –>Hoep these answers are of any help? If anybody has more / other / different info, please reply! best regards sjap |
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| thanks sjap for your info.. | |
| Hi Lasse,
They selected wai near fl330 so that was indeed the cause and not such a bright idea. The limits for duct pressure for the left and right duct 42 psi +- 8 psi. The fault isolation manual states that when l + r pointers are not the same it is to be called a split. But i think that with the ‘split’ they mean that one of the pointers is out of its limits of 42 +-8 psi. Right? |
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| <!– s:!: –><img src=”{SMILIES_PATH}/icon_exclaim.gif” alt=”:!:” title=”Exclamation” /><!– s:!: –> regarding the cockpit hot temp the sensor replaced firstly but as showed at the end it was defective as new and when a new one arrived defect cleared.not the first time this happened.i once had it with an FMC and a SEC on an A320. for the other defect a starter will be replaced tomorrow i will let you know. |
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| Hey Lj_dekker
I dont have the FIM unless its the same as AMM part II? So Im therefore not sure of the exact defintion and remember Im a pilot not mechanic. But I would call it a spit if L or R is not the same. But it can still be within limits of +-8… /Lasse |
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| Hey Lj_dekker
I dont have the FIM unless its the same as AMM part II? So Im therefore not sure of the exact defintion and remember Im a pilot not mechanic. But I would call it a spit if L or R is not the same. But it can still be within limits of +-8… /Lasse |
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| V2 | Hi,
I’ve got a question about the b737ng v2 take off speed. V2 is selected on the mcp before take off right?. At Vr the a/c rotates and lifts off at Vlof. At v2 the a/c has to have its best climb gradient. Does the a/c stay at the v2 speed for a while to climb away and later speeds up or does the a/c just "passes" the v2 speed? regards |
| After take-off the F/D initially commands 15deg nose up. Then very soon after lift-off it commands MCP speed (V2) plus 15/20kts depending upon the series. On the Classics we used to put a white bug on this speed, on th NG it puts a white bug on the speed tape for you.
NB If you get an engine failure after take-off, the F/D will command a min of V2 & a max of V2 +15/20 depending upon your speed, if your speed at eng failure is in between these figures it will command that. |
|
| The hot temperature on descent can be the anticipator sensor, when the aircraft descents the outside air gets relatively warmer, the anticipator is responsible for noticing a upcoming change in temperature and ‘anticipate’ on that.
If the anticipator is failing, the increasing temperature in the packs are controlled by the temp sensors only and because these temp sensors measure ‘actual’ temperatures they allways lag behind. |
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| The ACMS (aircraft condition monitoring system) is a option and as far as i know not a very commonly used option. Most operators that make use of a MIDU only use the ACARS option or some other type of VHF or HF company communication system.If the ACMS option is used, depending on the operators option this system can be accessed with a CDU (for our fleet indeed only the R/H one, this is however also a company choice) and otherwise with the MIDU. If ACMS is not installed and u want to know the positions u can check the DFCS test in the FMS (See chapter 22-11-XX), these are offcourse only the autoflight sensors and not the DFDAU input sensors and also because this aircraft is a CAT3A aircraft there is no autopilot input on the rudder (so no rudder position in this test because the autoflight system needs no sensor there, only yaw damper).If u want to see the DFAU sensors u need to read the DFDR using a HHDLU (handheld download unit) (See chapter 31-31-XX). |
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| pressure regulation 737 classic | during climbing pressure stay like outside,no announciators light up. outflow valve was opened and closed manually by crew,no effect |
| WOW! We dont want another Helios case! This is an incident you must report to the authorities. -Where the packs switched on? (and the engine bleed switches?) -Is the pressure control knob in automatic? -Is the gnd/flt switch set to FLT? -Was the cabin alt selected properly?-Do a test of the pressure controller iaw amm. else replace -Do a test of the outflow vale iaw amm.else replace -Pressurize cabin on the ground and check if its possible to pressurize the a/c, and if so, check for leaks and leakrate iaw amm.Too many possibilities here. Best regards sjap |
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| Thanks for suggestions.We grounded the plane.Now searching for possible problem. | |
| Technical description of -300 Symbol Generator | I had a discussion about the functioning of the Symbol Generator (SG) for the EFIS (EADI and EHSI) of the 737-300, so I’m looking for a technical description of it. What’s written in the flight manual is not detailed enough.
Anyone willing to share his information with me? The more detailed the better. Thanks in advance, |
| We found the problem.Problem was a pilot.He forget to switch on packs. <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> | |
| [quote="sjap":145yy8y6] -Where the packs switched on? (and the engine bleed switches?) [/quote:145yy8y6]Pilots must be "line replaceable units" in the future. It solves lots of problems i think |
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| I agree with yuo sjap,and not only me | |
| We’ve had the above problem within our company this summer.
Also had someone take off with bleeds off and wonder why it wouldn’t pressurise…………….. <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> |
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| hey guys,
it took us a while but finally we got it right.as the problem was eng#1 slow to start and intermittend we’ve checked thinks thanks |
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| oil puddling in exhaust plug | Dear sjap GoodafternoonAfter ‘C’ check i was performing idle power EGR of B737-800,EVERY thing was ok, but after engine shut down we observed smoke from the exhaust,so i continued motoring.I came near the engine exhaust & saw engine exhaust was full of oil, approx. 10 quarts.I tried every thing to find the cause of it but nothing was confirmed. Any way we cleaned all the oil from exhaust,& did the run up again ,during start once a streak of flame came and every thing became stablized & normal. Till today i could not understand this mystry, but it seems it may be possible that the oil seals might havebeen squeezed due prolonged grounding time during the ‘C’ check.Pl. throw any light on this incidence if you have.Regards Anil |
| Hello Anil,
If there are no problems anymore, and the oil consumption during normal operation is within limits, i would not worry. After C checks or other long groundtime periods you can have lots of leakages of fuel and oil from different drains. Just run up the engines and often after 1 or 2 engine runups all seals are "back in business" again, and there are no leaks anymore… An aircraft is not designed to stand still for long periods of time. You will get problems. Same thing rules for cars and humans….. <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> Best regards |
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| EFIS-700 | Does anyone have documentation about the Rockwell Collins EFIS-700 as installed in the 737-300,-400 and -500?
Thanks in advance! |
| oil puddling | Dear Sjap, Thank u for your reply, pls be informed that the case which I had posted u was not normal as oil puddling in exhaust is normal for Boeing 737NG & qty will come to know by experience ( which is very littlenot more than half qtrs) But in this case it was more than 10-12 qtrs which is not normal. This situation was quite surprising & the same was refered to CFM however unfortunately they were unable to comment on this incidence. Anyhow Engine is flying without any problem, oil consumption is also within limit. With reference to above kindly advice if u have any further information.Regards Anil |
| Hi Anil,
I was wondering, could it be a "stuck" (incidental) anti-leakage valve? This valve prevens the oil from the tank to seep into the engine-components when the engine is not running. Best regards |
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| Wing anti ice | Why are slats 1 & 8 not heated by the wing anti ice system?
greetz |
| Mybe this is an answer? <!– m –><a class=”postlink” href=”http://www.b737.org.uk/iceandrain.htm”>http://www.b737.org.uk/iceandrain.htm</a><!– m –>anybody? |
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| Dear Sjap Forum Member Thanks Your thinking to suspect antileakage valve for the above problem not seems to be realistic, as you know antileakage valve is to prevent oil flowing from oil tank to gearbox after engine shutdown,(antishiphoning tube is doing the same purpose in CFM 56-3 engine). If this valve is faulty it will not do its function and so oil will accumlate in gearbox ,which will cause erroneous oil qty. indication but will not cause oil to go to engine exhaust if oil sump seals are ok……….. If any one have any idea?????? pl. reply. Regards Anil |
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| I would imagine it’s just because icing in this area would not cause any significant problems to flight. | |
| landing gear | hı there ı want to ask a question u .when we do mlg free fall test ıt wants us to move thrust levers to full forward position. is there any logic in mlg retraction system to prevent retractıon when thrust levers are not in full forward position.thanks. |
| No, there is no prevention. It’s a logic system. it’s just to make sure the red lights go out during the test when gears are up an locked. Switch point is the same as for takeoff warning (around 30 degrees TL) |
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| Ald&#305;n m&#305; cvb&#305;… | Yaw biraz WDM vs bak, ne olsa gelip soruosun… olmaz ki böle… |
| [quote="Dunny":2ahgnio5]I would imagine it’s just because icing in this area would not cause any significant problems to flight.[/quote:2ahgnio5] That’s what I’ve been told on the course. Ice build up on slats 1 and 8 has no significant effect on flight performance. |
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| Hey
Slat 1 and 8 is propally not heated eather to just preserve bleed air or because some temperature sensitive components are taken from CL. So not to fry them off with a increased bleed demand? Boeing conpensated by programming a iceing logic in the SMYD. Lasse |
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| Solution for A/C dispatch after reverser return tube rupture | Good evening, do you know/use quick and practical solution for A/C dispatch after cracked T/R return line, especially for LH pack tube. Now happens really very often… Thanks for tips. |
| A/T arm switch | B737NG; When arming the a/t arm switch on the ground, does the switch light above the switch normally illuminate? And when testing the panel lights, does it also illuminate?
regards |
| On Classic A/T is "arm" light cotrolled via integral lighting potentiometer, dont know, if it is same on NG. | |
| Deactivate the T/R iaw amm, blank off the T/R hydraulic line connection. Now the T/R will never move, and the hydraulic system is closed. Should be no problem. We did it once where the T/R actuator was leaking beyond limits, we blanked off the hydr lines (connection on the strut, the flexible hoses) and deactivated the T/R. No problem.sjap |
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| FMC and Rad Alt | Hi there,
Hope everybody is well in H10, give my regards to the stressed B2’s!! Have 2 problems on a 737-300. 2. FMC blanking out in flight and resetting itself. Old update and is at max capacity on memory.. possible memory problems…..???? Both above items are powered from the same source, however no apparent problems with power. Any suggestions appreciated. |
| Because thats the way boeing wanted it. | |
| Hi
Radio Alt? are we above 2500′? Should be blank?! Did GPWS fail too? -Should if FCs radio alt fails! What FMC version…? Ive had a lot of FMC crash especially the older one due to "illigal" programming from the provider. Eg Brussels STAR from the north or Nicky dep since turning point is floating and often comes over the RWY and the FMC cannot handle that… Lasse |
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| Hi Herbert, long time no see, I thought u were going to teach in Ireland. Back on the tools are u? <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –>
These defects are difficult to put a finger on just based on this information. Your point about the power source popped into my mind also but there are several other systems being powered from that source. Did u replace the failing rad alt transceiver? It would be interesting to know what the problem was, keep us updated. |
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| failsafe position of ehsv in hmu? | what are the failsafe positions of the ehsv’s inside hmu in case that peticular system is affected. eg. like in case of hptacc problem the hptacc valve is driven close (failsafe pos. ) by the eec . similarly what are the failsafe pos. for fmv, vbv,vsv,lptacc, tbv ? |
| The A/T switch illuminates whenever the switch is at the ARM position. It is one of the few lights that do not illuminate with the light test. Can you can name the others? | |
| I do not know what the failsafe positions are, since the engine should not, in any case, shutdown. See this old topic: <!– l –><a class=”postlink-local” href=”http://sjap.nl/forum/viewtopic.php?t=58″>viewtopic.php?t=58</a><!– l –>Anybody have more info about this?Best regards sjap |
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| Hi,
Thanks for info. Left teaching for the cause of more filthy Euro’s!!!! Discovered after much trouble-shooting that the THIRD new Rad Alt Transponder was faulty from supplier!!!!!! FMC has not blanked since last update so no further problems on that. Will keep you informed. Again Thanks, |
|
| As posted in an earlier thread, I have these informations from my Engine Ground Run Training Manual:
[b:1lr4ukvt]EEC Output – Fail Safe Position[/b:1lr4ukvt] |
|
| It’s allways those filthy euro’s ey <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –>
We seem to have many rotables turning up unserviceable from stores lately, I don’t know if this is due to budget cuts in the shop but I have had to replace some components two to three times myself to get it right. Take care Herbert and I’ll probably see u around again some time. <!– s:o –><img src=”{SMILIES_PATH}/icon_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> |
|
| Scoop??????? | Dear Sjap,
I have noticed one scoop like thing adjacent to the APU COMPARTMENT DOOR FORWORD EDGE at approx. 7 oclock position(near the aft jacking point) on SOME NG 737-800/900 a/c, not on all 737 ng.I tried to find out about it in Boeing IPC and AMM but did not get any information (what is the discription and function of the same). Attaching images taken on our A/C for your ref. regards |
| Re: Scoop??????? | Aha, found ! after a brief search:
The air inlet scoop replaces the foam and support From amm 49-10-00 part 1 Best regards |
| Re: Scoop??????? | I dont know, ive seen it before but never asked myself what it is used for. I’ll check it out tonight, i’ll let you know asap. Anyone else maybe? <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –>sjap |
| REFUELING PANEL GROUNDING JACK RECEPTACLE | Dear SJAP, can sombody please provide the part number of Boeing-737-900 refuling panel grounding jack receptacle,located at Rh wing fueling panel.I tried but could’nt find in IPC.Pic attached for your refrence. Regards Anil |
| Re: FMC and Rad Alt | DearSJAP member, Try to check R/A both the antinnas connectors inner pins condition. Those might have damaged. Regards , Sushil. |
| Re: Scoop??????? | Dear Friend Hi,
Thanks a lot for your reply. Regards |
| Re: REFUELING PANEL GROUNDING JACK RECEPTACLE | I should be in IPC 23-41-00-04 item 205, p/n 2J1865A or 2J659 sjap |
| Re: REFUELING PANEL GROUNDING JACK RECEPTACLE | Dear friend The part numbers given by you belongs to service interphone jack not the "refueling panel grounding point receptacle". Anyway good try ,…….any more suggestions please. Regards Anil |
| Re: REFUELING PANEL GROUNDING JACK RECEPTACLE | OO yes, my mistake. i searched for it in the nightshift, you see mistakes are easily made…. ( i wonder if the grounding plug fits into the mic jack <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> )sjap |
| Re: REFUELING PANEL GROUNDING JACK RECEPTACLE | IPC 57-54-00-27 item 120’yi mi kastediyorsunuz? <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> |
| Re: A/T arm switch | I must correct – or at least amplify my last post. The Honeywell MCP A/T light does not illuminate on test, but the Collins MCP A/T light does illuminate on test. Go figure!! |
| Re: REFUELING PANEL GROUNDING JACK RECEPTACLE | aa ha Finally Got it!!!!!!!! P/N : MS90298-2. IPC 57-54-00-06 Item 155. |
| Re: REFUELING PANEL GROUNDING JACK RECEPTACLE | Dear skydroll, thank U very much……………… <!– s8) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8)” title=”Cool” /><!– s8) –> |
| MCP course 888 message | Can someone tell me what the message "888" in a course window of the MCP means of a b737NG? |
| Re: A/T arm switch | Whats the logic of that.. I checked a honeywell mcp and it does not illuminate as you said. We also have the collins in some a/c so i’m gonna check that to. |
| Re: REFUELING PANEL GROUNDING JACK RECEPTACLE | Same P/N <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> TURKISH TECHNIC <!– s8) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8)” title=”Cool” /><!– s8) –> |
| Re: A/T arm switch | Just checked the collins mcp and the a/t arm light above the switch indeed lights up when performing light test and putting the switch in arm.. Another boeing mistery.. <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –>
regards |
| Re: A/T arm switch | I suppose it is a similar situation to the wheel well fire light illuminating on test on some (usually older) aircraft but not on others. |
| Re: A/T arm switch | Why bother,if you really want to find out howe it works on your specific aircarft,you must find the correct part number and right dash number and the correct mod status of your mcp.There is a forrest of diferent mcp arround whith different mod statuses.So my friend do not loose any sleep over it,remember its just a feckin jobb,not your hobbie or life |
| Re: MCP course 888 message | Yes You have a course of 888 degrees |
| Daily check | I was told, when maintenance performs the daily check the aicraft must be grounded for 2 hours, even though the daily check has been done in 30 minutes.
Anyone knows something about, and where I can find it. Depends on the manufacter? Thanks, Fernando |
| Re: Daily check | Hello Fernando,
Why should you ground the a/c for 2 hours? The only thing you must remember is that when you do a tire press check just after landing you have to do a hot tire press check iso cold tire check and that you check the eng oil levels within 30 minutes from shutdown. An example of a walk around check can be found at Best regards |
| System deactivation procedure | Hi,
I have some hard talks with our tech dep regarding the deactivation of different system on the plane. The question is how your company deactivate a sys which it doesn’t need (the system works ok)? For instance my company just pull the CB, guard it and label it "INOP" but they do not make any teh log entry. I personally think that ,apart from the procedure described above, there should be an entry into the teh log. Any comment? danil |
| Re: System deactivation procedure | Hi Danil,
I personally think you are right. The deactivation procedures can be found in the AMM or in the MEL, and the systems can be deactivated as if they where unserviceable. The MEL maintenance (M) items or operational (O) items are then covered too. Fleetwide deactivated systems must be known by the flight department and communicated to the flight crew. This can be done by the engineering department in coop with your flight operation department or similar department. this is also true for different aircraft mod status and so on. |
| Re: System deactivation procedure | sjap,
Thanks a lot. It clarifies a lot. Actually we have in the ATL the "Briefing Card" system but apparently the Tech department just do not know that they have to put the info there. Also, we definitely have a big communication problem between flight ops management and Tech management. Thanks a lot again. PS. A short question. Is there any rule or a standard regarding the collar s to guard the CB, open? I have seen some collars specially designed having an opening for easy removal and re-use. Our technicians just use a white strip designed for sealing (I do not how to correctly describe this thing) which tighten and blocks the CB. To remove such a thing you need a clipper because it is really difficult to remove it. Rgds, Danil |
| Re: System deactivation procedure | Hello Danil,
Yes there are officially red colored CB clips. They go over the extended CB. They are indeed removable. [img:2rb5eum2]http://www.sportys.com/terryc/images/7773l.jpg[/img:2rb5eum2] Hope this helps you a bit |
| window heating | dear all
see the photo attachment of icing on control cabin no#1 windows.u see the icing on inboard edges of no#1 windows of a B737NG.my querry to all is that is it due to improper window heating.suggest if i’m not thinking <!– e –><a href=”mailto:correctly.kcmccu@yahoo.co.in”>correctly.kcmccu@yahoo.co.in</a><!– e –> in india |
| Re: window heating | I dont see a picture in your post. <!– s:cry: –><img src=”{SMILIES_PATH}/icon_cry.gif” alt=”:cry:” title=”Crying or Very sad” /><!– s:cry: –> But do you mean something like this?[img:2tsqowm0]http://www.sjap.nl/windscreenice.jpg[/img:2tsqowm0]Looks like heavy icing conditions, but the heating is still capable of seeing through the window. <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> see [url:2tsqowm0]http://www.b737.org.uk/iceandrain.htm[/url:2tsqowm0]for more info. |
| How to charge empty batteries | Hi,
A ad-hoc flight goes to an airport without maintenance support. You are the lucky mechanic and ask to do the overnight insp and……. have some fun with a all female crew <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> . After landing, while the passengers leave the plain, you do a quick check. When everybody is off, doors are closed and ground power shut down. Q: is it possible to charge the batteries by connecting ground power? Yes: how? No: why not?? Some say the ground power unit will connect but the batteries will not charge or charge slow, others say that the ground power unit will not connect. Greetz, Marc |
| Re: Daily check | In our company it should be it 2 hours due to cool down of nitrogen in the tires…. after 2 hours you are able to check the tire pressure but nobody does it.. <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –>Stan |
| Re: How to charge empty batteries | When the batteries are too empty and nothing happens when you switch the battery switch on P5 to on, connect external power and switch on the ground service bus on the fwd att panel. This will power the ground service bus and via the BPCU causing the battery chargers to go into charge mode. After a while the batteries are normally charged and then you can switch on the battery switch on P5 panel.
(Or, if you have no ext power, and you have a 737NG, and 2 batteries installed, you can swap the main with the aux battery and if you are lucky the aux bat is still charged. ) |
| Re: Daily check | As Sjap says the 2 hour window is to allow for tyres to cool. It does state in the AMM though that if its not possible for the 2 hour window then you should carry out a hot tyre pressure check iaw 12-15-51-780-802. |
| Re: System deactivation procedure | Gday Sjap
those clips , do they restrict u to close c/b or they are just for marking?? thanks Stan |
| Re: System deactivation procedure | Hi Stan,
The red ones are to prevent the cb from closing. You have to pull the cb and then install the collar around it. I ve seen some companies who use a tyrap around the pulled cb, just as Danil wrote. But the problem is that a tyrap is : Best regards |
| Re: System deactivation procedure | HI SJAP,I DONT AGREE WITH YOU THAT TY WRAP AROUND A PULLED CB IS DANGEROUS BECAUS IF YOUR PILOT THINKS ITS POPPED HE TRIES TO RESET IT,BUT AS WE KNOW ITS BLOCKED AND BY THE WAY IF YOU PULL A CB ,YOU MUST MAKE AN ENTRY IN THE LOG BOOK, SO THE CREW KNEW THIS BEFORE THE FLIGHT.AND TO REMOVE IT YOU CUT IT WITH A SIDE CUTTER,I ASSUME THATS A STANDARD TO HAVE IN YOUR TOOL BOX. |
| Re: System deactivation procedure | [quote="Pete":1748qnln]HI SJAP,I DONT AGREE WITH YOU THAT TY WRAP AROUND A PULLED CB IS DANGEROUS BECAUS IF YOUR PILOT THINKS ITS POPPED HE TRIES TO RESET IT,BUT AS WE KNOW ITS BLOCKED AND BY THE WAY IF YOU PULL A CB ,YOU MUST MAKE AN ENTRY IN THE LOG BOOK, SO THE CREW KNEW THIS BEFORE THE FLIGHT.AND TO REMOVE IT YOU CUT IT WITH A SIDE CUTTER,I ASSUME THATS A STANDARD TO HAVE IN YOUR TOOL BOX.[/quote:1748qnln]
Thats exactly what Danil states in his message: They make [b:1748qnln]no[/b:1748qnln] entry in their techlog. so their pilots dont know. Of course we have cutters. But not in my pocket when i enter the cockpit. I dont carry all tools in my pockets all the time. Thats another discussion. |
| Re: How to charge empty batteries | For a good overview see this great schematic on: [url:2eo1sz0c]http://www.b737mrg.net/downloads/b737mrg_electrical.pdf[/url:2eo1sz0c] |
| Re: How to charge empty batteries | [quote:20iyv6rz] (Or, if you have no ext power, and you have a 737NG, and 2 batteries installed, you can swap the main with the aux battery and if you are lucky the aux bat is still charged. ) [/quote:20iyv6rz] With the batt switch in ON and no AC source available, the Dual Batt RCCB will close (STBY situation), so both batteries will be empty.[quote:20iyv6rz]Q: is it possible to charge the batteries by connecting ground power? Yes: how? No: why not??[/quote:20iyv6rz] No, it’s not possible. The external power will not connect to the ground service bus. DC power for the Ground Service XFR Relay 1 and 2 is coming from the Hot Batt Bus. With empty batteries there is no 28 V DC. (See SSM 24-23-51)So, if you want to spend an extra night with the beuatifull ladies, leave the batt switch on and blame the crew because they are pushing you to hurry up.Have a nice weekend,Marc |
| Re: How to charge empty batteries | Very good! Why did you ask it anyway? So what did this lucky guy do to impress the ladies <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> He replaced batteries? (from the aircraft not the other thing <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> )My experience once, on a classic, was a totally dead aircraft, nothing worked, battery flat. We connected external power with the att panel switch. it worked then. I never tried it on a NG. [img:15cuu3fh]http://www.aviation-humor.com/cms/images/media/leeuwispubli/how-028-firstround.gif[/img:15cuu3fh] |
| Re: MCP course 888 message | When did you got this message? (besides during the lamp test) Can you ceate it by doing some procedure? sjap |
| Re: How to charge empty batteries | Another tip from some colleagues:
When the battery is flat, there is always some voltage left in the battery. Its never completely empty. |
| Re: How to charge empty batteries | Hi sjap,
Yes something to try. But when there is power to close the EPC then there is (theoretical) also power to close the GND SVC XFR relay. Anyway, let me someting explain. It looks maybe a little strange to ask a question and give the answer a few days later. But……….. this discussion shows some nice things. 1. When I look to this forum, answers to most questions are given within a day, while in real life airplanes can fly around for weeks with a complaint and many parts are changed to solve the problem. I think the problem is in the way we trouble shoot. I will open a new topic about this and hoop there is a lot of response Best regards, Marc |
| Deleted | Deleted |
| Eyebrow windows delamination | Dear sjap, while c/o S.B -737-56A1023 OBSERVED DELAMINATION on no. 5 window,as per AMM its within limit but as per s.b, vinyl layer sepration calls for straight away replacement of windows.Vinyl layer sepration is also a kind of delaim. Is there any way to distinguish/define (if any photograph will be better) vinyl layer sepration or other delaim. <!– s:oops: –><img src=”{SMILIES_PATH}/icon_redface.gif” alt=”:oops:” title=”Embarassed” /><!– s:oops: –>anil |
| Re: TroubleShooting……How??? | Fleet Team Digest sometimes also has some good info. |
| Re: MCP course 888 message | Someone at work here found it during a normal cockpit light test check. We suspect that it stayed in the light test mode. I’ve also had that problem once with the pressurization panel. After light test it stayed in the test mode and also showed "8" digits. It was not resettable by the way. Replaced panel and problem was solved. |
| grease vent : Task Card B12-22-41-3A | Boeing 737 Classic Horizontal stabilizer Screw jack Boeing Task card page 3 of 4 item 3 says…..[color=#FF0000:3hy63clj]3) If any grease exits the ballnut from any location other than the (1)upper or (2)lower seal or (3)through the grease vent, replace the ballscrew actuator.[/color:3hy63clj]I am able to locate the locations (1)upper & (2)lower seal, in addition to that, there is a third location(3)(As said in task card and SB). [color=#0000FF:3hy63clj]I am unable to locate this third location.[/color:3hy63clj]/A/ SB 737-27A1278 Page number Page 67 of 101If the majority of grease exits the Ball Nut from any location other than the upper seal at the end of the Ball Nut opposite of the zerk fitting, or thru the grease vent, Repair/Replace the Stabilizer Trim Actuator: Boeing Task Card B12-22-41-3A (Page 3 of 4) ~Sumanth <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| Re: TroubleShooting……How??? | SSM FIM MBF |
| Stabilizer control cable short of length | Dear SJAP, During replacement of Stabilizer screw jack in 737-400, observed stabilizer control cable short of length of [color=#FF0000:2td9wd8s]1.5 inch[/color:2td9wd8s]. Is there any special procedure / Special tool required? Note : Same cable is used. We tried for two days, but still unable to solve the problem. Reply ASAP. |
| Re: Stabilizer control cable short of length | -Completely loosen the fwd drum tension rod to its max length. The fwd drum will move up, so loosening of the cross-aileron drumcable could be necessary. -The tension of the chain must be reliefed too. -Make sure you start with the correct amount of windings on the drum. -Make sure the cable does not hang-up on any other clamp /fairlead or so, especially under the cabin floor this can happen. -Make sure that when you wind the cable on the AFT drum, you hold the cable very tight, so the windings are tight around the drum. This is one of the most important things to do. -The last part is to remove the elec motor (the LH one), put a square tool (3/8 inch or 1/2 inch im not sure) to turn the drum and to connect the ball-end on the drum, while another person holds the trimwheel in the cockpit. A tool is mentioned in the amm procedure i think. If you dont have it you must still find one that fits into this hole where the elec motor goes into. The tool is square on one side and thooted on the other, the same shape as the elec motor-axle. -This always works, i am sure, especially when u use the old cable. A new cable is even harder to install… _and last but not least, never put your foot or shoe on the loose cable in the aft comp, it ruins the cable then you can order a new one.Good luck sjap |
| Re: Stabilizer control cable short of length | Dear Sjap thanks a lot for your valuable suggestion…. we were able to install the stabilizer cable with in 1hr of time…. thanks an regards anil <!– s:P –><img src=”{SMILIES_PATH}/icon_razz.gif” alt=”:P” title=”Razz” /><!– s:P –>[quote="anil":3w0ytuq4]Dear SJAP, During replacement of Stabilizer screw jack in 737-400, observed stabilizer control cable short of length of [color=#FF0000:3w0ytuq4]1.5 inch[/color:3w0ytuq4]. Is there any special procedure / Special tool required? Note : Same cable is used. We tried for two days, but still unable to solve the problem. Reply ASAP.[/quote:3w0ytuq4] |
| Re: Stabilizer control cable short of length | Hey Anil,
I am happy it worked. |
| Re: TroubleShooting……How??? | ssm fim system knowledge ask oldies but goldies |
| Re: System deactivation procedure | hi,
in my company we have internal procedures for deactivation of a non defective system,like airstair lets say,relevant cb is pulled and collar is placed for protection and then we unplug all connectors and secured them with tierabs and covered them.on the airstair panel we placed a sticker"inoperative see tech log" and in the tech log an entry is made on that day and also an LSR(line station requirement)for periodic check a tierab around a cb is dangerous especially when inexperienced mechanic is called to cut it since usually there is not enough space to place your cutter you force it to fit in and then the cb breaks…it happened once but no more since the collar policy. |
| Re: System deactivation procedure | [quote:3qvp7bzf]Deactivated systems should be noted in the tech log in any way. We use the ABC (Aircraft Briefing Card), which describes the deactivated systems or other flight operational issues which the pilot must know to operate the aircraft. The ABC is in front of the techlog, together with the deferred defects list, release documents and so on. The ABC is updated as soon as there is a change in status of the affected airplane.[/quote:3qvp7bzf]We do it exactly like this in our company. |
| co-ordinates | Can any one help me out to locate in manufacturators manual (AMM or any other standard manual) the location (co-ordinates) where to paint the "Cut here in emergency""[ ]" marks on fuselage for my 737-400 and 737-800 A/C. Also provide me with refernce details,dimensions. As i am unable to find in AMM. thanks an regards rj <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: Fuel nozzle leak check | [quote="Mid":1mzytr2i]Can anyone tell me how to verify that a check valve in the fuel nozzle is open or close when the fuel nozzle is already installed? this is a leak check ,apparently there is no indication, no sound…etc. This is a 737-700 (SAC) for more details AMM2 73-11-04 Paragraph H Page 603[/quote:1mzytr2i]I have had this same issue before. When the check valve is leaking they do make noise, unfortunately, we as humans are unable to hear the frequency that is being generated. The solution is to use an ultrasonic detector on the nozzles to find any that are leaking at 10psig. You can find examples of these detectors at <!– m –><a class=”postlink” href=”http://www.e4i.com”>http://www.e4i.com</a><!– m –>. Using this method it took me less than 5 minutes to locate two leaking nozzles on a wing mounted engine. HTH someone in the future.Peter |
| 2214 material specification | can any body provide me 2214 material specification….help me with details… thanks an regards. rj <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: co-ordinates | First make sure if its mandatory by law in your country. If not then they do not have to be painted there. Exact locations are only available at Boeing, you can request them there. Some info is found in this file, under the "chop out areas"" [url:2t38n8rm]http://www.boeing.com/commercial/airports/arff/arff737.pdf[/url:2t38n8rm] Anyone else has some info? (UK readers maybe? I thought in the UK its mandatory <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> ) Best regards sjap |
| Re: co-ordinates | Not mandatory for UK registered aircraft anymore. |
| 737-400 G4 Galley | can somebody help me locate the part no fro the G4 galley RH side tie rod attaching bracket. Not the top one. RH side mid region. The CMM is not very clear and shows the part number of thr attachment on top |
| Re: co-ordinates | Dear sir, thanks a lot for ur reply to my mail…..as this is mandatory in india.if at all the markings are wipped how do we find out the exact location….is there any station no…so that the marking can be made with a dimension…please help me furthur… it was very much help ful answer from u.. thanks an regards rj <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: co-ordinates | I suggest you, as a 737 operator, to contact Boeing and ask for this information. They do have it available on external paint schemes for your company or other companies from countries where it is mandatory. Regards sjap |
| Re: co-ordinates | Dear sir, Thanks a lot for ur valuable information.its still has to work out ill try to sort out with Boeing. thanks an regards rj <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: Eyebrow windows delamination | Hi Anil, What you need is extra info from FTD 56-05001:First some pictures, then the full text from FTD 56-05001. If you access to MBF then you can download this FTD yourself. More pictures of window 2 and 4 are available in this FTD. All pictures of window 5 are in this message. Hope this info helps you. best regards sjap<!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> Is that you Anil <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> on the second picture <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –>Window 5 crosssection with cracks. [img:1szr98du]http://www.sjap.nl/windows/Fig%208%20window%205%20cross%20cracks.GIF[/img:1szr98du]Window 5 crosssection. [img:1szr98du]http://www.sjap.nl/windows/Fig%204%20window%205%20cross.GIF[/img:1szr98du] Window 5 peel chip. Window 5 peel chip 2. References: Applicability Description Inspections and replacement of any windows of similar design found with vinyl cracks in the fail-safe interlayer are recommended. Background Inspection of the remaining portion of the returned 747 window and the window from the first 737 event showed signs of vinyl fail-safe interlayer cracking and tearing. In addition, the 747 bus bar had obvious signs of electrical arcing and the 737 window had a large peel chip damage which occurred over a period of time, each resulted in the breaking of the inner glass structural pane. Inspection results on the window from the second 737 event is currently not available; however, vinyl fail-safe interlayer cracking/tearing is suspected. This evidence suggests that cracks were present in the vinyl fail-safe interlayer when the inner glass structural pane fractured and the cracks were not detected during routine inspections. Concern is that subsequent rapid depressurization of aircraft could result in injury or incapacitation of the flight crew and thus may affect continued safe flight and landing of the aircraft. Boeing considers this to be Airplane Safety for the NBR 2, NBR 4 and NBR 5 flight deck windows on 707, 727 and 737 airplanes based on similarity of design. Status The NBR1, NBR 2, NBR 3, NBR 4 and NBR 5 windows are required to be failsafe for cabin pressure loads. The fail-safe vinyl interlayer between the glass panes in the PPG Industries, Inc. (part number p/n 05-89354-xxxx, p/n 05-89355-xxxx, p/n 05-89356-xxxx, 5-89357-xxxx and 05-89358-xxxx respectively) glass windows are the failsafe load path for the windows. The vinyl interlayer is also used as a structural ply for bird strike resistance on the NBR 1, NBR 2 and NBR 4 windows. 707, 727 and 737 airplanes can use the same transparency part numbers. Non-heated acrylic NBR 3 windows are different and not effected. Interim Action Boeing will release Alert Service Bulletin 737-56A1023 in the 2nd quarter of 2007 for inspection of NBR 2, 4 and 5 Windows on 737CL Aircraft. Focus of inspections will be fail-safe vinyl cracks and damage that may cause inner glass pane fracture. If damage is outside the SB or AMM limits, replace the window. Compliance time and intervals will be based on operator reports and inspection of in-service windows. NBR 4 and 5 Windows will have shortest initial inspection and repeat intervals. NBR 2 Window will have longer initial inspection and repeat intervals. NBR 1 Windshield and heated glass No. 3 Windows will not be included in SB. Final Action MPD – Add ATA 56 Inspection Criteria to MPD. In addition, Boeing is investigating possible design changes for the NBR 2 openable window assembly. Operators will be able to replace window via Service Bulletin to terminate inspections. Operators will have the option to replace with the NBR 4 and 5 eyebrow windows with plug kits (SB 737 56-1019). SB window plug installations are considered acceptable terminating action to the interim inspections. Operator Action NOTE: A unique type of vinyl interlayer crack may occur at the upper-forward corner of the NBR 2 window (see photo). Bird impact and failsafe pressure testing was performed to substantiate window with up to 0.50-inch long crack. This specific crack is structurally acceptable and has been approved by FAA. Boeing AMMs provide allowance for this type of cracking. (* Vinyl cracks at metal insert holes has also been substantiated by test, but is pending test report and final approval.) Replace windows prior to further flight that have any cracks in the fail-safe vinyl interlayer (except the NBR 2 cracking noted above), have non-clear damage extending into the clear view area of the window which hinders inspections, have evidence of electrical arcing in and around the heating elements of the windows, or have any other defect per the AMM that would require removal. As a compliment to Alert SB 737-56A1023, color photos showing typical examples of damages which affect the structural integrity of windows are included with this article. All damages shown require window replacement except delamination within AMM limits. Boeing suggests operators should have spare window assemblies available before inspections begin. Please report to Boeing all occurrences of removed and replaced windows resulting from this recommended activity. Also include photos of the damage, flight-hours, flight-cycles, part and serial numbers of the units if available. Part Information New redesigned NBR 2 windows will be available for fleet retrofit starting in the second quarter of 2008. Parts List: Number 2 Window Number 3 Window Number 4 Window Number 5 Window Related Categories: |
| Re: HYDRAULIC TRANSFER PROBLEM | This is a pretty common problem with the use of the engines on taxi by the flight crews. When the crew shuts down #2 engine and continues to taxi…this allows for the "alternate" brake system to take over. So each flight a little of "B" systems fluid makes it way in the "A" system. Try this to see if this is your case.
Turn ON "A" system EMDP until desired Hyd fluid is transferred. 1. Hold or set brakes. 2. Turn ON "B" system EMDP until gauge shows 3000 PSI. 3. Turn OFF "B" system EMDP and wait until "B" system bleeds down to 100 PSI. If you are pressing on brakes you will feel a shutter in the pedals as the fluid is forced back to the “B†system. 4. Release brakes and pump brakes to 0 PSI. Repeat above steps until fluid transfer is complete. 737 Classics will require approx 10 to 15 time to transfer fluid. NG 5 to 10 times. It’s important to monitor Hyd Qty gauges. "B" system gauge is slow to respond to fluid transfer and it is easy to over service "B" RESERVOIR. |
| B737 Classic, Pressurization system Vs Fuel Consumption | Hi All, For B737 classic, is anybody has a data for how much fuel burn needed when the aircraft start to pressurized (in 1 hour flight) ThanksRegards, Sarma |
| Re: HYDRAULIC TRANSFER PROBLEM | Hi hyd transfere on all boeing aircrafts its common known problem,yust accept it and transfer as rboer described it,but if you must transfer from b to a do as follows:1:PUT STANBY PUMP ON(ALT FLAP SWITCH OR STBY RUDDER) 2:EXTEND L/H TRHUST REVERSER.3 :SWITCH OFF STBY PUMP,START A PUMP AND RETRACT TRHUST REVERSER, THIS WILL TRANSFER B FLUID(STBY FLUID IS FILLED FROM B SYSTEM) INTO A SYSTEM,.But be care full with the NG because the hyd level shoud be prox 93% to prevent fumes in cabin,SEE boeing tech tips on my boeing fleet,and The MM says that tank should be 3/4 full which equals prox 93%.DO NOT OVERFILL THE NG
Best regards Pete |
| Re: B737 Classic, Pressurization system Vs Fuel Consumption | Hello Sarma,
Please can you be more specific? What’s the reason you want to know how much fuel is used to pressurize an airplane? Anybody? Sjap |
| Re: B737 Classic, Pressurization system Vs Fuel Consumption | To: sjap’ Related to Fuel conservation program.Sarma |
| Fuel | Gents,
B737NG, the densitometers, 1 in each fuel tank in our a/c, calculate the fuel density when refuelling. Why only at refueling and what sends the drive signal to the densitometers? Does it come from the FQIS? regards |
| Re: Fuel | The fuel probes and compensator are the main source for fuel qty indication. The densitometer is a way of measuring the quantity more accurately though. The idea behind this is that when the aircraft fuels up the densitometer measures the fuel quantity accurately and compares that to the measurement from the fuel probes and compensator. The system then corrects the measurement from the fuel probes and compensator with the correction factor. This correction data from the densitometer is then used to correct for that ‘batch’ of fuel that is in the tanks. This is why it is only used during refuelling, when the system has the correction data it has all the information for that fuel batch it needs. It then relies on the fuel probes, the compensator and the correction factor from the densitometer (the correction factor is taken from the last received data from the densitometer so this is at the end of the refuelling). It is supposed to get within 1 percent accuracy using this system.The drive signals come from the Fuel quantity processing unit. [url=http://www.aircraftmech.com/fueltestset.html:38aoht18][img:38aoht18]http://members.chello.nl/s.lampe/pics/fqpu.gif[/img:38aoht18][/url:38aoht18]See <!– m –><a class=”postlink” href=”http://www.aircraftmech.com/fueltestset.html”>http://www.aircraftmech.com/fueltestset.html</a><!– m –> for more info. brgds, Sander. |
| Re: B737 Classic, Pressurization system Vs Fuel Consumption | Hi Sarma,
Maybe I am misunderstanding your English but I still dont understand where you want to go with this, are you suggesting fuel saving by reducing pressurisation? The aircraft starts to pressurise at the start o fthe take-off run, this is when the outflow valve starts to close. A 737 uses approx 1500kg to top of climb but it depends upon weight, ATC clearance, engine rating, temperature, climb speed, etc , etc. All the fuel burn figures that you require are in the QRH or for more detail in the FPPM, both available on MBF. Chris Brady |
| Re: B737 Classic, Pressurization system Vs Fuel Consumption | for fuel savings i suggest to read this article about the 787:
[url:1pk0thvv]http://www.boeing.com/commercial/aeromagazine/articles/qtr_4_07/article_02_1.html[/url:1pk0thvv] The next (last generation <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> ) 737 might be like the 787..somewhere in the future…. And this one (same issue) |
| STABLIZER MOVEMENT LIMITATION WITH FLAP AT ZERO UNIT | Hi everybody, I have physically observed that on some Boeing 737 – NG aircraft the manual electric trim for the stabilizer does not move beyond 4 unit towards nose down when the flaps are at zero unit, but some NGs the stabilizer moves beyond 4 units with the same flap settings. Can someone explain whether it depends on airplane configuration or any logic behind this? |
| Re: STABLIZER MOVEMENT LIMITATION WITH FLAP AT ZERO UNIT | With flaps UP nose down limit switch S844; Nose down trim, it is 4.3 units or 3.95 units or 3.90 units. Depends on -700 or -800 or -900 version. (-600 also different i think) If you have different settings with the same type of a/c, check your amm (27-41-00 page 527 and 528) and maybe the S844 switch is not adjusted correctly or its faulty. sjap |
| POWER TRANSFER UNIT EXTERNAL LEAKAGE | [b:kksrahi5]REFERENCES:[/b:kksrahi5]
Ref /A/: Power Transfer Unit, P/N 63169, AIPC 29-22-51-01/80 Ref /B/: AMM Part 2, 29-00-00/601 Ref /C/: AMM Part 2, 29-22-00/501 [b:kksrahi5]DESCRITION:[/b:kksrahi5]The Maintenance Crew has experienced an external leakage of the ref /A/ on SKP airplanes. Because of minor leak no chance to determine rate of the leakage following the ref /A/ manual and the ref /B/ manual. SKP is not successful find any info for the leak of the ref /A/ unit. Pls. see the pictures attached. |
| No rinse water when flushing. | Hi guys. Thought I’d ask your opinion on a problem from our favorite chapter 38 <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –>
I have a problem with two toilets on one of my NG’s. Problem is that there is no rinse water when the toilets are flushed. I was wondering if any of you have had this problem before and could give some suggestions as I’d hate to spend a lot of time T/S hunkering over the toilet bowl. There is water coming from the faucet btw and the blower runs and the toilets flush normally except there’s no rinse water. I was thinking the rinse valve could be the culprit or even the anti-siphon valve. Best regards Zig |
| Re: POWER TRANSFER UNIT EXTERNAL LEAKAGE | You want to know the leakage limits? They are in 29-00-00 table 601 item C: C. Power Transfer external leakage NORMAL LEAKAGE 10 drops in 1 minute MAXIMUM LEAKAGE FOR DISPATCH 20 drops in 1 minute Same for NG on PTU. Else replace the PTU. Does this answer your question? sjap |
| Re: STABLIZER MOVEMENT LIMITATION WITH FLAP AT ZERO UNIT | Thanks for suggetion i will let you know after checking the s/w. |
| apu gen | hı ı want to ask which is the energy sources of transer bus 1 and 2 when ıdg s are normal operating and apu gen switchies set to on position on air.on 737 ng .thanks |
| Re: STABLIZER MOVEMENT LIMITATION WITH FLAP AT ZERO UNIT | hı your a/c have winglet or not.when ınstalled winglets the position of the stabilizer limit switchies position change .so the values may change.maybe its ur answer. |
| Wing-Body Overheat | Hello to all,
I am currently flying on the 737-400 and now operating under wetlease in Bucharest for BlueAir Transport. Our aircraft came just from a D-check, so as usable with some deviations. Two of them are for example: Very often we do get a Master Caution and Sys Annunciator with AIR COND from the right WING BODY OVERHEAT light. There are no problems with the pressurization, the cabin press is hold at the alt it should be. we have done several times the QRH check but actually not needed. And the other one: When climbing or descending through +/- 6500 ft and 10000 ft we are getting a very irritating and high beep tone in the cockpit. I hope one of you know where we have to look for. i thank you in advance. |
| Re: No rinse water when flushing. | I’ll suggest to -remove the cover <!– s:( –><img src=”{SMILIES_PATH}/icon_sad.gif” alt=”:(” title=”Sad” /><!– s:( –> not so dirty job <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> -make sure enough waterpress is available -check the wires of the rinse valve solenoid (they have quick disconnects) -flush toilet and check if solenoid works (or measure voltage on the wires) of the solenoid -if ok maybe the waterlines are clogged or solenoid is sticky (contaminated inside) -Check the water rinse holes on the edge of the bowl (dirty job <!– s:x –><img src=”{SMILIES_PATH}/icon_mad.gif” alt=”:x” title=”Mad” /><!– s:x –> ), they can be clogged (happened before) -replace solenoid or, if no voltage measured, replace box? Anybody any other suggestions <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> sjap |
| Re: Wing-Body Overheat | About wing body o/h: There can be an air leak from the bleedducting, near a clamp or so. Maybe the detection loop is very near or hitting a bleedduct somewhere. Let them search for it especially under the kreuger flaps area.
Beep tone: make sure your fligth attendant is not trying to call you from the cabin, while the cockpit door is closed and locked.. <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> (wondering why you never get coffee during the flight) anybody any other suggestions? |
| Re: apu gen | In air when you switch the APU gens on (both) then the APU feeds both xfer busses, but there will be loadshedding. When only left OR right APU gens are switched on it will power that side xfer bus. You can play interactive with the diagram (if you have MS access installed on your PC) via this link: [url:1hdjnl3d]http://www.sjap.nl/cbinfo.mdb[/url:1hdjnl3d] |
| Re: grease vent : Task Card B12-22-41-3A | It should come out while you are moving the actuator. "That new grease continuously comes out of the vent hole at the upper portion of the ballnut [3] while you operate the actuator for one complete cycle of the ballnut [3] (endstop to endstop)." I could not find any venthole on a classic, but found one on a NG spindle nut: [img:1wqsx2vs]http://www.sjap.nl/forms/05022008.JPG[/img:1wqsx2vs] Photo is not so sharp but you can see a small round "rivet" shaped vent. [img:1wqsx2vs]http://www.sjap.nl/forms/05022008(002).JPG[/img:1wqsx2vs] Same vent with some grease coming out. Its on the left side of the ballnut. Again, on the classic i didn;t find one.sjap |
| Re: POWER TRANSFER UNIT EXTERNAL LEAKAGE | Thank you for quickly response, but I wait on [b:1wv97sqg]another reaction [/b:1wv97sqg]from operators with experience with presence hydraulic fluid on [b:1wv97sqg]surface PTU [/b:1wv97sqg]and after all available maintenance action was problem closed with result for example: – leak from [u:1wv97sqg]RESERVOIR DRAIN VALVE [/u:1wv97sqg] – leak from [u:1wv97sqg]tubing [/u:1wv97sqg][b:1wv97sqg]Next action performed for detection hydraulic leak – contamination ? [/b:1wv97sqg] 1.On all AC was performed operational test with results no leaks [b:1wv97sqg]AMM 29-22-00/501[/b:1wv97sqg], 2.MPD wait on service bulletin [b:1wv97sqg]SB 3-111794-29-070 [/b:1wv97sqg] from PARKER 3.MPD scheduled send request in BOEING company for permit install blinding plug on [b:1wv97sqg]RESERVOIR DRAIN VALVE /system A/[/b:1wv97sqg] after cleaning main wheel well area for evaluation [b:1wv97sqg]his reliability [/b:1wv97sqg] 4. Any information are in BOEING service letter [b:1wv97sqg]737-SL-29-095[/b:1wv97sqg][attachment=0:1wv97sqg]<!– ia0 –>2.JPG<!– ia0 –>[/attachment:1wv97sqg] |
| Re: No rinse water when flushing. | [b:39odoawo]Similar problem on NG rear toillet doesnt flush with rinse watter.[/b:39odoawo] <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –>
1.due TS has been swaped [b:39odoawo]Flush Ctrl Unit[/b:39odoawo] to fwd toillet, there work normally.Instal. back to origin possition-no working. |
| Re: No rinse water when flushing. | Hi guys.
I was going to T/S last night and the problem is gone. Both toilets working normally…..good thing I tried it before yanking the shroud off. This is almost as mysterious as the migrating PCU problems, but that I’ll leave for the B2’s. Anyway, thanks a bunch for your input. I’m sure it will come in handy when this happens next time. Best regards Zig |
| Rub mark on Stabilizer seal structure | During general inspection observed rub mark /chaffing on the structure of LH Horizontal stabilizer. Can any one help me figure out what could be the reason ? Note :SB 53-1252 has been carried out 16 months ago and since then the, my 737-700 has clocked 4000 flight hours and 3000 cycles. Is the above said problem normal ???? <!– s:idea: –><img src=”{SMILIES_PATH}/icon_idea.gif” alt=”:idea:” title=”Idea” /><!– s:idea: –> |
| Re: Rub mark on Stabilizer seal structure | It’s from the sliding seal. |
| 737-200 exhaust | Iwill be amazed if anyone can anwser this we have many spare -15 exhaust (rohr type) but my company wants to replace the -15 engine for -9 does anyone know if you can convert a -15 exhaust to a -9 the outlet size is only slightly different can it be cut to make it the correct size? rohr wont even reply to our request <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> |
| Re: apu gen | Generally, on the B737 the last selected source is supplying the network. There is no automatic priority logic like on other aircraft types. |
| More J-hook input wanted on -7 borescope insp! | Hello,
If you have NG’s, you probably know the CFM56-7 borescope inspection on the stage 2 and 3 stator-to-rotor contact and J-hooks. Many -7 engines are now removed for this reason. The point is that this inspection (CFM56-7B SB72-0515 rev 3) needs a good interpretation and borescope experience to make a good decision about the damage you will find on the engine. You have to decide if the engine has to be replaced or re-inspected after so many hours. best regards |
| Re: Rub mark on Stabilizer seal structure | Is ths a common problem ???
What is the rectification action to be followed ? |
| Re: Rub mark on Stabilizer seal structure | You can rework the damaged area iaw SRM, but there are tight limits, probably when you go beyond these limits you have to get a Boeing approval for the extended damage. Its a very common problem. The sliding seal should not contact the lugs but as they are replaced sometimes, the attachment brackets must be transferred to the new seal and then you can have a slightly different sliding seal position (more up or down than original). Make sure that the seal and other seals/panels which are installed in that corner, do not hit the lug-structure. |
| Flap cable tension switch | During the test of the flap cable tension switch, it says in the card that you should put a 0.04 inch thick steel sheet between the switch and the magnet, we have tried a lot of different plates (steel, aluminum, led, titanium), but have never succeeded. As a result we have always removed the switch to perform the test. Has anyone else succeeded? |
| Re: Flap cable tension switch | You removed the switch but left it connected or disconnected it? Or just moved it away from the magnet? The plate-trick always works, we do it many times. Maybe the switch is faulty and will never sense the magnetic field be gone when the cable breaks. ? (Or the switch works fine but the flap bypass valve is faulty and does not actuate to the bypass position?) |
| Re: Flap cable tension switch | We use to move the switch away from the magnet when it still is connected. Then the bypass valve actuate to the bypass pos.I think that the task card says that a "SAE 1020 steel plate" should be used. I think it is strange, because we have tried led, but that did not work. It is not only on one aircraft. |
| Control Cabin Duct Overheat | Aircraft = 737-33V
We run the passenger cabin air con pack (R/H) first thing in the morning prior to departure. If you switch the R/H pack off and the control cabin air con pack (L/H) on, the control cabin Duct Overheat light illuminates immediately and the mix valve drives full cold (as it should). It would seem the duct overheat relay has already been powered, just awaiting the pack to be switched on. If you reset the overheat, it doesn’t return. Seen this snag on more than one aircraft in the fleet, but have never come to a satisfactory conclusion as to the cause. Any ideas ? |
| Re: Control Cabin Duct Overheat | I also observed this on one aircraft B737-500. When RH pack is operated at high temperature only. It doesn’t happen when both packs are operated simultaneously. I think it is due to LH and RH duct temperature limit sensors and limit switches are located at different distance from mix manifold. When RH pack is operated at high temperature, 60 C shold be maintained at passenger cabin overhead distribution duct, but temperature at mix manifold is probably higher then 88 C. As control cabin duct overheat switch is just after mix manifold, it sense overheat condition. And when after that LH pack is switched ON, LH Duct Overheat light come on. Probably RH duct temperature limit sensor resistance is at its tolerance lowest limit, and/or LH duct overheat switch operation point is at its temperature tolerance lowest limit. |
| Re: Control Cabin Duct Overheat | yes this is a normal condition on the 737 classics because of the location of sensor on the manifold on the next generation 737 they changed the location of the sensors |
| Re: Control Cabin Duct Overheat | thanks chaps, I’ve beeen looking for some words of wisdom from Boeing ( MBF) on this, but have yet to come up with anything. |
| cross feed valve leak on 733 | hi everyone….i had an experience on 733,when transit check,i’ve found(once)that the crossfeed valve was leak,,but than i closed the crossfeed valve manually the leak it self was stopped.then i do the operational check on the crossfeed valve(on P5 panel),and everything is normal.can u explain what is going on??? <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> oh,,after this problem solved,i’ve found that engine no 2 reverser unlock light illuminate.thanx for your attention. |
| Re: cross feed valve leak on 733 | Was it an external leak? You closed it by hand and the leak stopped? <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> So it was open? But the FUC was ok. strange story. And T/R unlock ? Not a clue |
| Re: Fuel tank nitrogen inerting system | We’ve got a couple with the pre-installation for this sys but not operational as yet. |
| Re: cross feed valve leak on 733 | yeah,i think that is a strange story too,but it really happen.maybe the thrust reverse unlocked illuminate sign is not a clue,but i think this is happen because the crossfeed valve and the thrust reverse have the same source of electrical system(from the battery bus),sorry if my english is not well.until now,that problem never happen anymore.thanx |
| pneumatique | hello evry body any one can show me how to change the foot air cable in cockpit in p1 CAPTAIN PANEL |
| 737 OJT | Hello
Looking for an OJT list of required tasks for gaining the licence. Might save five minutes thinking about the spectrum of knowledge required etc… Thanks in advance Cheers |
| Re: pneumatique | Plan your aircraft on ground for at least one shift get some kneepads remove the seat remove the instrument panels P1 remove all or some cooling ducts, wire bundles and brackets, maybe also the cover between the rudder pedals.. remove everything else necessary… it’s a pain-in-the-ass job… <!– s:twisted: –><img src=”{SMILIES_PATH}/icon_twisted.gif” alt=”:twisted:” title=”Twisted Evil” /><!– s:twisted: –> Good luck |
| Re: 737 OJT | See also this topic: [url:1go3qkel]http://sjap.nl/forum/viewtopic.php?f=1&t=6[/url:1go3qkel] |
| Re: No rinse water when flushing. | I’ve seen this on NG’s. The problem that was causing it was the filter in the rinse valve which had become dirty and wasn’t letting water through to the bowl. Sorry my reply is a bit late! <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> |
| Re: OJT-list | Thanks for the reply.
I have not bought an OJT course just the theory course. Thought it would be good way of doing/collating my experience, not to sending in to the CAA, a stamped up OJT book from any old operator. Will be using it as an outline only. |
| Re: OJT-list | The new easa regulations requires that adittionaly to your theoretical course you need a minimum of two weeks controlled ojt from a 145,or 147 approwed company,the god old days when i stamped your and you stamped mine are gone.So with your theory course you are half way thru,then you must by an approved ojt othervise it is meaning less to fill out any form.
Good luck Pete |
| windows ata 56 | hi how can i change the n 2 widow in cockpit quikly any one have an idea n’ short hand thanks |
| Re: windows ata 56 | there’s no quicky. just do it iaw amm you will be busy for only 30 minutes for the adjustments.(you can take the distances of the guide pin from the old window, that helps) Then you have to deal with the electrical parts. A window 2 is not a part you want trouble with afterwards. So it must be done good. |
| Winglets | Why dont factory fit, or APB retrofit winglets have static dischargers |
| Re: Winglets | Dont know.
I know they are only grounded with 2 very small grounding wires. sjap |
| Re: Winglets | I´ve had a read through the APB manuals this morning. Unfortunately, I could not find any reference why no static dischargers are installed… <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| Re: Winglets | i was wondering this too after a couple of lightning stikes in the company i work for ,like mr sjap said split the ends.eventually it needed to be r/r’d |
| civiere | hi why we can’t instal " civiere" in boeing 737 family .i had this problem last night in line .my boss asked me to do it .i knew its impossible but i can’t ewplain why thanks sjab |
| Re: civiere | I don’t know what a "civiere" is but i guess you mean a brancard? (google helps a lot <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> ) Your airline should have special seats installed where you can move the aisle-armrest up and the back of the seats completely down. Then it is possible to install a civiere. If the airline is not prepared for it, then i think its not possible. It must be an approved kit, since the patient must be strapped in and it must be approved to use in civil pax aircraft. In our a/c (classics & next gen) the last 3 rows before the last row on the RH side can be changed into a civiere. So it is possible in 737’s. We use them often, but it takes a lot of organisation, planning etc. The patient has to come by ambulance and extra medical personnel needs to be there too.Does this answer your question? <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> |
| VSCF on Classics | Hello. So far I´m just studying for my Part66 practical examination and I´m looking for some pictures of a VSCF installed on the engine especially the arangement with the Current Transformer. Cheers Marco |
| Re: VSCF on Classics | A VSCF:
[img:gj406riz]http://www.b737.org.uk/vscf.jpg[/img:gj406riz] |
| BPTO2117 VS BPTO2380 ENGINE OIL | has anyone had problems with 2117 engine oil we have had a number of high oil temps on deep strips in shop they found oil seals missing ref s/b 328 AS p/n seals should be replaced as they completely dissolve so we are going back to 2380 becareful oil pump seals also AS type |
| Re: BPTO2117 VS BPTO2380 ENGINE OIL | You mean 2197 i.s.o. 2117. 2117 doesn’t exist? |
| Re: BPTO2117 VS BPTO2380 ENGINE OIL | Found some info: When we changed to 2197 (4 years ago) for the entire (classic) fleet, we had an order to replace the seals in the MCD assy, including the spool seals. Because the new oil breaks down the old p/n seals. Now we install the seals with p/n J221PXXX see picture. We don’t go back to 2380. (except for APU we still use it) [img:2p9kxa6g]http://www.sjap.nl/spoolseals.JPG[/img:2p9kxa6g] |
| Ground clearance | Hi everyone, i’m looking for the ground clearance for flaps extended 1 and 5 for 737 500, 700 and 800. Can anyone help? Thanks |
| Re: Ground clearance | Maybe u would get a better response if u would share with us why u would want this information. Most engineers are allways willing to help and to take a tape measure to an aircraft but only if they know why they are doing it. <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> |
| Re: VSCF on Classics | [quote="Eschente":11mzhjtb]Hello. So far I´m just studying for my Part66 practical examination and I´m looking for some pictures of a VSCF installed on the engine especially the arangement with the Current Transformer. Cheers Marco[/quote:11mzhjtb]We don’t operate aircraft with VSCF’s but is there something in particular that u would want to know about the current transformer or do u just want to see a picture of a current transformer? |
| Re: Winglets | contradictory to what many people think, the static dischargers are not fitted to protect against lightning strikes… I’ve heard this before, even on promotional video’s of technical pilots showing a walkaround and saying that they are lightning rod’s. <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –>The static discharger are meant to prevent the ‘arcing’ of static electricity to the surrounding air. This arcing has a negative effect on the radio frequent transmissions and receptions on antenna’s like VHF, DME, ATC etc. These dischargers have a fairly high impedance so that the electrical potential can leak away slowly. This arcing is called the corona effect and it interferes with RF antenna’s, VHF systems quickly get problems if the aircraft builds up too much static electricity, this is why static wicks are placed under chapter 23 (comm’s).If a aircraft is hit by lightning, the static discharger can get overloaded due to too much electricity that is run through it but it is not intended to lessen or re’route the lightning strike.If lightning hits the aircraft, it often hits the fuselage and the damage can be quite extensive. Rivets can pop, bonding leads can sever, hatches can even be welded shut (this is why the nose gear doors bonding jumpers are a no-go if they are missing). I don’t know exactly why the winglet hasn’t got the outboard static discharger but it should still have the two trailing edge ones inboard of the winglet. Maybe it is enough? |
| Re: Winglets | Why the hell bother,if its approved with the statick discharges as mentioned its ok for FAA and the CAA,if a lighnting strike f*** it up,it only means more overtime=more money .Thats why we works as engineers,to earn our money not to be any why this and that nerds.So my friends if FAA and CAA is happy with the instalation,then i am happy as well.Get a hobby,shag a bird,do some thing constructive,do not waste any time why Boeing put only two discarges on the winglets,GET A LIFE!!!!Boeing aircraft its just a f**** job. |
| Re: Winglets | And Sander This is to you,you think you are some Gods gift to aviation,I am an avionics engineer f*** the B1 they are grease monkeeys,thats the way most of you ferry counts thinks,BEAT this iam B1and B2 on 737 cl and NG 757,DC 8 ,L188, C130 Hercules,Cessna citation,and Avro 748,Whith Taxi licens all mention types.Instead of braginn about your Avonicks background ,take a course in how the the rest of the A/C works,you do not have A FECKIN CLUE,ABOUT the leftovers parts on the aircraft,in my eyas you are an ORANGE BASTARD ,SANDER YOUR WEBB PAGE sucks!!!!!!!!!!!!!!!! |
| Re: Ground clearance | Of course. I’m flying 737NG and i wanted to know why our 737-500 are not certified for take off F1. The reason [b:2e4w7xvl]might[/b:2e4w7xvl] be that the ground clearance gear down and F1 exceeds 6 feet. I searched my personnal documentation and didn’t found anything. So here I am. <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> Thanks anyway. Flyby |
| Re: Winglets | Ok Pete that was your last post on this forum. sjap |
| Re: Winglets | U are a angry dude <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –>
As to your comment, we just like doing what we do. There is no shame in that even if that makes us nerds. Arguing over the internet is like competing in the special olympics, u may win but u are still retarded. . |
| Re: B737-500 on ground trim | Hi,Tinmouse! Resently we had a problem on our B737-500 vice versa:in flight no stabilizer high speed mode when flaps not UP.Defect was traced to switch S245 on flap control box(ref.SSM wire diagrams).S245 wwas replaced,all tests satis… <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: Winglets | Sander, I value your input, please keep contributing and sharing your knowledge & experiences.Pete, If reading posts on this forum winds you up so much then dont visit any more. Get a hobby, shag a bird, do some thing constructive but there is no need to be offensive.S&L |
| Re: Winglets | Pete’s a freak. Sander, you have a cool website, keep up the good work. |
| Re: VSCF on Classics | Hello Sander. I´m just looking for further installation details. My training manual states that the normal ct at the fancase is not in use because the ct of the vscf is in carge of differential protection. Is the ct at the fancase just connected to ground or are the generator feeder cables removed to avoid damage of the ct? Cheers Marco |
| Re: VSCF on Classics | Ah, now I understand.
But our company doesn’t operate aircraft with VSCF’s, I’ve seen one or two on customer aircraft but didn’t have the cowlings open. |
| Accelerometer | Hi everyone I have a question regarding Accelerometer reading. Is it possible to see Accelerometer readings through CDU bite, even if ACARS or ACMS is not installed or activated on the aircraft. I am basically interested to see vertical G loads during landings, & someone told me it’s possible to check these readings on latest version of FMS software.. Thanks |
| Airbourne data loader | I noticed in the AMM a qoute that says some operators pull the CB’s of the ADL when not in use, to preserve its life.
Anyone do this ? |
| Re: Airbourne data loader | Our company doesn’t, we want to preserve the life of the CB. <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: Accelerometer | Still awaiting for any answer. Is the question so stupid that it’s not worth the comment. "Sjap" , "Sander", pl. help. |
| Re: Accelerometer | No its a good question,however i havent been on work last days to find / ask/ try it out. <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> But when an answer is found you will be notified asap. And of course anybody can react on this topic but maybe its something not very common and there are no anwers between the readers. <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> Best regards, sjap |
| Re: Accelerometer | <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: Airbourne data loader | We don´t do it either. What do they want to safe if the selector stays in "Normal" and no disk is inside? A faulty data loader is very rare. |
| Re: Accelerometer | As far as I know the only way to see this data [b:2nwf3ua8]without ACMS[/b:2nwf3ua8] is to download the data from the FDR. |
| Re: Accelerometer | Indeed, download from FDR is a possibility. I’v tried it out and asked several experienced collueges, but from FMS alone it’s not possible to see. Maybe, when you don’t have a seperate ACMS screen on the pedestal, it might be activated through the CDU (LH or RH or both) but then you must see ACMS under the menu. The parameters are numerous, see the mnemonics under: [url:h0ictva9]http://www.sjap.nl/mnemonic%20list%20737%20NG.pdf[/url:h0ictva9] and search for accell, you will find many hits. Another company i know they use a mini-QAR (mini quick access recorder) which is read out every week, and hard landings are recorded on that so they can call that pilot of that particular flight in that week to tell him he has to make softer landings <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> That’s all i could find for your question so far. Maybe you could ask this person on which software version it is installed.Best regards sjap |
| Re: Accelerometer | Thanks for your efforts, sjap. Will come back if I get more info on this. |
| Turn around time from Major maintenance | Dear All,
All those who are doing Major maintenance for 737 NG A/C, please address my below query. As per MPD, we have divided the major checks as Phase 10, 20, 30, 40, 50 60 etc, having an interval of a multiple of 4800 flight hours / 4000 flight Cycles or 1.5 years (among the three, which ever is early). What is the TAT (Turn around time) for these checks based on your experience. Basically a table of the below kind is requested (refer to attachment) |
| Re: Turn around time from Major maintenance | The first C check was about 3-4 days. The second was about 1 week. The third about 1.5 week. The fourth check was like a "first" D-check of 3-4 weeks. But all checks included lots of modifications, (some operators call it "the flying mod-kit" <!– s:P –><img src=”{SMILIES_PATH}/icon_razz.gif” alt=”:P” title=”Razz” /><!– s:P –> ) And groundtime was influenced a lot by available manpower, equipment and spareparts. (and other aircraft into the hangar which where AOG or from other customers…) Exact figures i do not know, but this is approx what they where into the hangar. Hope this helps you a bit. best regards sjap |
| Re: Turn around time from Major maintenance | Dear Sjap, Thanks for the reply. I am expecting Many more feedback from other operators as well. Plz mail me regarding this to <!– e –><a href=”mailto:sumanth.eswar@gmail.com”>sumanth.eswar@gmail.com</a><!– e –> About the reply from sjap, do your team follow 8 hour shift pattern or your hangar is ON 24X7 ? (I have heard of 12 hr shift 4 day week, but Hangar working round the week !!! is this practicable?? Are there any operator following the same???) My commercial department always asks me for a commitment date for roll out of A/C from Hangar. So if I can get more data as similar to (or more than) what sjap has provided, I may be in a position to know the world wide trend of TAT for basic C-Checks. If any mods (ADs, SBs SLs etc) I can add based on the man hours. We also do almost all SBs and SLs. Also, my management insists on Seat removal and do inspection during every C-Check. |
| Re: Turn around time from Major maintenance | Well i know not every c-check all seats are removed if its not neccessary. Only when floorpanels / structure underneath needs to be inspected. It can be easier when you have to replace cabin windows, or for a seat overhaul and carpet replacement. But thats up to the customer. In the HM visit we only work day and evening shifts including weekends, and at the end (last few days) , when lots of tests and adjustments needs to be done, we have a small group working nightshifts, so they can do all tests and so without all the people running around the a/c all the time… |
| ground run with pax on board | any info on what is the boeing/ your company policy regarding carrying out engine ground run with pax on board by an engine ground run approved engineer. |
| Re: ground run with pax on board | As long as there are pax on board the only responsible person for the a/c and its crew is the captain because there is a "flight" in progress, whether its departing, arriving or in transit. So when a ground run is needed, it may only be done after approval of the captian, and only for things which are not suspected to be dangerous, for example only an indication compliant or a small check to confirm a repair or complaint, at idle only. It may never be used for leakchecks whatsoever because when an engine fire occurs and it cannot be extinguished, you will have to evacuate the a/c. And thats not good for your airline reputation <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> In our company i cannot remember any time that a ground engineer runs the engines with pax and crew on board. I think its not permitted, either by law or company policy / flight department. Only sometimes the captain runs the engines to check a small thing (a disconnected / reconnected CSD for example) before departure/taxi. If he confirms the complaint still valid or solved it may help getting your plane departing on time, when theres no engine run licenced ground engineer available. Mostly this will happen only on outstations, not on homebase. I do not know / looked up what Boeing policy is in this case. Hope this answer helps you a bit. Best regards sjap |
| Re: ground run with pax on board | thanks for the answer . my query was regarding those cases only when you have to invoke some mel eg . like you rightly said csd/idg disconnct. or some indication problem . i guess its best to let capt do the ground run , or else get the pax off loaded if capt refuses to do the ground run. |
| B737NG Nitrogen Generation System CH47 | G’day there Regarding ATA Chapter 47 Nitrogen Generation System on late build NG’s Hi flow commences at TOPD,a differential pressure sensor and a altitude sensor signals the controller ,(commands the hi flow valve to open.) My question is what role does the T/E flap switch play as far inputs to the controller during flight.Thanks Dan <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| Re: B737NG Nitrogen Generation System CH47 | The controller uses flap position (amongst other data) to control the HIGH FLOW VALVE in open or close position depending on the flight phase. Have a look in AMM Part I 47-10-00 (High Flow Valve description) and 47-30-00 (NGS discrete inputs) and you will find a more detailed description. |
| 737 Position lights | Does anybody know where to find the wiring diagram on the position lights? Those lights are normally powered from the Ground Service bus #1 but . . . When on battery power only and the light switch on steady (towing ops.) the lights are working. Where does this power comes from???
Thx Bert de Jong |
| DUCT PRESSURE SPLIT | DEAR SIR
I AM A BOIENG 737-800 MECHANIC.KINDLY GO THRU THE SNAG/RECTIFICATIONS WE HAVE DONE SO FAR ON ONE OF OUR AIRCRAFT.THE PROBLEM IS DUCT PRESSURE SPLIT IN BOTH CLIMB AND CRUISE.BUT AFTER SOME RECTIFICATIONS THE SNAG AGAIN PERSISTS ,BUT NOW IN CRUISE.SO KINDLY GIVE UR OPINION/SUGGESTIONS ON THIS RECURING SNAG.I PERSONNALY SUSPECT 450 THERMOSTAT NOW AS WE HAVE ALREADY REPLACED PRSOV AND 390 SENSOR . *OBSERVED DUCT PRESSURE DIFFERENCE, CLIMB LH-15 PSI AND RH-45 PSI. *F/L 370 Pack split L 25 ,R 40 N1 96% /Carried out high pressure run up of Engines and found LH P duct pr.normal .N1 Vs duct press. Graph is attached , also carried out fault isolation procedures 36-10 Task 804 Para F 1 to 18 and found PRSOV high stage valve and Pre Cooler controller valve OK. No leak found in the sense lines. Today it is reported that the LH pr was 20 psi and RH 45 psi in Cruise.[/color:3o8bjvg4] EXPECTING YOUR VALUABLE SUGGESTION THANKS AND REGARDS ANTONY A ARTHUR <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: DUCT PRESSURE SPLIT | hanish 737 u definately have a temperature problem i strongly suspect the precooler control valve since the 390 has been replaced,sometimes u can wrench these vavles and they would feel good but u have to check the control pressure coming out of them,check the control pressure coming out of the precooler valve it has its own regulater built into the the valve lets us know your fix. |
| Re: DUCT PRESSURE SPLIT | I agree with sr79. Also take a good look at the pre-cooler control valve ‘kiss seal’, it’s mounted between the pre-cooler control valve and pre-cooler. If it is torn or the mount bolts have worked loose it can leak that precious cooling fan air. Good luck. |
| Re: ground run with pax on board | Our policy has just been changed. We were able to run with pax on board one engine only at idle. This now is not allowed. We must de-plane the pax if a technician is to run for any reason. The flight crew however can run with the pax onboard (idle only) at our request provided they get approval from the operations manager. It now has really hampered getting anything done in a timely manner but siding with safety I would say it is a good procedure. |
| Re: DUCT PRESSURE SPLIT | Or maybe the high stage valve may be leaking internally. Very often we find this valve "closed" and operates when tested, but internally it still leaks hot air, since the valve spring seal may be damaged or even loose from the butterfly ring. The hot air makes the prsov go to more close dropping the pressure. An easy check is to manually open the psrov and supply APU bleed on the duct. Open the clamp of the high stage valve at the downstream side (9th stage side), if air comes out the valve leaks. It should be closed. You can also hear it leaking when listening in the outlet of the engine. |
| Re: DUCT PRESSURE SPLIT | sjap u maybe right but if thats the case if the high stage is leaking on takeoff u might get a bleed trip due to an over pressure condition im not saying your wrong by all means u make alot of sense |
| Re: 737 Position lights | See your PM inbox for some file info. Are you sure they work on bat pwr only? (NG) sjap |
| Re: 737 Position lights | This is a message from a Maintenance Controller of Continental Airlines.
[color=#0000FF:2keptrdg]I was also looking in the mm and the wiring diagram manual the other night trying to find where the power came off the battery to the lights. I couldn’t find it either but when I went out too an aircraft on the gate and turned all the power off, turned the battery switch on and placed the position l;ites on.. lites come on.[/color:2keptrdg] This is why I am investigating this fact, I’ll go in the wiring diagrams and publish the result when found. |
| 737-700 vs 737-800 | Hello, Does anyone have any information on the differences between a -700 and a -800? I understand that the length is different as well as the airconditioning system is more classic style. Anyone have a fact/difference handout or info on all differences?Thanks for the help! |
| Re: DUCT PRESSURE SPLIT | Other possibilities could be Bleed Air Regulator , or Pre Coler Control Vlv failed in closed pos(butterfly drived broken). |
| Re: 737-700 vs 737-800 | Though a minor diff. , but the ground clearance of the engine is diff. No. of recirc fans are diff. -700 -one , -800 – two Pack trip light different, in Nomenclature & Function…., & everything related to packs are diff. No Pac Zone Controllers in -700, instead there is a CTC.. Tail strike bumper not there in -700. Emergency exit doors , -700–two, -800 – four. There is an option of Cat C brakes in -700 instead Cat F.& of course difference in performance, operating parameters & ratings are different.But surprisingly with a substantial difference in A/c weight , the Tire Pressure remains same for -700 & -800. <!– s:!: –><img src=”{SMILIES_PATH}/icon_exclaim.gif” alt=”:!:” title=”Exclamation” /><!– s:!: –> |
| B737 NG Cargo loading | Does anyone have any information on B737 NG Cargo loading systems, in particular "Rolling Carpet" system. I have never seen the system on a 737 but I have been assured it exists. Any info or links would be great. |
| Re: DUCT PRESSURE SPLIT | Have you checked all the sense lines for leaks? When we have bleed problems, its the first thing we do. I think it would account for aprox 80% of our bleed problems. Hope this helps. |
| Re: 737 Position lights | looking at the ssm’s i only see this happening on the 737 classic’s |
| Re: Wing anti ice | wing anti ice on slat #1 and no #8 not required as there is no ice formation there due to flexing during flight loads. notice the amount of flexing that occurs during flight by sitting near overwing exit sometime |
| Re: Wing anti ice | Biswajit is that something you can documentate? Ive never heard that theory before… |
| Re: Wing anti ice | Biswajit – that is incorrect. I can tell you from personal experience that ice forms, and remains, on the wing equally across its span. The photograph at [url:2b7h4798]http://www.b737.org.uk/iceandrain.htm#Wing_Anti_Ice[/url:2b7h4798] shows the remaining ice after wing anti-ice has been used.
I was told by a Boeing TP that the reason was excessive bleed requirements, but Boeing would obviously never put that sort of negative comment in print. I beleive that the MMA will have wing A/I along all slats because it may be operating in icing conditions for extended periods. |
| Part 66 Oral Exam B737 Classic | Hello. I´m going to have my oral B1 exam for the 737 in august and as I´m studing all the chapters I´m asking myself if I´m learning to much or is it not enough. At the moment I´m just busy with the MEC and I´m not sure how deep should I go into it. Has anyone any experience on oral Part 66 exams? I know that it is not common in europe but we have to do a oral examination in germany. Cheers Marco |
| Re: Wing anti ice | if bleed is the reason then we have thrust conservation protection by the A/G logic and and the microswitches in the control stand that switches the WTAI off during T/O when the thrust lever is advanced. |
| FMC fail | Hello there ,
I have experienced several times on ground a FMC fail , the FMC CDU is going blank and on the EHSI a yellow VTK will appear , ( i have found out what VTK means and what the related malf. is ) but still i dont know why the FMC was going blank time to time , does somebody also experienced this ? Brgrds , Tech-Shark |
| Re: FMC fail | Maybe its got to do with the software version? There are a number of FTD reports with some FMC problems described. |
| taı valve | hi ,ı want to ask a question.when doing the operational test of the nose cowl anti ıce valve ,amm says open the ısolation valve if you use the ground air supply when working for engine 2.GROUND AÄ°R directly goes to engine 2.so why amm says open ısol.valve.?thanks…… |
| Re: taı valve | Hello Turk, I read that A.M.M section you are talking about and also checked the system schematic. That statement does not make sense and the A.M.M should probably be amended with the omission of that step for the #2 engine only. |
| Re: B737 NG Cargo loading | [quote="B737ASIA":nw4eimxo]Does anyone have any information on B737 NG Cargo loading systems, in particular "Rolling Carpet" system. I have never seen the system on a 737 but I have been assured it exists. Any info or links would be great.[/quote:nw4eimxo] They exist. We have them installed on our 737-900’s aft and fwd cargo pits.I have attached a link to the website of the manufacturer of the system we use. Have fun.[url:nw4eimxo]http://www.telair.com/narrowBody_slidingCarpet.html[/url:nw4eimxo] |
| Anti Erosion Boot -Radome | Hai this is with regards to installtion of Rodome boots ( Anti Erosion Boots) at the tip of Radome assy ( 737 -700 & 800). Have seen even new a/cs from Boeing comes with this boot & we are also currently installing the boots ( P/No. FP1-1 & installed Only on 4 ply radome not on 3 Ply Radome) . But Someone in our airline asked the ref & I couldnt give any ref for this Anti erosion Boot installtion. Checked In manuals & found about only Anti erosion Coating but nothing about the boot. Can anyone give me any Manual ( AMM/SRM/CMM) ref . |
| Re: 737 Position lights | Hi Bertdaan, I also went in the books but like sr79 said, this should only happen on the pg. I just went and tested it on a ng that we have parked up here. The position lights did not come on with battery power only.They came on when I switched the aircraft onto ground service (as is predicted by the WDM schematics). |
| Re: 737 Position lights | He Sander,
Thx, I thought so by looking into the NG wiring diagram which I received from "SJAP" and my own 737NG powersources booklet for these lights. Appreciate the effort, Bert de Jong |
| Re: Anti Erosion Boot -Radome | B737-600/700/800/900 m/m 53-52-00 – Nose Radome Protective Boot – Removal/Installation, Page 201 |
| About 737-900’s maintenance program | I’m a student of aviation studies in Taiwan.I have a final report need to find the 737-900’s maintenance program. What’s inculde category of A-check or C-check?(ex: 1A 2A 3A 1C 2C 3C…etc.) And how long administer these check? Someone if you know these information,please talk me!thank you very much! my email is <!– e –><a href=”mailto:augustinein2001@hotmail.com”>augustinein2001@hotmail.com</a><!– e –> |
| Cum Lines | I’m new to the 737 world , and am having hell trying to find the cum line numbers for the aircraft we are working on not even our ex Delta employees can figure this out. I know this is probably easy for all you gurus out there any help would be appreciated. |
| Re: Accelerometer | I stand corrected, & agree with sjap & troubleshooter that only way possible to see this data is ACMS or DFDR download. FMS alone can’t give this data. If anyone here is interested to know, – In ACMS menu go to display & enter VGTD (Vertical speed at touch down), in scratch pad & click any of the blank LSK. you’ll get G force at the touch down & you’ll know if the landing was soft enough <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> for structural inspection to be carried out. |
| Re: Anti Erosion Boot -Radome | Dear Mr.Jet, Thanks a lot. Boeing have added this in Feb-08 revision. Error on my part . Neverthless thanks a lot. |
| Re: Cum Lines | Hai, Are you looking for line no of the a/c you are working. Then check the name plate at L-1 Door area. ( On the top at entry -Door cut out ). You will find the a/c data plate with a/c sr. no. Then check the AMM -1 front matter . You can find the effective aircraft with Sr.No with corresponding Line & Var No & even the regn No. The applicable AMM ( Of your airline has to checked)Regards Mani |
| Re: DUCT PRESSURE SPLIT | hanish737 is the duct pressure split snag fixed please leave feedback thanks im just curious |
| Re: DUCT PRESSURE SPLIT | hai frnds
the snag is still under observation as the min duct pressure is 20 we r despatching it as its with in limit ,but now the a latest trend is the duct pressure at times are as follows we have done all possible recitifications as someone here advised about leak check of sense lines, it was the frst thing we had done when this snag ws observed.. anyway throw some light if somebody gets some glare <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> .. thanks and regards |
| Re: DUCT PRESSURE SPLIT | Are you sure your Bleed pressure Indicator is working fine.
If yes, you need to carry out complete "Bleed Health Check" as per AMM. |
| Re: DUCT PRESSURE SPLIT | [quote="hanish737":1q0gcois]hai frnds
the snag is still under observation as the min duct pressure is 20 we r despatching it as its with in limit ,but now the a latest trend is the duct pressure at times are as follows we have done all possible recitifications as someone here advised about leak check of sense lines, it was the frst thing we had done when this snag ws observed.. anyway throw some light if somebody gets some glare <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> .. thanks and regards[/quote:1q0gcois] Hanish, as Rambo said you need to complete the health check. Remember the AMM has a seperate health check for the precooler control valve, start there. Be sure to connect the needle valve to simulate the 390 sensor to see if the precooler control valve is performing correctly, (this checks the internal pilot press. regulators). Just follow the health check . If you do not have the tooling to do this check properly then change the precooler cntrl valve, I think due to the history this be be a good move. When you do the repair confirmation you will need a high power run and need to keep at least 80% N1 for 5min to heat the sytem up and make sure the pressure does not degrade. Also did you check the kiss seal, no kidding it has caused this problem on our next gen’s. Good luck and update us please. <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> |
| Re: DUCT PRESSURE SPLIT | Hi fooks,
Here some info from Myboeingfleet. The min despatch bleed press is acc SL 737-36-013-13 [size=150:dlkfxt29]18[/size:dlkfxt29] psi [size=150:dlkfxt29]inflight[/size:dlkfxt29]. Is about 30% N1 if you do a ground run. If all bleed components are changed( prsov, high stage valve, BAR, hs reg, precooler control valve, 390F sensor, 450F sensor), don’t forget to changed the precooler itself. At our company we keep the engine vibration below 1.5 units to reduce bleed problems. Good luck, Marc |
| Re: More J-hook input wanted on -7 borescope insp! | Finally, the info page has been set up. More input is always welcome. see it at: [url:1pj3rfbl]http://www.sjap.nl/jhook.htm[/url:1pj3rfbl] |
| hyd qty indication 737-800 | hai friends,
On one of the 737-800 on which I am working I encounter the following problem. Immediately after the arrival of the aircraft the hyd qty indication of sys B is 83 to 85%.but after about one hr it becomes 106%.both cockpit and reservoir gauges indicates same figure. request all of you to give some inputs. |
| Re: hyd qty indication 737-800 | Hi anilkumar cb
Pl. be more specific with the details. When you first checked the quantity as 83 to 85 , was the #2 T/R in deployed position, or the Flaps or Speed Brake lever in Extended pos. , & .. later restored to cause increase in Sys B qty,… then it’s quite normal. Otherwise, when Sys B quantity increased did Sys A quantity also decrease simultaneously? Does if happen all the time on the same airplane? |
| Re: hyd qty indication 737-800 | Could also be a combination of -cold soaked hydr fluid. on gnd it warms up. -a brake accumulator which is empty (hydr side), put B pump on see what happens -a sticky hydr quantity floater. Sometimes the floater inside the tank is a bit sticky. Give the reservoir some technical knocks. It helps. -Like rambo said, some fluid transfer from a to b. see chapter 29 for some tips about fluid transfersBest rgards’ sjap |
| Re: hyd qty indication 737-800 | Hey all
Seen from a pilots piont of view a typical HYD behaviour during flight is as follows. GND 99/94 OAT 10c @ Time 11:50 HYD A falls approx 12 units due to gear up. The rest falles slowly as the flight progresses as previously written due to cold temp. Best regards |
| B737 Weights | Hello. I´m going a little bit mad about some weight informations about the 737 CL. I checked the AMM and the WBM but the only things I found was MTOW, MLW and so on. I´m looking for the Basic Weight. Could anyone provide some further information and where to find these information. Cheers Marco |
| Re: B737 Weights | Hi Do you mean "Empty Weight", when you write "Basic Weight" <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> . In some countries it’s a legal requirment to paint these weight’s readings, obtained from the last weighing , on the exterior of the fuselage . These readings are also mentioned on the weight schedule , again obtained from the last weighing operation. It may also be mentioned on the Airworthiness certificate of the aircraft.Not sure if it’s mentioned in the AFM <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| Re: B737 Weights | Hi Eshente
Try to contact your Operations department. They must have the numbers for producing the weight and balance sheet. Brgds |
| Re: B737 Weights | For groundrun vs fuel vs weight calculations i use these figures at our company (normal 2 class aircraft layout):
empty weight: These are approx figures, but accurate enough to do the calculations on how much fuel we need as a minimum to do high power testruns. |
| Re: B737 Weights | Hi Sjap. Thats exactly what I was looking for. From where did you get these numbers? Regards Marco |
| Re: 737 Position lights | hi as per the classic wdm the position lights, when selected to steady gets battery power,whereas on NG it gets ac power from gnd service bus.thats the reason the position lights on classic comes on with battery is the only source of power. |
| Re: B737 Weights | The 300/400 figures where out of our "groundrun" book, but based on actual average figures in our fleet. The 800/900 numbers i asked from our weight and balance guys, they have the figures from all our aircraft (new and after mayor base maintenance checks)and that from customers they do. Of course every a/c is different, but the figures are around the same. |
| GPS sensor on the EGPWS | Hi,
I was recently told that even the airplane doesn’t have a GPS sensor installed A GPS receiver might be there in the enhance mode of the EGPWS. As we have a 737-300 without GPS sensor I assumed that the Enhance mode is taking the position information from the guidance computer. Doesn’t make sense, in my opinion, to have a map displaying the terrain position based on information from an internal GPS and the airplane to follow the potion from IRS’s or DME/DME’s |
| AIR/GND sensing | Dear all ,
we have encountered a problem with the air / gnd sensing ( 737-400 ) . When a/c is on ground "[u:2gg15fr9]low idle[/u:2gg15fr9]" light illuminates on overheadpanel in flightdeck and on the fwd E&E comp Red air mode light is on also ram air doors are closed , we have checked all relay units en switchtes in the Fwd E&E comp,also checked switches on gear assy’s , also swapped the cards M990 , M991 and M1110 , the defect is still active , although the Nose Test button( fwd e&E) is not activating any relay and shows no Red light when pusshed . but the AIR Red light is illuminating all the time which means that a/c is in air mode on ground . does somebody experienced this problem before and does some of u guys have some adivsories for me . Thanks in advance . Tech-Shark |
| Re: AIR/GND sensing | Some thing i would do: If the red "air " lt is on it means the air prox switch S106 on the air/gnd cable assy in rh ww is sensing air. It either means this switch is u/s, or the switch actuating bracket, which is moved by the air/gnd cable, is loose/not adjusted correctly. -Or the air/gnd cable is broken inside and is still in air mode. The other switch S105 on the same bracket is for "ground" sensing. -Disconnect the air/gnd cable from RH gear and push/pull it to see if its free to move, and it shoud activate air/gnd. -Check these prox switched, or the wiring and plugs from it, check the plugs for moisture/corrosion. -jack the a/c and do the air/gnd check with the cable.(max 1.75 inch from full extended you should be in air (gnd and air lt on) -Loosen this air prox switch S106 and test it with an actuating plate.On the other hand, when you push the nose test switch the nose red led should come on. if this does not happen you have more serious problems in the air gnd system. Then its probably relay R321, R434, R375 or R344 (they all should activate when nose test sw is pushed). See SSM 32-31-00. Finally i would check all CB’s espaicially nose air/gnd.Let this forum know what you found. best regards sjap |
| Re: AIR/GND sensing | Dear Sjap ,
Although it was a long time ago for me to work on 737 CL <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> Yesterday night we have found in RH wheel well the S105 Switch nog working properly , after changing the switch everything went to normal with Air/Gnd system. and about the Nose Test switch red light it not came on : Anyway everything is OKAY now . ( by the way , this site is a very good 2 nd opinion source and to help co-engineers solving problems , i congratulate you and all the other Colleague Engineers world wide who are showing interest and those who are helpfull … very good site ! ) |
| Re: GPS sensor on the EGPWS | [quote="danil":1vythowj]Hi,
I was recently told that even the airplane doesn’t have a GPS sensor installed A GPS receiver might be there in the enhance mode of the EGPWS. As we have a 737-300 without GPS sensor I assumed that the Enhance mode is taking the position information from the guidance computer. Doesn’t make sense, in my opinion, to have a map displaying the terrain position based on information from an internal GPS and the airplane to follow the potion from IRS’s or DME/DME’s I did some quick research on this; the GPWS uses just about every input the aircraft has including IRU and GPS. The GPS input comes from the Analog Multi Mode Receiver ( AMMR ) and uses it for GNSS position, velocity and time. It also uses lat / long from the FMC and from the IRS. It sounds like to me that the EGPWS is performing its own system of checks and balances. |
| Re: Technical description of -300 Symbol Generator | Hello Chris, i have some informations from my Training Letters. I hope thät helps you <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –>Have a nice day ManuelGeneral The EFIS symbol generator receives data from the EFIS control panel and the airplane’s navigation and guidance systems. The symbol generator then processes the data and provides video signals for display on the EADI and EHSI. The input data is received on ARINC 429 low speed and high speed data buses, as well as ARINC 453 weather radar high speed buses, and discrete inputs. A symbol generator can supply all display units. However, in this case captain’s displayed data and FO’s displayed data are the same.Most of the parameters displayed on the EADI and EHSI utilize signals that originate from various systems on the airplane. However, the display of a number of parameters requires computations based on inputs from several systems. The computations for these parameters are performed by the symbol generator. The symbol generator computed displays are as follows: Airspeed trend vector DH alert Altitude alert Curved trend vector NAV/IRU position difference Range disagreemement message Course deviation and TO/FROM indication |
| Rudder load limiter | HELLO EVERYBODY,
I have a probleme with cb’s of rudder load limiter is popped out every flight we check continuity u/s ,a/c is B737 300 BEST REGARDS |
| Landing gear change price? | Anyone know where to find aprox prices on gear change on NG 737’s or overhaul prices?
Best regards a 737 technician <!– s8) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8)” title=”Cool” /><!– s8) –> … |
| Re: Landing gear change price? | see your PM inbox for contact info best regards sjap |
| Re: Rudder load limiter | Is the cb popping when the rudder limiter is activated? Then i’ll suggest you replace this limiter first. or check the plug/connector on the limiter.(moisture / corrosion etc) sjap |
| Re: Rudder load limiter | or use a megger to see if there is a true short to ground because if the wire is chaffed and only touches ground on certain phases of flight isolating it with a meter will be hard that way a least with megger it will jump to ground |
| flap follow up cable | hi, we have a problem about flap follow up cable on b737 ng. After remove-intallation of outboard main flaps we retracted to flaps with electric motor and then flap follow up cable brake off while retraction to flap assy. do u have any opinion about this? |
| EEC IN ALTERNATE X REVERSE DEPLOYED | Hi folks, Here is the scenario: The aircraft was dispatched with EEC in Alternate mode (both of course). During cruise flight, for some reason, the REVERSE light (overhead panel) comes on.Question:[b:lf7fpkc9] Does the EEC in “ALTERNATE MODE†provide protection (leading the eng power to idle) in case of an eventual REVERSE DEPLOYED ????? Thanks.[/b:lf7fpkc9]Rgds. |
| Re: EEC IN ALTERNATE X REVERSE DEPLOYED | This is just a "quick shot" as I don´t have access to my books at the moment. The only input from the thrust reverser to the EEC is the "60% deploy position" from the LVDT to enable thrust increase from reverse idle to max reverse. There are no other inputs as deployed or stowed status to the EEC. That means that the EEC does not provide any kind of protection you are asking for. The Engine Accessory Unit deals with it. If uncommanded deployment is detected by the EAU, it commands stow hydraulic pressure to the T/R. |
| Re: flap follow up cable | As long as you didn.t disconnect the torque tubes in the wheel well and from the inboard flaps, there should be no problem. Was the cable disconnected or replaced too? Was there hydraulic B power put on the system while the flaps where removed and the bypass valve was NOT in bypass? Normally when we have a broken cable, something was moved while it was not supposed to move. Or the cable was installed wrongly (or crossed) on the drum. Or the flap limit switches where not adjusted correctly after replacement. Or someone moved the flaps manually while the torque tubes where connected wrongly / not as they where. Many reasons so far. <!– s:cry: –><img src=”{SMILIES_PATH}/icon_cry.gif” alt=”:cry:” title=”Crying or Very sad” /><!– s:cry: –> best regards sjap |
| Re: flap follow up cable | we didnt replace and remove follow up cable. but we were disconnected torq tubes. when cable was broken we didnt have b sys press. ı think that,; flap cont. unit was up ‘0’ position and flaps were extend(40) position at this time torq tubes connected to power drive unit. we tried to retract to flaps with electric motor than follow up cable broken down …know we replaced follow up cable with new-one and adjusted flaps everything normal. |
| Re: EEC IN ALTERNATE X REVERSE DEPLOYED | Thanks troubleshooter but still a bit confuse.
Acording QRH : REVERSE : Additional system failures “may†cause in-flight EEC’s in ALTERNATE MODE + REVERSE (overhead panel light). IF THE EEC’S are operating in ALTERNATE MODE (HARD), should it prevent power above idle (as QRH says)in event of the reverser moves from the stowed position anyway? |
| Re: EEC IN ALTERNATE X REVERSE DEPLOYED | Had a look in the book today and this is what I´ve found: [b:3uss1gti]AMM I 73-21-00: …The EEC also causes the engine to go to idle if it senses a T/R sleeve not in the correct position…[/b:3uss1gti] So you are absolutely right about that. I could not find any information if this would change in hard alternate mode. I would say there is no change, as it would make no sense, but I have nothing to proove this. |
| LE slats to full extend in flap 30 and 40 ? | Hello fellow 737 users:
Last week we had a customer in with a -800, where the LE slats where only to full extend (from extend) with TE flaps at 30 units and more (so flaps 30 and 40). in the 1, 2, 5, 10, 15, and 25 detents. * The LE slats are at the full extend position when the flap lever is in the 30 and 40 detents. ***** So it was not a fault as we first thought, but a normal configuration of this aircraft (a normal pax -800 a/c). |
| Re: LE slats to full extend in flap 30 and 40 ? | Sealed slats for take off are part of the short field performance package (SFP) offered by Boeing: <!– m –><a class=”postlink” href=”http://www.boeing.com/commercial/news/2006/q3/060729a_nr.html”>http://www.boeing.com/commercial/news/2 … 9a_nr.html</a><!– m –> |
| 737(NG) Airstair operation | Hi guys, picture this.
When using the fwd air stair on the 737NG from the outside you have to use the spring-loaded ALTERNATE switch position to operate the stair. The FCOM tells us that this position provides DC BATTERY BUS power to operate the air stair without the need of the Battery switch to be ON. Looking at the c/b locations it seems the FWD AIRSTAIR standby [u:1uhzphxa]control [/u:1uhzphxa]comes from the SWITCHED HOT BATTERY BUS. Finally the normal operating power is taken from the 115 VAC STANDBY BUS which of course is not powered or?? Now, can anybody tell me the true story on air stair control and power when operating from the outside? Appreciate, Bert |
| Re: air compresor for water tank | Yes we have the same, on later models NG the water compressor is switches by that switch. Dont know why but its confusing. We even have some a/c where both recirc fans are switched on that panel too…and the ACARS printer (if installed) too… |
| Re: air compresor for water tank | turk, ref: ssm 24-28-41 "automatic load shed galleys & main buses" and 24-51-11 "115vac transfer bus 1" |
| air compresor for water tank | when air comp does nt operate we notice that cab. utılıty switch on p6 electrıc cont panel is off.then we position the switch on and air compresor operate.but ı couldn’t fınd any contact between this switch and air compresor.ı look wrm and ssm and coulnt fınd.ıs anybody know why air compresor doesn’t operate when cabın utıl.switch is off.(737 ng last series) |
| FMC automatic thrust reduce after take off | FMC on TEAKEOFF page number 2 : Some airplanes comes with engine "automatic" thrust logic reduction at 1000 ft after take off. In event of single engine (engine failure) during takeoff phase (below 1000 ft) : does the thrust will be reduced at 1000 ft anyway ???? Tks. |
| Re: LE slats to full extend in flap 30 and 40 ? | Hi TS,
Thanks youré right it has to do with the SFP , i got an answer from Pat Boone and Chris Brady like this: All factory 737 that are delivered to TUI Europe have that "partial" SFP Pat and Bill are correct, you have an SFP aircraft. The SFP option is available in full or part, some parts are now being installed as standard on all 8/900’s. The full or partial SFP package is available as a retrofit. Full details on the website here: |
| Maintenance cost reduction | Hey All
I have been asked to find out the possible maintenance cost reduction of using assumed temperature method and or Derate on all takeoff, compared to max thrust each time. Thanks in advance |
| Re: Maintenance cost reduction | Normal procedure is to use ALWAYS assumed temp when possible. It depends on your TOW, runway length, AOT, QNH, WIND. When all these performance calculations give you an assumed temp which is higher than the actual temp then a reduced thrust takeoff is possible. This will significantly reduce the wear of your engines and keeping the margin of your engines higher for a longer period. The flight department should use normal take-off performance data as stated in the AOM and save on fuel, noise and engine wear. Hope this answer helps you a bit. Best regards sjap |
| Re: Maintenance cost reduction | but approx how many cycles could we talk about winning? |
| Re: Maintenance cost reduction | Well, lets say, A new engine has a margin of 80 degrees c. With normal use we have we loose about 15 degrees a year. (including waterwash!) (6.5 to 7 flt hours a day) Then we can operate the engine for 5 -6 years. assume you operate it at max N1 every t/o, you will certainly loose margin faster, maybe 20-25 degrees a year. then you have to replace the engine within 4 years. thats 1-2 years earlier. Imagine the number of cycles you can win when using less thrust every t/o. Besides the fuel consumption, noise etc. Also depends on which config you are flying. A 27K engine is faster due for replacement than a 22K or 24K engine (its the same engine as we speak about 737NG). It will always be more efficient and cost reducing when your airline uses reduced trhust takeoffs when possible. Maybe when your airlines flies from small airports with short runways at temps of 30 degrees c with max pax and max TOW, then, of course, your engines need to deliver 27K. Boeing Support can give you full details about these procedures, they must have this in their customer support program. Best regards sjap |
| Re: 737(NG) Airstair operation | When you push (and hold) the stby switch on the external airstair operating panel to stby, you make a ground for the stby power ctrl unit M1720. Then this SPCU switches the switched hot bat bus powering the CB’s for the stby airstairs control. Also the operating motor is DC 28V stby powered from the same source, see WDM 52-61-11 sheet 1 and 2. Thats why the stairs are operating slower on stby then when you have ext power available. Hope this clears it a bit. |
| Re: Fuel tank nitrogen inerting system | check the mm part1,u will get the answer,sjap has already told u many things |
| Re: Fuel tank nitrogen inerting system | On <!– w –><a class=”postlink” href=”http://www.myboeingfleet.com”>http://www.myboeingfleet.com</a><!– w –> is a nice new training video for download which gives a good overview of the system operation, component locations and testing. |
| High whistle sound in flightdeck | Dear all ,
i have experienced during takeoff and landing approx between 5000 ft and 8000 ft ( Delta p = between 2 and 4 ) a high tone whistle sound comming from the LH side of the flightdeck , this is checked several times but location could not be found where and why the sound is comming from , anybody got some ideas to locate and stop this so irritating sound ? bestregards TECH-SHARK |
| Re: 737(NG) Airstair operation | OK I’ve got the picture.
Actually not because I only have the Maintenance Manuals which do not show your explanation but "I see what you’re saying". So all, the control and power are from the switched hot battery bus when using the alternate position of the air stair control switch on the external control panel. This is even without the battery switch to ON which normally switches this switched hot battery bus. Found both, control and actuator on in power sources booklet on the switched hot battery bus. Thx, Bert |
| Re: GPS sensor on the EGPWS | I have discussed with one of our technicians who actually installed the SB for the Enhanced GPWS and he confirmed that there is a GPS sensor on the aircraft. This sensor is exclusively used by the EGPWS and the antenna is located on top of the airplane.
Thanks |
| Re: High whistle sound in flightdeck | -Where the eyebrow windows removed and plugs installed? (they can leak) -Re-check the sliding window opening (#2L), especially the upper fwd corner, maybe the smoothening compound is damaged (it happens and gives a high one) -Replace the fwd body drains, when one or more stay open they whistle. -If its a classic: Do the check for the NLG viewer leak, it should have a calibrated leak but not too large of course. -Check the NLG doors flushness, sometimes the black seal on the front edge of a door is loose and gives a noise.Thats all i can think of now. I would sure start checking or replacing window #2L first, since its a delta-pressure related complaint.Best regards sjap |
| Stabilizer Auxiliary Brake | Hi there, I´m looking for some further information how the auxiliary stabilizer brake works. The AMM states not much about this. Primary brake ist clear to me but the aux brake makes me a little bit confused. Thx in advance. Marco |
| lubricating systems | Can someone provide info regarding the topic ???
Thanks Daniel |
| Re: lubricating systems | engine oil? CSD? Apu? Gears? Doors? Flight controls? bearings? Wheels? Oil? Grease? Dry film? fuel?pls specify your question in detail, then you’ll get more info i think. |
| Re: High whistle sound in flightdeck | If it happens regularly on climb out you should be able to duplicate this on the ground by pressurizing the A/C. first open the L2 window and closely inspect the window seal. The seal has small holes around the perimeter to allow cabin pressure to fill the seal and expand it in flight forming a tight seal, make sure those holes are not clogged. Look at the sill area for debris and clean as necessary. Make sure the window closes tight, if not check the rig. Was the L2 replaced recently? Inspect the outside of the L1, 4 and 5 look for the aerodynamic seal lifting off or missing and or black steaks from the screw heads securing the windows, this is all evidence of a pressure leak. I did not mention the L3 because this window rarely leaks but do not dismiss it. Next pressurize the A/C with a technician on the outside feeling for leaks. When you hear the squeal, with your hands push the outer edges of the windows from the inside and see if the squeal pitch changes. If it does you found the leaking area. |
| Re: lubricating systems | Thanks actually I’m refering to the lubricating system of the engine any info regarding the system would be appreciated maybe some reference regarding pumps, filters and cooler once again thanks |
| CFM56 ENGINE THRUST PROBLEM DURING TESTING | Hellow Everyone: I am so glad to jone SJAP’s forum. <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> I have a question with CFM56 engine. During engine test, if the thrust didn’t exceed limit (FAA required minimum thrust data ), how to solve the problem? Washing engine, replace fan blades or clean cowling? After that, if the thrust also cound not exceed the limit , what task should we perform? <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –>Best regard!CDMA July 8,2008 |
| Re: CFM56 ENGINE THRUST PROBLEM DURING TESTING | Your question is not clear but i assume you do NOT get your performance out of your engines? Or did you EXCEED the limits?
Do the MPA Power assurance check. Then see what your margin is. If its not positive then youre engine is worn. You could do an engine wash (compressor) to improve the margin if not already done. Do the T/S iaw amm if nothing found replace it. |
| LE flaps | Hi everyone,
Soon after shutting down the engines the LE Flaps (Krueger’s) deployed due to lack of hydr pressure. I know that this is not normal but everyone in the company seems not to worry about this. This deployment happens with every /300 in the fleet. If you have not flown for a different operator you would think this is normal. What is the explanation of the early deployment of the LE flaps and how could it be fixed? Could it affect safety of the flight somehow? Thanks |
| Re: High whistle sound in flightdeck | Hi If you can figure out the approximate location of the sound, pressurise the aircraft on ground , iaw amm & blow some cigarette puffs in that direction. <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> If you are lucky, you may get some clue from where it’s leaking out.make someone stand outside also on a stand to help you out. this method has worked for me. <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: LE flaps | Its quite normal for the LE flaps to fall down slowly when the a/c is pressureless. Ive seen it all over many 737’s. But there is a limit stated in the amm 27-81-00 T/S where it says: With hydraulic system B depressurized, measure gap between lower surface of flap trailing edge and adjacent wing skin lowersurface. If, after 1 minute, gap exceeds 2.0 inches for new or overhauled actuators or [b:27vh6xrh]4.0 inches for inservice actuators[/b:27vh6xrh], actuator is defective. A longer time with hydraulic pressure off can result in much larger gaps.So you can have a huge drop in 1 minute bfore action is necessary.Hop ethis answer helps best regards sjap |
| CFM 56 – 3 Accel issues | hello, I am having an acceleration issue with A 737-300, The problem is that the crew is perfoming accel checks on taxi with the engines "loaded".They are experiencing a lag of one of the engines. #2 engine accels from idle to 40% in about 9 secs and #1 engine takes about 18 secs to get to the same point.when we perform the checks in accordance with the maintenance manual (bleeds off and unloaded) both engines fall within limits #1 11sec #2 9 sec . In flight both engine parameters within 10ths of each other through all phases of flight.We have had most of the engine components overhauled on both engines to include the mec and have checked rigging and for leaks.We have no issues with throttle response in flight or auto throttles which leaves us scratching our heads. The customer has had this issue since they replaced their mec about 2 years ago and now want it corrected.As always any help would be appreciated.Thanks.92 |
| Re: CFM 56 – 3 Accel issues | Bleeds off : no problem Bleeds ON: very slow as you mentioned.(eng 1, eng 2 is ok) How is accell from high idle to T/O ? If thats around 6 sec you’re ok. (max 7.4 sec) Max time difference from low idle to 40% should be 4 sec. (normally a crew should manually set the engines at 40%, stabilize at 40% and then push TOGA switces for takeoff)If the bleed is making the big difference, than i’ll suggest to check the high stage valve and check valve. try to do the test with eng bleed ON but isolation valve CLOSED, APU bleed OFF and packs in AUTO. If you have reverse flow to the left engine through one of these sources (eng 2 or APU) (check it with APU bleed ON and OFF, and eng 2 bleed ON and OFF and with bleed ON, switch packs ON and OFF) , the PRSOV could be at fault. It can make the engine not getting rid of all the air when accellerating, making it slower in the low thrust settings. Also if the check valve is fault or leaking, it leaks 9 th stage air to the 5th stage giving the engine an unwanted reverse bypass.Best regards, sjap |
| how to get part number of bolt and nut | when I do work on 737-300, sometimes I need to replace a new bolt or nut on fuselage,but it’s very inconvenient to get part number from IPC .Do you have some advice for me . I know [b:3gqqoe5l]b30nn4[/b:3gqqoe5l]it may be [b:3gqqoe5l]bacb30nn4k-?[/b:3gqqoe5l] |
| Re: B737 NG Cargo loading | TIP::::: if the loadies report an inop system, try wiggling the overload flap fwd of the door aperture…usually the problem is the flap has hit the cutout microswitch <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> |
| Re: B737 NG Cargo loading | another tip is that if the system is inop particularly when they are loading the cargo comp. look at the side of the cargo area they might be a bag jammed on something you might have to reset the breakers |
| Re: High whistle sound in flightdeck | Hello all ,
sorry for late reaction :d We have found out that the LH-sliding window upper – aft side was leaking , after some adjustments and sealings we made this defect a history .. and we also used cigarette smoke to locate <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –>.. Thanks all.. Best regards , Tech-Shark |
| Re: CFM 56 – 3 Accel issues | Hi there ,
I agree with Sjap , also you can perform the: [b:v2trlhy3][u:v2trlhy3] 737 CFM BLEED TEST GUIDE[/u:v2trlhy3][/b:v2trlhy3] , maybe sjap can send you one .. Most commenly the Engineering dept. has some of those .. its a PDF documentation filed programme provided by CFM SNECMA.. best regards , Tech-Shark |
| Re: CFM56 ENGINE THRUST PROBLEM DURING TESTING | Have heard about this problem ,
use the [b:3dr9dfus][u:3dr9dfus]P&W Ecopower [/u:3dr9dfus][/b:3dr9dfus]engine washing programme .. believe it or not , the engine will perform much much better than before , we have done tests with 1 engine with the conventional engine wash system and the other engine with the P&W Ecopower .. you can see real huge differences .. Best regards, Tech-Shark |
| GROUND SPOILER ACTUTOR NO.1 B737-200 | Hi all,,on july 23 2008 the 732 landed at my base in pangkalpinang Indonesia experienced a total loss hydraulic fluid. based on the investigation,,found that no.1 grd spoiler actuator was crack/broken.the aircraft landing with flap 40,,but the thrust reverser doesn,t work,,and the PIC use maximum brake,,the result is no1&2 brake overheat and no 1 main wheel become flat.the aircraft was stopped at the runway,,and you know,the aircraft was pulled by a rtruck using a sling+big rope.coz there isn’t a tow bar and the pushback car at my place…just experience sharing for u guys,,, |
| flight directors disappear from both pfd | hi,
when a/c rolls to about 67 knots for takeoff TOGA button triggers FMA TOGA for 2sec and then |
| Re: flight directors disappear from both pfd | hey lookilook the best way to attack this problem is by going into the bite and checking the fault by ‘flight deck effects’ to see what you have, we had a problem a similiar to this one a while back and it ended being a adm becuse the bite didnt show any faults when we did we didnt find it right away please let us know what you find |
| Re: flight directors disappear from both pfd | hi sr79,
well we first replaced the fcca and a/c flown two sectors with same problem,then we replaced the mcp and on outgoing again they went out of view and during t/around we have erased all fault history and is being 3 days now operating non stop without any problem.!!b o e i n g !!! |
| Stanby power test | Guys,
B737NG: When doing the standby power test (thus selecting the both switches on ac/dc metering panel on STBY PWR and placing the stanby power switch on the standby power and generator drive panel in BAT) in the BAT position, I found that de drive light of engine #2 goes off. Can someone tell me why this is? Or is there no particular reason? |
| Re: flight directors disappear from both pfd | please let us know if the problem comes back and what you find thanks |
| Re: Stanby power test | If I remember correct, the r/h DRIVE light would extinguish with the STBY POWER switch in the OFF position. In this condition the backup power for GCU # 2 (which gives the DRIVE light) the DC STBY BUS is unpowered. GCU # 1 backup power is from the BAT BUS which is still powered in this condition thus the l/h DRIVE light stays illuminated. |
| Pilots studpid q’s | Hi,
First of all… Would just like to say that I really apreciate this forum. It’s nice to be able to see some more technical explanations on some of the stuff. I have some questions I hope you guys can answer. I work as a pilot on the 737NG and have heard some rumours from people being on a CFM course that our start switches has no means of use when selected to "CONT" since it will only operate as "Auto re-light" in this selection as well. We have the same operation when it is in the "OFF" position as of what I know. The reason for making this is because of the necesity of having fleet commonality. Is it true there is no difference in the way the ignition works in "CONT" and "OFF"? In the FCOM(Flight Crew Operating Manual" it says that in "OFF" position the ignition has a re-light feature and in "CONT" it has continues ignition. So who is right? The people going on CFM-course or the manuals? Another Q: We have a couple of newer 737’s where I work with the newer Airbus type headset connectors(5-pin) and most of the pilots have old fasion 2-plug headsets. We have tried finding a converter cable and the one we got burned off one of the boxes in the E&E making intermitant transmit. fail. Does anyone have knowledge of a conversion cable that does not do this or why this happens? Our own mechanics are seeking in blind and our tech pilot is not really helping a lot trying to get information from other operators. I guess others must have faced similar problems? Thanks a lot for the help. |
| Re: Pilots studpid q’s | From the AMM chapter 74: (and yes this is true)
Flameout Protection The EEC turns ignition off when these conditions are true: Engine Start Switch Position (CONT) Hope this clear the story about OFF and CONT positions. About the headset i dont know. Ill take a look in the WDM later. (dont expect Boeing and Airbus work together to make a common plug <!– s;-) –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”;-)” title=”Wink” /><!– s;-) –> |
| Re: Stanby power test | I chacked it again, you are right, it occurs when the switch is in the OFF position. Thanks for your reply! |
| Re: Pilots studpid q’s | Guess Airbus has designed a BURN DOWN feature when Airbus headsets are used in Boeings <!– s:twisted: –><img src=”{SMILIES_PATH}/icon_twisted.gif” alt=”:twisted:” title=”Twisted Evil” /><!– s:twisted: –> <!– s:P –><img src=”{SMILIES_PATH}/icon_razz.gif” alt=”:P” title=”Razz” /><!– s:P –> |
| Elevator Tab push Rod installation AMM 27-31-31 | Dear All, Please refer to the snap attached. AMM ref : 27-31-31 Fig 402 Page 407 of B737 NG. let me know the correct position of the Tab push rod … |
| Re: Elevator Tab push Rod installation AMM 27-31-31 | Yes you are right, it should face down and inboard. You can turn the rod, however DO NOT adjust anything. As long as you keep the length the same, you dont have to worry about a test flight. Turn the rod completely, so disconnect it at the front and back and turn it. Then check if its free from any structure while moving the elev over the complete range. |
| Re: Elevator Tab push Rod installation AMM 27-31-31 | Thanks dude,thanks a lot for yourvaluable suggestion. |
| test cell pictures for the 131-9b | Does anyone out there have any pictures of the 131-9b in a test cell? I have aleways wanted to see this. |
| Ch 52 – Cockpit door hard to close / open | There are lots of pilot reports about Cockpit door of 737 NG, difficult in closing. Can any one provide me any check list which shall be followed either on daily / weekly basis / or monthly basis, so that there shall be no reliability issue for the same. |
| Re: Ch 52 – Cockpit door hard to close / open | I had this problem a couple of months ago. The problem was the electric strike. On the line we dont have any routine inspection of the strike, but we dont have many problems with them either. The test for the electric strike is SUBTASK 52-51-03-860-002. The FIM task for the cockpit door being hard to open/close is 52-50 Task 802. wma |
| Re: Ch 52 – Cockpit door hard to close / open | Hi You can also lubricate the door latch & knob periodically with "LPS". It works. |
| Re: Ch 52 – Cockpit door hard to close / open | LPS 1? |
| APU eudector exhaust crack | On the APU eudector exhaust, a blow hole like crack has been noticed <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> Can any one let me know, how to repair this? Is there any way this can be repaired with out getting the APU down? Additional ref: 1. SB 49-7527 2. 385010000-5 My A/C is 737 NG. |
| Re: APU eudector exhaust crack | From the amm 49-81-41 EDUCTOR HOUSING – INSPECTION/CHECK:
(b) Visually examine the eductor housing [1] for cracks and surface contamination. (I’ll check it too when possible, maybe its suppose to be that way.) |
| Re: how to get part number of bolt and nut | [i:1wqzpytr]by xionglibin1245 on 11 Jul 2008, 16:10
when I do work on 737-300, sometimes I need to replace a new bolt or nut on fuselage,but it’s very inconvenient to get part number from IPC .Do you have some advice for me [/i:1wqzpytr] This is the kind of Question that results in a smoking hole in the ground. The [u:1wqzpytr]ONLY[/u:1wqzpytr] place to get the part number is from maunfacturers approved documentation, i.e. The IPC. In certain cases the information may be available through an SB, the CMM or STC etc. however any changes made to the aircraft as a result of a modification or STC should incorporate a change to the IPC. There is no convenient short cut to the IPC and if your all about the easiest way of doing the taks, then you’re probably in the wrong career. |
| Re: Stabilizer Auxiliary Brake | It´s me again. So far I think I got the Aux Brake a litle bit better now but now I got into Trouble with the primary brake. The ratchet wheels engage in the primary brakes to prevent uncommanded motion. Ok thats clear but how does this brake disengage when stabilizer motion is commanded? Sorry for wasting your time Marco |
| Re: how to get part number of bolt and nut | Very well said techlog. |
| Re: Ch 52 – Cockpit door hard to close / open | [quote="welshman-abroad":boq2iwvo]LPS 1?[/quote:boq2iwvo]
Yes LPS1, for mechanical parts. |
| Re: Ch 52 – Cockpit door hard to close / open | You have to be really careful around the electric strike because no oil can get into it. this can make the door lock sys test fail. |
| 737NG Rudder. | Hi lads.
I’ve been using this site for some time now but never had anything interesting to add to it. But recently during a ramp 1 inspection the driver reported that his rudder pedals were extremely light especially on the ground <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> . After looking up FIM etc. and finding we didn’t have the the special tools required for measuring the actual force of the pedals <!– s:cry: –><img src=”{SMILIES_PATH}/icon_cry.gif” alt=”:cry:” title=”Crying or Very sad” /><!– s:cry: –> , we decided to have a quick look at the main components to see if there was anything obvious, <!– s:idea: –><img src=”{SMILIES_PATH}/icon_idea.gif” alt=”:idea:” title=”Idea” /><!– s:idea: –> We discovered the inner spring on the feel and centering unit was broken and this was the cause of the problem. This can be seen from looking through the hinged panels on rudder LHS. But to replace the spring or Assy. the RH panel will have to be removed. Replacing the feel and centering unit assy. as a unit is a lot easier and faster then having to replace the spring itself. Hope this info will help some of you guys out there so instead of fault finding on a cold winters night you can be watching DVDs and drinking tea. Regards 737-8 <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> |
| Re: Ch 52 – Cockpit door hard to close / open | [quote="welshman-abroad":j2d2ws1x]You have to be really careful around the electric strike because no oil can get into it. this can make the door lock sys test fail.[/quote:j2d2ws1x]
I totally agree with you on this. I’m reproducing details from my company’s Job card on Door knob lubrication— "[i:j2d2ws1x]Carry out cockpit door latch lubrication– |
| DUAL BLEED –SINGLE ENGINE “TAXI†| Very easy for you guys!!! Considering the scenario as following: Taxi in (with eng # 2) to the ramp: ENGINE # 1 OFF, CROSS BLEED CLOSED and APU BLEED AIR SWITCH ON (providing air to pack # 1). Consequently DUAL BLEED light should be ON. For my understanding, very basic, as long as the air from engine # 2 is isolating by the cross bleed valve (switch position closed) there is no restriction to continue a single engine taxi with eng # 2 above idle. However, I have not seen this issue in any official publication. Is there any thing wrong with that? Tks. |
| Re: DUAL BLEED –SINGLE ENGINE “TAXI†| No nothing wrong with that. The bleed press is regulated and safetied for press/temp. You can do with that engine what you like, 30 or 40 % N1 (if neccessary to get higher taxi speed or make tight turns) is no problem. The bleed press at idle is approx 20 psi and around 30% n1 its 30 psi. No worries. Best regards sjap |
| Re: Maintenance cost reduction | Hey Sjap
15 deg/yr sounds a little in the high end… You write that you have 6.5 – 7 ft hours a day… What is your cycle pr flt hour ratio? Lasse |
| Re: Maintenance cost reduction | Mmm i’ll have to check the ratio, don’t know now. But yes is might be 15 degrees a year depending on the use of the engine and the rating u use the engine for. a 26 K engine is faster at its limits than a 22 K engine, although its the same engine, designed for 27,5 K. (-7). When i get the change i’ll check exact figures and let you know. |
| Re: APU eudector exhaust crack | I checked it, its not normal to have anything like that on that place, like the picture shows. |
| Re: 737NG Rudder. | the company i work every so often we have to do this check with the tool ,the tool looks like almost like a leg and you mount it on the thick part of the rudder pedal basically the sole and if the test fails it has you go to check that spring first the test consists of moving the pedal a certain amount of inches with hyds. off you measure the force with a dial thats on the tool,the force measurement has to be with a certain limit with the travel |
| Re: 737NG Rudder. | Thanks for the info SR. I also found out that our day shift had to strip the Assy. and fit the inner spring. There is an SB about this, Basically if you strip the unit you have to stamp or etch the letter "R" at the end of the serial number on the unit, sorry I don’t have the number of the SB as Im at home. It’s a lot easier to do this on the bench, rather then finding out when the unit has been fitted and panel sealed etc!!!! |
| Re: DUAL BLEED –SINGLE ENGINE “TAXI†| Have any idea how much fuel/hour consuption for APU providing bleed air for one pack on the ground ? Best regards. |
| Re: DUAL BLEED –SINGLE ENGINE “TAXI†| APU fuel burn is less with both packs running ( instead of one ) – upto 16% less |
| Re: DUAL BLEED –SINGLE ENGINE “TAXI†| AMM Part 1 49-50-00 page 13 says Refer to Service Letter 737-SL-49-060. |
| 737CL hydraulic leakage | Hi. We have "no conformance" concerning small leakage from slats and flaps actuators and swivels. Could you please suggest some Boeing documents explaining the leakage reason at old A/Cs – in order to soothe this unknown thoughtful person who has raised the question? Thank you |
| Re: 737CL hydraulic leakage | Officially you can use the leakage limits stated in AMM 29, for "dynamic seals" (1 drop each cycle). But when you have that your wing will be paintless in no time with such a leakage of skydroll… So you can replace those swivels and/or the actuators which have the most leakage. It’s more up to the operator in how "clean" you want to fly with those contaminated wings. We normally replace the most "leaking" swivels in a larger check such as the C check. Replacing a slat or flap actuator for a leakage thats within limits is possible, but expensive, when not necessary iaw amm.Best regards sjap |
| Re: 737CL hydraulic leakage | Thank you very much! We heard Boeing somewhere explained the matter by the incorrect material and it’s age but we failed in finding out where… |
| Re: 737CL hydraulic leakage | Yes i have a topic about it on the site thats for the NG maybe thats what you refer to? See it at: [url:2mt9dxp0]http://www.sjap.nl/29.htm#Troubleshooting[/url:2mt9dxp0] |
| Flap Manually Extension and Retraction | Hello Sjap, I try to extend the flaps manually using the winding rope method on the torque tubes at the wheel well and the Flaps bypass valve in position 2, but when trying to pull down the rope it was to hard to move. Could you tell me if is there any other step that I am missing?Thanks Sjap. |
| Flaps Manually Extension. | Regarding the question I am talking about the B737 Classic. On the NG indead there is a AMM task to perform this operation. Thanks. |
| Re: Flap Manually Extension and Retraction | You have to put the rope near the end of the tubes to prevent the tubes from bending too much. Make a loop at the end of the rope to put your foot into it to use your body weight when pulling down on the rope. Moving flaps up is very hard , moving them down is easier of course, due to the weight of the flaps. Make sure the bypass valve is in the bypass position (red lever aft).You can also move them by hand with 2 persons, each in each wheel well, one left and one right, using your hands on the tubes with some grip (gloves or sandpaper). Its a bit hard but it works.Finally, the rope method works great when you have seperate flap systems apart. For example when installing new outboard flaps on the LH side (and you have to move them up and down and up to make and check adjustments) , you disconnect the torque tube INBOARD of transmission #2, put a rope OUTBOARD of transmission #2 and then u can use the rope method very easily. BUT: when we do this the FWD track fairing is removed, to get acces to the rope from the underside, else its hard to pull down on it (with body weight, as explained above).For the RH wing outboard flaps its reversed: you disconnect the flaps from the system INBOARD of transmission #7 and put a rope OUTBOARD of transmission #7.All these tips are valid for the classic only, on the NG there is a special adapter for manually moving flaps, see amm TASK 27-51-00-980-801 : 6. Trailing Edge Flap System Manual Operation. Hope these tips work for you. |
| Re: Flaps Manually Extension. | yep, i already answered it on the previous post. <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: Flap Manually Extension and Retraction | An update: For the classic there is a tool, its also in the illustrated tool and equipment list: |
| HF coupler cover | on many NGs I hv noticed that to prevent erosion of composit HF coupler cover (on LE of vert fin at bottom just infront of feel pitot tubes) anti errosion tapes are applied. in many instances they r found peeled up.will it create disturbance of flow to the pitots causing variation of feel force.all r invited to ponder |
| 737-800 Aft Cargo | Can anyone give me the dimensions of the #4 cargo bin on a 737-800 (aft bin by the waste tank)? I am looking to fit an aircraft with a toolbox kit and wondered if anyone has that info on a quick reference guide.
Thanks. |
| Re: 737-800 Aft Cargo | Maybe this file will help you figure out how big that hold is: [url:13l0yvhi]http://www.boeing.com/commercial/startup/pdf/737ng_cargo.pdf[/url:13l0yvhi]or this one:[url:13l0yvhi]http://www.boeing.com/commercial/airports/acaps/737.pdf[/url:13l0yvhi]sjap |
| Re: 737-800 Aft Cargo | Thanks for the info. The section I was actually looking for is just aft of the aft cargo door (little tiny section by the waste tank). I was able to get some data and found that –
1. It depends on whether there is HF X-ceiver rack installed back there (depends on effectivity) Anyway, I found someone to dig the info for me and it is approximately 100" deep x 40′ wide (if x-ceiver rack installed) x 35 inches high. Thanks for the PDF, though! Neat products… M |
| Re: 737-800 Aft Cargo | If you really really want exact data, you have to wait a few days so i can look and measure some area’s for you. best regards sjap |
| Re: 737-800 Aft Cargo | Great…I’d be interested to hear what data you find.
Regards, M |
| Re: 737-800 Aft Cargo | Hello dear MIA737
I did my homework for one time <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> , see the picture |
| Re: 737-800 Aft Cargo | Bravo Sjap…many, many thanks!
M |
| spar valve | Hi Sjap,
Short clarification. Is the “spar fuel valve†on the NG really located differently (on the spar) than “Engine fuel shutoff valve†from classic? <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> Thanks! |
| Re: spar valve | no The NG spar valve is the same valve as the classic fuel shutoff valve (which is mounted on the spar too) , but since the introduction of an "engine valve" on the NG (located inside the HMU), they have another name for it, since they are both a sort of "fuel shutoff valves". Confused already? <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> |
| BORESCOPE!!! | Hi All.
I’m looking for some advise, I have been asked to do a borescope course and am wondering have any of you guys out there did this course before. If so how long did the course take and was there practical and theory training involved. |
| Re: BORESCOPE!!! | Just do it. It’s a good supplemental skill you can use on any engine you will encounter in your aviation career. 1 day is a bit short but you will only learn it by doing it many times, no worries. Just relax and concentrate on the thing you do, don’t hurry, handle the equipment gentle, and try to imagine your way into the borescope port. O, and [u:2cpz0ncx][b:2cpz0ncx]DON"T[/b:2cpz0ncx][/u:2cpz0ncx] put the flexible part into your nose or mouth or ear or… <!– s:o –><img src=”{SMILIES_PATH}/icon_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> , because many others did that too before you (with that same thing) <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> |
| A/T | HÄ°.MY QUESTÄ°ON Ä°S ABOUT A/T.COCKPÄ°T SAYS THAT A/T COULD NOT BE ENGAGED UNTÄ°L T/O.ON GROUND TEST EVERYTHÄ°NG Ä°S NORMAL. WHAT COULD BE THE PROBLEM FOR THE A/T. |
| Re: A/T | Do the a/t servo test and bite. should be ok. Can you ARM the a/t? (this should always be possible) ENGAGE is another thing, this works when engines are running or in the bite test. Normal procedure is to [u:2gkz8mko]arm [/u:2gkz8mko]the a/t during taxi out. Then, at takeoff, the pilot should first manually set the engines at stable 40% N1, THEN [u:2gkz8mko]engage[/u:2gkz8mko] the a/t, and off you go. |
| Re: spar valve | Hi Sjap, I thought so. One of the old chaps told me that in case of engine separation the NG does not lose all the fuel in the respective tank because the valve is now on the spar (and could be closed b flight crew) unlike on the classic. By the way, is this valve remaining on the spar in case of engine separation? If yes, could it be closed by the fire switch or start lever? I mean all the electric connections would be in place? |
| Re: spar valve | On the classic its on the spar too. Outside of the pylon. The real valve is inside the tank, the elec actuator outside, on the spar. They close with fire handle pulled or fuel shutoff lever in cutoff. I dont know what happens when an engine leaves the plane, i hope this wiring will stay intact and closes the valve. It’s a situation to discuss but hopefully will never happen. |
| Re: BORESCOPE!!! | Just do the course, a day is a bit short but I suspect the course is all about the equipment. You wont learn about Borescopeing an engine from a book, it’s all about experience. |
| horz stab | Question: Does anybody have any experience in moving the horizontal stab box over at the jackscrew actuator to prevent it from rubbing on the hell hole opening? This is on a B737-300.The stab box bushings in the rear are allowed to be adjusted 40 to 190 thousandth and they are at 130. At the opening you’re allowed 1 to 50 thousandth. On the LH side it is 1 to 5 thousandth. On the RH side 50 to 80 thousandth. Meaning the stab needs to be moved over 30 thousandth to the right. Measured at full stab nose up, 10 degrees, 15 degrees and stab full down.Nothing in the MM says anything about shimming this over. Engineering does not see a problemStab box freeplay check was good. |
| Fail safe of landing gear | I have to do a report of the landing gear of the boeing 737- 800 and I need to have some information of fail safe systems of the landing gear. Does anybody know anything about these systems? Or does anybody know where I can find information?Anthony |
| Re: Fail safe of landing gear | Hi Anthony,
The gear is normally operated by the A hydr system. Alternately, B system can be used. |
| Re: horz stab | The gaps are ON the limit you mentioned. (LH side its 1, on RH side its 50. limit is 1-50) So in theory, you are allowed to leave it like this. I’ll suggest to move the stab several times up and down, and measure it again. Maybe the stab moves a little to the "good" side you want. Shimming this thing is a hell of a job, and if there is no damage caused by these tight clearances, i would not worry. Only when its proved to be causin damage in the hole opening you should take action. Remember this -300 is 10 years old at least, and you find no damage, theres no action necessary in my opinion. Best regards sjap |
| ATC low power performance | We have a problem with Air Traffic Control system. During system test, using test boxes TIC TR 220 and TIC TR 49 we have or no reply or really low power performance. It is happening on both systems, both antennas. Also other parameters are really bad, some of them are passing with low percent performance, some of them are failing. No entry in tech log about ATC inop. 1.Bite test on transponders do not show any faults, it passes with a green lights. 2.Air/Ground logic works ok: in the air we cannot do Bite Test on boxes, also we checked installation from control panel to gnd, changeing Air/Gnd mode witH Air/Gnd RELAY AND LIGHTS C/B. Logik works OK. 3.We checked with new antennas. Problem still exists. 4.We tryed new transponders, still the same. On other airplane with the same system our boxes are working on 100%. 5.We measured antennas installation from boxes to antennas. Good continuity, no leaks to gnd, screen of coax cable is ok. Coax switches according to measurments work ok, although we didn’t tryed new ones. 6.We change the control panel. Still the same. 7.We measured all data, power installation, we did not find anything wrong. We hawe clear 115v AC supply on boxes and on control panel. 8.We disconnected suppresion circut, deactivated both dmes ant tcas. Still nothing.Any ideas what else can we check???M |
| Re: BORESCOPE!!! | I am also interested in learning Boroscope.Can anyone tell me what the course usually involves ? Is there maths etc in the theory side of the course ? Thanks |
| Re: Fail safe of landing gear | Thanks sjap,
You helped me a lot. The information that you send me gave me a lot of answers. Anthony |
| Re: DUCT PRESSURE SPLIT | Try intechanging the 450f sensor with the other engine and see if the problem passes over to the other side. |
| Re: spar valve | Unfortunately it happened. The engine has separated before and most probably they will in the future as the engines have been designed to separate from the pylon at excessive vibration. Can you check if the spar valve is fail close in case of power lose (wiring disconnects)? |
| NO B737 empennage de-icing? | Dear B737 Pro’s,
Can anybody tell me why the 737 (800) does NOT have an empennage de-icing capability of the Vertical and Horizontal stabilizer leading edges? An other ATA 30 related question is, why are the outer LE slats NOT de-iced where the inner three do have this capability? Regards, Bert de Jong |
| Re: ATC low power performance | Hi Maro, how many decibells have u got on 1090Mhz gain and what values do u get at the power test for the Effective Radiated Power? Have u used the same testset to check the other airplanes (wouldn’t be the first time if testequipment is faulty).It would seem that u have thoroughly checked the system. I find it suspicious however that the aircraft flies without ATC defects. If the testset has a hard time getting all the data, the ATC controller should also not get all the data, also the fact that both ATC system’s have the same defect raises suspicion towards the testset for me. I’ve not used the TIC TR220 and TIC TR49, we use the IFR ATC-601 but I imagine the basic workings are the same <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –>I would first make sure that the testset was working properly by testing another airplane with it. Other than the testset, I suppose u could check the cable lengths with the time domain reflectometer and replace the coax switches.Good luck with this one and let us know how u are getting on <!– s:-D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:-D” title=”Very Happy” /><!– s:-D –>(here’s my page on the IFR ATC-601, maybe it is of some use for u: <!– m –><a class=”postlink” href=”http://www.aircraftmech.com/atctester.html”>http://www.aircraftmech.com/atctester.html</a><!– m –> ) . |
| Re: ATC low power performance | Hi Sander! Yes we have checked both test sets on other aircrafts and they were working ok. So it was not test boxes fault. During con checks between ATC transponders and T2CAS we found wire relocated at the TCAS comp back plug. We removed E3-4 rack to check route of the wires. But at the end we found that routing is correct according to changes in T2CAS mod. We reinstalled E3-4 rack and… System works!So I have a question then: can wrongly installed wiring between T2CAS and transponders or ATC control panel, some loose connection, pushback pin etc. affect ATC signal? Put transponder in a stanby mode or something like that? I have to say that this T2CAS mod has been done really badly…Thanks for reply!M |
| Re: ATC low power performance | I had a ATC fail light on the control panel when one of the 429 databusses between one of the ATC computers and the TCAS computers was shortcircuiting with itself. TCAS/ATC control panel gave ATC fail light when TCAS selected to TA/RA. Other than that, I’d say that the air/ground input, the suppression input, the bite input, standby/on input, control panel fail discrete, etc can all screw with the ATC system, however your ATC system didn’t suppress (you removed that input), go into standby or failed it’s BITE, it only reduced the power output of the signal.Strange turnout, it’s better to find a hard fault in a system than to fix a defect in this way isn’t it? The TCAS2 mod was done badly? U mean poor databus termination, poor pigtail crimping or the routing? [img:1ktrclo7]http://www.aircraftmech.com/pictures/pig.gif[/img:1ktrclo7]Thanks for the feedback Maro<!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: NO B737 empennage de-icing? | During the designing phase it turned out that the icing is not accumulating on the vert and horizontal empennage. This is happening mainly due to position of the empennage in relation with the engines; the empennage is washout by the hot air coming from the engines. Although some ice can build up in that area, it doesn’t have any adverse consequences (because the stab is the moving one type it regularly changes the AOA and the eventually ice would shed under the new conditions). This assumption turned out to be true during the years. Do not forget that any airframe manufacturer is looking to shed any bleed requirements for obvious reasons. With the LE slats is a different story. As you know the wing is actually not producing much lift in that area. As they were looking to cutback some bleed requirements they realize that some ice accretion in that part of the wing would not hurt too much. Eventually some drag and increase in stall sped. Do not forget that in case you use the wing anti-ice the stall warning computers remains set with increased speed logic.Hope this helps. |
| Re: NO B737 empennage de-icing? | Yep, that’ll do it.
I already heard something about that engine downwash on the H-stabilizer but couldn’t find anything in writing that proved that. On the slat explanation I agree but wonder the amount of pos/neg lift in that area because of the resulting decrease in lift induced drag by the newly fitted winglets that do create that famous 3.5 – 4.0% fuel consumption savings and more other benefits. Thx, Bert |
| Re: ATC low power performance | I mean poor wiring assembly and installation. We found for example shielded twisted pair wire spliced in this way: outer insulation removed, shield removed, main insulation removed, red and blue wires spliced with hermetic splices, with no outer splice for shield. The same people who done this mod, done another mod with cargo fire det system on this plane, and they connected bacground lighting supply for control panel to 28v ac instead of 5v. |
| Re: ATC low power performance | I’ve seen some jobs like that before. It’s allways annoying to see malpractise like that isn’t it. Does your company subcontract these modifications to a low cost maintenance provider?btw, that must have been one BRIGHT background light <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> |
| Re: NO B737 empennage de-icing? | Just a guess. When they developed the winglets it was simply too expensive to extend all the bleed ducts to heat that portion of the LE. It was obvious that they will lose some efficiency but overall it was a gain. For how long an aircraft is gone to encounter in the icing flight. I mean in terms of percentage of flight time? Not much, hence the gain. |
| Re: BORESCOPE!!! | Thanks for the advise. I was thinking of inserting the probe into my shift leaders ear, to get a look at his tiny little brain. But having thought about it I’d probably have to stick it where the sun don’t shine <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –>Thanks again. |
| Flap 25 takeff | You are performing a Flap25 take off with a B737-800,due to Field length limiting performance requirements, from a short runway in gusty conditions. After take off at 1000 feet you are selecting autopilot on and the CMD appears on the FMA, and speed jumps automatically to flap15 speed. If there is a requirement for an immediate 180 degrees turn due to ATC request, can you retract the flaps to flap15 { speed is already at flap15 speed } before reaching the acceleration altitude, in our case 1500 feet AGL, in order to improve climb performance ? Is this legal ? Why the speed jumps automatically to flap15 speed when selecting autopilot on ? Has to do with single engine requirements ? |
| engine generators on bus no slat action | Hi all; The problem is occur on 737-400.Extend of slat is not possible when engine generator is on bus. <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> Flaps are extend all conditions (apu running and gen. on bus, engines are running and gen on bus) I try it when engine and apu working same time. Slats extend easily when apu gen is on bus but at the same time when you put the engine gen. on; it’s not possible extend slat…This problem is not continuesly, it’s time to time happen. I know it seem so strange <!– s:!: –><img src=”{SMILIES_PATH}/icon_exclaim.gif” alt=”:!:” title=”Exclamation” /><!– s:!: –> |
| Re: Flap 25 takeoff | Hey Eagle1
Did you depart with VNAV engaged? or witch mode…FMC U10.7? U10.7 its designed for VNAV departure… You can see on CLB page what speed is commanded…. Initially you’ll be limited be placard speed, 230 for slat protection until flaps up, or it will revert to speed constrain or CLB speed programmed in the FMC/CLB page witchever is lower. 1500′ I presume thats a company requirement…or? In the case of company proc yes when KIAS passing FL maneuvering speed then you can retract flaps just like you normally do if thats the best course of action. The only limitation I know of is FL1 to UP if operating TAI and bank angel is more than 15 deg… Then its not recommended to retract flaps due buffet indication… Hope it helps |
| Re: engine generators on bus no slat action | Strange complaint. Slats are hydraulically actuated by the B system (or stby), they follow the position of the TE flaps (LE control valve is actuated/positioned by position of flap drum inside flap control unit). So why they dont move with another ELEC power source is a mistery. As long as B press is available they should move. If the TE flaps move when they should, the slats will follow, regardless of any ELEC power source. The complete flap/slat system works fine without any ELEC power on the aircraft with an external hydraulic connection too. The flaps just follow the flap handle, the slat follow the flaps. |
| Re: FMC automatic thrust reduce after take off | Hey Armo
Well if the autothrottle is engaged then yes… Hope that gave the answer |
| b737-300 Cockpit heating problem with restricted airflow | Very hard to get sufficient heat in the cockpit. This is okey for fligths below two hours but after two hours it gets freezing cold in the cockpit. Actually and indicated on the temp indicator. Air mix valve has been replaced, 190°F switch replaced, cabin temp sensors swapped between cabin and FLT deck with no change, all tests passes in the A/C bay and the duct from the mixing manifold up to the cockpit has been traced for crushed and dislocated duct. There is the feel of restricted airflow coming from the air outlets in the cockpit and the L/H pack has been verified to have less exhaust coming out of the exhaust louvers. This is actually an old problem and when the A/C went to the last C check the flight deck was re-insulated because of same problem ( 2 years ago ) but after that the A/C operated only on very short routes. It wasn´t until few weeks ago when it started operating routes above two hours that this problem was detected again.
Any input would be greatfully appreciated. Rgds, ICETECH |
| H-Code missing!!! | Hi,
Earlier when we used to do the Window Replacement, (Control Cabin: Captain/FO) we used to note the H-Code on the window and do the taping accordingly with WHCU. |
| Re: b737-300 Cockpit heating problem with restricted airflow | Maybe one of these solutions?
[url:2jm0vguu]http://sjap.nl/forum/viewtopic.php?f=1&t=141[/url:2jm0vguu] |
| Re: b737-300 Cockpit heating problem with restricted airflow | if less airflow is detected in the exhaust try swapping the turbo fan valve if that doesnt help change the the turbofan assy. |
| Re: b737-300 Cockpit heating problem with restricted airflow | also this might well be a weak acm but what i recommended first please let us informed |
| Re: b737-300 Cockpit heating problem with restricted airflow | [quote="sr79":c3uzyec7]also this might well be a weak acm but what i recommended first please let us informed[/quote:c3uzyec7]
thanx guys, I will post the remedy here when we find one for all of us to learn from <!– s:-) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:-)” title=”Smile” /><!– s:-) –> Rgds, |
| 737 Weight and Balance | Hi. This is my first topic here. My name is Claudio and i’m from Buenos Aires. i’m not a professional at the aviation industry, only an amateur who likes to study all about this wonderfull 737. At this moment i’m working with a little spreadsheet for 732 Adv and 735 weight and balance calculations. But my problem is that i’m not at an airway company employee and can’t access to the real books or manuals. I’m looking for all the data like EWCG, datum positions, index, weights and station positions for any 732 or 735 acft. I just know that it depends on the company fleet, but all my interest is for study purposes. Can anyone help me? There are some site for download this kind of material? Thanks a lot. |
| Re: 737 Weight and Balance | Maybe this file helps you a bit:
[url:3n3qzcjt]http://www.boeing.com/commercial/airports/acaps/737.pdf[/url:3n3qzcjt] and check your email some files you might need. No 200 or 500 we dont have these. |
| Re: 737 Weight and Balance | Thanks very much for your quick response. I’ll look all these docs and your suggestion link. |
| Re: b737-300 Cockpit heating problem with restricted airflow | Hi I had this problem on a 737 New Gen and i found the ducting which comes from the mix manifold to the cockpit was not connected. |
| Re: H-Code missing!!! | I don’t know why your overhaul company is not putting the sticker on, we still get our windows with the heat code on it. However, I allways measure the window anyway, I found that lot’s of times the heat code sticker on the window was wrong. Maybe the resistance changes between the shop measurement and our measurement, I don’t know but I never use the heat code sticker.rgrds, Sander |
| Stby magnetic ind.background light 737-500 | Hi everybody.I have a question about stby .magnetic indicator background light bulb replacement.Is it possible to replace bulb/s/ on line maintenance or neccessary to replace the indicator assy?? …any special tips??? … <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> |
| Re: Stby magnetic ind.background light 737-500 | Hi,I just found the ansver for my question. AMM 34-24-00/216 sorry <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> |
| Re: b737-300 Cockpit heating problem with restricted airflow | Ice tech, Monkey Wrench hit this one good. As you know the cockpit is supplied by a seperate duct that comes off of the left supply duct. This is a smaller diameter duct that usually breaks right in the area of the fwd cargo pit where the aft wall and left sidewall corner is. The joint is tapped and it comes loose. If it is completley disconnected you will have a freezing cockpit in flight. on the ground if you run the left pack you can her the rush of air in the aft pit area. If the break in the duct is not complete you will have to take the wall down and investigate. Good luck. |
| radio altimeter+terrain pull up | hi guys, something fresh from the box for you.!!!a/c b737-800 at 15000ft rad alt # 1 shows -6 ft and calls out ‘ten’ or ‘100’ both sectors.on approach terrain-terrain sounds and pull-up noticed momentarily on f/o side.height was safe per pilots report and also no call outs on landing.i have interchanged radalts #1 and #2 and problem still on #1.as i have nothing in stores i will have a look at MT an FTD and order a pair of radalt antennas.what do you think? |
| C-1 fan speed | A pilot asked me about the speed of the C-1 fan speed and its relation to the speed of sound in a CFM 56-7. Does the fan tips exceed the speed of sound, and why is there no "sonic boom"? We did some calculating and came up with about 900+ mph tip speed. Are my calculations correct? Does the ducting around the fan effect the properties of airflow? Any help or insight into this would be welcome. Dmtjoy SEA : [img] <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> |
| Re: radio altimeter+terrain pull up | i agree with there, but ohm out the coax cable first for the #1 one side to see if you find any shorts if its good,then change both recieve and transmit antenna for the #1 one side keep us updated |
| Re: radio altimeter+terrain pull up | What about the FCC’s? Maybe that is the problem as you have already ruled out the RA transciever. Maybe worth a look at as its easier than changing the antenna. |
| Re: C-1 fan speed | Hello DMTjoy
The max -7 RPM is 104% N1 = 5380 RPM |
| Re: radio altimeter+terrain pull up | rad alt antennas are shockingly unreliable. I’d go for those first. |
| Re: radio altimeter+terrain pull up | Good point, we have changed quite a few transcievers and antennas. Had never heard of this exact problem though. Let us know how you get on. |
| Re: radio altimeter+terrain pull up | thanks for your replies.still waiting for antennas to arrive,maybe at weekend.the fact that its an intermittend fault got me thinking of possible moisture in the antenna connectors and will work on this if there is a delay on parts arrival, had something similar with tcas antenna connectors before and it worked after cleaning them. |
| Engine CFM56-7B26 EGT Margin deterioration | Dear All,
We now operate 12 B737-900ER with engine CFM56-7B26 fitted, I’am would like to know your experiance for the engine EGT Margin deterioration per 1000 flight cycle. At first engine shop visit can I get the EGT Margin 70 to 80 deg C after restoration and what is the first engine overhaul cost everage for engine CFM56-7B26 that was include labor, material, facility, SB/AD and repair cost for finding item. Thank you for your sharing and look forward your comment Best Regards |
| Re: Engine CFM56-7B26 EGT Margin deterioration | Hello Pering
My homework: |
| Re: BORESCOPE!!! | Hi! We did the CFM56 family (-3,-5,-7) boro course in 4 (full) days including theoretical and practical training @ Lufthansa Tech Training @ Hamburg. However to became experienced I think ordinary people needs years of practicing. |
| acars | how can I troubleshoot the "NO COM" on my ACARS the units seem good |
| L/N numbers | Hi, I’ve got (what some might define as a newbee) question:
On the Aviation Partners Boeing site are they talking about a delivery before L/N 778. But can’t find anywhere on the internet a specification of when these aircraft are build. Do any of you know a month or exact date for the L/N 778 delivery? Further more, I figured that it is possible to install winglets during a C-Check since a typical C-Check takes 7 days, and the installation approximately 8 days, so there will be one day extra downtime. Is this true? Cheers Ps. exact url: <!– m –><a class=”postlink” href=”http://aviationpartnersboeing.com/products/737-800.html”>http://aviationpartnersboeing.com/products/737-800.html</a><!– m –> –> Installation downtime tab. |
| Re: L/N numbers | Hello tweek,
line number 778 is a 737-800 see [url:3ha3zdie]http://www.abcdlist.nl/737LINE2.html[/url:3ha3zdie] where i got my info from. We installed the winglets in 4-5 days on pre-reinforced aircraft and 8 days on not-pre reinforced aircraft. |
| Re: L/N numbers | Hi Sjap,
This really helps a lot! And what I found is that for the provisioned the modification and C-Check stays at seven days. For the non-provisioned it will take approx 10 days. But may I be so rude to ask you about the things that are being done during a light C-Check and a heavy C-Check? I know it differs from airline to airline, but I reckon it must be more or less the same. I would just like to have a general idea. Furthermore, you said "we", does this means you’ve been close when the modification was being done? If so you might also be able to help me with the amount of personnel involved. Can you also give me a general idea for this? As far as I could see there would be 1600 man-hours involved (the 737-300). Which will get me to a approx. 7 to 8 man working simultaneous on the project. Thank you for your help, hope to be of your help some time soon <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> Cheers |
| Lav Call Reset Switch | After the part number of the orange lens cap fitted to the lav call reset switch. The whole assy comes under p/n A20247AM1, but I was wondering if the lens cap was available seperately.
Cheers |
| Re: L/N numbers | Hello tweek,
We did the winglet installations seperate from the c-check, because we had a special "mod-line" made for this. The dif between light C and heavy C is the amount of inspections which is higher and the amount of panels to be opened. It could be that the cabin floor has to be openend as well for inspections, as well as removal of galleys and toilets, which we do not remove in a short C check. Winglet mod and C check can be done together, but keep in mind again that your fuel tanks must be opened and you have no hydr/elec pwr avail to test or do anything that needs hydr/elec pwr. of course you win groundtime when you do all together, but it might slip due to unforseen parts you cannot do in your C check while winglet mod is going on. |
| Re: acars | I’m assuming you tried following the FIM ( 23-27 Task 806 ) ? |
| Re: Lav Call Reset Switch | We have two types (on the -800), one is a flat pushbutton P/n: KL1Y, and the other type is a half sphere but I haven’t got the P/N for that one on my computer. I have changed them though, so they should be available. When I’m back at work I’ll have a look for the P/N and let you know. |
| AD identification by Characters!!!! | FAA AD 2008-13-19, FAA NPRM 2008-NM-005-AD, FAA NPRM 2008-NM-056-AD etc, are few FAA ADs to list. The first four number represent the year of release of the AD.[b:399b6ea7] Can any one advise what the other characters represent ? <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> [/b:399b6ea7] |
| Re: Lav Call Reset Switch | its the half sphere lens cap p/n I’m after.
cheers. |
| Re: AD identification by Characters!!!! | Look here for some answers: [url:13sgyhl4]http://www2.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/MainFrame?OpenFrameSet[/url:13sgyhl4]notice of proposed rulemaking (NPRM)regards sjap |
| Re: L/N numbers | Hi Sjap,
This sure helps! <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> But one last thing I am wondering: Why are there only two shifts (no night shift)? If there would be a night shift would it save loads on the AOG costs I reckon and the A/C can start flying again and thus make money. Thanks again for your help on this issue <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: L/N numbers | Yep thats right, they first did with a few men, but then they noticed they where getting too tired and not productive , especially at the end of the night. They made some mistakes too (drilled wrong holes), so we decided to remove the nightshift and work only day/evening. The amount of extra groundtime was taken care of by the operator. Of course you’re right but i think the dicision was made and calculated as possible (manhours/nighshift pay/extra time to correct the faults etc.) Now, in the C check we only have nightshifts for priority work and work thats behind schedule. The productive time /work done for a large group of people in the nightshift is not that high compared with that of the day/evening. Its all a combination of health, money and common sense i think. best regards sjap |
| Re: C-1 fan speed | Hey dmtjoy,
i’ve got some idea’s on your post, but some of it is based on personal opinion/insight, whatever you want to call it. I agree with sjap with the fan speed calculations, mostly transition to supersonic area, its around 65 to 70 % that fan vibration reaches its highest level, possible cause might be the transonic area, which is known to be the most unstable area.(mach 0.8 to 1.2 ), this is when the shockwave is passing the blade from front to back. But on the other hand, fan rotation speed doesn’t relate to the air passing the fan at the same speed, I’ll try to find some more info on this subject, hope to see a reaction from you about my ideas Gtrz timon |
| Re: C-1 fan speed | Hi Lads. Interesting topic. So here’s my input whether it’s right or not I don’t know. The area between the fan blades are like converging ducts, as with the compressor blades, stators etc. So therefore air passing between the blades will decrease in speed dramatically and the pressure increases. So if the speed drops there will be no sonic boom.PS. Don’t slag me off if I’m wrong, it’s a long time since I went to school <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: L/N numbers | Thanks <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –>
It is all clear now <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: C-1 fan speed | Hi All.
thanks for the replies. I think that you all could be right. Without a degree in engine design it is all speculation. We had quite a discussion on this matter and came up with the same basic answers. Dmtjoy |
| Re: radio altimeter+terrain pull up | hi , sorry for the late update,i was on a ‘c’ check and was very busy for 1 month….anyway the replacement of the #1 antennas fixed the problem . thanks for your input. |
| IAS Disagree | Hi Guys We have this problem "IAS Disagree when level FL 400. speed on cpt side +-20 kts during cruise. Mach error .01 all times" we have performed pitot and static leak test, replaced ADIRU, cpt ADM without any help. if you have any ideas please don’t hesitate to share them. |
| Re: radio altimeter+terrain pull up | Nice one Dunny <!– s:oops: –><img src=”{SMILIES_PATH}/icon_redface.gif” alt=”:oops:” title=”Embarassed” /><!– s:oops: –> |
| Re: IAS Disagree | hey donnie ,i would definately go for the capt’s aoa vane ,on the new generation 737 aircraft the aoa vane affects airspeed speed,when u pump up the aircraft move the vane to see what you get,please let us know the fix thanks |
| Re: IAS Disagree | hi donnie,
had the same problem for 3 months!!!we replaced adirus,adm’s,flash the lines and at the end it was the AOA sensor.!!! |
| Cabin floor temperature cold | Hi Guys, just wondering if you ever had this problem? have 737-700 the cabin floor temperature is very cold (freezing)in flight from approx seat row 5 to 9 but normal in the sealing? |
| boroscope (borescope) programmes files pics | Hello, is there anyone who can help me with any usefull stuff (programmes, files or pictures) about boroscope inspections so I can gain more experience? GE or OLYMPUS manuals are also welcome, maybe in Dutch, you never know <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> Many thanks in advance.Regards. |
| Re: Cabin floor temperature cold | i never had this problem,but i would check for leaks by the mix manifold in the foward cargo compartment |
| Yaw Damper 2 doesn’t engage on 737-NG | I can not engage Yaw damper after moving flight controls A and B switches to standby position, as WTRIS procedure requires. the Le slat are off aircraft. i’ve done the Installation of an Enhanced Rudder Control System (RSEP) and now i have to do the adjustements.this requires that both Flight Control A and B switches to be in stanby position and to engage the yaw damper. but yaw damper switch does not stay in the on position, so i can’t engage it. any idea? can somebody help? |
| Re: Yaw Damper 2 doesn’t engage on 737-NG | Hey
Did you allign the IRSs`? /LBH |
| ENG FLR followed by Cross Feed Valve stuck closed on ETOPS. | Hi all, it’s a question regarding the MAX IMBAL on 300-500 Series which will follow from a possible failure of the cross feed valve following engine power loss. I would like to know whether the max imbalance 453 kg’s becomes relevant in an emergency, ie when does real lateral control become an issue? What sort of fuel imbalance are we looking for before considering a ditching in this case. The scenario is outside ETOPS, Oceanic Airspace, Cruise and Power Loss followed by Drift-down procedure. The Cross Feed Valve then fails in the closed position causing an impending imbalance situation. Many thanks for your feedback and I hope someone can help me understand this a little better,Walu |
| THS actuator (airbus related) | Hi everybody,
A tech asked a question on the aircraftmech forum about the THS actuator but due to a lack of knowledge about this I can’t help him with any info. [quote="ajith1983":wyvcmhjh]hi friends… did any one know any sites explaining the basic operations of ths actuator and basics of auot pilot…am currently working mainly in a300 and a310…all type of helps needed…thanks[/quote:wyvcmhjh] |
| Re: Yaw Damper 2 doesn’t engage on 737-NG | Hi Mariusgrigoriu,
In our company it’s standard to pull several CB’s when the aircraft is in for maintenance, the SMYD CB’s are some of the CB’s we pull however you’ve probably checked these. As far as I know, the yaw damper should stay on if you have flight control B to on, have hydraulic B pressure and no faults are detected. If you have the settings correct and the yaw damper switch still disengages you can look at the electrical conditions required for the holding relay Keep us updated Marius and good luck <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: IAS Disagree | Hi, just for some nice to know info,
For as far as I know, the AOA vane only inputs into the speed calculation on a 737 ng and not on a 737 pg. On a present gen however, the AOA vane only inputs the Stall warning system, autoslat, autopilot and the windshear mode of the EGPWS. It’s one of those things to be aware of when you are doing a pitot static test looking for a indicated airspeed difference, when doing this test on a next gen the AOA vanes should be equal. This makes it hard to cross reference the main airspeeds against the standby’s. |
| Re: Yaw Damper 2 doesn’t engage on 737-NG | thanks for the tips. it’s working now. the zero fuel wight was not introduced in the FMC. the SMYD bite doens’t help because it returns a bunch of fault messages . thanks again for the answers |
| Re: THS actuator (airbus related) | Hi Sander,
for informations of the THS and Auto Pilot functions you can check on web site "smartcockpit.com". <!– m –><a class=”postlink” href=”http://www.smartcockpit.com/plane/airbus/A300A310″>http://www.smartcockpit.com/plane/airbus/A300A310</a><!– m –> |
| Re: THS actuator (airbus related) | Thank you for your answer Widebody, that site is very informative. I’ve looked on the link and read some parts on the autoflight systems on the A300. Interesting site. <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –>I’ll quote your comment on the aircraftmech forum.Regards, Sander |
| Re: Yaw Damper 2 doesn’t engage on 737-NG | nice find <!– s:-D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:-D” title=”Very Happy” /><!– s:-D –>
Thanks for the update Mariusgrigoriu. |
| Spoiler rigging 737-700 | Hi!
When performing flight spoiler system test we are unable to get enough degrees on the panels when the control wheel are at 87 degrees. We are missing 10-13 degrees on the panels. At 30 degrees control wheel the results is ok, also when we are applying speed brakes. We have tried to adjust the SBA & SBB cables with no success. All the cables in the TE is rigged and ok. Could it be something wrong with the ratio changer or spoiler mixer? We also noticed that the spoiler locks was hard to install when the aircraft arrived at c-check (Had to pull on the sector to get the panels high enough). Anyone got any tips? |
| Re: Spoiler rigging 737-700 | I’d go for the mixer. It happens a lot that cams are worn a bit, and this causes less deflection. It’s a problem on the classic too. Check the rollers, if they are on the top of the cams at full deflection. (behind the lube-plates) sjap |
| Re: Spoiler rigging 737-700 | Oh and another thing: Make sure that when the flt spoiler is in the full down position, the actuator is bottomed out, so it cannot go any lower. (with flaps down you can check by giving it an input to the other side, the spoiler should not go any more down than it already was.) If it can it means the adjustment is not good, and every travel you have downwards (below 0 degrees) you are missing in the full up position. This can happen if they where mis-adjusted some day with flaps up (you dont notice the downward force). The adjustment on your input shaft has been adjusted too far up which is compensated by a rod end that is adjusted the same travel down. This gives you enough "missing" input to make the full up angle less then required. Best regards sjap |
| 300 series slat aux tracks | We are working a 300 and have found that the slat aux track bearings were worn. Upon further investigation we found that there was no clearance to allow the bearing to rotate freely in the track thus damaging the plating on the bearing. This issue is on 4 of the tracks. we have removed the four tracks in question but were wondering what the cause could be as it seems strange that the bearing does not fit into the track . has anyone experienced this before , or if you have any insight it would be appreciated.
Cheers |
| Re: 300 series slat aux tracks | On 4 of the tracks? So the others where ok? The bearing must be able to rotate. I think a wrong p/n was installed in the past? Did you order new bearing iaw the IPC, where they the same? |
| Re: 300 series slat aux tracks | We have checked the part number of the bearing in the ipc against what was installed versus what will be replaced. The part numbers are the same and cross over for the bearings required. we have removed the tracks concerned , and have found that the bearing will fit in the forward or aft section of the tracks , but will not roll through certain areas of the track , there is no clearance for the bearing to roll . |
| Re: 300 series slat aux tracks | Do you replace these 4 tracks? It seems that they are out of shape? Are they bent or damaged? I’ve never encountered this problem before. There’s no FTD about this. |
| Re: engine generators on bus no slat action | Hello, Internal leak on slat actuators is a very common problem. If we check all actuators in the world one by one we probably find at least 30% leaking. If the leakage reaches to a value which causes the closure of hydraulic fuse, slats become inop. Consequently, if the engine generators drive the EMDP more efficiently and provides more hydraulic flow this can close the fuses. A weird solution to a weird problem. <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> |
| Re: 737NG Rudder. | The same problem was reported once in our fleet for elevator. We found a broken artificial spring too. |
| Cabin increase when being descent | Hi everyone and have this problem with one /300. Report: Need one pack in High to being descent,because the cabin goes increase and helpful the presurization to descent the cabin……" In all phase of fligth presurization will fine just in this case appear this problem. We checked and test the controller,the pack´s,outflow valve and continue………. apreciate any coments or share your experience that I will,Thanks.
AA Tech73747 |
| Re: Cabin increase when being descent | In descent the throttles are in idle or low power. Check your bleed press on both engines, maybe its too low to keep the cabin pressurized. Else do the cabin leak down rate check. See if the a/c is not leaking too much. Check door seals and body drains. they are often leaking. Check your press relief valves for proper function. Maybe one is leaking or failed open (frozen). sjap |
| NLG RED LIGHT ILLUMINATE INFLIGHT | Hi all, Our B737-300 MSN 23858 has a problem : NLG red light illuminate during flight (NLG retract position) but all indication normal when the NLG extend (only the green light illuminate). No vibration for NLG. the correction has been performed as follow : 1. Replace card 983 result : problem still exist 2. Replace Relay R374 result : Problem not solved. 3. Wiring continuity c’k per WDM 32-60-00 is normal condition.Please help.sarma |
| Re: NLG RED LIGHT ILLUMINATE INFLIGHT | I still think one of the lock sensors is out of adjustment or something not really ok in UP position. Re-rack the LDG cards, check the sensor adjustment in UP with some clay. If you have 2 sensors switch to only one sensor on the E11 rack. |
| SELCAL and ATC codes changing | Hi, i must change SELCAL and ATC codes on B737-700. Do anybody know where i can find a procedures for this? I have been looking for it in AMM but i haven´t found it yet. |
| Re: SELCAL and ATC codes changing | For the correct code you may refer to ata 23 on my site or this direct link: [url:3ksz4zv9]http://www.airframes.org/[/url:3ksz4zv9]or a converter at:[url:3ksz4zv9]http://www.sjap.nl/converter.htm[/url:3ksz4zv9]Further i never did it myself, anybody else? |
| Re: NLG RED LIGHT ILLUMINATE INFLIGHT | Sjap, Adjustment up position for NLG per AMM 32-61-21 result : Up position in a good clearance (lock sensor clearance = 0.05") Trying to isolate red light NLG card M983, red light illuminate steady in NLG up position. only 1 sensor swith attached on E11 rack. Re-rack LDG card and replacment M983, M1152 : problem not solved. <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –>Need Help,Sarma |
| Re: SELCAL and ATC codes changing | Thanks |
| Re: SELCAL and ATC codes changing | Vlad,
Got a coworker found some info 4 u: Hope this helps you more. |
| Re: Spoiler rigging 737-700 | We finally solved the problem, we earned 6 degrees by replacing the mixer unit. we also replaced the ratio changer and some pulleys. The ratio changer and the spoiler system had to much resistance so that the aileron spring cartrigde had a little deflection. Now we are whithin amm limits. |
| Re: NLG RED LIGHT ILLUMINATE INFLIGHT | Hi Sarma,
I’ve had this kind of defect a couple times before. You have replaced card M983 and R374. As you can see in the drawing, the lock sensor and it’s card have a direct input into the NLG red light. I have to admit however that I am only avionics and I’m therefore speaking outside of my scope because this is a A&C defect now but in our company the avionics guys usually still handle these defects. *** Edit, also note that when you have the aircraft on jacks, don’t forget to move the throttles forward <!– s;-) –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”;-)” title=”Wink” /><!– s;-) –> *** |
| Re: 300 series slat aux tracks | We have contacted Boeing on this and are being told that the part number bearing should have an outer diameter of 1.0625 inches. The clearance for the bearing should be .0015 inches. we have measured the inner dimensions of the affected tracks range from 1.0545 to 1.0680 inches and are now waiting on engineering . we are unable to locate any tracks for purchase and were wondering has anyone else come accross this problem. There are no visual defects to the tracks themselves but can’t understand why they will not allow the bearing to roll. Is there another bearing that was used in this area? All the part numbers we checked for this aircraft cross to each other . |
| Re: SELCAL and ATC codes changing | Hi, thanks for your help. I got maint. procedures from our customer. I only was surprised that I am not able to find procedures in AMM. |
| Re: 300 series slat aux tracks | Problem solved !!! for a small fee $3800.00 USD Boeing will let you rework the tracks to allow for .0015 clearance.Stil have no idea what could of caused the tracks to decrease in inner dimensions..Thanks Boeing |
| Materials??? | Good morning,
a friend of mine is preparing for an oral test and he asked me about the materials used on different components. Unfortunately I could not help him exactly, but maybe one of you guys know the answers. Please note that I need the exact name of the alloy (steel, titanium, etc are not sufficient) What kind of material is used for the B737 main and nose landing gear? Any help is much appreciated!!! Thanks… |
| Re: Materials??? | Its a long search but i know materials are mentioned in detail in the CMM of a part. for example, landing gear CMM gives repairs and inspections on the strut, and every detail is mentioned including material example below from a landing gear cmm. So for engines and other parts it should be the same. also in the IPC lots of times the material is mentioned. Hope this helps you a bit. |
| Re: Materials??? | Thanks, Sjap!!! |
| slat extension | We are working on a 737 -300 and are having questions about the extension time on the slat system. During normal operation we find that the #1 slat extends at a faster rate than its counterparts. we have replaced the Aux slat tracks and bearings over the course of maintenance and have manually extended and retracted the system several times. The system has since been put into normal configuration and this is the end result. we cannot find anything in the mm regarding this situation .Any gurus have any insite on this? |
| Re: slat extension | -Check the adjustment of the new aux tracks detent arms force. This force is very important it influences the moment the slat goes from extend to full extend, especially during flight. I have a video which shows a 737 stalling on one wing first (should not happen, or at least controllable by the pilot) , after extensive T/S it appeared to be this detent arm force which was not equal on all slats. I may put it on the web soon. -The un-equal movement of the slats on the EMDP is not unusual since this pump has not a large flow. -Try it to do with the #2 engine running or dry-motoring so the EDP is giving the full flow. -As long as the crew has no direcional changes during slat movements, you should not worrie about it. -Cycle the slats system using the STBY pump too, it may remove some air trapped inside some hydr lines giving less resistance while moving. These where just a few thoughts coming up now. sjap |
| Re: slat extension | is there calibrated orficesinvolved at the actuators themselves ? maybe 1 not installed may influence the movement? |
| Re: slat extension | Maybe i dont know. If the actuators where replaced or overhauled and there is a large diff in operating speed it could be an assembly fault? i am not sure if there are restrictors installed inline or on the actuator connections, i cannot recall this in my experience. |
| First Aid Kit B737 | Does somebody know if First Aid Kit Box really needs a FORM ONE to be installed on aircraft? (B737-300) it has a serial number but i don’t think is an aircraft part hence do not need a Form One?!!??? |
| Re: First Aid Kit B737 | I’ve seen many different types and sizes of first aid kit boxes. They are normally provided by local authorities or the airline. The IPC states this: FIRST AID KIT-(CUSTOMER FURNISHED).
1. PURPOSE AND USE of teh EASA form 1: A primary purpose of the Certificate is to declare the airworthiness of maintenance work undertaken You cannot install a kit buyed from a local shop, it must be approved by your country authorities or airline approved. I suggest you check the p/n and s/n at the manufacturers website and if its produced for use in an commercial airliner, you dont have to worry about it i think. |
| Re: First Aid Kit B737 | thanks for tips |
| MRT (manual release tool) for psu’s | guys i need info on wether the mrt (manual release tool) is mandatory item on board a 737 (ng and classic )or is it optional ?, also if it is mandatory pls provide the reference of the document making it mandatory. i am talking about the 1/8" dia pin tool used for opening overhead pax oxygen boxes in the psu. |
| Re: MRT (manual release tool) for psu’s | I’ve never ever heard of this tool to be mandatory aboard an a/c. I’ve many customers encountered but never found it mandatory. Why should it be mandatory? To access the oxygen box or masks? They are checked regularly during maintenenace checks. Other reasons i would not know. rgrds sjap |
| Re: MRT (manual release tool) for psu’s | We have this tool onboard of our aircrafts at the fwd and aft FA stations. It is used to manually open the oxygen mask stowage in case of emergency if the solenoid does not work for any reason. I really don´t know if it is required by law, but on our fleet it is part of the onboard emergency equipment. The FA´s check for the presence of this tool during their emergency equipment check before each flight. So at least for our airline it is mandatory… |
| Re: MRT (manual release tool) for psu’s | mmmm interesting. I dont know if our FA’s have that technical knowledge to open up a PSU panel…and troubleshoot the oxygen mask system.. <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> (compared to the never ending complaints of the relative simply operated coffemakers and ovens… <!– s:P –><img src=”{SMILIES_PATH}/icon_razz.gif” alt=”:P” title=”Razz” /><!– s:P –> ) sjap |
| Re: MRT (manual release tool) for psu’s | I don´t think they will troubleshoot anything. I that case when they need this tool, they will try to open the box, pull the masks to activate the system and put them on the passengers face! We are talking about an emergency situation! |
| Re: MRT (manual release tool) for psu’s | I checked our Cabin Safety and Operating Manual, its states that at decompression all FA’s must take the nearest oxygen mask available and sit down. After the decompression and during the following descent, they should take a portable oxygen bottle, strap it around their body, and walk through the cabin to check all pax if they have the mask on and help them if they have problems with it. The manual does not state anything about not deployed masks or so. They can help to activate the oxygen gens if the pax did not do it already by pulling on the masks. So i think the tool is a company rule or otherwise only mandatory if your country’s authorities are making it mandatory. In our case it”s not aboard, not stated in the manuals, so its not mandatory in our company or our country (EU) hope this helps answering your question. regards sjap |
| Re: slat extension | Hello IFIX I’ve put the stall video on youtube, there you can see how quick the slats move from EXT to FULL EXT and back, during an autoslat movement. Its a 737-400. [url:86kxeu7g]http://nl.youtube.com/watch?v=a4V8W31YwTQ[/url:86kxeu7g] Is the problem solved now? sjap |
| newbie future aero mechanic | hi everybody,
as a beginner, i’d like to know type of scheduled maintainence (a, b, c, check) and their respective focus area for every check. i heard there are a1 cx, a2 cx, and so on. i am kinda confuse. hope you guys if not more, elaborate just little to me regads, |
| B1 type training for cl | I’m looking for the soonest B1 type course for CL. I know few B1 courses for NG, but I don’t know if there are diff courses from NG to CL. I want to do B1 for both CL and NG, and I think much easier is to do CL first and then differences course for NG. Unfortunately I can not find any B1 courses for CL. If anyone know anything please let me know. |
| Re: newbie future aero mechanic | Enclosed a small overview of a 737NG inspection program. A checks are done in 1-3 shifts C checks are done in 5 days or 3 weeks depends on the amount of work in the package |
| Re: newbie future aero mechanic | many thank sjap. appreciate it very much. |
| Reracking a black box needs ALL tests again? | hi all,
Lately i had a discussion: Again in the past on other aircraft type we didn’t do it this way, but now we do. |
| Re: Reracking a black box needs ALL tests again? | Hi Sjap and Coworker <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> , normaly when a black box or indicator is removed and the old one reinstalled, it has to be handeld as a "new" box and so a Fully test is required. I think the AMM does none difference between old or new box. On Airbus, esspecialy on A320 family most of the Computers are equipped with a Power Up Test (PUT) function, similar to a BITE function and this one is activatet at every electrical power up. So if i swoop boxes for trouble shooting or re-racking a electrical power up of the aircraft is required to check the SYSTEM. Normaly this is done by closing the CB´s <!– s:!: –><img src=”{SMILIES_PATH}/icon_exclaim.gif” alt=”:!:” title=”Exclamation” /><!– s:!: –> <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> A fully TEST is normaly not nessesary, but always consult the relevant AMM chapter for the test requirement of the affectet BOX.We have none company procedure for this, we use the AMM to find out wich test`s have to be performed. |
| weather radar Green band | hello all, we have some problems with weather radar after we did install a honeywell system. green circles (points formation) apear in sight at 10-20 NM from aircraft. somebody knows something about this? |
| Re: Reracking a black box needs ALL tests again? | FOR US IS AN INTERNAL PROCEDURE NOW TO FUNCTIONAL TEST ALL SWAPPED LRU(i.e radalt) OR CONTROL PANELS (i.e ACP) AS ON TWO OCCASIONS A MISFIT(ALSO NOT TIGHTEN TO THE END) RADALT AFTER SWAPPING DELAYED AIRCRAFT ON DEPARTURE AND ALSO ON SWAPPING TWO ACP’S WITH NO POWER ON AIRCRAFT THE ONE HAD ITS CONNECTOR LOOSE AND FOUND ON MORNING POWER UP.BOTH CASES INVESTIGATED WITHIN COMPANY AND ALTHOUGH THE GUYS WERE NEW TO WORK BUT STILL UNDER SUPERVISION COMPANY DECIDED TO IMPLEMENT INTERNAL PROCEDURES..NOT HAPPENED AGAIN SINCE THEN!!!! |
| Re: NLG RED LIGHT ILLUMINATE INFLIGHT | Measure the resistance between all sensors leads,the resistance from the blue to yellow leads must be 348ohms,from red to yellow leads must be 30ohms,but it depend what switch p/n you uses( resistance for p/n 10-61226-15,-26), |
| Re: slat extension | may be fitting assy-orifice is installed in wrong position on actuator during overhaul,can be checked visually,the thread is the same,see ipc 27-81-41-10 items #37 and 39. |
| Re: Lav Call Reset Switch | may be p/n 28-2510-9 |
| Difference Course NG to Cl | Hello at all,
one Question to everybody, i am searching for a difference course ATA 104 level 3 from NG to Cl. I have a Type rating and valid B1 licence for 737 NG and want to make the B1 licence for Cl too. So i am searching for a training course from Part 147 training organisation wich are offer a difference course, to save time and money <!– s:P –><img src=”{SMILIES_PATH}/icon_razz.gif” alt=”:P” title=”Razz” /><!– s:P –> . Or must i book a fully ATA 104 level 3 course for the Cl. <!– s:cry: –><img src=”{SMILIES_PATH}/icon_cry.gif” alt=”:cry:” title=”Crying or Very sad” /><!– s:cry: –> thanks for all tips in advance |
| Re: Difference Course NG to Cl | from NG to Cl there isn’t a diference course, you must book a fully ATA 104 level 3 for Cl. from what i know, is not so expensive. in my case (B2)the diference course from Cl to NG was more expensive then the Cl course itself. cheers |
| Re: Difference Course NG to Cl | Hello Marius,
many thanks for your reply <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> Gues i have found some course: <!– m –><a class=”postlink” href=”http://www.srtechnics.com/datas/docs/tt_specialised_training_B737_6_7_8_900_CFM56.pdf”>http://www.srtechnics.com/datas/docs/tt … _CFM56.pdf</a><!– m –> but the next things are to find out is the price and if the cours acceptet by the LBA. Sometime they have a strange viewpoint of these things <!– s:evil: –><img src=”{SMILIES_PATH}/icon_evil.gif” alt=”:evil:” title=”Evil or Very Mad” /><!– s:evil: –> . Anyway i will keep the comunity update |
| Re: Reracking a black box needs ALL tests again? | Hi guy’s
There is a fundamental difference between a functional test and a operational test. When we simply remove/install a item i.a.w. the maintenance manual we pull CB’s, remove the box, install the box, reset the CB’s and do a build in test (if a bite is available). If we install a VHF nav control panel, we do a operational test, we test the control panel with a VOR freq, a ILS freq, we test the deviation bar, the LOC and GS etc etc. A operational test is usually done in minutes and is standard practice after any disruption in the system. Think of it as opening a hydraulic line, after you reconnect it you put pressure on the line and check for leaks, you don’t normally check all operations of the hydraulic systems. <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: Difference Course NG to Cl | <!– m –><a class=”postlink” href=”http://www.sastechnicaltraining.com”>http://www.sastechnicaltraining.com</a><!– m –>
has 737CL Course reduced from NG.. |
| APU squib light is illuminating when no power is on | We have a such prolem. When all electrical power is removed from the aircraft (B737-400) APU squib green light is illuminating, when we turn on the battery light goes of. How do you think, what`s the problem? |
| Re: APU squib light is illuminating when no power is on | Check the elec plug on the remote APU box in the wheel well. I think moisture could be the cause of this problem. The picture below is from the topic on the site ATA 26 about spontaniously fired APU bottle due to corrosion/moisture in the plug. |
| Emergency locator transmitter | Hi everybody, do anybody know, where I can find some information about structure of ELT codes? On 737 – NG I can enter S-mode code by program switching module but I don´t know how I can enter country code. Is it possible on aircraft or must remove ELT and send it to workshop? Thanks for info. |
| outflow valve fluctuation | i need help about, aft outflow valve in 737-300, this component is fluctuating all the time that flt/grd swicth is in grd position and the knob selector is at auto selection, we check sistem and wiring but is normal. anyone has this problem in the past |
| Re: outflow valve fluctuation | Replace the outflow valve. The internal feedback for the position signal could be worn. This happens often. rgds sjap |
| Re: Emergency locator transmitter | I an CMM i found this text: CMM 23-24-01
You have the ELT but also the AIM Aircraft Interface Module. In order to program the transmitter unit with a unique digital message, a programming tool referred If wanted i can send you a pivate copy of this CMM, i cannot publish it here in public. |
| cure for skydrol | hi all,
today, a apprentice from Hyderabad accidentally spilled skydrol on his face. thanks & regard fnp90 |
| Re: cure for skydrol | Don´t you have safety data sheets?
Check this out: [url:1lkpwz4g]https://team.solutia.com/sites/msds/Skydrol%20MSDS%20documents/181AEN.pdf[/url:1lkpwz4g] |
| Re: cure for skydrol | hey canopy
i’ve actually had this more than once, really annoying, but not directly harmfull. but be sure to check your company doctor or medical services, cause i ‘m not a doctor, its just my experience, and i’m still functioning <!– s:P –><img src=”{SMILIES_PATH}/icon_razz.gif” alt=”:P” title=”Razz” /><!– s:P –> grtz timon |
| Re: cure for skydrol | We always keep castor oil around just for this purpose. |
| Re: cure for skydrol | thanks for your reply gentleman. it helps alot. |
| Re: newbie future aero mechanic | finally i found this link: <!– m –><a class=”postlink” href=”http://en.wikipedia.org/wiki/Aircraft_maintenance_checks”>http://en.wikipedia.org/wiki/Aircraft_m … nce_checks</a><!– m –> |
| Cockpit hat hooks | Hello group,
I am requesting information regarding the manufacturer/part number for the spring loaded hat hooks used in the NG cockpit. Could anyone please advise?? Best all SonnyJim |
| Re: Cockpit hat hooks | It might be OP111-8 (creme color) Op111-9 (Brown color) Il’ll check it for sure tonight but this may be right as far as i know now. rgdrds sjap |
| apu fuel consumption | Dear all, I’m looking for answer of why apu fuel flow on 737 NG running lower when we operate two pack acm in auto than single pack acm in auto. Any body know, please? <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> |
| Re: Cockpit hat hooks | Thanks for your quick response Sjap.
Could you confirm the manufacturer?? I understood is was Actron. thanks again for your help. chrs SonnyJim. |
| Re: Cockpit hat hooks | Correction i found this: p/n H3-1625-1A (grey colored) from Harper Engineering Co. IPC 25-11-11-75 item 275sjap |
| Re: Emergency locator transmitter | Thanks for your answer. Can you send to me CMM mentioned above by PM, PLS? Vladimir |
| Re: apu fuel consumption | service letter 737-SL-49-060 refers |
| Re: Cockpit hat hooks | Great thanks Sjap. |
| hydraulic fluid | hi everybody,
im kinda confused whts the different between skydrol and shell fluid 41. as far as i concerned, both of them hydraulic fluid. im a storeman (for now), thanks in advance for any help or explaination. |
| Re: hydraulic fluid | Yes you’re right. Skydroll is used in many planes (Boeing / airbus ) for hydr systems, as is fluid 4 too (Saab, F5 fighter for example). But for example the shock strut fluid for boeing is almost the same as fluid 4. You canNOT mix these 2, since systems and o-ring materials are different for the 2 types. There are too many differences between the 2, i’ll suggest you google and fill in: [b:g6hej66m][i:g6hej66m]difference skydroll fluid 41[/i:g6hej66m][/b:g6hej66m], and read the results. sjap |
| Re: hydraulic fluid | thanks sjap. sure i’ll read bout it.
Regards, |
| Re: hydraulic fluid | they are as different as chalk and cheese.
Aeroshell Fluid 41/Castrol Aero 35 is a mineral based oil (normally coloured red). Skydrol / Chevron Hyjet IV is a synthetic phostate ester (normally purple in its fresh state). You really dont want to be mixing the two up……….. |
| Re: radio altimeter+terrain pull up | Hey guys it might be the same problem on that turkish 800 crash last week….it gave -8 feet, and A/T responded, but the pilots didn’t.. <!– s:( –><img src=”{SMILIES_PATH}/icon_sad.gif” alt=”:(” title=”Sad” /><!– s:( –> |
| Re: radio altimeter+terrain pull up | You are right Sjap,
The accident investigators released the information today. |
| Re: radio altimeter+terrain pull up | I changed a pair of wonky antennas yesterday……… |
| Re: radio altimeter+terrain pull up | 737NG-FTD-34-09001 ATA: 3433-00 Last Revised: 11-FEB-2009 Issue Title: LRRA Flags and Warnings Originated: 11-FEB-2009 Airplane Model: 737NG Minor Model(s): -600, -700, -700C, -800, -900, -900ER, -BBJ Other Models: no other models applied to issue ECD: 23-SEP-2009 Illustrations:References: Fleet Team Resolution Process Item (FTRP) 03674-737 Issue Status: Open Description Boeing has received numerous reports related to discrepant radio altimeter system operation. Typical symptoms include the appearance of the RA Flag, Landing Gear Configuration Warnings, negative altitude values displayed while the airplane is in cruise or above 2,500 feet, and, more recently, autopilot disconnects on approach. Troubleshooting using the DFCS and/or PSEU BITE may find fault codes related to the radio altimeter.For many reports to date, the system works as expected most of the time but experiences intermittent flags and warnings. The reports may be common across a fleet of airplanes and may not be limited to one or two airplanes in a given fleet.Available data suggests the causal factors are related to moisture control and accumulation. Boeing’s current recommendations include making sure the fuselage bilge drain valves function properly per AMM 51-41-11/601 and that operators may want to begin periodic inspection of the antennas to check for signs of moisture ingress and corrosion.Status Boeing is seeking operator experience with regard to LRRA anomalies as outlined above. Please provide feedback to the questions in the "Operator Action" section. Interim Action Av-DEC’s contact information is as follows: Aviation Devices and Electronic Components LLC Boeing suggests that if the connector wrap is used, the antennas also be replaced with new antennas to establish a known baseline. Final Action Operator Action 1. Does the number of radio altimeter system reports vary by season? That is, wet versus dry season, summer versus winter, etc. 2. Are there signs of moisture or corrosion underneath removed antennas thought to be causing problems? 3. GPWS discrepancies are sometimes reported along with the radio altimeter system issues. Do other airplane systems indicate problems while the radio altimeter is acting up? Which systems? What symptoms do these systems show? 4. For those operators that have used Av-DEC Connector Wrap on the radio altimeter antenna connectors as a barrier to moisture intrusion, did the application improve system reliability or operation? 5. Boeing is interested in studying radio altimeter antennas with visible corrosion or moisture effects. Any antennas sent to Boeing may be dismantled in the course of the investigation, so only parts that may be scrapped should be sent to Boeing. Contact your respective Boeing Field Service Representative or Service Engineering via normal business channels for shipping address information. Responses to these questions and any other observations may be posted in the FTRP Bulletin Board, item 3674. Affected Documents Parts List: Honeywell LRRA Transceiver Collins LRRA Transceiver Thales Related Categories: |
| Re: radio altimeter+terrain pull up | yap….i have already sent back their questionnaire with our observations in details…..5 days later we got a tip from our Warsaw base engineer that the airport there had since December a faulty ILS system and that some airlines have already begun law suits.(this was in one of their newspaper) hence also those airlines have been replacing their radalts like t-shirts.!!!! a coincidence or a fact!!! your opinion?? <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:idea: –><img src=”{SMILIES_PATH}/icon_idea.gif” alt=”:idea:” title=”Idea” /><!– s:idea: –> |
| windmilling / ram air starting | hi everybody,
im reading amm chapter 80 rite now (store man got lots of free time). it came to this phrase " [b:2n6qsgvq]For inflight start, the system can be energized to supplement a windmilling engine if required[/b:2n6qsgvq] ". Since CFM56-3 engine’s rotation counter-clock wise, i think due to ram air effect, those fan blades will rotate clock-wise (like we blow on to toy fan). will the engine start if its rotate in different direction? Regards, p/s: sorry if this is kinda stupid question but i really want to know |
| Re: windmilling / ram air starting | No there are no stupid questions. The CFM56 rotates clockwise when in operation. When the wind is coming from the front, it also rotates clockwise.(or inflight) Only when the wind comes from the back, when the a/c is parked, the fan may rotate CCW. The ram -air effect in flight may be used to start an engine, from 15% N2 it will work. I once started an engine on ground with only 15% N2 rotation and it started normally.(it was kind of a proof to see it works) When the fan rotates CCW due to windmilling from the back, you can still start it because N2 will rotate CW, and N1 wil stop and totate CW too. Then at 25% N2 you may start the engine normally.Remember in aviation when we talk about CW, CCW or left /right, its always looking forward, looking in flight direction. Hope this answers your question. sjap |
| Re: windmilling / ram air starting | sorry for silly mistakes. btw, great thanks for the answer & advise. |
| MODE-S over europe | does anybody know if i can fly a B737 over europe without the MODE-S trasponder? how much time can i fly with it inoperative? please help |
| NG apu concerns | Hi, when the APU is operating it has a very loud high pitch sound that seems is coming from the intake, did a comparation with another APU in another A/C, no high pitch sound, and the parameter on both APU’s are identical, on the APU with the high pitch, is not change if is loaded, one pack, 2 packs, 70 amp load, or no load on it, it has the software for the ice logic. Is driving me crazy and i’m running off ideas of what to do. please, if someone had the same experience, can share it with me. Thanks. Montini. |
| Re: NG apu concerns | Have you checked to ensure the intake screen isn’t blocked…? |
| Re: MODE-S over europe | Mode S information and regulation: [url:18pm5zgw]http://www.ivw.nl/Images/AIC%20B%20Mode%20S%20IFR_tcm247-204814.pdf[/url:18pm5zgw]and this helpfull website:[url:18pm5zgw]http://www.eurocontrol.int/msa/public/standard_page/nv_modes_homepage.html[/url:18pm5zgw]As far as i understand, its mandatory above (at least) western european countries. |
| Re: NG apu concerns | Check the inlet vortex generator flapper, maybe its worn out and vibrating. Check the composite inlet duct inside the tailcompartment it cracks and may cause a high pitch tone sound. Check the inlet plenum for worn or loose acoustical lining , it may come loose. rgards sjap |
| Re: apu fuel consumption | … or also discriped in flight operations technical bulletings "APU Improved Operating Practices" on MBF, It depends on the APU installed so this is not appilicabe to all! But in short what you are discriping is because you will get a lower turbine wheel temperature and thus lower fuel burn…
Hope it answered your question… |
| Re: MODE-S over europe | THANK YOU |
| Re: apu fuel consumption | 737-SL-49-060
can i access this service letter from internet! |
| Re: windmilling / ram air starting | sjap you are right .. i think amm prosedure says it according to ground personnel. here is the statement. Amm part 1, chp 80 , page 22 starting procedure, …. … * Speak with ground personnel to make sure N1 begins to turn counterclockwise… … .. |
| aircondition in B737-800 | HI EVERYONE <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> I’M NEWINTO THIS BUT I NEED HELP FROM ALL OF YOU, CAPT REPORTED; WHEN MOVING TEMP ELECTOR LESS THAN AUTO POSTION THE DUCT TEMP DROPS TO ZERO AND LEFT RECIRCULATION FAN STOPS AND WHEN MORE THAN AUTO THE DUCT TEMP GOES TO +40.THIS IS ONLY FOR CONT CAB THE OTHER TEMP SELECTOR HAS NO EFFECTT OR NO PROBLEM. THIS HAPPENS ON GROUND AND IN AIR,,,, ACTION TAKEN TRIM AIR VALVE WAS REPLACED NO LUCK SINGLE ZONE TEMP CONTROLLER REPLACED CONT CAB TEMP SELECTOR REPLACED THE WHOLE P5 PANEL REPLACED STBY TCV REPLACED MAIN TCV REPLACED BOTH ZONE TEMP CONTROLLERS REPLACED STILL NO LUCK… <!– s:( –><img src=”{SMILIES_PATH}/icon_sad.gif” alt=”:(” title=”Sad” /><!– s:( –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –>I NEDD URGENT HELP THANKS IN ADVANCE |
| Re: aircondition in B737-800 | The left recirc fan stops? When does it run again? |
| Re: aircondition in B737-800 | hello esmile
did you check air conditioning accessory units. location E4-1 and also r 429 L Recirc fan relay at j22 |
| Re: aircondition in B737-800 | thanks for your help guys,
well the recirculation comes back in manually control. |
| Re: aircondition in B737-800 | however i’ve noticed when ever you select the TRIM AIR switch on P5 to OFF the system works fine even in AUTO MODE,,, seeking for more help,,,, and also when this defect happens ( duct temp goes to zero ) then select to manual hot you actually notice ice moving in ducts and coming out the a/c vents. |
| Re: aircondition in B737-800 | I would check all the sense lines. also check the temp sensor in the cabin. |
| Re: aircondition in B737-800 | [quote="pilot2512":25qva837]I would check all the sense lines. also check the temp sensor in the cabin.[/quote:25qva837]
CONT CAB TEMP SENSOR REPLACED, HOW WOULD I CHK ALL SENSE LINES ANY FIM RELATED??? |
| 3rd IRS | We just got a couple of /800 having fail operational certification. Somewhere in the FCOM it says that it needs 3 IRS’s for a LAND 3. I have asked few technicians but no one seems to know anything about the 3rd IRS. Can you help? Where is it? How it operates (alignment, on/off, etc)? Danil |
| Re: 3rd IRS | i havent seen any 737-800 with 3 adiru. may be it is optional. if cat3 landing required… |
| Re: 3rd IRS | this is somthing new to me. i’ll dig and let you know |
| Re: 3rd IRS | I was under the assumption the Cat 3B aircraft required 3 sources of attitude information, with the ISFD being the third source ? |
| Re: 3rd IRS | i’ve looked up our FCOM 737NG, this is all it says about cat 3 landing req. (2 adirus) (its a picture because pdf was locked for copy paste) |
| Re: 3rd IRS | Cat IIIa is not fail operational though…. |
| Re: 3rd IRS | Thanks a lot for the inputs. Our planes are fail operational so they could be certified up to cat IIIb although we use them for IIIa only. The point is that in the FCOM at sys description tit says that it needs 3 IRS sources for LAND e annunciation. It makes sense since other planes need 3 IRS’s for a fail operational operation. Dunny – I think the IFSD takes the inertial data from left ADIRUbelow is the text from Autoamatic flight sys description "Fail-Operational Autoland Status Annunciations The following annunciations provide the flight crew with autoland system mode and status: •LAND 3 – two autopilots, three inertial sources, and the associated sensors are operating normally for an automatic landing and rollout .•LAND 2 – a failure has occurred above Alert Height and redundancy is reduced; but the autoland system is still capable of making an automatic landing and rollout .•NO AUTOLAND – the system is unable to make an automatic landing."] |
| 737NG AIR CONDITION ANTI-ICE,reheater and codenser | hi ,relative engineer,i found some NG aircraft don’t have 35F controller,so WHAT DOES the 737NG AIR CONDITION ANTI-ICE SYSTEM ,how to achieve HIGH PRESSURE remove water ,which first operation about the reheater and condenser ,fou your help . |
| Re: 3rd IRS | our latest 737-800 are cat3B and theyt certainly dont have three IRS systems. |
| RTV & PRC | I AM VERY CONFUSED ABOUT THE USE OF RTV & PRC. I WANT TO KNOW HOW DO WE DECIDE AT WHAT PLACES WE CAN USE RTV OR/NOT PRC? WHAT DOES THE DIFFERENT COLOUR OF THESE SEALENT MEANS? HOW TO FIND THE CURING TIME AFTER APPLICATION OF SEALENT? |
| WING BODY OVERHEAT LIGHT COMING IN CLIMB PHASE | HI,RECENTLY THERE HAS BEEN REPEATED PILOT REPORT OF RIGHT WING BODY OVERHEAT LIGHT COMING ON DURING CLIMB (FL 200/210/270…..).BITE ON THE COMPARTMENT O/H DETECTION MODULE SHOWS NO "LOC" FAULT,HOWEVER "MEM READ" SHOWS FAULT CODE 64,BASED ON WHICH APPLICABLE FIM TASK HAS BEEN CARRIED OUT.AS PART OF T/S ALL O/H SENSORS OF RIGHT SIDE A/C PACK,WING LE,FWD AND AFT STRUT HAS BEEN REPLACED,LEAK CHECK HAS BEEN C/O WITHOUT ANY FINDING,DETECTOR MODULE HAS BEEN SWAPPED BUT STILL PROBLEM IS PERSISTING.IF ANY ONE CAN COME OUT WITH THERE EXPERIENCE ON THIS FRONT IT WIIL VERY HELPFULL. |
| Re: RTV & PRC | In the amm the type of sealant is always mentioned, if not then in the st practices chapter. For RTV specs see [url:f7gbkbo3]http://www.dowcorning.com/content/etronics/etronicsseal/etronics_aas_1ptov.asp[/url:f7gbkbo3] for other BMS sealants see overview: [url:f7gbkbo3]http://www.sjap.nl/sealants.pdf[/url:f7gbkbo3]In general, clear RTV is used for press seal repairs. (dries quick) Red RTV for heat resistant areas. White RTV for cosmetic repairs and new doorseals. Grey RTV for elec bonding seal-off.For quick repairs (2 hrs dry time) we use PR 1826B1/4Hop ethis info helps a bit. sjap |
| Re: WING BODY OVERHEAT LIGHT COMING IN CLIMB PHASE | Only in climb? At high power settings? Looks like a real leak or a hardly noticeable leak when searching for it. Or a small leak but directly pointed towards the loop. Did you do eng testrun with high power setting and RH pack on? |
| Re: 737NG AIR CONDITION ANTI-ICE,reheater and codenser | Hello Bfleet,
Only -600 and -700 have, as have the -300 and -500 types, a 35 degree low limit system. |
| Re: 737NG AIR CONDITION ANTI-ICE,reheater and codenser | ok,thank you for your help ,I maintenance the 737ng only ,so i don’t have enough experience about some other type aircraft,i learned much from the forum ,thank you. |
| Re: WING BODY OVERHEAT LIGHT COMING IN CLIMB PHASE | 64 code just only an alarm signal, this not the primary question, you can ask the crew details in climb or others ,tube leakage was intermitent ,you can test in ground high flow aircondition, check the leakage whether or not ,my company NG aircraft had this question ,only the alarm advise light come on ,and you can check the right wing le or a/c pack detector and this electric connector,about release,corrison. |
| NG cpt/fo hand mic jack | Do anyone know where can I find anything about assembly of cpt/fo hand mic jacks on NG (or anything about assembly audio jacks) ? Can not find anything in SWPM… <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| Re: apu fuel consumption | well, yes and no its on myboeingflee.com that requires login details… |
| Re: WING BODY OVERHEAT LIGHT COMING IN CLIMB PHASE | what type of 737 |
| Re: 3rd IRS | Hi guys, I’ve seen the option for 737 cat 3B advertised a while ago but the company I work for does not have any of them.
And Sjap, Land 3 is not the same as a Cat 3 because we work on Cat 3A 737’s (Land, 2 decision height of less than 100ft), these guys have Cat 3B 737’s (Land3, decision height of less than 50ft, in the event of a single system failure, the autopilot downgrades to a Cat 3A and is still able to carry out landing with flare). From what I’ve read on the manufacturers website that tailors for the 737cat3A to cat3B modification (can’t remember the link) I saw that the cat3B modification kit consists of a rudder servo (for rollout guidance on the runway) and two new FCC’s wich have 2 seperate systems inside, therefore still have 2 seperate systems when a single power failure occurs (wich leaves them with the same redundancy as a fokker 100 with three FCC’s and a seperate power source). Hence the fail operational. Unfortunately I have no data on Cat 3B 737’s (I wouldn’t mind getting some info on it if you have some to spare). |
| Re: Reracking a black box needs ALL tests again? | RERACKING OR SWAPPING A LRU IS CONSIDERED AS A LRU REPLACEMENT,AD WE SHOULD FOLLOW WHATEVER IS THE REMOVAL/INSTALLATION PROCEDURE FOR THAT COMPONENT.NORMALLY,AMM SAYS TO PERFORM OPERATIONAL CHECK WHICH I THINK MUST BE PERFORMED AFTER RERACKING/SWAPPING. |
| Re: WING BODY OVERHEAT LIGHT COMING IN CLIMB PHASE | I would suggest detailed checking sensing elements wiring connectors, breaking installation on each connector and measuring for short while giveing wire bundle and connector some vibration. There can be a short which occurs during high vibration conditions, while on ground everything is ok. We had not exactly the same, but similar foult. At the end we found connector, wchich was looking good, but giving short only sometimes while moveing wiring.
Good Luck anyway! Give us a shout what You found. |
| Re: Reracking a black box needs ALL tests again? | Some items after removal/installation procedure require op test of disturbed system, some items require only installation test. There is a diference. Rarely I see functional test after removal/installation.
Difference between functional test, operational test and installation test. Following installation procedure from AMM, there is a installation test included or reference to specific op test. |
| Re: Reracking a black box needs ALL tests again? | you’ll only be tarred with the naughty brush, if you get caught doing it…….. <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> |
| Re: outflow valve fluctuation | If the R/I of a new press controler was not already done check at the outflow valve connector. We had twice a wiring problem at this place. |
| Re: NLG RED LIGHT ILLUMINATE INFLIGHT | I agree with AEROFLOT most of those sensors are the most probable cause. |
| Re: Cabin increase when being descent | And if there is no evidence of leak visually check the number 1 transfer relay. Boeing Investigation revealed that the Number One transfer relay, Leach Corporation P/N 9125–2Z–C7C4–001, had corroded contacts which caused an intermittent undervoltage condition. This intermittent undervoltage condition, not low enough or sustained long enough to cause an “Auto Failâ€, caused the pressure controller to enter a “hold†mode. During this uncontrolled period, an uncommanded cabin rate of climb or descent may result. The condition described above can best be identified by an uncommanded cabin rate of change in the auto mode in which the cabin pressure control system does not command the outflow valve closed or open |
| Re: 3rd IRS | The rate gyro could be the 3rd IRS source. Anyway I would better shortly describe the fail operational: With 2 autopilots coupled, APP mode engaged and below 1500 ft RA the LAND 3 annunciation came on – the rudder is couple with autopilot; At 450 ft – runway alignment – the crab is removed; 200 ft – alert hight – the LAND2 or NO AUTOLAND is inhibited; Till 50 feet the behavior is similar with fail passive system; 2 feet the ROLLOUT mode is engaged; An engine out ruder compensation is provided for approach and landing; |
| Re: NG cpt/fo hand mic jack | Found in WDM fig 23-51-11 , hope you have the same WDM? sjap |
| how to know wheter the battery switch is off | dear sir,
i just want to add some extra knowledge..in here i want to know, how we want to know the battery switch is on/off if we are lazy to go up to the flightdeck? |
| why don’t have blancket/ isolation at….. | i just curries to know, why all the forward and aft entry and service doors, doesn’t have blanket / isolation inside door. Another one is, the nose compartment door also doesn’t have blanket/isolation..WHY?
tq… |
| why the wheel doesn’t have a fuse pin | why some of the MLG wheel doesn’t have a fuse pin and what the marking if the wheel is overheat….?
tq.. |
| Re: NG cpt/fo hand mic jack | I have seen wiring and I have put this reference in troubleshooting. I found broken solder connection and as a reference of repair I have put SOPM ‘soldering’ chapter. I was thinking rather about general information about types, ways of assembly etc. But during assembly you makeing only solder connection so maybe it is too obvious <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –>
Thank You anyway Sjap! |
| Re: why don’t have blancket/ isolation at….. | Probabely due to the control systems (rods for example) that stay inside. It avoids jamming of the control system and doors have an efficient thickness agaisnt outside temperature. |
| Re: how to know wheter the battery switch is off | The only way to be sure on classic’s, put the steady lights switch on BAT and as soon you will quit the aircraft without any 115ac supply you will see these beautifull lights on. It will remenber you that something is wrong. The other way is when you are leaving the aircraft and at the same time the refueling truck arrive and begin its job without the GPU. In fact the last action when you leave the aircraft should be to switch off the BAT switch. |
| air cond duct ram air inlet door | dear everyone,
i have a question regarding the air cond duct ram air inlet deflector door..what i see is, the deflector door doesn’t want to close properly.all rigging was been done..what the cause of it? |
| Re: air cond duct ram air inlet door | Is it a next gen? Was the system disassembled and reassembled again? Does the door close but not the deflector? Then it is possible to install everything again but the defl. door won’t close. It happened before after the modification was performed (inlet door seal). |
| Re: why don’t have blancket/ isolation at….. | Also the doors have no internal airflow to dry out any blanket, no or poor ventilation is provided. You can take a bath in the water that comes from the emergency exit blankets on a NG, it causes problems on switches etc. so its better to remove the blankets and let the moisture drain through the drainholes provided instead of sucked up by the blankets. |
| Re: 3rd IRS | I found it. The autopilots take the 3rd inertial data from IFSD <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> . I thought the IFSD takes all the data from left ADIRU but it actually uses the left adiru only for Heading info. IFSD has its own inertial system.
Thanks for the inputs. |
| how to know what length of screw that been use on panels | dear sir,
thank you for your brilliant answer…in here i have a question regarding the slat leading edge access panel..i have been working on wing area, until now I always forget to remember the right length of screw that been install on all slat leading edge access panel. some of the panel might have a short and long screw. in here i want to know, do you have a reference or figure that show the proper screw n bolt that use on aircraft?? tq… |
| Re: how to know what length of screw that been use on panels | IPC 57-30-00 ff (classic) |
| P4 | where is P4 on 737-400..i heard from my senior, there have P4 before, but now it was remove….what P4 used for and where? |
| aviaton dictionary.. | where can i download the aviation dictionary and aviation terms that are using on aviation field…someone know where can i get i. |
| what is FAME in side the fuel? | what is FAME inside the fuel.what it characteristic? |
| Re: P4 | attendant’s control panel, P4 with emergency light switch as far as our AMM goes. |
| Re: aviaton dictionary.. | Google "aviation dictionary and aviation terms" |
| Re: what is FAME in side the fuel? | Google "FAME aircraft fuel" |
| 737 SL 49-060 | Hi All,
I currently don´t have MBF access. May anyone with access refresh my mind about the contents of SL 49-060? Thank you, |
| technique knock or someelse word | hi ,man i want to know ,in maintence manual if have the technique knock method, how to find the source ? thank you very much . |
| Re: how to know what length of screw that been use on panels | You just have to listen to the sound of how long time the 25 pound inches pneumatic screwdriver uses to get to the required torque. When you get more experienced you will be able to see if a screw is too short or too long. You know the difference of XD and NN screws? |
| Questions from a pilot | Dear colleagues
I operate the 737 as a first officer, and I have lot’s of technical questions regarding the 737-800 that I hope will be answered here by you. [b:ngz64ixd]1)[/b:ngz64ixd] Can you describe the schematics and interaction of the A/T, the RA’s and the FCC’s for me? In the Amsterdam crash the pilots had CMD B engaged, but still got an A/T RETARD when [i]left[i] RA indicated a low altitude. I read the earlier 738’s – like the one that crashed – had a direct connection between the left RA and the A/T, but later models with the enhanced Rocwell Collins DFCS had integrated A/T computers within the FCC, making the master FCC the source of information to the A/T. [b:ngz64ixd]2)[/b:ngz64ixd] Staying on the localizer with the 738 and then turning the crs-selector 10 degrees seems to make the airplane want to point its nose in that direction, but then goes back to the inbound course to the localizer after a while. [b:ngz64ixd]3)[/b:ngz64ixd] When one experiences a sudden N1 seizure one looses the minimum and maximum buffet onset tapes on the associated onside speedbar and is given a ‘SPD LIM’ indication beneath the speedbar. Then, if one sets the engine start switches to ‘cont’, one gains them back. The EEC alternator shuts down if N2 drops below 15% and is coupled to the transfer bus when the switch is set to ‘cont’. But then I can’t see why that should be applicable. The buffet onset tapes collect information on weight from the FMC and speed and AoA from the ADIRU and computes it in the SMYD before sending the information to the DEU. [b:ngz64ixd]4)[/b:ngz64ixd] Related question to the one above. After this N1 seizure and the following de-energization of the EEC all vertical modes are U/S if the autopilot of the onside failure is coupled. Any good explanation? [b:ngz64ixd]5)[/b:ngz64ixd] On all flights on the 738 until now and on different specific planes I have noticed the same thing. During inflight fuel checks the FMS indicates that we will have a larger amount of fuel at our destination when we still have fuel in the centre tanks, than when we do during the same fuel checks after the centre tank fuel is used. Would you know the reason for this? These are [b]many[b] questions, I know. But here’s a chance to show your technical skill and proficiency. <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| LE FLAP TRANSIT LIGHT | B737-300, Crew reported that LE Transit Light on P2 panel flickers and one report of #3 Slat Transit Light on P5 flickers as well. Confirmed #3 Slat Transit Light flickers only when moving from 5 to 10 and sometimes doesn’t come on. The light works ok when moving from 10 to 5. Replaced the box and proximity sensor S167( EXTEND), fault still exist. Any ideas guys? |
| Re: LE FLAP TRANSIT LIGHT | I’ll go for the intermediate position prox sensor in the LE. And then check the splices of all wiring from slat 3. In UP is all ok and all lights out? If not, then the UP/locked switch inside the slat act rodend may be faulty. |
| Re: LE FLAP TRANSIT LIGHT | Yes, in UP everything ok and lights out. |
| numbers on the flight control | dear sir
i want to know, why the the spoiler start from O to 9, slat start the number from 1 to 6. why it is like that..it is have other reason? tq |
| Re: numbers on the flight control | Spoilers start from 0 to 9 because on the -100 and -200 there was 1 spoiler less on each wing, so then they started counting from 1 till 8. But on the -300 / -400 there is an extra spoiler, but to keep the counting of the spoilers on each wing the same, they simply started with 0 and ended with 9. This way spoiler 4 in always the inb groundspoiler on left wing and spoiler 5 the inb goundspoiler on rh wing.Slats are still the same so that counting didn;t change.Same as on NG and longer aircraft, Boeing does not change station numbers , they just use the same number and make it Sta 727A, 727B etc (for example), Just to make sure the fwd press bulkhead or aft press bulkhead stays the same Sta. number always, no matter how long your airframe is. |
| the sound comeing from the root of stabilizer | dear sir & frenzzz
last week i was doing a task on the zone 700…went i was on the tip of the stabilizer..i just try to see how strong is the stabilizer is..went i try to shack it..i heard sound like cracking caming from the root side at the fuselage, then i try the other side..but the other side is no sound. its like good..why this happen?it is the mounting problem…my technician ask me to fine out the problm. tq |
| Re: Questions from a pilot | 1) Can you describe the schematics and interaction of the A/T, the RA’s and the FCC’s for me? In the Amsterdam crash the pilots had CMD B engaged, but still got an A/T RETARD when [i]left[i] RA indicated a low altitude. I read the earlier 738’s – like the one that crashed – had a direct connection between the left RA and the A/T, but later models with the enhanced Rocwell Collins DFCS had integrated A/T computers within the FCC, making the master FCC the source of information to the A/T. Is this true? Can you clarify?I understand why you would want to know this but due to the limited amount of specific information available to ground engineers regarding to what goes on inside the FCC’s or Autothrottle computers (wichever are installed) I cannot help you with a fact based answer. I can tell you however that the A/T and the A/P are different systems all together, they work a lot together but it is not just ‘all part of the autopilot’. Even flight director commands use different processors than autopilot commands. What I can tell you is that when the A/T is looking at a certain radalt, if that radalt comes below a certain height, the A/T system will go into a ‘flare retard’ (not to be confused with a ‘flare’ from the A/P).Now I’ve got my own view on the crash near schiphol. a: all systems onboard any aircraft are supposed to be fail safe by design, meaning that everything is designed with the main rule: ‘one day it WILL fail’ and when that happens, it must fail in a safe way. This crash indicates that the system didn’t fail in a safe way. (improvements might be that the A/T checks between the 2 available radalts for differences) b: the flight crew’s responsibility for keeping correct altitude and airspeed at all times. Improvements for this may be cockpit workload reduction, clearer indication of underspeed, different procedures. c: no checklist for a situation like this. If flightcrews are trained to follow checklists in an attempt to take human stress or flaws out of a decision making situation or to make sure that no steps are missed, then maybe there should have been a checklist for this situation. (pulling the circuit breaker for the #1 radalt would have caught this failure).2) Staying on the localizer with the 738 and then turning the crs-selector 10 degrees seems to make the airplane want to point its nose in that direction, but then goes back to the inbound course to the localizer after a while. It seems there are two systems fighting each other. How is this?This is more a pilot’s thing but as far as I know if you are on approach with G/S and LOC captured, the airplane should not be pointing its nose into any direction other than the landing path. I thought that at that time the system only looks at CRS to check both CRS selectors are on the same setting and to switch between normal ILS landing and a backcourse. Wouldn’t mind taking a ramptester to a aircraft and set the FD on APP and try it out myself…. Maybe I get a chance to try that sometime soon. 3) When one experiences a sudden N1 seizure one looses the minimum and maximum buffet onset tapes on the associated onside speedbar and is given a ‘SPD LIM’ indication beneath the speedbar. Then, if one sets the engine start switches to ‘cont’, one gains them back. The EEC alternator shuts down if N2 drops below 15% and is coupled to the transfer bus when the switch is set to ‘cont’. But then I can’t see why that should be applicable. The buffet onset tapes collect information on weight from the FMC and speed and AoA from the ADIRU and computes it in the SMYD before sending the information to the DEU. Am I right to assume that you mean the minimum and maximum manouvring speed indicators? A hollow amber bar on the speed tape indicating at wich at maximum airspeeds buffeting occurs and minimum indicates the stick shaker and minumum manouvring speed? quote SDS: Also a bit deeper in the SDS: The SMYD calculates the PLI symbol and minimum/maximum safe operating airspeeds and sends 4) Related question to the one above. After this N1 seizure and the following de-energization of the EEC all vertical modes are U/S if the autopilot of the onside failure is coupled. Any good explanation? Again, I’m sorry, I cannot give you any facts. quote SDS: 5) On all flights on the 738 until now and on different specific planes I have noticed the same thing. During inflight fuel checks the FMS indicates that we will have a larger amount of fuel at our destination when we still have fuel in the centre tanks, than when we do during the same fuel checks after the centre tank fuel is used. Ah, we have this problem on several of our 737pg’s. I hope this information is helpfull to somebody, I know I’m no expert but I figured, what the heck right? |
| Re: 3rd IRS | [quote="danil":3ovr9ph2]I found it. The autopilots take the 3rd inertial data from IFSD <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> . I thought the IFSD takes all the data from left ADIRU but it actually uses the left adiru only for Heading info. IFSD has its own inertial system.
Thanks for the inputs. Thank you for keeping us updated. This is nice information. <!– s:o –><img src=”{SMILIES_PATH}/icon_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> |
| Re: how to know wheter the battery switch is off | Well that all depends on where you work philyosh, I usually leave the power on the aircraft to allow my co workers to continue their work when I leave the airplane.
From the ground, there is not really a quick way of telling, besides walking up steps to check on battery switches is good for your health. <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> |
| Re: Questions from a pilot | WOW ! Sander, and that after a nightshift! Thanks for your help! <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: the sound comeing from the root of stabilizer | No worries, It’s not abnormal when you shake the stabs. Its more like the seals are fretting against the fuselage the panels are moving a little and the whole structure is moving against each other. also sealant (with paint) makes noise when cracked due to movement. |
| Re: Questions from a pilot | Hello Sander
Thanks a lot! Good info. It’s good to se the analytical process from the technicians point of view, because even though I myself have the maintenance manual, I really can’t deduct information from it effectively. 1) You’re right. It seems the two RA’s do not operate as comparators during approach. The older 738’s fetch info from the capt. RA and the later models fetch it from the A/T computer within the FCC. Could they then be comparators during dual channel approaches when the bus tie breaker opens and disconnects the DC-buses? It’s going to be interesting to read the report. When the A/T went back to ‘Flare Retard’ they flew with throttles idle for 100 seconds in a situation that instinctively is flown with around 60% N1. For some reason the pilots didn’t catch the airspeed trend and the unusual throttle config. 2) This is in fact what the plane does. If you’re coupled to the localizer and on inbound course and then turn the crs selector on the side of the coupled A/P, the plane tries to turn in that direction. Quite distinctively, too. 3) You were certainly right to assume I was speaking of the minimum and maximum maneuvering speed indicators. Sloppy language on my behalf. 4) This seems very plausible. To such an extent that I feel I can stop pondering and asking further questions. Big relief. Thanks <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> 5) It seems it’s a general problem. I was given an explanation that the totalizers weren’t too good at calculating density based on temperature differences. In flight the wings would be much colder than the body, so the average density would go significantly up when the center tank fuel was consumed, then causing a corrected fuel figure. As I said: All sudden discoveries and theories on these subjects are welcomed with open arms. <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> Cheers from chilly latitudes! |
| Re: Questions from a pilot | Hi guy’s, just got home from nightshift again.
I had some time to spare last night so I tried out the autopilot on APP and see how the aircraft reacts on the CRS selector. Now me and my colleague set up a VOR/ILS ramptester and a Radio Altimeter testset to simulate this behaviour. [img:24dd9zek]http://www.aircraftmech.com/overige/ra2.gif[/img:24dd9zek] [img:24dd9zek]http://www.aircraftmech.com/overige/ra3.gif[/img:24dd9zek] Now, with this test equipment set up to a altitude of just over 1500 feet, me and my colleague couple autopilot ‘A’ and select the approach mode on the MCP. Me and my colleague found out last night that above this 1500 feet radio altitude, the autopilot on approach does indeed follow the CRS selector. The video I shot shows the autopilot responding as mentioned. My colleague is in the fwd galley with the radio altitude remote control, he’s turning the radio altitude down past 1500 feet to show the transition and later back up to higher than 1500 feet to show that the ‘critical flight phase’ is latched and does not UNlatch itself until we deselect the APP mode. [url=http://www.youtube.com/watch?v=XYeZ-yh9s3I:24dd9zek][size=200:24dd9zek][b:24dd9zek]Click HERE to watch da video[/b:24dd9zek][/size:24dd9zek] <!– s:o –><img src=”{SMILIES_PATH}/icon_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –>[/url:24dd9zek] Regards, Sander . |
| hi | hi everyone i am new to this forum i think its the best thing for knowing b737, its really very helpfull Can any body plz tel me if thr is any such site for a320,like i want to know the cb location list of a320 like what v hv for 737 and other various thing,can anyone plz help meTHANKS |
| Re: Questions from a pilot | Hello again Sander
Cool post. I saw your video on youtube too. From a pilot’s perspective this would look like a good way to do a correction if one has wrongly set the crs selector a couple of degrees off. If that is the case and one turns the crs to the correct inbound course one would indeed want the aircraft to turn it’s nose in that direction. At least that’s a guesstimation from a pilot’s perspective. Please.. give me a heads up if you find out anything when it comes to the other questions. Good to see more people around here without any hobbies <!– s;) –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: LE FLAP TRANSIT LIGHT | Just an update, we changed the slat actuator and the problem is gone so it must have been the sensor in the slat. Thanks |
| Re: B1 type training for cl | Check [url:2kif4k7u]http://www.manhattan-aviation.co.uk[/url:2kif4k7u]. They do CL and NG. |
| Digital cabin pressure controllers | You have a pressurisation fault . Given that you haven’t downpowered the aircraft, is there any way of telling which DCPC was controlling on the last leg ?
<!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| Re: B1 type training for cl | Thanks.
I called few part-147 organisations and found out that they do diff courses from NG to CL. So I think I will do NG first. |
| Re: Digital cabin pressure controllers | If you do the bite on the dcpc, in the menu system config > you can see if its the master or the slave controller. Also a general bite test must show any fault in any controller. So i think that must be enough to find the fault anywhere in the system. |
| Re: Digital cabin pressure controllers | Had a couple of instances of fluctuating cabin pressure on the ground ( +/- 100ft ) during taxi out/in recently. DCPC BITE showed nothing. I was just wondering which one was controlling at the time.
It’s more than possible the cabin pressure fluctations are coming from the engine bleed system though. Thanks. |
| ISFD PMA CLARIFICATION.. | HI BOYS,
SOMETHING NEW CAME UP WHEN THE CREW FOUND OUT THAT ISFD WAS READING 7.5 DEG ROLL AND 2.5 DEG PITCH ERROR WHEN IN CRUISE AND RESETTING ON GROUND JUST DROPPED THIS READINGS TO 2 DEG.TRYING TO FIND THE REPLACEMENT P/N AS THIS A/C IS LEASED FROM TCI COMPANY AND THE REST WE HAVE FROM ILFC I FOUND SOMETHING STRANGE EXCEPT IF MY ENGLISH ARE NOT GOOD ENOUGH READING PMA AIPC INSTRUCTIONS. WHEN ON ILFC AIPC IT GRAYSHADES THE P/N C16221KA02 AND WHEN ON TCI IT GRAYSHADES THE C16221MA01 AND READING THROUGH ITS A BIT CONFUSING.CAN ANYBODY WHO HAVE ACCESS TO BOTH REPLY TO WHAT HE UNDERSTANDS FROM THIS?/ |
| Re: what is FAME in side the fuel? | [u:2vj9o9br]F[/u:2vj9o9br]atty [u:2vj9o9br]A[/u:2vj9o9br]cid [u:2vj9o9br]M[/u:2vj9o9br]ethyl [u:2vj9o9br]E[/u:2vj9o9br]ster. for more info see EASA SIB 2009-01 [url:2vj9o9br]http://www.ucl.cz/download/pdf/SIB_2009-01_JetFuelContainingFAME.pdf[/url:2vj9o9br] |
| B737-500 stby Power system after Static Inverter Replacement | Hi Guys, So I have a problem with stby pwr… after static inverter replacement acc to AMM 24-31-31 ,during installation test I have to open CB STBY BUS PWR ,after this action The voltage indicator will shows zero,and after 2 seconds must be 115v again. So after 2 sec.nothing happened!! My first tip is the VOLTAGE SENSOR MODULE M562,but I have not got chance to swapp any parts because I have only one AC . If you have any special tip ,please let me know as soon as possible !! It is an AOG risk!!!Special Thanks, Secsko |
| Re: hi | hi can any body tell me what v r supose to do with the bolt removed from the ram air modulating door actuator eye end which v r supose to remove for implementing ddpg action for sending ram air system inop as the mel does not mention anything
Faiyaz |
| FSEU’S PART NUMBER CONFUSED ME! | HI EVERYONE, THERE WAS A EXCHANGE FSEU WITH TWO AIRCRAFT CONFUSED ME SO LONG, THE PROBLEM WAS IN 737NG ,I WANT EXCHANGE THE FSEU WITH TWO AIRCRAFT,BUT THE FSEU’S PART NUMBER WAS DESCRIBED
QUALIFIED I/W DATA: I DON’T KNOW WHAT MEAN BY -1 "S SHORT FIELD PERFORMANCE OPTION, PLEASE TELL ME ,CAN I EXCHANGE -1 CONFIGURE WITH -2 CONFIGURE. |
| Re: FSEU’S PART NUMBER CONFUSED ME! | If you have a short field perf option on your 737 you [b:2ryj6wzs]must [/b:2ryj6wzs]use the -2. Else the -1 is interchangeable with (I/W) the -2 if you don’t have the short field perf option. The sort field perf options are described here: [url:2ryj6wzs]http://www.sjap.nl/General.htm#Short%20Field%20Performance%20-%20systems%20information%20and%20experience.[/url:2ryj6wzs] |
| Re: hi | Was it not for securing the quadrant, you put the bolt in the rigpinhole of this quadrant.? ( i’m not sure i have no mel/ddg at this moment) |
| Re: hi | no it is not for securing the quadrant rig pin the bolt nut and used for that has different part number and its a drilled shank bolt its to be cotter pin |
| Re: B737-500 stby Power system after Static Inverter Replacement | Hi Secsko,
From the chapter reference I’ll assume that you are talking about a 737pg. I would first look at all CB’S and switch settings but if you really do have a malfunction you can test the relay with the Standby power auto control CB (check to see if you can remove and apply power by operating relay R37), you can measure the switch using contacts 2NO and 2C, you can look for a ground on connector D1630 contact X2 (if there is no ground here whilst pulling STBY BUS PWR you have a hard fault). Good luck and keep us posted ok? Regards, Sander <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| cargo fire ext Anti-Seize LUB4501-6 | does anyone know a supplier or manufacturer for Anti-Seize LUB4501-6, 843-0109, used for cargo fire bottle installation? anything that i can use to order it? pls help |
| Starter Duty Cycle -800NG | I have looked in the Limitations section as well as the AFM and can not find where it is written about the starter duty cycle. I do remeber 2 minutes on and 20 seconds off for the first attempt and subsequent attempts 2 minutes on and 3 minutes off, with only 3 attempts allowed in 30 minutes. Please pass on where it is stated. Thanks to all. |
| Re: Starter Duty Cycle -800NG | AMM TASK 71-00-00-800-806-F00 Subtask 71-00-00-910-003-F00 and Subtask 71-00-00-910-004-F00. |
| Re: ISFD PMA CLARIFICATION.. | well boeing replied back stating that if the fleet equipped with …MA01 is operating with a/p capability of CATIIIB then it needs …MAO1 cause KAO2 does not support this function,otherwise if not then they are 2way interchangeable….now boeing will amend our manual to reflect this.. for your info and future ref… |
| Re: ISFD PMA CLARIFICATION.. | Thanks lookilook.
A difficult way to have to find out about it but interesting to know. |
| Battery in OFF with AC power ON | Hi all, a question from a pilot:
"I have a question, do you have any more I could not find any FTD or maintenance tip about it. |
| ALLIED SIGNAL LRRA FAULT CODES | Hi everyone,
We have a card with info from HIL about problems with no.2 LRRA. During BITE on ALLIED SIGNAL LRRA (B737 – 800) I found foults occurred on previous flight legs. Could anyone help with decoding faults. And what RPO stands for? I can not find it in Boeing documents. LCD screen looks like this: FLIGHT LEG: 08 FLIGHT LEG: 09 FLIGHT LEG: 10 FLIGHT LEG: 13 FLIGHT LEG: 17 Regards |
| Re: ALLIED SIGNAL LRRA FAULT CODES | no i’ve looked through several AMM’s of diff airlines, and the complete MBF site and CMM’s for allied signal, nothing found. I think you need the CMM of that box, or the correct AMM ref for that bite test. |
| Re: ALLIED SIGNAL LRRA FAULT CODES | been down this path recently – all of the fault codes are in the CMM |
| Re: ALLIED SIGNAL LRRA FAULT CODES | Thanks for that.
I do not have access for CMM at the moment, but I contacted Honeywell and they say all codes I have are about box. Now test is ok, but info from crew that no.2 RA was not working and stored fault codes mean that intermittents faults occured. We will change the box than. If someone have access to CMM of this LRRA could e-mail me scans of pages with fault codes description on <!– e –><a href=”mailto:maro12@wp.pl”>maro12@wp.pl</a><!– e –> ? I would be grateful. Regards. |
| CBT B737-300/400/500 | Hi i have question, actually i am type rating of b737 classic and looking for CBT B737 would you please help me, where can i download it(not torrent please) thank you very much |
| Re: CBT B737-300/400/500 | Hey Razavi
There are no place to download a CBT. You need to contact your TRTO. Best regards |
| Re: CBT B737-300/400/500 | thank you very much, but it was not helpful |
| Re: how do i find a wire part nr? | sorry,its for a B737-200. |
| Re: how do i find a wire part nr? | Checkout this site from my colleague, look under the section [electrics] and then [interpreting wiringdiagrams]. There its explaned how to find the p/n of a wire. [url:35xegmdk]http://www.aircraftmech.com/index.html[/url:35xegmdk] best regards sjap |
| Study Supplies | I’m looking for the soonest study supplies for B737 NG, Please can somebody tell me where I can find this on the internet. If anyone know anything please let me know. |
| how do i find a wire part nr? | i need a part nr please for the wires supplying the boosterpumps with power. i cant seem to have any sucsess with ipc and wdm. |
| Re: how do i find a wire part nr? | Thanks,i tried that link,but no luck still. its a twisted shielded pair im after. |
| Re: Battery in OFF with AC power ON | to my knowladge the batt switch should be on to keep the battery on charge,you will also notice that when the battery switch is of,some of your DC circuits wont be operational,like park brake indicator,fire protection circuits and the ground inter connect of the hydr systems wont open. |
| Re: how do i find a wire part nr? | Hi, on 737- CL, NG you must in Wire list (it is chapter of WDM) find Wire Type Code ( it is a letter or number or combination both), then in SWPM you can find acc. wire type code the P/N of the wire.I think that the 737-200 will be the same. Unfortunatelly I have not a WDM for -200. |
| Re: how do i find a wire part nr? | yes,you see i cant find the spec nr for this wire,you think its a trade secret,thats why i cant find it? |
| Re: how do i find a wire part nr? | Hi Dumbo (if that is your real name <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> )
Let’s walk through this one, I’ll show you how to find it on a 737-400, the principle is the same for your aircraft, you just need to use the Wire type code (WTC) from your wire list. First, you will need the wire number from the WDM: Now that you have the wire number you need to go to the wire list in the WDM. Now you can go to the SWPM (Standard Wire Practices Manual) wich is standard for all boeing aircraft so your 737-200 should be no exception. And find the WTC ‘HH’ in the table and there is your partnumber. Here’s a example of some class 3 twisted wire red/blue/yellow: Now if you cant order the specific wire that you want you can go to the Standard Wire type replacement chapter 20-00-14 in the SWPM to find alternative partnumbers for your wire. So now you know, and knowing is half the battle… <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: 737NG Refuel coupling cap | Hi all, our NG´s don´t have it too. I think that any Ng´s have cap. |
| Re: CBT B737-300/400/500 | Hi, The only CBT for CL is a Flight CBT. I have it and once found it floating on the internet… <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> But it is still very good as general intro through a type course. For the NG there is a full Maintenance CBT. (Also found floating around)Regards Cornelius |
| Re: CBT B737-300/400/500 | thanks Cornelius, i found it have fun |
| need help | I am new to this forum and i need your help to making plan about my future Actually I’m 4th year student in the field of aircraft and engine repair and maintenance from National Aviation University from Ukraine, and recently i am Studying the B737 Classic course for B1 and is going to be finished very soon.What i am asking is, is there any possibility to find job with these certificates( university + B737 type rating)? What i have to do at the beginning ?I really will appreciate if somebody describe meThank you again for making this website and have fun |
| Re: B1 type training for cl | if there is any possibility for you to come to Ukraine, come. cause here we are doing B737 CL with in 44 days and the cost of the class is almost 1300$
have fun |
| Re: need help | If you have your 737 rating and approved by the authorities, you will have a job. Do the 737NG too thats important. Do it together with an A320 family course, and you will have work for the next 40 years… |
| 737NG Refuel coupling cap | Is the 737NG fitted with a refuel coupling cap ? Flightcrew snagged it for being missing today. Couln’t find it listed in the IPC. |
| Take off EPR | Hi guys,
Here is another snags the mechs are struggeling with, Thanks alot for the wiring info sander. |
| need help | thanks for your help, but which country do you suggest to apply first ? is Emirate good for the beginning? |
| Re: 737NG Refuel coupling cap | On our NG’s we don’t have them. On classics we had, but removed them they always get lost or damaged or forgotten and then you have FOD on your ramp, you dont want that. So we dont use them anymore. I think on the NG you can write up someting like "no cap installed on this type iaw IPC xx-xx-xx" If i find any prove its installed on the NG i’ll let you know. |
| Re: need help | If you have the 737 classic only, apply to countries where they are operated. I dont think the emirates have 737 classics? Start with former east european countries, checkout all 737 operators with classics, and where they are operating. Then if you have 737NG you can search for those operators. It takes research and collecting info from all over the world to find a job. |
| B737-300/-400/-500 Systems Differences | Other than the addition of a tailskid/longer and strenghtened Gear different tires and brakes and the updated air conditioning system and strengthened wings and fuselage length what are other differences from the -300/-500 to the -400 new member from the U.S. thanks in advance to all… |
| 737-400 Instrument flood light | What bus powers the relay for the the emergency instrument flood light on the 737-400, single battery system. Thanks |
| Re: Take off EPR | Hi yer Dumbo it been a long time since I last worked on the JT8 but this snag reminds me of the start of the British Airtours Flight 28M crash at Manchester on the 22nd of August 1985. The #1 engine was down on power and was adjusted up on the FCU over a few nights until:- "The subsequent investigation into the incident revealed that the No. 9 combustor can on the port engine had developed a crack due to thermal fatigue. This allowed the can to move out of alignment, and instead of directing the hot combustion gases out of the back of the engine, they now hit the combustion chamber casing. Eventually this led to a catastrophic explosive failure of the casing". Now I’m not saying that this is what it is Just some thing to check. I think there was a AD/SP for this. As I said its been a long timeIts more likely to be a U/S FCU/fuel pump. Please let us know what you find.WWU |
| Re: 737-400 Instrument flood light | AC transfer bus nr 1? |
| Re: 737NG Refuel coupling cap | thanks for the replies. |
| Re: 737NG Refuel coupling cap | neither of my 6 NG have this. |
| Re: 737-400 Instrument flood light | 26 VAC STBY bus WDM 33-11-32 |
| Re: Take off EPR | I agree that throttle stagger could be caused by a shift in the JT8 burner can however 95% of these throttle stagger write ups are related to two issues rigging from the fuel control to the flight deck, and indication. Specifically EPR Step one here is to insure the throttle rig is correct then check the EPR system, PT2 vs. PT7 going into the EPR transmitter. Due to the high heat and vibration in this are this is probably where your problems it. Check the PT2 line from the transmitter to the nose cone for leaks first by pressurizing the line, then lock out the T/R’s per the M/M and have the lowest senoirity person crawl up the tail pipe with flexible lines and slide the lines over the PT7 tubes and clamp them tight. then pressurize the PT7 system from the epr transmitter. When probalby has happened is one of the lines has broken between the PT7 probes causing this throttle stagger. Pt7 leak means more throttle and possible overspeen and EGT exceed low PT2 means lower speed but longer takeoff roll. (air florida crash) plugged PT2. Good Luck. |
| bird strike | hello gentle. can somebody tell me, wish part of the engine do have to inspected after a bird strike (cfm56-7) |
| Re: bird strike | Always check your fanblades. If the bird came through the core engine, then you have to inspect (borescope) it. If positively not through the core, and parameters showed no shift (N2, EGT, vibration), then only the fanblades and outlet guide vanes behind them are to be checked. Check the VBV outlet screens for fresh bird remains. Always check your PCV inlet too. Check the T/R too in deployed you never know. see chapter 5 of your AMM for special inspections. |
| damagd | Please can somebody tell me how you can measuring damage on the body B737ng |
| Cowl Anti-Ice ambar light during TO | Hi, I’ve experienced at least 3 different times (with different 737 500) a Master Caution – Cowl Anti-Ice ambar light during TO run leading to low speed RTOs. The all happened with similiar meteorological conditions, 0c to 3c, light rain/snow, QNH around 980 hPa, sea level. Just as N1 reaches TO thrust (duct pressure increases) one light comes on. All three times i had wing and engine anti ice ON prior departure. As per system logic when TOGA is pressed wing anti ice deactivates. I know that the Cowl Anti-Ice light comes on when system senses an over pressure or temperature. I’m guessing an overpressure is making this light come on for some reason. Does anyone had the same experience? o any other ideas? thank in advance for your time!! |
| Re: damagd | take a ruler and go to the srm, then find out what to do. |
| Re: AUTOTHROTTLE DISCONNECT | This circs also happen in our airline. ——————————————————————————————————————————– 99–10–2231–00 (737–300 to –500) AUTOTHROTTLE DISCONNECTS PRIOR TO TAKEOFF (Original Report No. 99–09, dated 8 September 1999) This follow–on ISAR removes the airplane operational implications noted in the original ISAR release. Boeing has received reports from some operators of Autothrottle (A/T) disconnects occurring prior to takeoff on airplanes equipped with the A/T computer, P/N 10–62017–30 . Autothrottle computers, P/N 10–62017–30 and 10–62017–31 include a thrust split monitor to disconnect the A/T when a thrust split condition is detected. This monitor is disabled during takeoff and go–around (TO/GA) to reduce the potential of A/T disconnects due to dissimilar engine acceleration characteristics in these conditions. When the A/T thrust split monitor is active (flaps less than 15 degrees and the A/T is not engaged in the takeoff/go–around mode of operation), the A/T will disconnect when a thrust split is detected and approximately half of the autopilot roll control spoiler authority is being used to control the aircraft roll attitude. On airplanes equipped with A/T computers, P/N 10–62017–30/–31, the A/T disconnects prior to takeoff are most likely due to engine spool–up (resulting in a thrust split condition) with control wheel input. During airplane taxi, if the A/T computer detects a thrust split due to engine spool up with control wheel input of 15 degrees or more, the A/T will disconnect. (Status: Closed) |
| Re: Cowl Anti-Ice ambar light during TO | I think indeed an overpressure or an overtemperature occurs. If the normal bleed system is ok, and giving normal pressures in the whole range, i’ll suggest an anti-ice valve replacement. |
| 29 hyd | iin 737 flps can not retract or extend in auxilary sys.but ok in hyd.keep in mind complete flaps inbord out boar removed installed and rigging done as per amm.i need answar |
| Re: 29 hyd | 27-51-00 Page 108 |
| Re: Take off EPR | They found one of the Pt 7 lines running thru the leading edge to be shaved thru,cuasing a leak on the pressure transmitting. |
| Re: Cowl Anti-Ice ambar light during TO | Hi Folks,
Yes, I have experienced the same thing, replacement of the cowl a/i valve fixed the problem. With NG´s also the same, most of the times the problem was caused by the CTAI valve. Best Regards, Roberto Mora / b737engineer |
| Re: 737NG Refuel coupling cap | Hi guys,
Same question came up during an FAA comformity check prior our US winter lease. The inspector was happy when I showed him the IPC drawing with no cap. We compared the same drawing in the Classic IPC and the cap was there, this was enough to clear the inspection finding, if you have time and access to MBF you can make a double check with the Engineering Drawings. All the best, |
| Double Pack Trip Off | Hello, I have a few questions regarding the QRH procedure "Pack Trip Off". This goes for both the CPCS or DCPCS airplanes of the classic family (I don’t know if the NG has the same procedure). At one point the procedure states, "If both PACK TRIP OFF lights remain illuminated …. At level off: …. AIRSPEED….290 Knots Minimum" and between brackets it reads " [Flight deck and cabin temperature may increase rapidly below 290 knots]". First of all I can’t find any ram air intakes, besides the one for the heat exchanger which pre-cools bleed air before it goes into the Air Cycle Machine, Do you know any?. In the event of a Pack Trip off, pack valve automatically closes and mix valves drive full cold leaving this part of the duct without pressure I understand, so there is no point in getting more air through the heat exchanger. Secondly, if I go faster friction increases and elements in contact with the airstream increase their temperature (Just like the TAT probe), in which case maintaining a high speed is questionable. My airline has a 30 minute flight time limit for unpressurized ferrys.This is due the increment of cabin temperature. We also have a chart in the MEL that states expected temperatures vs flight times and TATs. Am I missing something that is not in the FCOM o FCTM that maybe is in the Maintenance manual? any other ideas? Thanks in advance!!! |
| Re: Cowl Anti-Ice ambar light during TO | Thanks guys for the fast response!!! |
| Practical training OJT diff cl to ng, where | Dear friends, during february have successfully completed EASA Part-147 Theorethical Training diff B737 CL to NG, have Certificate and now I am looking for EASA Part-147 to perform Maintenance PRACTICAL TRAINING (OJT) type rating differencies B737 CL to NG (-600,-700,-800,-900). Have valid Part-66 license B1&C with the type rating B737-300/400/500. Please note that the CL aircraft have experience in continuity almost nine years. In the meantime I have sent inquiries to 11 addresses (Part 147 and Part 145 facilities), but in his program has no reduced practical training diff cl to ng, soon. (first accepted in august) Dear friends, if anyone has information where I could soon to perform listed training, please send me contacts. Thank you. |
| apu | hi everybody i wanted to kmow if apu is the sourse of elec power on ground and you switch off bat switch so will t apu b still running or it will switch off plz reply thks |
| Re: apu | APU will shut down when bat is switched off. Not good for your APU: [url:1z1cyanh]http://www.sjap.nl/49.htm#Auto%20cooldown-[/url:1z1cyanh] |
| wing to body overheat code 14 | can somebody give a heads up if they have had a code 14 |
| Re: wing to body overheat code 14 | yes we had it once the loop was faulty and once the connector was faulty, replaced/repaired same. |
| MLG castering? | Hy,
I learned recently that the main landing gear can caster a bit in a crabbed landing. Is it true? For me it looks impossible from what I saw. The assembly looks stiffen and do not permit any rolling moment. I will appreciate any comment. |
| Re: MLG castering? | The two halves of the torque links have the shimmy damper between them, which can alter the geometry the wheels, making it appear to crab. The shimmy dampers can occasionaly been seen in different positions if the aircraft makes a tight turn onto stand. |
| AUTOTHROTTLE/TCAS FAILURE | We have been having a constant failure (only in flight) of the Autothrottle and TCAS on one of our aircraft (B737-500), everything has been done to try and resolve this without much luck. These snags only seem to occur in flight and cannot be duplicated on the ground. When you check the system on ground, everything works well, and even the ‘INFLIGHT FAULTS’ for the Autothrottle does not record any failures. We have changed and also swapped the Autothrottle computer as well as the TCAS processor all to no avail. Also the aircraft tends to come up with the ‘OFF SCHEDULE’ light in descent, eventhough most components have been swapped with other aircraft or changed! Can anyone out there help with any of these? cos. we’re almost running mad here! |
| VBV Feedback cable break | Hi everybody! Last night we found Engine(CFM56-3C) VBV feedback cable broken, but there are no fault report (no surge no high EGT), I realy want to know if this cable broken, which thing will happen, VBV will stay Open or Close? can MEC control VBV in this condition? best regard.[attachment=0:165c59cr]<!– ia0 –>vbv_feedback.jpg<!– ia0 –>[/attachment:165c59cr] |
| Re: AUTOTHROTTLE/TCAS FAILURE | rad alt fault ? |
| Re: VBV Feedback cable break | i think you’re lucky, the VBV’s are normally open at low and close at high power settings. The feedback cable was broken meaning the MEC does not get a feedback signal. In this case maybe the VBV’s where already at their position, or the cable broke at the last time the engine operated in idle or reverse. But if another takeoff was made and the vbv’s did not close you have a problem. The MEC sends the VBV closed but doesnt get a feedback and they will continu moving till the end. VSV are regulated by the MEC with its own feedbackcable so this system works normally. Youre lucky the engine is not ruined. |
| Re: AUTOTHROTTLE/TCAS FAILURE | Definately not a rad alt fault, checked that already! |
| Re: AUTOTHROTTLE/TCAS FAILURE | have you changed the antennas ? |
| CFM 56-3/-7 BORESCOPE TRAINING | Hi Folks,
I am looking for a Part-147 training facility where I can take a CFM56-3/-7 borescope inspection course, theory and OJT covering additional J-HOOK inspection practical training also. I appreciate your help with this matter. Best Regards, b737engineer |
| Re: CFM 56-3/-7 BORESCOPE TRAINING | hi, found SAS has advertising for such a course started 17/06-16hrs/CPH/1700Eur see SAS Technical Training-open courses I am the same gyu who is try to find organization where I can perform OJT full or reduced, after Theorethical training, open topic from May14, if you know where / any info where to contact, you or friends, pls inform. Thnks. |
| Re: MLG castering? | Thanks Dunny! Makes sense now. |
| reinforced cockpit access door | Hi, I have a question regarding the reinforced cockpit access door. In the FCOM 2 it says that the blowing panels provide pressurization balance in case of rapid decompression by opening. I understand that the panels are kept in position by hinges but it is not clear to me how they will open? The hinges simply unlock at certain force (generated by pressure difference) or it has a pressure sensor which unlock at a certain press difference?Danil |
| Re: AUTOTHROTTLE/TCAS FAILURE | Hi Jouadi,
Can you tell us specifically what the failure is? Did the autothrottle disconnect? was there a flashing A/T light? Was the aircraft pressurisation cabin altitude reached before descent? regards, Sander |
| Re: reinforced cockpit access door | The panels will unlock at a certain press difference between cockpit and cabin. The locks of these panels are periodically tested with a hand-vacuumpump to make sure they still operate when necessary. The test is somewhere in the amm dont know where exactly now. Make sure the plates, which are mounted OVEr the locks, are re-installed after the test. |
| Re: CFM 56-3/-7 BORESCOPE TRAINING | Zlha,
Thanks for the information, I will contact them soon to get more details. Regarding your OJT, try with SR Technics Switzerland or UK, I know they provide OJT for both CL and NG, and probably a condensed one for engineers with experience in the other 737 gen. Regards, b737engineer |
| Re: NG Driver question | Hey
We had that too on an -800… We got the mechanics to clean the plugs up in the main wheel well. That solved the problem for us. Lasse |
| Re: Pressurized cargo compartments | Hey Bert
I can see that you are instructor for RYR… Does the RYR FCOM really state that the aft cargo hold is not pressureized and heated? Lasse |
| Re: 737NG – major issues on the APU? | Hello,
thank you very much for your feedback. Additional question, please: Are you aware with any oil/smoke in the cabin issue, from this APU model? Thank you very much. rexbo |
| LE skew detection? | We have a discussion about text in the B737NG FCOM.
Leading Edge Device Improper Position or Skew Is there such a device as a LE skew detection? We looked in the AMM 27-80 but there is no link to a LE skew. Regards, BdJ |
| Re: Equipment cooling on ground servive 73NG | It’s only to cool the battery charger. So thats the only risk you have the charger gets overheated. |
| Re: LE skew detection? | yes you’re right, i’ve nothing found on a LE skew system. There are only sensors for the normal operation but not for skew. Or is must be a modification or new configuration? As far as i know skew detection is only on TE and not on LE. anybody? |
| Questions from a pilot ref Wing Body Overheat | Hi everybody, first post and I’m after some professional opinion about the "wing body overheat" in the 737-3/4/5.
I recently experienced a right wing body overheat in the cruise at 36,000′ and although it sounds fairly serious, from a pilot perspective at least, the QRH doesn’t appear to treat it as such. In simple terms it asks you to close the isolation valve and turn off the affected bleed and pack. There is no mention of landing or diversion, and it doesn’t appear to be that bothered if the light stays on having done the drill. The tech manuals simply state what a "wing body overheat" is and where it is detected, but it gives no clue as to its potential consequences. What are your views on this? If there is bleed air leaking is it a serious issue? Do we need to be thinking about getting the aircraft on the ground sooner rather than later? The Boeing QRH makes assumptions that the actions it asks you to take are successful. What if they’re not and the leak continues….is it going to start melting the wing?! I know that probably sounds extreme but I am interested, for very obvious reasons, as to what exactly the consequences of an unchecked leak might be. I really would appreciate any advice or opinion you might have. Many thanks. IronEddie. |
| Re: 737NG – major issues on the APU? | No not that i/we have experienced so far. sjap |
| Re: Pressurized cargo compartments | Hi Lasse,
This is what the FCOM rev19 from RYR tells us: Lower Cargo CompartmentsThe lower cargo compartments are designed and constructed to satisfy FAA category Class C compartment requirements. This means the compartments are designed to completely confine a fire without endangering the safety of the airplane or its occupants. The compartments are sealed and pressurized but do not have fresh air circulation and temperature control as do the upper passenger compartments. So it actually explains that they both are pressurized but we had a discussion about this and I couldn’t find it in the training manual. (didn’t looked in the AMM or I’d have found it) Bert |
| Re: Pressurized cargo compartments | Hey Bert
Ok, I was just getting curious. But that is the standart genetic FCOM text from Boeing, so no RYR modification there…. <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> /Lasse |
| need help | worked on a737-500 apu model gtcp85-129H when turn on apu bleed air , the left pack needle fluctuates, apu surges but egt indication is normal the check valve makes noise , removed and replaced the check valve , no help , replaced the pressure air regulator , no help replaced the bleed control valve , no help replaced the fuel control unit , no help , inspected the surge valve it works correctly , replaced the 3 way solenoid valve , no help replaced the proportional valve no help , what could be causing the check valve fluctuates thanks in advance for your help |
| Equipment cooling on ground servive 73NG | Hi,
Can it cause trouble when equipment cooling is left in ALTN when on ground service on a 737NG? |
| Re: Questions from a pilot ref Wing Body Overheat | Hello Eddie,
When you switch off the affected side bleed and pack, you make the duct on that side pressure-less. The bleedvalve on that engine closes and there is no hot airflow anymore. So even when there was a leak, there will not be any hot-air blowing towards any component. Of course, before the leak was detected, it might have damaged certain parts, but the system is designed to detect it before its too late / parts are damaged beyond safety-limits. The maintenance action on the ground will detect the leak and inspect /repair the parts which where hit by or damaged by the hot air. An open or ruptured bleed duct is the only thing you have then, and you may continue your flight safely with it. Even if the light remains on, it may indicate a failed detection loop. (happens more than a real leak…) I understand your worries, at 36000 ft you are wondering if you could prevent any disaster, but in this case i would continue flight, monitoring all other systems carefully. Hope this answer helps you a bit. |
| EASA | hello recently i have got my EASA.145 B737 CL certificate. i would like to know, is there any website to see that the certificate is authorized or not? just for curiosityThank you |
| Re: Questions from a pilot ref Wing Body Overheat | To illustrate Sjap’s comment:
[img:3frh44sj]http://www.aircraftmech.com/pictures/illustrates.gif[/img:3frh44sj] |
| HIGHT TAT INDICATION ON MFD AFTER ENG STARTS | One question: After engines start procedure, including select probes heat ON. Why “TAT†indication on MFD shows 99C until take off power being applied????? It’s very strange and looks like a bug on the software?????????? Mismatch information???????? |
| Re: HIGHT TAT INDICATION ON MFD AFTER ENG STARTS | The TAT probe is heated, but if not aspirated by bleed air, it senses the heat from the heating element, therefore indicating the max temp of 99 degrees. The EEC uses the ADIRU TAT signals 5 minutes after the airplane goes in-flight. The EEC assumes the airplane does not have aspirated TAT probes. On an airplane with aspirated probes, the EEC still uses the T12 sensor to get TAT while on the ground and until 5 minutes after the airplane goes in-flight. |
| Re: HIGHT TAT INDICATION ON MFD AFTER ENG STARTS | for engine running at high power, OAT should be entered on the FMCS takeoff ref page, otherwise N1 targets will be incorrect.
as an aside, the pitot heat also needs to be on to stop the EEC’s from going into alternate mode at high power settings |
| Re: HIGHT TAT INDICATION ON MFD AFTER ENG STARTS | First off all, tank you guys for the answers. But I need to clarify a little more… [b:3hzufghv]Jaap[/b:3hzufghv] : If the EEC assumes that the airplane does not have aspirated TAT probes Who provide and what would be the “real†temperature assumed by the EEC during the take off (N1 TARGET) ???? [b:3hzufghv]Dunny[/b:3hzufghv] : Aircraft aligned for take off, the TAT shows 99degrees, you mean that for the CORRECT N1 TARGET you should have re-enter the correct OAT ? I believe that the previously inserted OAT is still there (FMC) and correct, isn’t?I’ve been noted that the TAT temp start to drop “during†the take off run. My real concern is if the N1 target is the REAL N1 according the desired performance? The FMC accept the assumed temp (already inserted) in this case? Rgds, |
| Re: HIGHT TAT INDICATION ON MFD AFTER ENG STARTS | The EEC then uses T12 sensor in the inlet. 5 minutes after T/O it uses TAT temp. If the probe is not aspirated, the airflow which increases during T/O is then doing that function, so the probe measured the real temperature after it is stabilized from 99 down to the real temp.See text from SDS chapter 73-21-00:"The EEC gets TAT from the T12 sensor on the engine and from the two ADIRUs. The T12 sensor has two elements, one for channel A and one for channel B. The TAT probe for the ADIRUs is heated to prevent ice on the probe. While on the ground, if at least one T12 value is valid, the EEC uses only the engine T12 probes for TAT to prevent errors when there is not enough air flow over the heated ADIRU TAT probes. The EEC uses the ADIRU TAT signals 5 minutes after the airplane goes in-flight. The EEC assumes the airplane does not have aspirated TAT probes. On an airplane with aspirated probes, the EEC still uses the T12 sensor to get TAT while on the ground and until 5 minutes after the airplane goes in-flight. While in-flight, if all four total inlet temperature signals are valid and in limits, the engine uses the total air temperature from ADIRU 1 for control. The EEC uses an ADIRU temperature before it uses the engine T12 sensor temperature so that both engines use the same value for TAT when possible. If both ADIRU temperatures are not valid, the EEC uses the T12 values for TAT." |
| Re: HIGHT TAT INDICATION ON MFD AFTER ENG STARTS | Cristal clear. Thank you |
| Re: No1 Cockpit Window frame Replacement | I’ll suggest you contact Boeing for this repair, it’s a mayor repair and they have the experise on these jobs. Sjap |
| Re: No1 Cockpit Window frame Replacement | I concur with Sjap. All special jacking requirements normally come through Boeing. |
| No1 Cockpit Window frame Replacement | I want to replace the Skin of Nose (141A3810 and 141A3816) for Cockpit No #1 frame replacement. Does this require jacking/Shoring? <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> SRM doesnt mention any thing!! Can any one advice necessary precautions while carrying out this job??? |
| B737NG MLG red light on during flight | During last month, we have had three defect reports by pilot concerning 3 MLG red light illumintaed during descent between 15’000 and 10’000 feet alongwith aural horn. Does anyone have any maintenance tips. Below are PIREPS with engineering action. Thank you
Pilot Report Aircraft 1 (b737-800): Pilot Reports Aircraft 2 (B737-800): DEFECT REPEATED ON AIRCRAFT 2: |
| Re: Questions from a pilot ref Wing Body Overheat | Thanks very much for your responses and time taken to do it chaps.
I had typed out a response a few days ago but I somehow managed to lose it during the posting process! Personally I agree with what you have written. I can see the other side of the coin in that should the bleed valve not close as advertised then you have a problem. Given that you have the duct pressure gauge as an indication, however, I disagree with that sentiment. Surely if Boeing felt this was a ‘serious’ issue it would be treated as such. This isn’t a radalt causing a consequent crew cock-up that Boeing never saw coming after all!! Thanks once again for your time. Cheers, Ironeddie. |
| Re: HIGHT TAT INDICATION ON MFD AFTER ENG STARTS | And this will be so for the classics aswell NG’s? |
| Re: HIGHT TAT INDICATION ON MFD AFTER ENG STARTS | Hi everyone. Am writing after a long time.Isn’t there a relay , which prevents heating of TAT probe on ground. & the same can be tested only by pressing the TAT test s/w.Pl.correct me. |
| Re: LE skew detection? | Hi yes, it’s quite confusing.but it can’t be only for new confir. A/cs, as, FCOM mentions it for all A/c & not for only some specific group of A/cs. & it holds some merit also as apart from two proximity sensors on each slat, there’s an "[b:2voco4ia][u:2voco4ia]Slat retard proximity sensor[/u:2voco4ia][/b:2voco4ia]" installed only on slat #2 through slat#7 only, (S1094, S1095, S1096, S1097, S1098 & S1099)but again no write up of skew detection of LE in AMM. <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –>My wild guess is, may be what FCOM is saying is the same as, UMC of LE devices mentioned in AMM. <!– s:( –><img src=”{SMILIES_PATH}/icon_sad.gif” alt=”:(” title=”Sad” /><!– s:( –> |
| Re: need help | Maybe a clogged filter of the differential pressure regulator or a control thermostat problem? Does it fluctuate with load? And during engine start/motoring? Fluctuation without load is normal (a few psi only) I dont have that much experience on this apu. sjap |
| 737 throttle handle dimensions | I would be very grateful if one of you guys could give me the exact dimensions of a boeing 737-400 throttle handle ( 1 a/t disconnect). I am curentley working on a project for a museum that has had a 737-400 entire flightdeck donated.Most of the throttle has been stripped of handles, levers and decals oh and did i forget to mention the cladding and trim wheels.One kind museum member made a set, but to say the least i think his eyesight has gone.Would like to this old bird some justice, so if anyone can help or point me in the right direction would be very grateful…………. many thanks for your time |
| Re: 737 throttle handle dimensions | Found a page with many many photos of someone fabricating a 737 throttle quadrant too. Somewhere in the middle of that page is a link to a CAD drawing. Maybe thats what you can use. [url:2jjv58iw]http://www.creativesimulations.com/Throttle%20Quadrant.htm[/url:2jjv58iw]Hope it helps , i not give some details about what dimensions you exactly need (the knob, or the T/R lever or so..) Best regards sjap |
| Re: 737 throttle handle dimensions | Many thanks for your prompt reply, this is a very detailed site and has given me a lot more insight into other parts of the throttle aswell, the actual dimenisons i am looking for are the throttle knobs, length, diameter (outside and inside). I am Guessing 30-35mm diameter outside and 20-24mm inside plus a length of 50mm. I have up to December, and then flightdeck will be on display’, visitors will be able to interact and you can bet tha one of the first parts they touch will be the throttle, so a duarable material will have to be chosen.I have also been asked to document any history of the throttle that i come accross, if you have anymore information on the handles production or producers would be very grateful. |
| Re: 737 throttle handle dimensions | o ok, i can check these dimensions if you want. I found a german site which sells the knobs as a set. [url:3p69vg3a]http://shop.strato.de/epages/15465782.sf/de_DE/?ObjectPath=/Shops/15465782/Categories/Flightsim/parts/handle[/url:3p69vg3a] maybe is an opportunity.. sjap |
| Re: 737 throttle handle dimensions | If you could check the dimensions,would be much appreciated, unfortunately anyone working on these aircraft must do so for free, and only origional aircraft parts can be purchased by the lottery grant ( it’s in the contract). I am currentley donating my services there for repairing guages, yokes handles etc ( anything with a plastic content) as i work with plastics for a living. I have looked at this site before and was considering just buying them myself, but i have been asked to make them or find an origional set,the latter i think may be impossible as they are probably made by Boeing. Another museum has kindly donated a set of trim wheels in return for a jet provost MK 1 undercarage so i am on my way. |
| Re: 737 throttle handle dimensions | Dimensions:
Thrust lever knob: Gap between left and right knob 4 mm Best regards |
| Re: 737 throttle handle dimensions | Many thanks for your accuacy, it is a pleasure dealing with professionals, thanks for taking the time to take these measurements, i will now get to work. once again many thanks. |
| I need a help about ENG | The fault is:ENG 1 SPAR VALE CLOSED light comes on bright occasionally in flight,the ENG run ok. what could be causing this?Thanks for you help. |
| RAM AIR DOOR FULL OPEN | We have this on going defect on -300 hope you guys can help. RAM AIR DOOR FULL OPEN ON TOP OF CLIMB. The defect happens either on the Left or Right and it’s intermittent, one sector it will happen and sometimes not. When tested on the ground we seem to have no problems at all. We tried to change the temp controllers, sensors but still no luck and all the wiring checks done. It looks like it is from something that is common to both sides. Any suggetions…? |
| Re: I need a help about ENG | See topic: [url:169wxlmn]http://sjap.nl/forum/viewtopic.php?f=1&t=484[/url:169wxlmn]Thats about the same problem. Check the plug. sjap |
| Re: RAM AIR DOOR FULL OPEN | I’ll suggest to clean the heat exchangers iaw amm. Thats helps. We had sometimes the same problem, and cleaning the heatexchngers solved it. Or they are clogged with other debris like newspapers and fod. (happens too) anybody? |
| Re: RAM AIR DOOR FULL OPEN | like mr.sjap said i would clean the heat exchangers ,if that doesn’t help i would change both turbofan valves |
| Re: RAM AIR DOOR FULL OPEN | As far as I know, ‘RAM DOOR FULL OPEN LIGHT’ can be on and ram air door can modulate to full open position in flight and flaps up when RAM AIR TEMP SENSOR senses temperature of compressor discharge above 230degF/110degC and sends signal to ram air modulation controller wchich is located in air conditioning bay, close to ram air actuator. It means that maximum cooling is required, and I would say it is not a fault condition. Cleaning of heat exchangers ( in this case I woud say primary does matter – secondary cools air already after compressor, before turbine of ACM ) can improve cooling performance of heat exchanger, lower temp. of air getting into compressor, and on the end lower compressor discharge temperature. So I do not think You have a foult there. Regards. |
| Re: NG Driver question | can you tell me which plug? |
| Re: I need a help about ENG | I read the FIM about this fault,only plug D788 and D626 relative to this light,which plug on up main wheel well is for that? |
| Re: spar valve | the wiring are not on the ENG,it comes from main wheel well,E/E cabin to cockpit. |
| Re: RAM AIR DOOR FULL OPEN | LOOKS INTERESTING… ON AN NG THERE IS A FLAP UP SWITCH ON MAIN WHEEL WHELL WHICH GIVES THE SIGNAL TO CLOSE THE RAM AIR DOOR , HAVE A LOOK AT IT CONSIDERING YOU HAVE THE PROB ON -300 AND NOT NG IF SAME SYSTEM.NEVER WORKED ON -300… |
| cfm 56-3 PMC off/on | At the beginning I have to say that I do not have big engine experience so it may be simple question.
I was assisting engine guys during engine run, during test in idle thrust lever setting, PMC switch to ‘off’: I just came back home some time ago and I did not have time to have a look at the notes, so maybe anyone have some idea what is wrong? Regards. |
| Re: cfm 56-3 PMC off/on | Did they do a Part Power rig check? Put in the part power rigpins and check it iaw the trim tables with PMC off. Also, the PMC gain adjustment seems out of range at your plane. It should be at max fwd position 7,51 volt dependant on engine config. The PMC trims the N1 to this value, coming from the resolver [u:31wddwd7]in[/u:31wddwd7] your MEC. (NOT the synchro [u:31wddwd7]on[/u:31wddwd7] the MEC, thats for A/T only) When the PMC is off, it just regulates from the MEC, and there the PP adjustment is important.At PP, the PMC gain voltage should be around 2,81 volt. Every 0.01 volt is a 0.1 %N1 diference with PMC on. Adjustable on the PMC. A -300 trims up when switching PMC on , a -400 down normally.I suggest you do the following: Adjust the PMC gain iaw amm Adjust PP during engine run (PMC off!) (Thrust levers should be at 30 degrees and no split) Check the static rigging of your VSV’s.Use the MEC trim form available here:[url:31wddwd7]http://www.sjap.nl/afdrukken.xls[/url:31wddwd7] and use the TAB pré-trim and during engine run the TAB MEC trim. |
| Re: cfm 56-3 PMC off/on | Yes They done PP rig test before. Today we done PMC gain adjustment with new PMC, and it made thing better!
[img:3ozcvrew]http://photos.nasza-klasa.pl/21591122/2/main/49287decd3.jpeg[/img:3ozcvrew] Again,Thank You for your help and time Sjap! It is really great job you doing here. Regards. |
| Re: B737-700 T/R sleeve uneven stowing | Sounds like something mechanically is preventing the sleeve to move to full stow. If no input was given, and the Reverser light came on, is senses an unlocked sleeve. At that point the sync lock should have worked. Manually fully opening the sleeve and hydraulically moving it to stow does not work? 3000 psi should do the job, unless the lock actuator is broken. If the synclock swap has no result, and the sleeve is still jammed 1 inch from stow, try to see which actuator is holding it.if no hydraulically lines where disconnected before, there should be no air in the system. VERY VERY often air trapped in the t/r system prevents the sleeves from moving, moving simultaniously or not locking. Cycling it many times helps. But then the fuse is set, so it requires patience.Let us know what you find sjap |
| apu ‘no rotation’ | I have been troubleshooting a fault with 737Ng apu fault code 49-41012 apu no ration. This however only occurs during 2nd apu start. Apu starts fine 1st time everytime, just never the 2nd time. starter gen, apu inlet door sensors, spu,scu changed as pair, ecu and wiring harness of starter gen all been swapped or replaced. Wiring checks c/out as seems fine. anyone with experience of this please feel free to offer advice, a bit of a head scratcher |
| Re: apu ‘no rotation’ | Maybe its aft bearing / axle is deteriorating inside. The first time its cold, and when its rotating, it will continue running to 100% . But the second time all is hot. The axle / turbine is getting stuck and theres no rotation anymore. I think you need a new APU. We had it last time, the same on a NG, the aft bearing had play and was causing the turbine to hit the outer casing. Rgds sjap |
| Re: B737-700 T/R sleeve uneven stowing | thank you Sjap for your tips. engineer replaced actuator, finally after many hours trouble shooting and communication with Boeing managed to stow the sleeve. however engine 2 TR disconnected and aircraft dispatched under MEL to bring back to Base for further trouble shooting. Shall update you when i know the full details of what has been done at outstation. regards |
| Re: RAM AIR DOOR FULL OPEN | After the A/C is in the air and the flaps are raised (sensed by the S290 Lt/Rt packs Pre-SB 21-1102; S290 Lh pack, 2856 Rh pack post SB 21-1102) the Ram Air door controller is powered and moves the actuator past postion 3 opening Switch S3. This extinguishes the Ram Door Full Open light. If the outside air temperature is too high or the heat exchangers are clogged the system will drive the doors past postion 3 and close switch S3. This will turn the Ram Door Full Open light on again. The turbo fan valve position switch, when closed, is what completes the circuit to power the Ram Air Controller. If the Blue light went out then the Turbo Fan Valve had to have closed. |
| Re: LE FLAP TRANSIT LIGHT | For future help-I hope. An In transit light on teh FWD panel with all associated overhead Slat indicators showing Green is symtomatic of an open circuit in the lock switch of the slat actuators. When up and locked the swtich is open and the ground is removed. When unlocked a ground is provided to the circuit and the amber overhead and Fwd panel In-Transit lights come on. If the slat extends and the green overhead light comes on but you still have a steady or flickering Fwd light then the ground is lost/intermittant. In this case the system is saying that the actuator is retracted (loss of ground from lock switch) yet the Slat it Extended/Full Extended. This cannot happen so therefore there is a disagreement and the Fwd In-Transit light illuinates. The system checks good with the Slat retracted since there is no ground available at that position anyway. Next time you have the fault move the slats throough an "in-transit" area e.g. 0-1 or 5-10, and watch the overhead indicator lights. If you are lucky the amber In-Transit light on the bad slat will flicker or not come on at all. If you are not lucky you can check for high resitance to ground with the slat extended on pins 41-46 (41=slat #1 and so on) to ground on the Flap/Slat Position box rack connector. Last resort is to extend the slats and start shaking the wires down. Like it was said earlier a bad splice/wiring can definetly be the issue as much as the switch. I just like knowing "why." |
| dripstick convertion document | Hello everyone; I am looking for dripstick convertion document in AMM. It says document at AMM. 12-11-04/301, but I could not found it. Is there anyone knows where is this doc.? <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> (for B737-3-4-500) |
| Re: Practical training OJT diff cl to ng, where | Hi, I suggest that you check with THY "Turkish Airways in Istanbul", they have part 147 "EASA" approval for theoretical and practical training B737 CL and NG and the OJT period is 15days, I did my OJT training at their facility two months ago, If you did not contacted them before I can send you the point of contact at THY and he will provide you with answers to your inquiries. |
| Re: CFM 56-3/-7 BORESCOPE TRAINING | You can check:
<!– m –><a class=”postlink” href=”http://www.aviation-training-consultants.com/BORESCOPE.html”>http://www.aviation-training-consultant … SCOPE.html</a><!– m –> Regards. |
| Re: Practical training OJT diff cl to ng, where | Try:
<!– m –><a class=”postlink” href=”http://www.aviation-training-consultants.com/AIRFRAME%20ENGINE.html”>http://www.aviation-training-consultant … NGINE.html</a><!– m –> Company is located in Portugal, as far as I know they are Part 147 practical organisation. I done my course lately, and apparently my teacher was Tech Director of this company (really good teacher I have to say) and he mentioned that he can arrange ojt. You can contact them and ask. Regards. |
| 737 master MEL | Hi everyone,
I’m looking for 737 master MEL. Any help? Regards. |
| Re: 737 master MEL | [url:kp59t0yn]http://fsims.faa.gov/PICDetail.aspx?docId=18577635279230A28625752400624D3E[/url:kp59t0yn] |
| Re: dripstick convertion document | I’ve been looking but couldn’t find it yet. I’ll try again monday. Which one u need? What dripsticks do you have?Use the applicable document: (a) D6-37852, Fuel Quantity Data – U.S. Gallons for Ground Attitudes – Dripsticks (Measuring Sticks) in Inches (b) D6-38055, Fuel Quantity Data – Kilograms for Ground Attitudes – Dripsticks (Measuring Sticks) in Inches (c) D6-38014, Fuel Quantity Data – Imperial Gallons for Ground Attitudes – Dripsticks (Measuring Sticks) in Inches (d) D6-37853, Fuel Quantity Data – U.S. Gallons for Ground Attitudes – Dripsticks (Measuring Sticks) in Pounds (e) D6-37854, Fuel Quantity Data – U.S. Gallons for Ground Attitudes – Dripsticks (Measuring Sticks) in Kilograms (f) D6-38057, Fuel Quantity Data – Kilograms for Ground Attitudes – Dripsticks (Measuring Sticks) in Kilograms (g) D6-38456, Fuel Quantity Data – Liters for Ground Attitudes – Dripsticks (Measuring Sticks) in Centimeters (h) D6-38111 – Fuel Quantity (Pounds) for Ground Attitudes – Dripstick in Inches |
| 737NG – major issues on the APU? | Hello,
It would be greatly appreciated, if anyone here can share operational/mtce information on the 131-9B APU as installed on the -600/700/800 series. In no particular order: Any suggestions to improve on this APU model would be of great help. Thank you Rexbo, |
| HF Coupler NG | Hi,
Why is an HF coupler pressurized? I guess it is because it works better when pressurized but can someone give me more details? |
| Re: HF Coupler NG | Pressurzed.. I mean vacuüm <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> |
| Re: 737 master MEL | Great! Thank You very much Sjap.
Best Regards. |
| Re: dripstick convertion document | Hello again, I especially need that one…..(b) D6-38055, Fuel Quantity Data – Kilograms for Ground Attitudes – Dripsticks (Measuring Sticks) in Inches |
| Re: HF Coupler NG | A HF coupler is pressurized usually with nitrogen to (1) prevent high voltage arcing (2) prevents moisture to prevent corrosion (3) provides uniform cooling medium and one of various controls which provide access to preset channels. Hopes this answers your question. |
| Re: 737NG – major issues on the APU? | The experience i have is: -The starter/generator fails. replaced in 20 minutes (spare part on the ground next to your ladder <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> ) -Clogged oil cooler. Even after replacement its dirty again within no time. -APU mounting struts corroded within no time. -APU replacement equipment installation is a bit nasty. You have to break and twist your back/neck to get up and above this APU to install it. -Starter-converter unit u/s -Auto shutdown due to generator oil filter impending bypass. Filter was dirty indeed. Replacing the generator oil filter solved the problem. -Normal oil filter pop-out indicator which is popped. (happens a lot !) It seems not to be the filter clogged, but the pop-out mechanism worn out (or too weak)and need to be replaced. Looks like the popout indicator mechanism has vibration or something, it looked like it rotates / shakes continouisly. And of course people who do not know you cannot reset it until you put the filter housing up-side-down, they still try to do it, and they break the mechanism. I’ve even see people using hammers to reset it <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> Maybe an idea to make it the same as the generator oil filter housing with an elec switch and a warning in the maint bite page. so far, it’s working nice. Looks like you are/related to the APU manufacturer? <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> |
| Re: HF Coupler NG | Pressurized with nitrogen. Ok, thanks for your awnser! |
| EFIS display on the roll | Hi guys/girls,
First post so I hope I don’t ask a question that has been asked before. Cheers, cjam |
| Re: EFIS display on the roll | Flapswitches are often faulty, however not with increasing speed, they are installed in a drum in the wheel well. They often fail due to moisture / corrosion / vibration / high+low temperature changes. I’ll suggest you let your tech dep check the flap switches in this drum with plug D4514P:S130 Flap Take-off Warning Switch S138 Landing Gear Warning Switch S245 Flap Up Limit Switch S246 Flap Down Limit Switch S290 Mach Trim Switch S584 TE Flap Switch S856 Stall Warning SwitchMmmm? is this correct? Correct me if im wrong pls! Regards sjap |
| Re: NG Driver question | Bright means spar valve is not in its commanded position, but since you where in flight, it should be open, and the switch on the valve thought it wasn’t fully open, so i suggest replace this valve since it is unreliable now. Don’t worry it will drive to close, it’s more like an indication problem (corroded plug/pins/switch etc). sjap |
| Re: 737NG – major issues on the APU? | note my previous thread last week "apu no rotation"
After receiving maint msg on cdu, apu no roatation 49-41012 i followed the fim carrying out starter gen replacement, scu/spu replacement, ecu, wiring checks , starter gen wiring harness change all without fix. After leaving this in the troubleshooters capable hands for over a week they came back with changing the spu/scu as a pair, c/out without fix. Then the starter gen again aswell as the apu inlet door actuator. not sure how the latter could be at fault as you can see the door operate satis and the cdu discrete shows its position. However after changing my 2nd starter gen, apu failed to start again. subsequent spu/scu change seems to have sorted the problem. This was the 3rd spu/scu change. I have no doubt these boxes were serviceable on fit, but there seems to b a weakness within these boxes that they can be damaged very easily. Apparently there is a zener diode in one of them which gets damaged and if one fails it brings the other one down with it. My two main complaints are: not enough detail in the fault codes and Fim leading to prolonged fault finding and numerous parts to be replaced. This fault code in particular "no rotation" is fine, but not to be able to tell you why there was no rotation is too vague. sure there are some who will appreciate the old school troubleshooting, but if were talking improving the apu system, surely reducing cost and down time is the main priority. The other problem is with those spu/scu zener diodes. these boxes need better protection or a seperate fault code on cdu for when there at fault. |
| NG Driver question | Hi Gents ,
Got a Spar Valve Closed light illuminated bright in flight the other day. It went out when we landed.Nothing in the QRH about it or anywhere else for that matter.Any Ideas? Cheers |
| heat treatment process for KE(7050) rivets | can anyone provide me "the heat treatment process for KE(7050) rivets". I am in pirticular searching for BACR15FT8KE12C. |
| Re: heat treatment process for KE(7050) rivets | Maybe one of these links will help you out?
[url:1rbw7ncf]http://www.eng-tips.com/viewthread.cfm?qid=2586&page=9[/url:1rbw7ncf] [url:1rbw7ncf]http://www.patentstorm.us/patents/5557835/description.html[/url:1rbw7ncf] [url:1rbw7ncf]http://www.lightaircraftassociation.co.uk/engineering/TechnicalLeaflets/Building,%20Buying%20or%20Importing/TL%201.16%20Material%20Allowable%20Strength%20Data.pdf[/url:1rbw7ncf] [url:1rbw7ncf]http://www.eng-tips.com/viewthread.cfm?qid=226777&page=1[/url:1rbw7ncf] |
| Re: apu ‘no rotation’ | Further invest this evening: apu ran for approx 10 mins then shutdown. manual rotation c/out immediately once at 0% rpm. Apu rotates smooth and free <!– s:idea: –><img src=”{SMILIES_PATH}/icon_idea.gif” alt=”:idea:” title=”Idea” /><!– s:idea: –> time to put in some leave! |
| Pressurized cargo compartments | Hi specialists.
Here again an issue that brings up discussions. The FCOM tells the following: [color=#0000BF:3tk5k4q5]The compartments are sealed and [b:3tk5k4q5]pressurized [/b:3tk5k4q5]but do not have fresh air circulation and temperature control as do the upper passenger compartments.[/color:3tk5k4q5] The discussion is that the next data is correct, especially about the pressurization subject: The fw cc is: The aft cc is: I am positive that you guys can tell me the correct data on this issue. Thx, Bert |
| Re: Pressurized cargo compartments | Hi
Everything is correct except the last statement. Aft Cargo is also pressurised like the fwd. one. |
| 737-700 auto brake problem | The crew feel brake in the moment of touch down.aacu have not fault code.we replaced the wheel speed sensors,AACU,and 750PSI switch,brake pressure control unit.If you have a good trick pls put to the forum, thanks very much! |
| Re: Pressurized cargo compartments | Ok guys, you are right when mentioning the following FCOM description: The compartments are sealed and pressurized but do not have fresh air circulation and temperature control as do the upper passenger compartments.
In addition, on the Air System Chapter (OUTFLOW VALVE) you can find the answer for the other question: Outflow Valve |
| Re: 737-700 auto brake problem | Is it a real complaint? Does the autobrake fail light illuminate? If not then maybe, its only a pilots "feeling that the brakes feel different" Let us know. sjap |
| Re: 737-700 auto brake problem | It must be a real complaint because pilots reflect this problem continuously.They said brake is rugged.The autobrake fail light does not illuminate. |
| Re: CAT III | as far as i think it indicates the aircraft autoland capabilities at tht time if for some reason like defect and all it is some time reduce to cat2 or so on it does not indicate the equipment capabilities tht is wht i know |
| CAT III | hello all. i want to ask you if the "CAT III" placard in the control cabin refers to autoland capabilities or to equipment capabilities?does anybody know? |
| Re: technique knock or someelse word | tap and torque ? |
| Re: technique knock or someelse word | ok, technology knock ,for example if relay inop, i will try to knock it ,test ok , so i want to know the source of the question. |
| HOW TO DEFER | HI IN 737NG IF "ENGINE 2 ALTN POWER CHAN A "CIRCUIT BRAKER JUMPED,CAN’T RESET, AND A/T TRIP ,CAN’T CONNECT ,NO OTHER CONDITION I DON’T HOPE DELAY THE PLANE ,SO WHAT SHOUD I DO,HOW TO DEFER IT , FMCS CDU BITE ,IF NO HAVE "NO DISPATCH "MESSAGE , CAN I DISPATCH THE PLANE ? |
| Re: HOW TO DEFER | I think you need to provide more information [list:1kkm5mmh]have you gone through all the bite menu’s under engine and autothrottle.[/list:u:1kkm5mmh] and go to the FIM |
| Re: HOW TO DEFER | In order to defer, the cause of the defect must be identified. You seem to have a popping circuit breaker, that would indicate a short to ground somewhere but you don’t know where yet. What if it’s shorting to ground due to a chafing wireloom, what other systems may be affected.If it’s a faulty cb, you could also look for a cb in a less important system with the same amperage, swap em over and just ‘inop’ that less important system.The rules for deferring should be in the front of the MEL.Regards, Sander |
| Re: technique knock or someelse word | If a relay is ‘sticky’, tapping it with the back of your screwdriver is not a acceptable repair. It’s only a confirmation that you have found the defective relay. Then comes the replacement of this relay… <!– s:o –><img src=”{SMILIES_PATH}/icon_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –>Some people refer to hitting relay’s or exterior lights to get them working again as a technical knock but I dont think its an official procedure and definately not a repair. |
| B737-700 T/R sleeve uneven stowing | After compliments. Please can anyone assist in trouble shooting thrust reverser sleeve stow problem. Aircraft B737-700 was on scheduled commercial flight and is now grounded with the following problem:-
During transit, aircraft RH engine inboard thrust reverser cowl was opened for general visual inspection of pneumatic bleed sense lines. After inspection, the cowl was closed and aircraft departed normally to destination. Aircraft arrived at destination without any reported defects. At destination, after pushback for departure, with both engines running at idle ( forward thrust ), RH Reverser light came on. The pilot tried to cycle the reverser and selected deploy, the reverser fully deployed but when he stowed, engine 2 inboard TR sleeve remained partially open thus unable to cycle again. Therefore, aircraft returned to parking. During trouble shooting engineers checked EAU and found only the STOW fault light is on with no other associated fault lights. Engineers tried to manually stow the sleeve in order to reset the EAU but the sleeve could not be moved to the fully stowed position as it stops short of fully stowed position by approximately 1 inch at this point, any further rotation of the sync lock causes the sync cable to slip. The sleeve moves freely between this point to the fully deploy position without and restrictions. Physical visual inspection has been performed on the C ducts tracks and the surrounding areas but no anomalies found. The outboard sleeve of the same ( RH ) reverser is able to move fully and freely in both directions. At this point the engineers are trying to swap the sync locks ( between inboard and outboard ). We would like to request for any trouble shooting tips in order to determine and fix the problem. |
| The Mach Airspeed Warning System test failed to sound | Hi everyone, There is a fault about the Mach Airspeed Warning System on a 737NG a/c. [b:10vwe0c2]Description:[/b:10vwe0c2] The right Mach Airspeed Warning System failed to sound when the Test switch is pressed. We have replaced the RH ADIRU,pressure ADM, aural warning unit module,test panel,but the fault is still existing. Then we connect the contact of F5 and C9 of D3693A after the RH ADIRU is removed, the test is ok. Also we found the ADR test of RH ADIRU is inhibited. So, the inhibited condition result in the overspeed warning test fault. The CAS>30 knots will inhibited the test refer AMM.Does anyone had the same experience? Or any other ideas? Thank in advance for your time!! |
| Re: The Mach Airspeed Warning System test failed to sound | Have you done the take off warning bite test at the PSEU per the FIM ? |
| Re: The Mach Airspeed Warning System test failed to sound | Yes, I have. The takeoff warning test on the PSEU failed to pass. The maintenance code is 31-55006/007/008. But the relation between they two is not clear. |
| Reset of PSEU | Hi, Iv been told that if an overwing exit hatch on the 6/7/800 has been opened and closed the PSEU should be reset afterwards or the PSEU light will come on on the P5 during take-off roll resulting in RTO. I cannot find any reference to this but I know its a fact. How is the reset complete, is it just by cutting the power to the PSEU for 10 sec or is there more to be done on the bite panel or on the hatch?? |
| Re: Reset of PSEU | Hey
Well if you just open the over wing exit under a turn around, then the PSEU does not require a reset, since it has never Best regards |
| Re: Reset of PSEU | You can go into the PSEU and do the "Reset Latches" and then YES. It should reset all faults if they are not active. Then you can look again to the present fualts, it should be empty. |
| Re: The Mach Airspeed Warning System test failed to sound | AOA Vane righthand is that inducing an airspeed? or investigate the Takeoff warning faults.. |
| Re: | Hi, very often when we have a pneumatic problem with PACK TRIP OFF involved the precooler and/or preccoler control valve are the last two we usually incriminate, but in according my experience very often this problem has been fixed by troubleshoot those elements Best regards |
| Re: 737-700 auto brake problem | we replaced the brake select panel an ok |
| about the circuit breaker | IF we found the circuit breaker open and can not reset,how can we do?I can’t found message in fim. |
| Re: about the circuit breaker | Hi yayoo,
If you find a circuit breaker open and can not reset that means that you could have a shortcircuit. It could be that one wire was shortcircuited but it could also be a wire loom chafing against structure somewhere and your popping circuit breaker may just be the first, or a connector that has corroded through and shorts the wire. Keep in mind that short circuits are dangerous, they can cause fire and take out other wiring, aircraft have crashed due to shortcircuits in the past. |
| Re: apu | definitely the APU will shutdown n the ECU will store a fault msg that it’s a DC powerlosss shutdown .this leads to coking on turbines n not at all good for APU also warranty issue. |
| aircondition no flow | Dear All, few days bak i faced with this prob.during takeoff phase there was no pack flow from aircon ducts in cockpit.but slowly started flowing when it continued to climb and became normal on a -800NG a/c.[color=#FF4040]however there was no pack trip obsvd.it happened for two sectors but i didnt heard any thing afterwards.on ground found a layer of ice over mixmanifold.is it due to stby TCV intermittent? |
| Re: Reset of PSEU | If you can’t clear the fault by do the "Reset Latches" on PSEU,for my experience,you can cut off power for one minute and this will eliminate malfunction information. |
| 737-500 fuel sys question? | Hi guys,
I performed pressure fueling of wing tank n2 without any indication and by overriding n2 tank valve. When the tank was overfilled the fuel spilled from RH wing fuel vent. Is this normal situation? I’m asking you this because couple of my friend told me that when you overfill tank n2 it should spill at LH wing fuel vent. I couldn’t find this information in AMM. Thanks. |
| Re: 737-500 fuel sys question? | Yes it s normal, when you manually fill tank 2 it will overflow on that side. Lh tank (1) will overflow on that side. Center tank may overflow at both sides. |
| Re: 737-500 fuel sys question? | Thanks for the replay.
Is it possible when you fill tank n2, that fuel overflows on LH side? |
| Re: B737-700 T/R sleeve uneven stowing | but sjap i thk t fuse is only in t B system return this |
| Re: 737-500 fuel sys question? | Tank 2 overflows on the rh side. See the diagram in amm 28-13-00-0 figure 1 |
| Re: hydraulic fluid | All necessary information on Hyjet IV-A, you can find here <!– w –><a class=”postlink” href=”http://www.hyjet-4a.com”>http://www.hyjet-4a.com</a><!– w –>, can help. |
| Re: aircondition no flow | Is it solved already? Did the bite show anything? Check the pack for any cracked lines, it happens often some control lines are frozen and cracked/teared in the area of the waterseparator. Packs continue working all the way, except for a "no bleed" take off of course. |
| Re: 737-500 fuel sys question? | Thanks |
| Re: aircondition no flow | As far as I know, the air conditioning on take-off are shut automatically. |
| Re: CAT III | THANKS |
| Re: aircondition no flow | [quote="yayoo":ism2ri3f]As far as I know, the air conditioning on take-off are shut automatically.[/quote:ism2ri3f] NO WAY MAN UNLESS IT’S REQUIRED |
| Re: APU squib light is illuminating when no power is on | I have this same problem on my aircraft. The light remains on with power off. I checked the electrical connector and still no joy. Has anyone had/fixed this problem before? THanks! |
| Portable oxygen bottles | Hi All¡ Somebody know where exactly can I found the normative regarding the number of portable oxygen bottles per pax? i’ve been checking FAA SEC. 23.1443-23.1449 but I can’t find that information. |
| Re: Portable oxygen bottles | Hi TMA737
I can see that you are from Spain correct? Well if you are a JAA/EASA operator you need to look under EU-OPS 1.770 Appendix 1, ICAO Annex 6 Part 1 §4.3.8 "Supplymentry Oxygen" and first aid oxygen EU OPS 1.760. Then look up in the Flight Planning and Performance Manual FPPM under oxygen, and do the math for the most critical route the airline is flying. Brgds |
| Re: Portable oxygen bottles | Thanks a lot of, you are so Kind for your so rapid response¡ I’ll check it. It was stated in one exam I did¡¡¡¡¡¡¡¡¡¡¡¡¡ |
| Re: 3rd IRS | Hi all, I was working for the Boeing 717, it’s equipped with 2 ADIRU’s and we performed CAT III AUTOLAND |
| Re: APU squib light is illuminating when no power is on | We have had this problem on several of our 737-NG aircraft. We isolated the problem to a failed diode in the P8 control pedestal door control panel. In each case, replacing the P8-47 control panel has fixed the problem. |
| Re: 3rd IRS | Hi TMA737,
Yes, aircraft equipped with 2 seperate systems that can distinghuish a failure between the two are called fail passive. because when a failure occurs the system can not decide wich one is at fault. This is Cat 3a (also called Land 2, don’t confuse cat 3 with Land 3) When you have 3 different sources for the important inputs (IRS, RA, FCC’s to name a few) you have a fail operational system, when a single failure occurs, the autopilot system can ‘vote’ the failing system out and still carry out a autoland including the flare on the remaining two systems. i.e. it is then downgraded to cat 3a (‘Land 2’). This fail operational system is Cat 3b (this one is called Land 3). Regards, Sander <!– s:o –><img src=”{SMILIES_PATH}/icon_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> |
| B737 AIR BRAKE PROBLEM | We have this snag on B737-300. Deploying the air brake causes a/c to roll right by approx 5 degrees and continues to fly 5 degrees right wing down. Any ideas? |
| Re: B737 AIR BRAKE PROBLEM | Flt spoiler adjustments checked? Including the pickup moments?(same deflections LH and RH side?) Also flt spoiler cable tensions? |
| Re: B737 AIR BRAKE PROBLEM | During further investigation found spoiler 6 and 7 sticking up, in fact visible from ground. Adjusted the clearance between the spoilers and the flaps iaw AMM and just got a positive feedback from the crew. Thanks for info. |
| Some questions about the standard torque in BOEING AMM | hi i am a mechanic from china. Although I am not a new guy in airplane maintenance, I can’t understand the standard torque that boeing given in AMM. So I was confused and had some questions it. 1. I don’t know the different between the tube and the pipe ? Someone tell me that the tube is bigger than the pipe, is that right? 2. The different between the tube and the hose ? AMM tell that we can find the torque by OD of tube ,but the hose OD is bigger than the tube and their fitting is same. 3 about 737-300 / CFM56-3C, when me install a new EDP, there are no torque in chapter 29,but I can’t find the standard torque in AMM |
| Re: B737-700 T/R sleeve uneven stowing | so banwer wht was t cause of t problem wht actualy was wrong just for info |
| B737 – 900 ER load & trim sheet | Is there anybody that can help me on a[b:106mchcs] B737 – 900 ER [/b:106mchcs]Load sheet and a trim worksheet? I have very fuzzy sheets and like to have them both in clean images preferably in PDF.
Appreciate, Bert Mailto: <!– e –><a href=”mailto:bertdaan@casema.nl”>bertdaan@casema.nl</a><!– e –> |
| FMC memory | hello all again.how can i found out how big is the memory of the FMC? i trayed through the CDU FMC bite, but it hasn’t the SW options on FMC bite menu and i don’t know where else can i find this information. any tips? the FMC model is 2904F4 and the ops is 548925-08-01 U5.0. |
| Re: B737 – 900 ER load & trim sheet | Thx guys, there is no need anymore, I’ve received originals which are very useable.
Bert |
| Re: APU squib light is illuminating when no power is on | We’ve just had this problem on a 737-400 for the first time, previously all the others had been -NG aircraft.
The best way to verify that it is the P8-47 Flight Deck Door Control Panel causing this fault is to disconnect the P8-47 connectors and turn power off again. In every case where we have had an APU squib light that had been remaining on when power was removed, this has isolated the problem. |
| Re: checks of disturbed systems | Hi Sjap, thanks for reply!
But I have to say I do not know what You mean saying ‘yes’ <!– s:) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> I confirmed that installation test does not always test of all lines for example data busses from transmitting lru to receivers, you have to c/o op test of receiving lru’s to confirm all data buses are operative, there is no lack of data in system with receiving lru. I opened cb from receiving lru’s, and c/o inst test of tx, and inst test passed with no faults. Looking for all tests is really timetakeing, and I have to admit that mine company is not airline, but maintenance organisation only, we do not have engineering dept so I have to do it myself. I try to keep good quality of our job <!– s;) –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> So what I figured out, installation test of box does check of connection with for example control panel, some of them are checking antenna connections, to check other discrets or data buses you have to c/o some op tests etc. I do not have time at the moment to give some examples ( my Miss has diffrent plans ;> ) but I will try to give you some pictures soon. Regards! |
| checks of disturbed systems | Hi everyone.
To remove electronics shelf, all connectors on the shelf disconnect bracket mus be disconnected. After installation of shelf, checks of all disturbed systems must be carried out to check if connectors are connected correctly without any push-back pin etc. Now, there are connections which only go through shelf disconnect bracket, they do not go to equipment on this shelf, and as I understand this connections must be identified and op checks of applicable systems or lines must be carried out. My question is about connections of equipment installed on this shelf. Is installation test of electronic box or test reference given in removal installation procedure satisfactory to check all connections which are on the way from box to other systems (for example way of data from transmitting lru to receiving lru, does self test pik up break in this line if data go only one way)? Do electronic boxes check all connections like discrets, data busses etc. during self test? What tests actually do I have to perform after ee shelfs removal/installation? Do I have to go to hook up list and check connector by connector, pin by pin and test all lines? But this way it would take ages to sort out paper work…! On other hand I seen Boeing SB which called for ee shelf removal/installation and did not mentioned about tests of disturbed systems afterwards except installation tests of boxes which were located on this shelf… What are standard practices in this case? Anyone…? Regards! |
| Re: B737-700 T/R sleeve uneven stowing | [quote="banwar":28qu1rqw] …. The pilot tried to cycle the reverser and selected deploy, the reverser fully deployed but when he stowed, engine 2 inboard TR sleeve remained partially open thus unable to cycle again. Therefore, aircraft returned to parking. During trouble shooting engineers checked EAU and found only the STOW fault light is on with no other associated fault lights. Engineers tried to manually stow the sleeve in order to reset the EAU but the sleeve could not be moved to the fully stowed position as it stops short of fully stowed position by approximately 1 inch at this point, any further rotation of the sync lock causes the sync cable to slip. The sleeve moves freely between this point to the fully deploy position without and restrictions. … [/quote:28qu1rqw]Hi everyone Experienced exactly the same prop with our -800. One of the sleeve stops quarter inch short of full stow. EAU shows stow fault, nothing else.Reverser light is ON sometimes on its own. Came in flt also. AOG. Teleflex cable replacement didn’t help ????? |
| Re: checks of disturbed systems | Yes ,
First of all the tests of all black boxes on the shelf must be done. Like you said, and like Boeing said, that is what we do.(we have 50 a/c all 737 versions) sjap |
| Re: checks of disturbed systems | Oh sorry i was reading your topic and thought , yes, its what boeing said in their SB, and what you wrote about rem/install procedures to follow. Its not clear if i start with -yes-, but thats what i meant. Like i said, we only do all tests of all boxes on that shelf, and nothing more, unless the SB or modification asks for more tests of course.Regrds sjap |
| B737 EFIS/NON EFIS questions | I have some 737 questions I cannot find answers to;
Non Efis 737-3/4/5 questions 1.What powers (electrically) the attitude indicator and the MASI, HSI, VSI, Altimeter? 2. What powers (electrically) the GPWS and EGPWS in the NON EFIS 737’s? 3. How does EGPWS work in the NON EFIS? (never seen it) 4. In relation to the turkish accident this year, what are the outputs of the Radio altitmeter’s 1 and 2 ( i know one function it drives the autothrottle) NON EFIS? 5. Do you have any more information on the NON EFIS attitude indicator, MASI? Efis 737-3/4/5 questions 2. What powers (electrically) the GPWS and EGPWS in the EFIS 737’s? 3. How does EGPWS work in the EFIS? (never seen it) 4. In relation to the turkish accident this year, what are the outputs of the Radio altitmeter’s 1 and 2 ( i know one function it drives the autothrottle) EFIS? |
| Re: B737 EFIS/NON EFIS questions | Hi downwind,
As for questions 1, 2 and 2 again, I’d say you’d have to look it up in the manuals. I haven’t got manuals for non-efis airplanes, I’m sure that if you work on them, you would have them so I’ll let you find these out yourself. As for # 3, If you dont have a efis screen to display the terrain a display unit is fitted to display the map. On non-efis airplanes this usually is the same display unit as the weather radar display. As for question #4, the outputs of radio altimeters is actual airplane altitude above the ground below 2500 ft. From what I understand is that the brand of autothrottle manufacturer that was used in the turkish airlines 737 did not have a autothrottle disconnect function in the A/T mode it was in in case of a rad alt disagree. Our 737 present gens don’t have duplicate rad alt inputs at all into the autothrottle system. They use radalt 1 at all times so a disagree check on these airplanes is not possible. The crew was operating on A/P B so the autopilot’s radalt was correct. The autothrottle system installed on the turkish airlines uses radalt 1 until the radalt 1 gives a fail signal (wrong data is not a fail signal) and if that fail signal is received, the autothrottle will switch to radalt 2 (wich in this case would have been the correct one). question #5: Information about the attitude indicator and mach airspeed indicator is available, I’m not sure however what you specifically want to know or do you want me to write a essay about the subject? As for the EFIS question #3: In this case the map display is shown on the ND or EHSI display when EGPWS map is selected. You can go to <!– m –><a class=”postlink” href=”http://www.aircraftmech.com”>http://www.aircraftmech.com</a><!– m –> then select ‘how airplanes work’ and select ND on 737ng, scroll a lot down and you’ll find some pictures on how it looks on the ND. |
| NLG DOOR SEAL | Hello, I am new working in the 737-300. NLG seal has a cut of 3 inches in eaach doorm, and I cannot find a reference manual why?can anybod explain this |
| Re: NLG DOOR SEAL | You mean the black seal on the doors? Thats to give room to a maximum deflection of the NLG steering cilinder piston either way. (if i think you mean what i think you mean.. |
| High Delta P pressure(pressurization system) | Hai all,
On one of our 737 Ng, cabin differential pressure goes high 8.6 at an a/c altitude FL380.The manual shows a maximum of 8.35+/-0.15. Initial evaluation of the existing and fault history shows no faults. The problem repeated for 3 times. Did a full system test of CPC 1 and 2. CPC 1 shows CPC control unit fail. Reracked CPC 1 and again did the system test. test passed. Still monitoring the problem. Anything else which will cause this problem other than CPC unit failure? |
| rudder pedal adjustment | The first officer side rudder pedal adjustment got stuck. The F/O rotated the rudder adjustment to the full aft position and it got stuck.
Despite our best efforts, we could not rotate it back. Pls help. |
| Re: rudder pedal adjustment | Yes its a common repeating problem. See under ata 25 the tips on the website, form various sources:The handle to operate the rudder pedals fwd or aft can be stuck at the end of its stop. This frequently arouses the idea that there is something wrong. Often when the rudder pedal is at it’s extreme forward or aft position the design feature of the pedals is in such a way that it gets locked. If you apply a considerably force on the handle the mechanism comes loose. However, pay attention you turn it the correct way. So just rotate the adjustment lever with a little more force you may hear a little latch breaking sound then the pedal becomes free to move fore and aft.Update from Tom: Rudder pedal adjustment jammed full travel fore or aft: Reference 400 amm 27-21-00/101 troubleshooting. (not in NG manuals!) These jackscrew units are all the same in the fleet, This t/s guide recommends backdriving the adjustment crank up to 100 in/lbs, it may actually take more, using adjustable wrench on flats opposite crank knob turn CW to drive pedals forward CCW to drive pedals aft. Light tapping on jackscrew at same time also helpsHope these tips help you, else plan only pilots with very long legs on the flight! Regards sjap |
| Re: High Delta P pressure(pressurization system) | For high cabin delta press i dont know, it might be the cpc indeed. For fluctuating cabin pressure its often the outflow valve. regrds sjap |
| B737 NG Roll Problem | When flap selected to 40 at descent A/C rolls to 3 unit RH Side.
–In my opinion there is lh flap system adjustment problem. because it doesn’t occurs at 15 flap. only occurs at high flap position. Any opinion? |
| B737 NG Brake Unit Replacement | Hi, At line maint. at very little ground time how are you replace B/U assy? Do you use any tool for this heavy part? if any tool pls sent me photo for manufacture or buy it . Thank you… |
| B737 NG Cockpit Heat Problem | Hi, We have a problem at cockpit heating system. We cant adjust cockpit heating,when cooling it goes to ZERO when selected to heat it goes to so warmer.we cant adjust it. we changed, control panel, cockpit sensor, zone controller. Do u have any experience about this? |
| B737 Fuel Transfer, imbalance, Problem | At AMPL captain says; when we selected lh aft fuel booster pump switch to OFF position LOW PRESSURE light didn’t come and fuel imbalance uccurs.
–We checked at ground fuel pump swith and fuel boost pump operate, no found any problem. –I think there are two faılure, first one; fuel pump booster problem at air and other failure is imbalance problem. In my opinion there was problem at crossfeed valve problem cause to leak to fuel other tanks. |
| Wheel Change | Could someone please provide me with information regarding the 2 man lifting slings for 737 mainwheel replacement. Do they have a P/N or are they a locally made item etc. I’m not sure wether they are actually approved but everywhere I have worked seem to use them for quick T/A. (albeit budget airlines) Thanks Rennmax |
| "ratchet sound" not heard while performing 27-168-02 | 737-800 [b:pi9rvjbv] WING FLAP TRANSMISSION NO-BACK BRAKE : 27-168-02-01[/b:pi9rvjbv](1) Retract the flaps to the UP position. To retract the flaps, do this task: Trailing Edge Flap System Operation With Primary Control, AMM TASK 27-51-00-860-801. SUBTASK 27-51-00-710-008 (2) Do a test of the no-back brake in the transmissions: [u:pi9rvjbv](a) Put a stethoscope, COM-1797 on the applicable transmission to listen for a ratchet sound.[/u:pi9rvjbv]While performing this Task card on #1 and #8 flap track, no sound is heard even when we are using a stethoscope. We changed the flap transmission, even then for the new flap transmission, we are unable to hear any sound.[b:pi9rvjbv]Is this "ratchet sound" a mandatory criteria for the serviceability of flap transmission?[/b:pi9rvjbv]How to go about this problem? |
| Re: rudder pedal adjustment | Thanx sjap, even after 2/3 people pulling on the adjustment crank – it didn’t come loose. Finally tapping a bit on the jackshaft worked and it came loose. thanx
Planning to bring out a circular to all pilots. rgds |
| Re: High Delta P pressure(pressurization system) | It was indeed the CPC failure. Bcos after reracking the CPC unit, the problem was solved and it has not been reported again. thanx
rgds |
| Re: Wheel Change | Have seen an other airline using these. They were locally manufactured ones. Don’t think they are approved ones as they seem to put the load of the wheels on one end of the axle. |
| Re: cure for skydrol | always use kerodex before working on skydrol |
| Re: aircondition no flow | The Packs dont shut during t/o but you do have a bleed lock during t/o to avoid power fluctuations,there have been several issues of the aircon ducts supplying to the cockpit getting seperated.if u did find ice in the mix manifold it could be a malfuntion of the 35deg temp sensors in the mix manifold. |
| Re: apu | the apu ecu is powered by the bat,so no bat no power to ecu |
| Re: 737NG – major issues on the APU? | [quote="rexbo":2ex5pn76]Hello,
thank you very much for your feedback. Additional question, please: Are you aware with any oil/smoke in the cabin issue, from this APU model? Thank you very much. rexbo[/quote:2ex5pn76] Hi rexbo yes I had many problems with oil smell in the cabin this is due to the load compressor seal fail of the APU I have seen cases with oil traces in the ACM.there is an AMM procedure for purging the pack bleed system. of course the APU has to come off. |
| Re: cure for skydrol | As one previous reply,Castor Oil is really works to relieve the eye pain/irritation. |
| nose wheel steering | The nose wheel goes to one side(LH) when hydraulics is OFF.
When hydraulics is ON the wheel is centered but when OFF it goes to the LH side. |
| Re: 737NG – major issues on the APU? | Last week had a APU protective shutdown, bite shows generator filter clogged. MCD inspection showed metal particles. Had to drop the APU.
Also during checks found most of the time the APU bleed line in the APU compartment leaking. |
| Re: nose wheel steering | With hydr off there should be no force that moves the steering cilinders. Make sure both tires are ok and inflated correclty. Make sure the rudder is at neutral. A quick check (10 minutes) is to remove the upper pin from the upper torsion link, hold it away with some lockwire to the e&E door handle. Now you can freely move the steering system and its nuetral movement with hydr pump on. |
| Re: B737-700 T/R sleeve uneven stowing | hi friends i would like to know whether both the RH & LH T/R sleeves will move almost synchronized (evenly) or some time delay between them is allowed.when sleeve disagree is activated.(700 /800) |
| Gen switches | Can anyone please tell me for APU gen selection we have 02 switches given to select power for the AC busses but for ground power only a single switch can anyone please tell me the reason for the same and also the sequence ie. what happens when we select a single switch og the APU gen.thanks |
| Re: Gen switches | The Boeing philosiphy is: What you switch is what you get. (WYSIWYG <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> )
LH APU switch > switches APU gen on LH busses (named LH AC xfer bus officially). (RH stays on gnd power or RH gen) |
| Re: B737 NG Cockpit Heat Problem | i would ohm out the control cabin duct temp sensor (primary) make sure the resistance is high like in kilo ohms ,if it not change it , let us know what you find |
| Re: 737-200 generator trip off in cruise only | Hi srompe,
I’ve never worked on a 200 before, does it indicate the reason for tripping off? (i.e. undervoltage, overvoltage, manual trip or feeder fault). Let us know how you are getting on ok? |
| Re: vibration | yes , in the testcell, so before affirming that the problem is in the engine we must before be sure that the system of the testcell is good by simulating vibration on it. |
| Re: B737 NG Cockpit Heat Problem | Try to check duct from A/C mixing chamber to its connection to FWD cabin trim air line. Some leakage could be there. |
| Re: B737 NG Brake Unit Replacement | hi, you can use Wheel and Brake Dolly from AMM 32-41-41 COM-1818 Dolly – Wheel/Brake Change (Part #: 175, Supplier: 94861, A/P Effectivity: 737-ALL) (Part #: 175S-2, Supplier: 94861, A/P Effectivity: 737-ALL) (Part #: 9092-015, Supplier: 00994, A/P Effectivity: 737-ALL) (Part #: IA3201A-500, Supplier: 3D5B2, A/P Effectivity: 737-ALL) (Opt Part #: 9092-010, Supplier: 00994, A/P Effectivity: 737-ALL) (Opt Part #: PF32-002-1, Supplier: 3D5B2, A/P Effectivity: 737-ALL) (Opt Part #: TB900, Supplier: 56535, A/P Effectivity: 737-ALL) and you can visit <!– m –><a class=”postlink” href=”http://www.carolinagse.com/product/item/product-wheel-and-brake-dolly/hydraulic-wheel-and-brake-dolly”>http://www.carolinagse.com/product/item … rake-dolly</a><!– m –> <!– m –><a class=”postlink” href=”http://www.clydemachines.com/prod10.htm”>http://www.clydemachines.com/prod10.htm</a><!– m –> <!– m –><a class=”postlink” href=”http://www.hycom.aero/otherequipment.php”>http://www.hycom.aero/otherequipment.php</a><!– m –> |
| Re: dripstick convertion document | Dear all,
I’m looking for same drip-stick conversion document like hakani, is it possible please to have it? Thanks a lot |
| Re: Gen switches | yes youre right: If you switch LH APU gen sw on, it closes BTB1 and APU power breaker. Selecting Gnd Pwr switches OFF the APU breaker and switches on the BTB1 (if not already closed) and BTB2 and EPC (external power contactor/breaker) |
| Re: B737 Fuel Transfer, imbalance, Problem | hi about the imbalance problem is the fuel getting transfered from LH tank to RH tank?if the fuel is tansferred from the LH tank to the center tank then there is a leak in the lines of the LH aft boost pump,since all the boost pumps are located in the center tank but the feed line is from the wing for the wing boost pumps.check maintenance history and see if any work was done on the LH aft boost pump housing,there is a particular O ring which always seems to give problems. |
| Re: B737 NG Roll Problem | I suggest first to check your aileron wing-cable tension. It sounds weird but its often far too low, giving slacky aileron control with high flap settings. Else check the aft flap bellcranks, they may break sometimes. Let us know what it was.Best regards sjap |
| Re: Gen switches | thanks sjap.one thing I wanted to clarify is that for ex if i move the LH APU gen switch does it close the BTB 1 and APB or only thr BTB1 and does selecting the Grnd power close all 03 ie. EPC BTB 1 and 2 simultaneously.thanks |
| Re: bird strike | I also suggest to check the IDG oil cooler it always gets clogged with bird feathers also pay attention to the abradable shroud |
| Re: cfm56-7b rating | what aboout if we continue to push the thrust lever, when we are at 22k (with a -b22 id plug) takeoff power, we can target 27k or not |
| 737-200 generator trip off in cruise only | I’m wondering if any of you ever seen that. 737 original in every flight ones in cruise it loss no #1 generator. NOT on the ground , Not on descent or climb. Every component have been replaced no joy. And what is the condition that is different in cruise vs the rest of the flight. Thanks <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| Re: bird strike | hello is there is any sheet or form for CFM56-7 bird strike ? it happened with me and the fan blade has dent within limit acc. to AMM but the vibration average change from 0.4 to 0.7 |
| Re: bird strike | See the AMM for birdstrike inspection criteria TASK 71-00-00-800-802-F00 Vib from 0.4 to 0.7 is not yet a problem. sjap |
| Re: vibration | you mean that the testcell connections are somewhe defects? |
| Re: vibration | O sorry i thought you tested an engine on an aircraft. You mean its on a testbench? Then i would not know, then indeed the pickup might be faulty, or the connections to it. |
| Re: cfm56-7b rating | In basic all engines are the same. Only the ID plug tells the engine how to act on the a/c. It might be tested at 27K, but if you rate it as 22K, it will be 22 K at max power. At 27K 100% N1 is in real RMP higher than 100% N1 on a 22K, but the indication for the pilot is 100%. The engine bite check config/ident tells you what the engine does on that moment on that particular a/c. RMP’s are not important, only % indications. The max -7 RPM is 104% N1 = 5380 RPM The normal Idle rpm N2 is 8400 RPM, you can see that during testrun while going into the bite mode>input monitoring>rpm’s The normal idle rpm N1 is around 1000. Hope this info helps you a bit. sjap |
| vibration | hello, testing a cfm56-7b22 engine , the broadband ffccv display shows some fluctuations, we changed the engine sensor but the problem remain,what can cause this. bye |
| Re: vibration | Maybe some electrical connections are a bit wibbly <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> Else, if the vib indication on your DU is normal throughout the flight, i would not worry. sjap |
| cfm56-7b rating | goodmorning, the engine comes to testcell in the following configuration: engine plate indicate cfm56-7b27 id plug model cfm56-7b22 if we test the engine with a cfm56-7b27 software , what should be the ratings.i mean N1rpm and thrust at takeoff power thanks |
| Re: stby rudder | Left TAB too high and right too low makes LH aileron go down and RH ail go up,makes a/c banking to right. You’re correct. I am also always confused about what to trim where. I think if in your case the rudder was trimmed LEFT as the pilots did, the a/c nose will go left, making RH wing more into flight direction, and LH wing less into flight direction. This makes RH wing producing more lift and LH less lift, which counteracts for the aileron roll to the Right. This could be the case. You already found the fualty adjusted tabs, so i think youre plane will be ok the next testflight.Regards sjap |
| Re: cure for skydrol | If You have nothing at all from first aid kit or it’s hard to find, You can use milk, milk neutralizes skydrol. |
| Re: stby rudder | Yes, we already know that both aileron tabs are not adjusted correctly (left to high, right one to low), and there is one extra balance weight on right aileron, all producing right bank. Now I am confused in aerodynamic. To compensate this bank I need right rudder trim, shouldn’t I? Rudder moves to right turning a/c right along vertical axis and left along longitudinal axis, so a/c will fly wings level making slight turn to right or maybe even straight. Correct me, if I’m wrong. Thanks. I forgot to ask crew to which side a/c actually banks. |
| Re: stby rudder | Yes the deadband of the stby act is big, its normal. The rudder trim you need might be because of the adjustment of the new ail tab. Often they are not adjusted correctly. Make sure the tab is adjusted exactly iaw amm (3 points measured with average ABOVE zero at TE (+0.12 to +0.30 inch i think). Also make sure the number of balane weights is correct. Finally make sure the rudder trim indicator is exactly at zero with rudder exactl at the index mark (main hydr on). Regards sjap |
| Re: cure for skydrol | When you are working out of base station it helps using of simple soap.Just wash hands(face etc.) after accidental exposing a hydraulic fliud on them |
| stby rudder | Hi. Question regarding rudder standby actuator on 737 classic, configuration 2 (post SB 737-27-1255; two separate input roads with override assemblies to main actuator). When flight control switches in STBY RUDDER position it is possible to move rudder by hands quite large distance from neutral position (no input linkage movement). After standby rudder PCU replacement this „free movement†decreased but still persist: +/_ 27mm from neutral, 54mm total, more than 2 trim units. Not observed with main hydraulic systems on. Is this normal? During flight test after aileron balance tab replacement, when flight control switches moved to STBY RUDDER, rudder trim requirements should not change for more than 2 units but my stby rudder dead band already is 2 units. Crew reported 3 to 3,5 units left trim requirement, that corresponds to little bit more then 1 unit left trim if main hydraulic on. Any comments. Thanks. |
| Re: pre-departure aileron control wheel not return to neutra | Check the pulleys of aileron both sides for unusual wear and grooving out. |
| B732 A/C Question | Hello everyone, I was wondering if it would be possible to us the A/C system to turn the cargo sections of a freighter version of a 732 into a flying refrigerator. I know that the passenger and control cabins are separate. Has anyone had any experience with this or know of anyone who has? |
| Synchro cable adjust | hello everyone The followings are the procedures for synchro cable adjust which I search in our forum. But i don’t understand why we need the pump on to install the cable. regards!Secure flap system Open fancowls Open panels on reverser-halfs Pomp off Reverse select Install tool (p/n: B78009-2) on module Release lockingactuator (handle p/n: 315A1857-4) Open applicable synclock CB(s) Remove tank pressure Open LH reverser-half (little) to gain access to the lines Open tubes on centre nonlocking actuator Remove line supports Remove cables and check condition (cable p/n: 315A1804-1) Close applicable synclock CB(s) Pump on Install cables Close tubes Pump off Deselect reverse Install line supports Remove tool Provide tankpressure Close and latch LH reverser-half Cycle 3 times reverse (reset box in the first cycle) Pump off Check gap actuators (locking 0,18-0.8 / nonlocking 0-2 mm) Close panels, restore aircraft to normal condition. |
| Re: bird strike | hello, wich vibration comes from .4 to .7 ? |
| Re: cfm56-7b rating | <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> you cannot push a digitally thrust lever over its digitally limit |
| Re: bird strike | [quote="adelos":2n5m7xk0]hello, wich vibration comes from .4 to .7 ?[/quote:2n5m7xk0] I think the indicated vib on the CDS. The AVM signal conditioner continuously calculates vibration data for several areas of each engine. The highest vibration for each engine shows on the CDS. As stated in ch 77 part 1. After a birdstrike it is usually the fan that gets the damage, else the LPC/HPC when the bird entered the core. |
| Re: cfm56-7b rating | [quote="adelos":2st21li6]what aboout if we continue to push the thrust lever, when we are at 22k (with a -b22 id plug) takeoff power, we can target 27k or not[/quote:2st21li6]full forward with a 22k rating plug brings you 22k. full forward with a 27k rating plug brings you 27k. |
| Re: 737NG – major issues on the APU? | [quote="rollings":2djgqez5]Last week had a APU protective shutdown, bite shows generator filter clogged. MCD inspection showed metal particles. Had to drop the APU.
Also during checks found most of the time the APU bleed line in the APU compartment leaking.[/quote:2djgqez5] Rollings, Pardon my ignorance, but when you’re referring to the bleed line, what what was (were) the indication(s) that determined that the it was leaking? Thanks again. |
| Re: B737 NG Cockpit Heat Problem | hi there,
try to chk the trim vlv for the cockpit, |
| Re: Gen switches | dear pitrsv
Yes that is very logical that due to eng fail in air we have to apu gen switches,thanks for that. I would like to clarify what u said in the above paragraph you said that the start on batteries with apu as only AC source,i didnt get that,also I didnt get the part where u said we wile lose some electrical systems when the second is suppled by TXR BUS. |
| Re: Gen switches | Dear kka, If the APU is only source of AC in the air, BPCU (Bus Protection Control Panel) disconnects galley power by load shed relays (configuration load shed). |
| Re: how to know wheter the battery switch is off | This FTD throws some light on this subject 737NG-FTD-24-07002 Battery Discharge Warning on the Ground |
| Re: FMC memory | The latest FMC – Model 2907C1, has a Motorola 68040 processor running at 60MHz (30Mhz bus clock speed), with 4Mb static RAM and 32Mb for program & database.
Source : <!– m –><a class=”postlink” href=”http://www.b737.org.uk/fmc.htm”>http://www.b737.org.uk/fmc.htm</a><!– m –> |
| 737-800 Inlet Plugs | Hello All, New to the forum, but have used the site for some great info in the past. Maybe this has been addressed previously, but here goes anyway. Does anyone know where a guy could purchase inlet plugs for the -800? Southwest has some easy to use vinyl cover foam plugs that work pretty slick, but the ramp personnel don’t know where they get them or if they are made in house. Any help appreciated. |
| Re: 737-800 Inlet Plugs | The AMM says: Engine Cover Kit : BBJ-2001-JB-R
see: <!– m –><a class=”postlink” href=”http://www.jetbrella.com/Boeing_737_800.html”>http://www.jetbrella.com/Boeing_737_800.html</a><!– m –> |
| Re: 737-800 Inlet Plugs | Yeah, I saw that type. They look a little delicate for everyday use here in the great white north. Thanks, though. |
| Flight spoiler on 737NG | hello all. we just have a problem about the flight spoiler on 737ng,the NO 8,9 flight spoiler can’t fully extend with the speedbrake lever move to up position,they only extend 50%,other spoilers is ok.but we operate by control wheel is normal. Any help appreciated. |
| Re: Flight spoiler on 737NG | Hi yayoo There are solenoid valves at the flight spoilers actuators.Solenoid valve allows greater movement of the spoiler on the GND (65° for spoilers no 8 and no 9) than in AIR mode (38° for 8 and 9) . You have probably problem with wiring or relays. Check WDM 27-62-11 pg 4 sheet 5 for details.There are common connectors for these actuators,check them. Good luck! |
| Re: Gen switches | Hi guys! Question was: why APU has two switches and ground power only one? Reason of that is very simple. If one of engine GEN´s failed in the air,you can connect APU GEN instead of it without lose of any electrical system. You can also supply both main AC buses from APU,of course,but this is limited by 32000ft altitude. Then the APU GEN rating decreases from 90 to 66kWA due its cooling and cannot power both main AC buses. If you switch on only one APU GEN switch on the ground,there are several possibilities what happens : If you have connected GRD PWR before,then one AC bus will be supplied by it and second one will be supplied by APU GEN. If you have connected ENG GEN´s before,one bus will be supplied by ENG GEN and second one by APU GEN. IF APU is only AC source (start on batteries) – After connection of only one AC BUS – Connected bus will be supplied by APU GEN and second one will be supplied via TRANSFER BUS with lose of some electrical systems. Ground power is rated to supply both main AC buses,they are connected together by GRD PWR switch. |
| Re: 737-800 Inlet Plugs | [quote="Slapshot":36c02pv5]… They look a little delicate for everyday use here in the great white north. …[/quote:36c02pv5] No it is easy to install. Lock at the Video for a adequate type: <!– m –><a class=”postlink” href=”http://www.youtube.com/watch?v=abfaYuCJ6x0&feature=player_embedded”>http://www.youtube.com/watch?v=abfaYuCJ … r_embedded</a><!– m –> |
| Where is the "FLAP MASTER SWITCH"? – (B737-200) | Hello All,
Can you help me where to find the "FLAP MASTER SWITCH"? [i:3vgetv35]"Set trailing edge flap control valve out of null by opening both standby pump circuit breakers, I know where to find the ALTERNATE FLAP which could be found on the FWD Overhead panel, but I just can’t seem to find the FLAP MASTER SWITCH. Is that the same as the FLAP CIRCUIT BREAKER? Best Regards, |
| Re: cure for skydrol | hi as a user of skydroll in the uk i find it hard to understand the manafactures of this dangerous substance as to why they actually continue to produce it !!!!!! there are products which are better than skydroll and are mineral based , they certainly dont burn your skin for a start ,easy to handle ,easy to use, infact the hole of the r.a.f use it which is om15 (mil spec) or oil 41 ,skydroll has been out for years and i think its about time it has to go , why on earth use an oil which is not user friendly in the first place i myself have had a lung full of this stuff and it is not pleasant at all believe me , some people say that it has a higher flash point than others well if you are heading to the earth at a great rate of knots i am sure the passengers will be really pleased to know that when they hit the ground the hydraulic fliud onboard will not burn but for the guys on the ground messing with this stuff evry day its a different story , remember design engineers you don’t actually have to use it do you !!!!!!!!!!!!!!!!!!!!! |
| Re: Where is the "FLAP MASTER SWITCH"? – (B737-200) | I think it is indeed the flap bypass switch since its the only one you can set to ARM. <!– s:? –><img src=”{SMILIES_PATH}/icon_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> It’s not uncommon for Boeing to give different names to the same part/switch. Anyone? |
| Re: Flight spoiler on 737NG | Hello Pitrsv,
I didn;t know there where solenoids on the flight spoiler actuators? |
| Re: Flight spoiler on 737NG | I can’t find this page too. we adjust the tensions of the control cable,and the Fault has changed. now,it can extend fully,but In the process of retraction, if we move the SPEEDBRAKE LEVER from up to flight position,all spoiler didn’t move,continue move the lever to down position ,they moved. |
| Re: Where is the "FLAP MASTER SWITCH"? – (B737-200) | Hello Sjap,
We have just done a landing gear test (main and nose). And I am pleased to tell you that it went just fine. Please see details below the procedure I have created for this Landing Gear Test if anyone is interested. ================================================================================================== MAIN LANDING GEAR EXTENSION AND RETRACTION CAUTION: DO NOT TURN STEERING WHEEL WITH NOSE GEAR SHOCK STRUT FULLY WARNING: RAPID ACTION OF GEAR AND DOORS MAY INJURE PERSONNEL OR DAMAGE EQUIPMENT. Make sure one variable volume test bench with hydraulic fluid BMS 3-11 is available. Capacity 20 gallons per minute at 3000 psi. Test bench filters must be capable of a nominal filtration of 5 micron and of 15 micron absolute. Preparation Jack airplane for gear retraction per Chapter 7, Airplane Jacking. Set trailing edge flap control valve out of null by opening both standby pump circuit breakers, setting flap master switch to ARM, and setting flap lever at the 30-detent position Electrical control of the flight controls shutoff valve is accomplished by the FLIGHT CONTROLS switch on the forward overhead panel. Electrical control of the spoiler shutoff valve is accomplished by the SPOILER switch on the forward overhead panel. The valve is equipped with a manual override lever and position indicator. The manual override allows the valve to be positioned with electrical power off. The valve is on when the lever is in position 1, and off when the lever is in position 2. Make sure the main landing gear tire burst screens are closed and latched. WARNING: FAILURE TO CLOSE AND LATCH TIRE BURST SCREEN WILL DAMAGE Check that landing gear is fully extended and locked with control lever in OFF position. CAUTION: DO NOT TURN STEERING WHEEL WITH NOSE GEAR SHOCK STRUT FULLY Set up Hydraulic System A, (1) Make sure that ground lock assembly in nose gear and main gear are installed. (2) Open air conditioning duct access panel on right side of airplane. (3) Connect hydraulic test stand to hydraulic ground power modular unit. Open ground interconnect valve. Disconnect the ground interconnect valve electrical connector and open valve using manual override lever CAUTION: VALVE MOTOR BURNOUT MAY OCCUR IF THE GROUND INTERCONNECT VALVE IS MANUALLY Connect external electrical power. (AMM 24-22-0) Equipment and Materials WARNING: PRIOR TO APPLYING ELECTRICAL POWER INSURE THAT PERSONNEL ARE Apply power to buses. WARNING: PRIOR TO CONNECTING THE EXTERNAL ELECTRICAL POWER SOURCE CABLE TO THE AIRPLANE (a) Insert connector into P19 (GRD SERVICE PANEL 24-41-0 Page 3) receptacle and energize external power cable. NOTE: NOT IN USE light will not illuminate when refuel panel door is open. (3) Check that BUS TRANS switch on P5 (FWD OVERHEAD PANEL) is set to AUTO. (a) Observe that TRANS BUS OFF, BUS OFF, and GEN OFF BUS lights above GEN 1 and GEN 2 switches on P5 (5) Supply power to buses. CAUTION: LIMIT LOAD ON EXTERNAL POWER SYSTEM TO 175A OR DAMAGE TO EXTERNAL POWER (a) Place AC meter selector switch on panel P5 to GRD PWR and observe that voltmeter reads 115 ±5 volts ac and (b) Apply power to 115V ac generator bus 1 and 115V ac generator bus 2 by placing GROUND POWER switch on P5 Remove ground lock assemblies from main and nose gear (Ref 32-00-01). WARNING: CHECK THAT PERSONNEL AND OBSTRUCTIONS ARE CLEAR OF ALL FLIGHT CONTROL SURFACES Operate hydraulic test stand to pressurize system until requirements are complete. Advance both throttles to a position greater than 17 degrees. A. Place landing gear control lever in UP position and note gear retraction time. WARNING: RAPID ACTION OF GEAR AND DOORS MAY INJURE PERSONNEL OR DAMAGE EQUIPMENT. C. Check that all gear lights are off. D. Place control lever in OFF position for 15 seconds then move to DN position. E. Check that main gear are fully extended and locked within 7.5 seconds from time the control A. Depressurize hydraulic system A (Ref 29-11-0 MP). 1. Shut off source of hydraulic power and wait 5 to 10 minutes to allow system pressure to 2. Close ground interconnect valve. 3. Disconnect test stand from module and install dust caps. 4. Close access panel. 5. Depressurize reservoir if any lines are being opened (Ref 29-09-30 MP). B. Install main and nose gear ground lock assemblies (Ref 32-00-01). C. Remove power from buses. (1) Place GROUND POWER switch on P5 to OFF. (a) Observe that TRANS BUS OFF and BUS OFF lights on P5 illuminate. (2) Place BAT switch on P5 to OFF. (a) Observe that TRANS BUS OFF and BUS OFF lights on P5 extinguish and NOT IN USE light on P19 illuminates. NOTE: In each procedure the BAT switch is placed to OFF after removal of power source. WARNING: BEFORE REMOVING EXTERNAL POWER CONNECTOR INSURE POWER HAS BEEN TURNED OFF CAUTION: BEFORE REMOVING EXTERNAL POWER CONNECTOR INSURE POWER HAS BEEN TURNED OFF (3) Remove external power connector from external power receptacle. Observe that CONN and NOT IN USE lights (4) Close external power receptacle door. D. Lower airplane and remove jacks (Ref Chapter 7, Jacking Airplane). |
| Re: Flight spoiler on 737NG | we lubricate the related parts and solved this problem. |
| APU turbine exhaust port have a crack | HELLO,ALL.I again come bother everybody. Today,we found a crack at the turbine exhaust port of APU on a 737-700 airplane.I can’t find it is available or not in the AMM.Is it eductor housing in amm 49-81-41?I didn’t confirm. |
| Re: Flight spoiler on 737NG | Speaking about the Solenoid valves,this is a feature in the 737-900ER,this enhances the short T/O and Landing Performance of the aircraft,all -900ER have this feature,it helps the airplane stop faster due to more deflection of the flight spoilers on ground and hence a shorter landing roll. About the -800 may be it is an option. |
| Re: Flight spoiler on 737NG | Hi, I have found it in Maintenance manual part one 27-61-00 page 33,but effectivity is only for some planes .Also is possible to find it in WDM,SSM. Its probably installed on new planes. These solenoids should be directly on the spoiler actuators. When I was trained for 737NG nobody told us about this function. If you interested about it I can send you .pdf of AMM |
| Re: APU turbine exhaust port have a crack | TASK 49-81-41-200-801 Eductor Housing Inspection … (b) Visually examine the eductor housing for cracks and surface contamination. 1) [b:13v8h3ki][color=#FF0000:13v8h3ki]No cracks are permitted[/color:13v8h3ki][/b:13v8h3ki]. Replace the eductor housing if you find cracks on the eductor housing. NOTE: You replace the eductor housing with the APU removed from the airplane. … |
| Re: APU turbine exhaust port have a crack | see previous similar topic: [url:q5wz4gbj]http://sjap.nl/forum/viewtopic.php?f=1&t=326&start=0&st=0&sk=t&sd=a&hilit=eductor[/url:q5wz4gbj] |
| reading light lug’s part number of 737NG | EVERY BODY: I NEED SOME LUGS OF READING LIGHT IN 737NG AIRPLANE PSU,BUT IN WDM NO CODE FOR THAT WIRE?SO I CAN’T FIND PART NUMBER . WHO CAN TELL ME ,THANKS. |
| Re: reading light lug’s part number of 737NG | Hi boeingfleet,
I have just checked it in WDM. There is no PN for PSU reading lights lugs because it is not part of aircraft wiring. You must look into the component manual for PSU I think. |
| Re: APU turbine exhaust port have a crack | thanks all. |
| Re: reading light lug’s part number of 737NG | thank you for your help upper floor. boeing locked the psu’ s cmm, find the lug for reading not easy. but i find psu’s wire gauge 20 ,but the lug shape is crimped. persist finding. <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: reading light lug’s part number of 737NG | Hi boeingfleet,
So you haven’t got the manuals to look up the terminal type code? Example: go to <!– m –><a class=”postlink” href=”http://www.aircraftmech.com/”>http://www.aircraftmech.com/</a><!– m –> open crimptools and select 59973-1 If you don’t have the manuals then maybe you have a picture of it? I can tell you the basic partnumber if i see it. |
| Re: WING BODY OVERHEAT LIGHT COMING IN CLIMB PHASE | Hi all and thank you in advance for your replies.
During Capt my upgrade on 737/800 I suffered from a PACK illumination left side at the simulator session Then after NNC completed and FL260 climbing I had a RIGHT WINGBODY OVERHEAT.I knew that at the first step of the NNC I had to loose the pressurization, and I decided a LVL change 300kts down to FL 130 initially to prevent myself of a Altitude horn. During the debriefing the instructor was afraid of spending 4 minutes with this overheat !! For sure the Boeing doesn’t say anything about the emergency character or not of this wingbody checklist. Even if we cannot compare this other problem with each other, is an Engine EGT exceedance of 10°C much more serious problem ??? because I have been told that it can be imaginable to exceed the 930° maxi takeoff on the 737/400 for a few (3) Sincerly. Ron. |
| Re: WING BODY OVERHEAT LIGHT COMING IN CLIMB PHASE | I would not worry too much about the 4 minutes, Boeing knows that action needs to be done by humans, and that takes time. Of course it must be done as soon as possible, but you can never react within a split second. Thats what training is for, the next time you have this in real, you will be triggered by this training and act more quicker than the 4 minutes. If super fast action was needed, Boeing would make this automatically somehow.. About the EGT overtemp see table from AMM for the classic. Selecting max climb thrust will not solve any (previous) overtemp condition, it still needs inspection if you exceeded the EGT iaw the table. of course the overtemp will not be present anymore, but damage to the engine may be already there. |
| Re: reading light lug’s part number of 737NG | THANK YOU FOR HELP ME , OK, I NEED LIKE <!– m –><a class=”postlink” href=”http://www.aircraftmech.com/”>http://www.aircraftmech.com/</a><!– m –> ELECTRICS / TERMINALS /Faston terminals are easily removed and installed LUG ,AND THE WIRE GAUGE IS 2O , COLOR IS BLACK ,IN THE PASSENGER SERVICE UNIT ,WIRE LIST DON’T HAVE HTE WIRE NUMBER. |
| apu bleed air duct | hi all.few days ago,we found cracks on a apu of 737ng,and today we replaced it.i have a question to install the bleed air duct.in amm 49-52-13: (e) Make sure the alignment marks on the two flexible couplings align with the two alignment marks on the bleed air duct [3]. (f) Make sure the center of the alignment mark on the bleed air duct [3] is ±0.16 in. (4 mm) from the center of the alignment mark on the bleed air valve. but in work,it is Very difficult to turn the flexible coupling to align.and in the bleed test,we found leak from the flexible couplings,no matter we adjust the duct,the leak always exist.is that permit? |
| Re: reading light lug’s part number of 737NG | Ok, you need a Faston lug.
take a look at this PDF, go to page 34 Good luck boeingfleet. |
| Re: apu bleed air duct | The same AMM chapter says this: If you find air leakage, do these steps to repair the leakage.etc etc So i dont think its allowed. |
| Re: apu bleed air duct | I ask the Field Service Representative ,this is the reply:
According to AMM, 49-52-13 P401, it is described that the alignment mark on two flexible coupling should align with two alignment marks on the bleed duct. What is the function of alignment mark ? Is this Reply: The alignment marks are used to help ensure the alignment of the bleed duct is optimized to the nominal design location between the bleed air valve and aircraft ducting. Extreme misalignment of the bleed air duct can cause a failure of the carbon seals located within the flex-slide coupling but should have no significant effect on long term durability of the flowliner. Honeywell has seen the alignment stripes on the center tube section of the bleed duct misaligned on field APUs. This misalignment is caused by normal engine vibration and will have no effect on the flowliner life. |
| Re: TCAS FAIL B737 NG -800 | Hi Esmile12,
On first glance it sounds like wiring to me because you say it’s only at cruise altitude and ok during all other flight phase’s. You haven’t replaced your top ATC antenna right? Megger and measure all the wiring, check the connectors in the system for abnormalities. Had a few times that a bent pin or socket was making contact with a contact next to it in the receptacle intermittently. (use the SSM and the WDM, the FIM only tends to think inside the box and doesn’t include all the failure options). In situations like this we tend to pressurise the airplane to max diff to kind of simulate cruise altitude stress on the airplane to see if you can re-introduce the failure in the system. Have fun Esmile12 <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: Difference course Classic to Next gen | Hello sharky,
If i where you i would not worry a lot about it. |
| Difference course Classic to Next gen | Hi guys , as first of all the best wishes for 2010 .
Question: I am licenced 737 Classic B1 engineer , and somewhere this year i will get a difference B1 737 Next Gen course …Classic vs Next gen . The theory course is from another company and the practical course ( OJT ) is from another company both in different countries but both companies are aproved by EASA . if i succesfull pass both trainings i will do application by the CAA to add the 737 NG on my EASA licencse , but i dont have a good feeling about this , i am thinking that both courses ( theory + OJT ) has to be given by 1 company .. i am right or wrong , please help me out and if you have some more advisories or experiences with a situation simmilar like this please tell me.. brgrds |
| 737NG – APU remote shut-off switch | Hello. The 737NG has a an external APU fire switch on the remote panel from the right main wheel well. I was wondering if you can share from your experiences: did you ever shut down the APU from the remote panel? If yes, what have been the reasons?
Your feedback would be greatly appreciated. Thank you, Liviu |
| TCAS FAIL B737 NG -800 | DEAR ALL.
I’M SEEKING FOR YOUR HELP URGENTLY…. [color=#FF0000:tm5z8ibv]URGENT….. URGENT….. URGENT[/color:tm5z8ibv] PLS HELP US WITH THIS ISSUE YOU CAN CONTACT ME ON |
| Re: rumble from engine/wing | Hello Mike,
An update after some research: Best regards |
| Re: rumble from engine/wing | The fan makes the highest vibration when its "left on its own", that is when power is retarded. For example vibration level is at its peak at 70% N1 for example, when going from low to high power setting. Moving back from high to low it is even higher, because the fan is not powered anymore, and forces on the blades are very different. The sound you describe is not uncommon, even on NG. When its only present at retarding to idle, and not in any other situation, you dont have to worry, just try to reduce the vibration level to under 1 if possible, when you have this new AVM box installed its an easy job. This was my "any idea" you asked for. Regards sjap |
| Re: can’t idle descent | What software do you have in your FMC? U10.7 or U10.8 ? There was some problem with VNAV descent in 10.8 version. Boeing issued service bulletin and returns to installing V10.7 until this problem will be solved. |
| Re: flap asymmetry operational test | Thanks alot for the replies. I did try to change the flap position indicator, re-adjusted both the left and right flap transmitters on the wings but the fault still exists. |
| rumble from engine/wing | I was flying back on our -500 2 weeks ago when I notice that every time power was reduced (idle descent) there was a deep rumble coming from #1 engine/wing that shock the A/C I ask the pilot and he said its always been like that? I inspected the engine and wing no fault found carried out ground runs vib monitor max 1.2 so still flying ok but rumble still there but only from L/H wing now the same pilot delived to our hangar a -300 ex united came for repaint and config and and he said that this A/C is just the same exact same problem so checked u/c door rig plus flap rig and engine runs all ok any ideas?? <!– s:oops: –><img src=”{SMILIES_PATH}/icon_redface.gif” alt=”:oops:” title=”Embarassed” /><!– s:oops: –> |
| can’t idle descent | i have many experienced trouble"can’t idle descent"and still can’t find the answer(repetitive trouble). does anyone know what’s the problem? |
| Re: can’t idle descent | Please be more specific? Engines do not go to idle when retarding thrust? |
| Re: Some questions about the standard torque in BOEING AMM | Dear. Mr. 1.ID = Inner Diamter, OD = Outer Diameter. A pipe is a vessel – a tube is structural. A pipe is measured ID – a tube is measured OD. The differance is how they are measured and what their intended uses are.2. I think only that is the Hose is flexible. 3. Standadrd Torques in general will be found in "TIGHTENING PRACTICES AND TORQUE 70-20-02/209 try to find what you want from this point, It’s for all types. |
| Re: 737-500 fuel sys question? | Hi, All A fuel vent float valve allows fuel tank venting while preventing fuel from entering the vent channels/ tubing. So you have to Override tank 1 valve too, to fill it. Vent Tubes for small ammounts and allow vent only not for fuel transferesThanks |
| Re: flap asymmetry operational test | So the 5 v is the OUT signal from the pos indicator? Else replace the indicator first. Or the testswitch has multiple decks and one of them fails on L pos? Then get the WDM and check which signals goes where. good luck sjap |
| Re: flap asymmetry operational test | Hi, Flap assymetry test light is switched on by bypass valve open limit switch. Bypass valve is controlled by relay 123. This relay is directly switched by Flap position indicator internal switch (if some difference between LH and RH flap is occured) and opens the bypass valve. In your case,something is very probably wrong inside of the Flap position indicator (maybe dirty contacts under pointers) and indicator don´t give ground to relay if RH pointer is moved. Replace the indicator and I think that it will fix this problem <!– s:-) –><img src=”{SMILIES_PATH}/icon_smile.gif” alt=”:-)” title=”Smile” /><!– s:-) –> |
| flap asymmetry operational test | I recently done a test of the flap asymmetry system(amm sub task 27-51-00-715-075) on the 737-300, however when i put the asymmetry test switch to the L position(in the e/e bay) ,the asymmetry test light is does not come on and the flap bypass valve does not moves to the position 2 but the left pointer on the flap position indicator split. everything is as per amm when i place the asymmetry test switch to the R position. The test light comes on. bypass valve moves to position 2 and pointers on flap position indicators moves. i measured voltage from the flap position indicator connector when i place in the L and R position on the test switch and i got about 5VAC respectively. what could be the problem? |
| Re: reading light lug’s part number of 737NG | hi, sander I find it , swpm 20-30-15 , thank you help . and thank you datum about lug . |
| Re: reading light lug’s part number of 737NG | you’re wellcome boeingfleet.
When all the manuals are complete finding the partnumbers via the regular route is the easiest solution but when the manuals are not present finding a partnumber like this can be a challenge right? Regards, Sander |
| Re: need help | Filter can be a nuisance sometimes if taken for granted. They do the job of filtering and cleaning our equipment but we seldom check if they need cleaning, too. In the case of fluctuation, you can check your electrical voltage if it is varying especially during day time and night time . Also check the website of apu for more information.
_________________ |
| Re: 737NG – APU remote shut-off switch | The APu shuts down immidiately when pulled, but it doesnt do the cooldown run it needs. Thats not a normal procedure. You will find a bite message afterwards saying it had a fire-handel shutdown. So dont use that procedure, its for emergency only. sjap |
| Re: TCAS FAIL B737 NG -800 | thanks sander..
we still having fun with it… if you get anything new pls advise me. thanks |
| Re: rumble from engine/wing | hi,sjap: you said:Install rubber dampers in between the fanblades-300 i know what is it what is it of -700? thank you |
| Re: TCAS FAIL B737 NG -800 | well guys i have replaced both ATC antennas, checked all the connection i.e coax connection some were found slightly loose so we secured them A/C went for flight came back with the same defect.. WHAT DRIVE ME CRAZY THAT THE FAULT WILL APPEAR WHEN FLYING ABOVE 33K FEET, AND GO AWAY OMCE HE START DESCENDING AND SO FAR I COULD NOT GET ANYTHING RELATED WITH THIS ISSUE?STILLLLLL WAITING FOR MORE FROM YOU GUYS?ESMILE12 |
| SWPM for B737-200 | Hi guys
Does anybody have a chapter 20 SWPM for a B737-200,i have wire codes wich i need the part nr of. |
| Re: AVM of 737NG | Hi; when you use "BALANCE 2 PLANE COMPUTE",the AVM gives solution to balance either the fan or the LP turbine, that’s why you see blade N°66. So,don’t use the "BALANCE 2 PLANE COMPUTE " process for under wing balancing engine. |
| Re: AVM of 737NG | [b:2qkychix]From AMM Part I 77-31-00:[/b:2qkychix] [quote:2qkychix]Use the BALANCE 1 PLANE COMPUTE? option to have the AVM signal conditioner supply a balance solution for the engine fan. See BALANCE PG 4 for more information. Use the BALANCE 2 PLANES COMPUTE? option to have the AVM signal conditioner supply balance solutions for the fan and the low pressure turbine (LPT) sections. See BALANCE PG 5 for more information.[/quote:2qkychix] [quote:2qkychix]Training Information Point Although the 2 plane balance is a function of the AVM signal conditioner, it is not an approved maintenance procedure for the CFM56-7 engine. Refer to AMMII 71-00-00[/quote:2qkychix] |
| Re: AVM of 737NG | yes,the eng 1 vabration go back to 0.6 after balanced. and on the avm ,i want to know what will hapen if i do a eng2 balance ,so I have a try to eng 2 balance,and the solution show as i said. in the" BALANCE 2 PLANE COMPUTE?",the screen show: n n n n / y y y n n n n / y y y X / 6 F x ?each of six flight show two line imbalance data,but for eng 1 ,it only show one line data.and the "DISPLAY SOLUTION AGAIN? "for eng 2 shown "blade 61-66" .did anyone know it? |
| Re: 737NG – APU remote shut-off switch | Sorry, never touched it for that reason. |
| TASK 75-31-01-000-802-F00 Right VSV Actuator Removal | (8) Do these steps to remove the actuator [65]:
(a) Apply penetrating fluid, D50186 [CP2691] to bolt [69] at both the inboard and outboard bellcrank assembly clevis locations [74]. 1) Allow the penetrant to soak for a minimum of 5 minutes. (b) Remove bolt [70] and nut [71] that attach the actuator [65] to the bellcrank assembly [74]. [color=#FF4000:10joh393]CAUTION: ROTATING BOLT (69) WILL RESULT IN SEIZURE BETWEEN THE BOLT AND BELLCRANK ASSEMBLY.[/color:10joh393] (c) Hold bolt [69] stationary and remove nut [73]. 1) Remove bolt [69] that attaches the actuator [65] to the bellcrank assembly [74]. a) Do not rotate bolt [69]. NOTE: Once nut [73] has been rotated 2 or 3 turns, carefully pry bolt [69] outboard in order to verify the bolt is not seized to the bellcrank assembly [74]. Q:1.WHY ROTATING BOLT (69) WILL RESULT IN SEIZURE BETWEEN THE BOLT AND BELLCRANK ASSEMBLY? |
| Re: rumble from engine/wing | thanks for the info we carried out fan blade lubrication, vibration check( test 7 )now all is fine thanks again <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Delayed Deceleration of LH Engine | On a particular NG aircraft in our fleet, there have been quite a lot of pireps of delayed decelaration of LH engine. In flight when the throttle is retarted, there is a delay of about 20-22 seconds in the engine response.however, on ground it is behaving normal. EEC has been replaced twice by now, once the HMU. we were thinking of the Throttle angle resolver, but boeing did not agree to that. later on Boeing’s recommendation, even the engine is changed, still the snag persists. later on FMC & both DEUs have also been replaced, still the snag is there. pls share suggestions and similar experiences, if any. |
| Re: Pilots studpid q’s | Hi all again,
I ve been wondering which headset to get…I am flying 737/400 and 800 only. Conceiding that every pilot can decide to turn ON or OFF the active noise reduction if there is, I cannot see how an aircraft can be only used with precise type or brandmark of headset ! What can Boeing accept ?? what does Mr Boeing really say about its radios ? Thank you in advance. B regards. |
| Re: Delayed Deceleration of LH Engine | I’d go for the resolver. Dont wait for Boeing. (Everyting is replaced now except the resolver?) |
| REVERSER ON B737-200! | Guys, very good evening! It has been a pleasure for me have had joined the club…Can someone help me to confirm that on the Boeing737-200 we must have a switch WOW (weight on wheels) installed on the NLG in order to assure signal to allow the reverser cowls to open up? Can someone confirm that this acft left the factory without this switch there, than it was issued a SB to install it ?It happened because pilots used to deploy the reverser cowls with the NLG still in the air thus in some cases, we had some damages on the cowls – due to the nose up attitude! Anybody could help me? any docs? Now the reverser only operates with the NLG on the ground right?Thank you very much friends. <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> |
| Re: REVERSER ON B737-200! | Hi Cesar,
There are 2 SB’s for this, |
| Re: Pilots studpid q’s | We’ve had the headset issue on our fleet. Pilots using an adapter cable to connect an XLR-5 to the a standard mic and phone plugs have been burning out their relevant card in the Remote Electronics Unit.
I cant remember the specifics of the issue, but it was something along the lines of the adapter cable being able to feed 28V back through the mic or phono socket (only during plug in) and feeding 28v back into the REU, thus killing it I belive the issue was resolved by disconnecting pin 5 on the XLR-5 plug |
| AD2008-10-09(fuel quantity indication system) | Hi every one; i am a new comer at this forum and i am working as an aircraft engineering. i have a question:how to comply the AD2008-10-08 on boeing 737-500 which is installed with Smith TSU (transient suppression unit) not installed with goodrich Transient suppression device(TSD).For your information, if the aircraft installed with goodrich TSU, we can comply direct refer to AWL28-3 and performing in accordance with SWPM 20-20-00, but for Smith TSU installed, i dont have any idea yet! any body can help me please,thank youbest regardDery |
| Re: HF Coupler NG | Hi there, Here in Brazil, there have been several cases of failures in the system of HF only in flight, while on the ground it normally operates. It was found that the most common cause is the HF coupler, the loss of pressurization causes the failure when the aircraft is at cruising altitude. sr79: can you provide the source of the information about the nitrogen? i would like to read more about this. tks guys! |
| BOTH EDP IN FLIGHT FAILURE | A good story: Some time ago we had the following problem with one of our 737-700: When on long-haul flights, after about an hour and a half in cruising level, occurred almost simultaneously an indication of low pressure EDP of the two engines. After the landing was made to run up and inspection of the case drain, pressure and return filters and the failure not occurred and the aircraft was released. After several delays, it was found that the hydraulic reservoir pressurization module with the vent hole blocked with a wire, which caused the accumulation of water inside the module. When the aircraft was in cruise flight, the water froze and blocked the flow of air into the reservoir causing cavitation of the EDP. We replaced the pressurization module and all was well. |
| fcu bearing | 737-200 fcu thrust crank bearing play, anyone know the reference to change this? |
| Re: HF Coupler NG | my source of information was the aircraft a.m.m. and also you can look in wikipedia.com |
| Re: HF Coupler NG | the same info is given in the book "[b:2ijueri6]AIRCRAFT RADIO SYSTEMS[/b:2ijueri6]" by [b:2ijueri6]POWELL[/b:2ijueri6] |
| Re: TCAS FAIL B737 NG -800 | We had a similar problem on a -800 about a year ago. We were having pretty much the same indications that you describe, and had tried pretty much the same things that you describe. In our case the problem turned out to be the coax connector for the suppression circuit was loose on the M1908 Coax Tee (Ref WDM 34-53-31).
As the ATC, TCAS and DME operate in roughly the same frequency band, they share a suppression circuit to prevent simultaneous transmission. With our aircraft the TCAS connector D10161 was not tight on the M1908 Tee, but the only time the simultaneous transmissions caused a problem was near cruising altitude – when the active ATC Transponder switched to the lower (stronger signal) antenna. Since I installed D10161, the aircraft has had no TCAS problems. I don’t know if this is the cause of the issue that you’re having, but it is something to look at. I still have no idea why it was only the lower antenna, proximity perhaps? Best of luck. |
| Re: SWPM for B737-200 | We have what you need.How we can help You…
WBR Rile… |
| Re: Fuel Unbalance After TakeOff | Looks like in T/O all center fuel went to eng #1 only because tank #1 remained almost the same and eng #2 took all fuel from tank #2 from T/O onwards. This could mean that the rh center tank boost pump didnt do his job to feed eng #2 ? Maybe this pump is about to die, or some blockage is there in the suction line or a loose press line (we had a loose coupling once inside center tank from same pump, so the pump pumped the fuel back into its own tank. It happens. It was a coupling without lockwire.) For T/S try to transfer center fuel with the rh center boost pump only to another tank, see if it has capacity / flow enough. regards sjap |
| Re: how do i find a wire part nr? | Thanks I found the numbers |
| Fuel Unbalance After TakeOff | Hi Guys, Crew reported following situation: After 13 minutes from take off fuel indication was Lh Tank 4540 and Rh Tank 4020 center tank empty. Fuel on board Before departure was 4640 (lh) 1020 (ctr) 4600 (rh). Crossfeed Vlv opened for balancing by crew and for remaining of flight situation was normal. At arrival Indication was confirmed by dripstick (all Norma). We suspect that the Qty of Ctr tank (only 1000 kg) can not feed equally both engines in some situation like Take off or climb. Any Idea???? |
| AVM of 737NG | I just do a CFM56-7b balance on a 737NG,the AVM PN is S362A001-10.The ENG 1 vibration high,about 2.8,but the ENG 2 vibration didn’t high,about 0.6. in the" BALANCE 1 PLANE COMPUTE?",the screen show: n n n n / y y y X / 6 F x ? in the" BALANCE 2 PLANE COMPUTE?",the screen show: n n n n / y y y [color=#BF0080:qto3h4a2]n n n n / y y y[/color:qto3h4a2] X / 6 F x ?and I select a flight to compute,the eng 2,the "DISPLAY SOLUTION AGAIN? "screen show: E x L o c . X X R e m o v e y y y y y y y y Install y y y y y y y y …… [color=#FF0000:qto3h4a2]BLADE 61 ADD N0 BLADE 62 ADD N0[/color:qto3h4a2]….what about the eng 2 show? |
| Re: AVM of 737NG | Strange. Blade 61? There are only 24 blades and 38 balance holes so thats weird. Are you sure the screen looks like the flow diagrams in this file: [url:1fc0wsvv]http://www.sjap.nl/Fanblade%20balance.xls[/url:1fc0wsvv]For eng 2 no balance is necessary. Did you manage to balance eng 1 back to normal values? (or was the imbalance of 2.8 there suddenly? Then you have another problem) Use the form on the tab "CFM56-7 Balance" in the same file to do the job, its so much easier. Let us know how you did. regards sjap |
| Re: TCAS FAIL B737 NG -800 | well for you all guys,,
we managed to solve the problem by checking all the coax cabels cleane and secure them thanks alot with your help guys,, keep the good work esmile12 |
| Re: TCAS FAIL B737 NG -800 | So you had coax cable trouble and a faulty bottom antenna also? |
| Re: TCAS FAIL B737 NG -800 | [quote="Stefano":bc86xnjw][quote="sander":bc86xnjw]Hi Esmile12,
In situations like this we tend to pressurise the airplane to max diff to kind of simulate cruise altitude stress on the airplane to see if you can re-introduce the failure in the system. Have fun Esmile12 <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –>[/quote:bc86xnjw] In what sense it makes troubleshooting easier?[/quote:bc86xnjw] Faults that are active in the system can be troubleshot much more easily than intermittent defects. As long as a defect is intermittent, one has to rely entirely on theory and replacement of units and items that may have been faulty in the past. |
| Re: how do i find a wire part nr? | it’s 9 months later now. Did it really take you that long? <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –>
just kidding mate, good job. <!– s:o –><img src=”{SMILIES_PATH}/icon_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> |
| Re: how do i find a wire part nr? | yes 9 months is along time,one can have a baby in that time. yes it took me a while,cause i werent working on that job continiously,in fact im still not finished. |
| Re: how do i find a wire part nr? | ha ha ha, maybe in another few months you’ll finish the job and a couple months after that finish the paper work. Where do you work Dumbo and are they hiring? <!– s:wink: –><img src=”{SMILIES_PATH}/icon_wink.gif” alt=”:wink:” title=”Wink” /><!– s:wink: –> |
| Re: AD2008-10-09(fuel quantity indication system) | Hi Dery,
I don’t have access to AD’s or AWL’s, only the SWPM. |
| Re: SWPM for B737-200 | hi thanks
im looking for the part nrs of the following wire type codes Code GA and code HF sure hope that you can assist in this matter |
| Re: 737-300 Storage Questions | Thnaks for the quick reply. |
| No TCAS and No Xponders on flight! | hi all. i have a question about tcas and atc systems. What happen if all transponders and tcas computer gone on flight? Air traffic contoller and other aircrafts cant see our aircraft? Thanks for your helps. |
| Re: No TCAS and No Xponders on flight! | Air traffic control can still see the airplane on their primary radar, but there will be no information for them by secondary surveillance radar or mode S communication so they will be interested in contacting that airplane. |
| APU. Low Oil Pressure Indicator( overhead panel). | When starting APU 737-300 . Everything is going on well in start EGT rising Voltage 115 But when Freq. reaching ~400. APU shut down aoutomaticaly <!– s:cry: –><img src=”{SMILIES_PATH}/icon_cry.gif” alt=”:cry:” title=”Crying or Very sad” /><!– s:cry: –> and Low Oil Pressure is remaining illuminate through all prosses. Oil quantity is ok filter is new. Some time is staring normaly but after taking some rest 3-4 hours. Have anybody expir? Regards |
| Re: APU. Low Oil Pressure Indicator( overhead panel). | Looks like: -Oil press switch u/s -Oil press switch elec connector loose / dirty -New filter not correctly installed / wrong installed -Oil pump u/s |
| Re: No TCAS and No Xponders on flight! | thank u sander but i have still question about that. U said that the primary radar can see the aircraft but mode s communication is not aplicable. but i ask u that atc how can see the aircraft on primary radar? with using of which component even we cant use our xponders and tcas computer? |
| Re: No TCAS and No Xponders on flight! | dear aerodyn, for ATC’s primary radar to operate, it doesnt require a reply from the aircraft. Primary Radar transmits pulses and receives back the same after being reflected from the aircraft. then the ATC requests certain manoeuvers from the aircraft to identify it. but this primary radar doesnt have a long range. so if both atc xpnds and tcas are packed up on a long flight, i think there isnt any way any other aircraft cud identify that aicraft. |
| dc power sources on 200 | Where are the dc power sources / locations on the 200? |
| Re: B737NG Autopilot Roll | Is it 1 degree on the wheel or 1 unit as indicated on the aileron trim placard? 1 unit is equal to 6 degrees control wheel movement. It could be the adjustment of the aileron position sensor in the wheel well, (broken / loose / out of adjustment). Also check the rivets in the a/p actuator arms to the feel & centering unit, if they are broken or missing, the arms have play causing this complaint. It happened not so long ago on one of our a/c. Or maybe the rod-end bearings on the mentioned arms have play or are loose. Let us know what you find. rgrds sjap |
| 737-300 Storage Questions | On a -300 under short term storage – Can anyone clarify what are the checks required by Boeing under short term storage? For example ( an MD88 has a daily check, plus a 7/14/28 and 30 day checks)? Is the 737 the same?
Also – What are the man hours estimated for each of those, if available? |
| Re: 737-300 Storage Questions | Yes its about the same.:See the parking and mooring AMM chapter ATA 10-12-00-622-002 (classic) Procedures Repeat Intervals (Days)> Initial- 7- 14- 30- 60- 90- 180- As Rqd (< this is a copy of the head of the table with required work to do, its a long list) For prolonged aircraft parking. |
| Re: cure for skydrol | Good Day Gentleman,
I have had skydrol in my eyes and thoroughly flushing them with water did very little to ease the pain. What did ease the pain though was castor oil, as some of the previous posts mentioned. The relief was instant. When we have to work with skydrol we ensure castor oil is always readily available |
| Re: APU squib light is illuminating when no power is on | [quote="Timthom":28iqohin]We’ve just had this problem on a 737-400 for the first time, previously all the others had been -NG aircraft.
The best way to verify that it is the P8-47 Flight Deck Door Control Panel causing this fault is to disconnect the P8-47 connectors and turn power off again. In every case where we have had an APU squib light that had been remaining on when power was removed, this has isolated the problem.[/quote:28iqohin] |
| Re: APU squib light is illuminating when no power is on | [quote="sohail":1egxdi3r] I have also solved this prob on 737-500 <!– s:D –><img src=”{SMILIES_PATH}/icon_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> and found problem with P8-47 . Please can you tell me about TBS procedure(AMM ref) so that I can Close this defect on TLB Regards[/quote:1egxdi3r]In my corrective action for this problem, it goes something like this:"Reference Wiring Diagram Manual 33-18-05, found residual voltage at pin 16 of connector D4094P after power removal. Suspect p8-47 panel signal diode failure."I then use the AMM reference for the P8-47 panel remove/replace/test, which is chapter 52 of our AMM, as well as the chapter 33 reference for the Master Dim and Test operational test and the chapter 24 AMM reference for external power removal.WDM 33-18-05 works for our -400s but I’m not sure if it’s the same for a -500. Glad you were able to fix your problem. I hope this helps. |
| "Airplane Wiring Systems " Training course | Hi WITCH EASA PART 147 ORGNISATION IS OFFRING THIS COURSE? REGARDS |
| Rudder Trim | Gents,
I need some help with an issue I am having on a 737-400. In flight at altitude at or above 280 the rudder trim will not trim left. After the plane descends to 280 or below the trim function operates normally. We have changed the Rudder Trim module, Rudder Trim actuator, and the Feel and centering unit, and checked the wiring in the system. Any help would be greatly appreciated. |
| B737-400 FO Mach Airspeed Ind. Problem | Hello everyone, here is my first post:
One of our company aircraft (B737-400) has a repeating problem on RH mach airspeed indicator. At power up both indicators begin a test run, but RH indicator’s needle and counter keep running for 2 or 3 more cycles. After a few months, indicator’s cycling runs increased. Swapped with LH one found that indicator was faulty, indicator replaced. After a couple of months new indicator had the same problem. Now indicator stops and functions normally when plane begins takeoff run. Thanks, |
| Re: B737-400 FO Mach Airspeed Ind. Problem | This is typical MASI defect – capacitors in internal power supply lost their capacity and it has an influence for power-up testing. Replace MASI again. Shop repair is necessary. |
| Re: Rudder Trim | Does the trim indicator go to the left but the rudder itself not? OR Does the trim indicator not move at all to the left? (pointer stays at 0) Is trimming to the RH side ok?We had this once, it was lots of (old) grease with moisture in and around the actuator, it froze and didn’t move anymore. Also the cables where wet around the fuselage run through, they stucked in a fixed position. all cleaned and dried, all was ok again.But i assume thats all checked already. |
| B737NG Autopilot Roll | Channel A to CMD, with no MCP mode selected, control wheel goes to the left, approx 1 degree off roll trim label Channel B to CMD, with no MCP mode selected, control wheel goes to the left, approx 1 degree off roll trim label Channel A to CWS, holds at zero off roll trim label Channel A to CWS, holds at zero off roll trim labelAny idea what can be a issue, or this is normal operation …. Regards!!! |
| Re: "Airplane Wiring Systems " Training course | Hi sohail, I think that LUFTHANSA TECHNICAL TRAINING offer this types of course. |
| Re: B737-400 FO Mach Airspeed Ind. Problem | Thank you for reply, it’s so sad that we have to replace it again. Hope failure wont come again.
kadir |
| Maintenance and engineering cost | I have been asked to produce a cost model for the maintenance and engineering of a Boeing 737-33A, QC, Engine: CFM CFM56-3C1, Year Built: 1995, No of hours: aprox 40,000. Can anyone help me? Thanks |
| Re: SWPM for B737-200 | GA wire P/N is BMS 13-60 Type 1 Class 1 HF wire P/N is BMS 13-60 Type 8 Class 2 Nickel Plated Shield, HighTemperature, Do Not Solder AWG 24 |
| Re: AVM of 737NG | hi yaef, when use "BALANCE 2 PLANE COMPUTE",the AVM gives solution to balance either the fan or the LP turbine,but the ENG 1 not,why? |
| APU | Good afternoon, ladies and gentlemen, We are operating Boeing737 classics. Surge valve adapter duct is damaged at APU GTCP85-129h. Could this affect the start APU? |
| Re: APU | Do you mean this orange flexible boot, downstream of the surge valve? that ruptures so now and then? Its only overboard surge air, but it should be repaired. The APU starts ok. rgds sjap |
| Re: No TCAS and No Xponders on flight! | check out <!– w –><a class=”postlink” href=”http://www.aircraftmech.com”>http://www.aircraftmech.com</a><!– w –> go to ‘avionics tools’ and then click on ATC testset. Maybe interesting to you.
And like 737GR said, primary radar (PSR) is the old fashioned type radar that you see in the movies with the round screen and a pulse line moving in circles showing dot’s or ‘echos’ secondary radar (SSR) interrogates the airplane (usually in mode A, mode C or mode S). TCAS btw is not a transponder, it’s a stand alone system but in order to have resolution advisory (RA) it uses the ATC transponder function to agree with other airplanes who moves in wich vertical plane. |
| Re: how to know wheter the battery switch is off | Good Day Gentleman,
From my very limited experience with NG’s, I have found that during a walk around on the line I can tell the battery switch is off when the aircraft is still powered by external power. The R/H ram air door will be closed but the L/H door will be open |
| Re: vibri engraving or rubber stamping | Please specify if removing the two rivets on the metal identification plate is possible in situ. Quality is of utmost importance and strict adherence to AMM and SRM is a must in here. No patch work is allowed in my part of the world. hope you have considered that in the suggestion yo have given me. Anyhow lot of thanks for yor reply. Balancing was done by calculation method and none of the flight control was removed. Please give some more tips on how to go about it without removing the elevators as we really dont want to do it. And I have no idea about approved rubber stamping procedure. Some more advice are always welcome. Thanks in advance to you all. |
| Re: dc power sources on 200 | Hi Juanito,
This forum was not working ok the last few weeks so answers could not be posted. Regards |
| FMC disagree | Hey All
We have an aircraft that recently began to show FMC disagree, after switching power source from APU to ENG GEN, but ofcause not for every flight… Best regards |
| Re: FMC disagree | what does FMC BITE show ? |
| vibri engraving or rubber stamping | Can anyone help regarding vibro engraving of new SBHM on the elevators (B737-700) after paint job as per SRM.Can it be done in situ or elevators need to be removed as accesibility seems to be less. Also which method is better, vibro engraving or rubber stamping which will not require elevator removal?? |
| Re: vibri engraving or rubber stamping | We usually use an aluminum foil placard with the data stamped in it. Then we put it on the elevator. (weight of this placard is nihil). If you already installed the elevator, you may still use a placard with data on it, but it needs protections if its not an aluminum foil type. (Edge sealant which is available for general placard protection may be used). Else just use your stamp method and make sure its protected in any way so its readable after many years of flight. Or try to remove the existing plate, engrave it, and reinstall it with the same number of rivets or attach it with some sealant. |
| thrust push/pull cable | cant find info on the lubrication of the thrust push/pull cable cfm56 -500 we have a stiff cable we want to try and grease but cant find spec <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| Re: thrust push/pull cable | you probably cant find any info on lubing because they probably aren’t supposed to be lubed.
Lubing bowden cables is generally a no-no as the grease just attracts dirt and debris. Perform a pull off check. If the cable fails the test, replace it with a new one. |
| Re: thrust push/pull cable | Indeed they are not lubricateable. What you can do is remove the inner cable from the outer (disconnect both sides) , clean it, and use a lint-free cloth with some teflon/silicon spray on it. (NO oil based products) You will feel the difference in force required to move the inner cable. Its not in the amm but its more like common sense. The inner cable has a spiral wrap like covering. Take care when inserting it back into the outer cable! Never use grease or oil this will make your problem bigger then it was. |
| Re: FMC disagree | Ill will ask… |
| Re: FMC disagree | FMC transfer relays? Try to swap them for the troubleshooting start.But first of all,check all messages and fault history from DEU´s and FMC´s. |
| AUTOTHROTTLE STAGGER | Currently we are experiencing an autothrottle stagger on the 737-300 aircraft during approach,rigging has been done but still the problem persists,guyz i need some help here <!– s:? –><img src=”{SMILIES_PATH}/icon_e_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> |
| tyre creep | We have received a query form one of our pilots relating to the identification of tyre creep on our B737NG aircraft. i checked the manuals and found definition of tyre creep as rotation/movement of the tire in relation to wheel. We have spoken to the wheels/brakes workshop mechanics who advised that on tire/wheel assembly they align the red dot on the tubeless tire (also known as the ‘light spot’) with the valve. i couldnt find anything in AMM ATA 32-45 concerning any allowable limits to tyre creep. Can anyone advise if there is any tyre creep limit, the question is, when the red dot wears off which I am told it does do quite quickly, how do they identify when the tyre has crept and whether it actually matters.
BRgds |
| Re: tyre creep | The term "tyre creep" really only applies to tyres with inner tubes, to stop the inflation valve getting ripped out.
It was standard practice to paint a 1 inch white band on the tyre and hub to identify creep. Boeing do however provide guidance on the subject for tubeless tyres. They recommend the tyres do not slip by more than 20 degrees.This equates to around 4 inches on a 737 mainwheel. |
| Re: AUTOTHROTTLE STAGGER | In approach you have lower N1’s, this could be a VSV adjustment issue. Check VSV’s static rig. Check the VBV’s adjustment as well. Check high idle setting and adjust if necessary. A faulty or misrigged cable system can have a negative effect on lower powersettings too.The PMC only acts from about 50% N1 and higher. If the problem is at higher power setting too, check the PLA gain voltage in Part Power position and max fwd(2,81 V and 7,51 resp) see amm. If one of the PMC’s is faulty its engine will have a lower N1 (-300) (on -400 higher with PMC off). If PLA gain voltage is ok, check the a/t synchro adjustments , in pp 163,5 and max fwd 327,5 see also amm for your a/c. (see a/t bite test page 2). Do a mec trim test and check PP with PMC’s in off and ON, see what happens. If after all this you still have problems, do a CIT sensor test as well. Regards sjap |
| Re: tyre creep | Maybe the SL 737-SL-32-138-A answer your question:
[quote:2sd6bljz]… |
| Re: tyre creep | The red dot indicates the lightest spot on the tyre. It has nothing to do with creep. |
| Re: tyre creep | thanks everyone for your replies. so it seems that the red dot which is the light spot on the tire is not for creep, but rather for aligning the tire with the heavy spot on the wheel during assembly. Dunny, can you please give me the Boeing document reference that contains the guidance for 737 wheel creep so that i can review it.
thnx |
| Re: tyre creep | 737NG-FTD-32-00012 |
| Re: tyre creep | You have to use your experience and common sense.
If the tyre is losing pressure, change it. Otherwise, I wouldn’t worry about it. If it were an issue, the wheel/tyre overhaulers would be painting marks on the tyres and hubs. |
| Re: tyre creep | thanks Dunny. |
| Re: tyre creep | the Boeing FTD doesnt advise what to do if the witness mark that we add wears off in service. if it wears off, does that mean that we treat the tire/wheel combo as unserviceable and require replacement? |
| Re: tyre creep | thnx Dunny, appreciate your coments |
| Re: tyre creep | Hi everyone! As far as I know on all aircraft types the red (coloured) dot is on the lightest point of the tyre, aligned with the inflation valve, to identify a tyre sliding on the rim. The B737 classic does not mention any check, but I suppose that if anything like this happens the tyre would loose pressure. In any case I would replace the tyre, because it is not normal… |
| Re: tyre creep | Have you not read any of this thread.
I give up…. |
| B737-500 NLG wheel assy vibrating | I had been replaced to soon NLG wheel tire assy about 75 cycles due pilot report fo a exccesive vibration during v2,rotate and taxing p/n 3-1438-1 wheel assy,may balance or NLG ASSY.? |
| Re: B737-500 NLG wheel assy vibrating | The wheels may have a flat spot causing unbalance. Replacing both wheels is the best solution. Else check your steering system / torsion links, it might be worn out. Lubricate it and then check again. sjap |
| Re: AUTOTHROTTLE STAGGER | let me try that.thanx |
| Re: B737-500 NLG wheel assy vibrating | We rarely get nosewheels replaced because they worn to limits. They are generally changed due to reported vibration.
If the crew report nose wheel shimmy on the take off or landing roll, look at the torque links or steering collar. If reported after lift off, it will be the nosewheels out of balance. Nosewheel vibration is extremely common. |
| hard landing and overweight landing | Hi Can any one tell me how to find out if the aircraft has done a hard landing i mean hw to get the g force on landingThanks |
| Re: hard landing and overweight landing | Hello there, You get it in first check the flight log ,then amm ata 5 also inspect MLG,BRAKES,some device as fuse pin,military acft has a instrument for check G forces applies in flight or touch and go operations…………..good luck dude. |
| Re: hard landing and overweight landing | I know the hard landing insp is in chap 5 but the inspection says the peak vertical accelaration more than 2.1g so hw to find thi sg force
Thanks |
| Re: hard landing and overweight landing | There is no possibility of directly readout vert. accel. peaks at 737.Vertical acceleration data are recorded at QAR medium. Your airline department,which evaluates QAR data should tell to tech. department that hard landing was occured.If the crew reports OW or hard landing,remove this medium (optical disc or PCMCIA card) from DFDAU and hand over it to this department for high G-force scan. |
| B737NG Fuselage vibration | During taxi and take off everything normal. After gear and flaps up, at 7000 – 9000 ft with speed 250 knot there is vibration sound, rudder pedals are vibrating a little and rows from 17 to the back are shaking. After reducing speed below 250 everything becomes normal. Visually checked spoilers during flight, found ok, also they tried with extension and retraction of the gears but again at same speed there is vibration. |
| Re: B737NG Fuselage vibration | Check the vibration overview from Boeing: item 8 at [url:1fffwdsq]http://www.sjap.nl/General.htm[/url:1fffwdsq]My experience: Loose NLG door Loose MLG door Fairing next to ram air inlet door loose (loose rivets) Floating spoilers Excessive elev tab play Loose elev aerodynamic seals (check upper and lower side) and seals around stabilo / fuselage.So it could be lots of things. |
| Re: tyre creep | …just to spry some alcohol on the fire… In LIN thre’s an old Yak 40 who has marking not aligned with the inflation valve… P.S. Tyres are destroyed but there’s no sign of slipping <!– s:-) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:-)” title=”Smile” /><!– s:-) –> |
| Re: TCAS FAIL B737 NG -800 | [quote="sander":3tab0p0b]Hi Esmile12,
In situations like this we tend to pressurise the airplane to max diff to kind of simulate cruise altitude stress on the airplane to see if you can re-introduce the failure in the system. Have fun Esmile12 <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –>[/quote:3tab0p0b] In what sense it makes troubleshooting easier? |
| CFM56-3 EGT 930 | EGT 930 at start but normal N1&N2 a TBS related VBV has been done. test ok |
| Re: CFM56-3 Low EGT but N2 ok | Did you mean: Low EGT? Thats good ! or a low EGT[u:36bldffv] MARGIN?[/u:36bldffv] Thats bad. More details pls sjap |
| test flight b737-300,500 | WHO KNOWS THE TEST FLIGHT DOCUMENY OR MANUAL FOR 737,UNDER WHAT PAPER WORK DO A FLIGHT TEST THANK |
| Re: test flight b737-300,500 | A testflight in our company is described in the Design Organisation Exposition. This Design Organisation Exposition (DOE) is the basic working document of the carrier Design Organisation. The DOE describes the organisation and procedures of the carrier Design Organisation as required by EASA Part 21, Annex to Commission Regulation (EC) 1702/2003 of 24 Sept. 2003.Flight test conformity The CVE shall witness the flight test and verify the results against the requirements as laid down in the Flight test plan. Prior to the flight test, the Operator shall request a Permit to Fly from the Competent Authority, i.e. the authority designated by the Member State of registry of the concerned aircraft. The test flight shall be performed by a competent flight crew. During the flight test, all the prescribed tests shall be performed. The result of each test step shall be included and signed off in the Flight test report. When after the flight test(s) the results are analysed and verified by the CVE to be in conformity with the flight test requirements, a Statement of Conformity shall be produced which shall be validated and signed by the CVE.(Compliance Verification Engineer (CVE))Your company should have similar documents. |
| Re: test flight b737-300,500 | Thank very much for your time. |
| TCAS | anyone had any crew reports of missing TCAS targets on the NG ? |
| Wing anti ice logic | Hi,
When WAI switches are placed in ON longer than 5 seconds in flight, the stall warning logic adjusts stick shaker and minimum maneuvering speeds to icing condition requirements. Recently I spoke with a test pilot who said he sometimes placed the WAI switches in ON before take off so he would be on the "safe side" with stall speeds etc. My question: When this is done IN FLIGHT the stick shaker and min maneuver speeds will be adjusted, and remain so for the rest of the flight. But are these speeds also adjusted for the following flight when the WAI switches are placed ON [b:gfxwvav1]BEFORE[/b:gfxwvav1] take off? Because when you select them in on, they will tripp off at lift off. I was just wondering if he was right <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –>. |
| Re: Wing anti ice logic | Maneuver speed should be changed everytime when WTAI switch is placed to ON position but….. There is WTAI logic – If the throttle levers are advanced more than 60°,WTAI switch is automatically tripped off on the ground to preserve engine power during T/O. WTAI switch is also tripped off if the overtemperature condition occured. |
| Re: Wing anti ice logic | So are the adjusted stick shaker and maneuvring speeds still active after a/c goes in take off when WAI was selected before take off? |
| Re: Wing anti ice logic | These speeds are active provided WTAI switch in ON position. During T/O the WTAI switch automatically trips to OFF,so speeds are not active. If pilots switch on WTAI after T/O,speeds are active again. |
| Re: Wing anti ice logic | I know the WAI switch trips off at take off, so there will be no hot air blowing throught the vents in the slats. But amm states then when WAI is used speeds are active for remainder of the flight, even when WAI is not used anymore. Aren’t you confused with Engine Anti Ice? When EAI is used speeds are also adjusted but go back to normal when switches are placed back in off.
So if you place the WAI switch momentarily in ON before take off, are the speeds adjusted for the rest of the flight? |
| remaining time in service for b737-200 | Who knows how time left in service for 737-200? |
| Re: remaining time in service for b737-200 | hello,please paraphrase your question….i dont get you? |
| 737-200 Body Sections | Hi. I want to make the 732 in a 3D program, and I want to now if someone have docs with the body sections illustrated, I have the AMM, they have all the measures but don’t have body sections illustrated, if someone have and can help I thank. |
| Re: 737-200 Body Sections | You find the sections mentioned in AMM 06-22-0. Section 41 from body station 130 to 360. Section 43 from body station 360 to 540. Section 46 from body station 540 to 1006. Section 48 from body station 1006 to 1217. |
| Re: 737-200 Body Sections | Thanks but is not that I need. I Need to be something like this(<!– m –><a class=”postlink” href=”http://farm2.static.flickr.com/1137/534646240_f7c1f2b7b9.jpg”>http://farm2.static.flickr.com/1137/534 … f2b7b9.jpg</a><!– m –>) from the sections of the fuselage |
| Re: Wing anti ice logic | Stick Shaker and Minimum Manuvering Speed are only adjusted if the WTAI system is placed to ON when the aircraft is in the air mode (and FMC displayed VREF is not adjusted at all).
I tried several different NG aircraft and setting the WTAI switch to ON with the aircraft in GND mode caused no change in SMYD computed speeds. This does make sense as why would you adjust the speeds on the ground for a system designed to shut down on takeoff? |
| Oil QTY problem 737cl | Got this eng oil qty problem, On Climb the oil qty indicator drops to approx 40%. Cruise/decent OK. EIS replaced, Transmitter replaced, oil tank replaced, wiring checked continuity, connector replaced on transmitter. We are unable to duplicate problem on gnd, High power run performed. Anyone got any clue? The problem is only on climb.. |
| Re: Oil QTY problem 737cl | This is from new gen fim:
At engine start with the engine speed stable, the oil level usually decreases about 0.5 gallon (2 liters). At take-off power on the ground with the aircraft level, the total decrease in oil level is about 1.3 gallons (5 liters). At takeoff power, the total decrease in oil level is about 3.2 gallons (12 liters). NOTE: When the engine oil temperature is low, an oil level decrease of 0.5 gallon (2 liters) is normal until the oil temperature is stable. (a) This is called the gulping effect. (b) This volume of oil is not available and is not part of the oil tank quantity. (c) This volume is partially recovered during engine deceleration and completely recovered (minus oil consumption) at engine shutdown. It is considered normal and not a defect. |
| Re: Oil QTY problem 737cl | It’s not clear, but I assume that this problem affects only one of the two engines and that the other engine oil indications are within normal parameters.
I’ve encountered this many times over the years on the 737-400. In each case it has been the connector at the rear of the EIS, specifically either the center conductor or (more commonly) the shield on the oil quantity input. An improperly crimped center conductor or shield, an oil quantity input not properly seated into its connector, or a shield that is frayed at the shield crimp due to flexing of the wire bundle are the most common causes. While difficult to detect using a volt/ohm meter or megger, pulling the EIS display partially out of the panel and gently shaking the wiring will often help find the cause. |
| Re: Oil QTY problem 737cl | It´s only one engine. The other one is ok. |
| Re: Oil QTY problem 737cl | Then I’d definitely check the connector for that engine at the back of the EIS.
We’ve actually modified our aircraft to provide better support for the wiring bundles at the back of the EIS when installed and added a note to our AMM for EIS removal and installation to ensure that the wiring is not stretched unnecessarily during EIS display removal and it has all but eliminated this problem in our fleet. Best of luck! |
| Re: remaining time in service for b737-200 | 30 years or 70.000 cycles |
| Re: | [quote="sjap":23rduhsl]Was the precooler control valve replaced too? Try that or swap it. If on top of descent trip off light comes on, it could also be the HP valve and/or HP regulator. Did you also check if the HP valve is not leaking internally? The bleed air check was within limits? See form on [url=http://www.earlyvegas.com/las-vegas-luxury-hotels:23rduhsl]Las Vegas Luxury Hotel[/url:23rduhsl] <!– m –><a class=”postlink” href=”https://online-lening.net/invul%20Bleed%20PG.xls”>https://online-lening.net/invul%20Bleed%20PG.xls</a><!– m –> [url=http://www.earlyvegas.com/encore-wynn-las-vegas.html:23rduhsl]Encore Hotel Las Vegas[/url:23rduhsl] Best regards sjap[/quote:23rduhsl]Awesome thanks for the suggestion, I was wondering the same thing.Thanks again,-Jim |
| Re: remaining time in service for b737-200 | THANK YOU VERY MUCH |
| Re: remaining time in service for b737-200 | RH THRUST REVERSER SYNC-LOCK TESTE FAIL TO MOVE BETWEEN 0.150 AND 0.250 GOES MORE THEN 0.300 GAP TR SLEEVES( HALVES) RF AD94-21-05 B737-300 |
| B737-300 T/R SLEEVE (HALVES) FAIL GAP | THRUS REVERSER SLEEVE IN TEST OF T/R SYNC-LOCK FAIL TO GIVE A GAP 0.150 AND 0.250 IS MUCH MORE ABOUT .310 INCH ACTUALLY REF AD 94-21-05 T/R SYNC-LOCK INTEGRETY TEST. |
| Re: Delayed Deceleration of LH Engine | hi, we had also come across the same problem, which finally got resolved by replacing IDG. IDG was the only component left. As per Boeing, IDG was creating certain magnetic field which was corrupting the EEC on that engine. |
| Re: Delayed Deceleration of LH Engine | A "similar" complaint we had lately: When the pilot moved the fuel lever to shutoff (737 NG), the engine kept running for approx 10 seconds.(sometimes more) After that it finally shut down. It appeared that the shut-down signal to the HMU arrived late. The snag was solved by replacing the engine/apu fire control module in the cockpit. The signal goes through this panel via some swichtes. One of these contacts where bad causing this complaint. |
| unpowered flight controls | EASA safety information bulletin 2010-28 issued Sep 2010 concerns icing affects on airplanes with unpowered elevator controls. maybe i am wrong i understand the term ‘unpowered flight control’ to mean there is no hydraulic actuator power involved between the control column and the control surface.
Can someone plz clarify/explain what is difference between powered and unpowered flight control. i would appreciate examples of aircraft with powered and unpowered flight controls. |
| Re: unpowered flight controls | Powered flight control: a flight surface which is moved by a hydraulic (or electric) actuator which in turn is steered by means of the pilots input. The pilot only moves the pilot valve of the PCU (power control unit as it normally is called). The force to move the flight control is now very low, only the pilotvalve and some artificial feel springs have to be moved by hand. All widebody aircraft have powered flight controls (747, 757, 767). 737 also, but may also be flown by hand (aileron and elevators only, in case of total hydraulic failure, rudder has a stby pump in this case)
Unpowered flight controls are flight surfaces which are moved only by pilot input force. (small propeller aircraft or medium size aircraft Saab 340 for example) Do some Google searches or wikipedia searches and you will find many answers. |
| Re: B737-300 T/R SLEEVE (HALVES) FAIL GAP | howdy, Before to go ahead in the troubleshooting,make sure if both t/RS have been worked on task card or discrepancies relatve to th t/r ata 78,IF NOT CHECK the record for accp,AD 94-21-05 R1 REQ MODIFICATION,ADJUSTMENT,AND TEST THRUST REVERSER (PREVENT DEPLOYMENT THE T//R IN FLIGHT )SPECIAL CARE IS SEE THE SYNC-LOCK INTEGRITY TEST REMEMBER THAT AMM 78-31-00 SIX HYDRAULIC ACTUATORS,SPACED AT INTERVALS AROUND THE REVERSER CASE ,PROVIDE THE MEANS OF ACTUATING THR TRANSLATING COWL TO THE REVERSER THRUST POSITION.FOUR ACTUATOR SRE IDENTICAL ,TWO ARE LOCK ACTUATOR,PROVIDING POSITIVE LOCKING WHEN THE SYSTEM IS STOWED .THERE ARE TWO COMON ACTUATORS AND ONE LOCK ACTUATOR ACCUPYING THE UPPER POSITION.REMEMBER THE T/R SYNC LOCK IS AN ELCTRICALLY OPERATED AND MECHANICAl LOCK. |
| Re: Bleed trip off when start descent classic | Probably 90 percent of the time when the w/u states there is a bleed trip when power is reduced for descent look at the precooler control valve first. What happens is the precooler control valve sits near the top of the engine and gets all the heat. It has by far the highest failure rate of all the pneumatic parts on the engine. When the flight crews reduce power for descent 5th stage air is no longer enough to power the pneumatics. At this point the high stage valve opens allowing 9th stage air in. This ninth stage air is much hotter than 5th stage so a degraded precool control valve has a hard time keeping up with all this hot air and bingo….a bleed trip. |
| Re: FMC disagree | This has been a problem with 10.7 . The only fix is a software fix. Although not a big problem for line operations …All you need to do is pull both FMC AC breakers leave out for a few minutes and reset. This will resync the computers. I have never seen this not fix the message. I have yet to see a FMC Disagree with 10.8a. |
| Re: FMC disagree | a lot of times we have this happen after push off the gate and resetting the fmc cb’s will cause them to lose data. I just tell them to put the fmcs to "both on 1" and once airborne to switch it back to normal. Always works. |
| Re: unpowered flight controls | thanks sjap for detailed explanation |
| AUTOBRAKE SHUTTLE VALVE METERD PRESSURE SWITCH | HELLO I HAVE ONE QUESTION ABOUT THIS SWITCH, THIS SWITCH HAVE 3 PART NUMBERS : 211C223-177 OR 211C223-319 OR 211C223-516 I WANT TO KNOW THE 3 PART NUMBERS IF UPGRADE ONE BY ONE? OR HAVE SOME DIFFERENTS? THANKS A LOT. |
| Re: AUTOBRAKE SHUTTLE VALVE METERD PRESSURE SWITCH | 211C223-177, S271T452-3 and 211C223-319 are no longer available for procurement. S271T452-3 replaces 211C223-177 (fully interchangeable) 211C223-319 replaces S271T452-3 (fully interchangeable) [color=#FF0000:bl2mjlw9]211C223-516[/color:bl2mjlw9] replaces 211C223-319 (fully interchangeable)PS: Caps Lock writing looks like screaming! <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| 737 T/R dispatch deactivation | hay iam ahmed pls i need help , what is the exact deactivation 4 boeing 737/400&800 thrust reverser procedure???? <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| Re: FMC disagree | hay , its a CB , all what u had 2 do is pull the CBs of both FMC at the same time 4 a 30 sec>>>and the massage will gone ………. <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| job training? | hay , i conduct a 737/300_900 type course but till now i dot get the proper training ??what i had 2 do ??my company dont want to spend much money 4 TRAINING….any one pls know any company that accept me as a trainee ????? |
| Re: Difference course Classic to Next gen | Hi Shark,
As far as I know, it is not a problem that u do theory and practical bit in different organizations. Most important is that both companies must be PART-147 approved training organizations for respectively theoretical and practical element of training. If u do practical bit in PART-145 it takes longer, and authorized person entered in MOE must carry out assesment of your log-book at the end. If u have UK CAA license, those informations are on CAA web site in ELGD (Engineer Licensing Guadiance Document – if I remember correctly). Good Luck! |
| Re: 737 T/R dispatch deactivation | You find the exact deactivation procedure in the AMM. 737CL = 78-00-00-049-001-C00 737NG = 78-00-00-040-801-F00PS: are you able to write in normal style. In my opinion is this SMS-Style not the level of a engineer. <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: 737 T/R dispatch deactivation | you help me a lot MR ufix…… !!just concern about the request and keep the comment for the admin <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –> |
| What kind of water do you use for compressor wash? | Question to all: Concerning CFM56-7 737 Next Generation: The compressor wash procedure may use pure water (water without detergent) to wash the compressor blades. The AMM water specifications are as follows: (1) Water. (a) Water properties. 1) Use water with less than 500 ppm total solids, less than 25 ppm sodium plus potassium (Na + K), and a PH of 6.0-8.0. a) [u:1jqn0i4r]Potable water is usually sufficient.[/u:1jqn0i4r]Does your company use potable water or do you use another type like demi water? And why do you use one or the other?Just to be curious, because the specifications are so strict, Boeing says that potable water is usually sufficient, i was wondering if they know the amount of Na+K and PH in all districts of the world. The PH value is not difficult to determine, but the Na+K is hard to get if you have no laboratorium at your company.And would it be a problem if the Na+K value is out of the specificated limits?Questions questions, input wanted… <!– s:geek: –><img src=”{SMILIES_PATH}/icon_e_geek.gif” alt=”:geek:” title=”Geek” /><!– s:geek: –> |
| Re: What kind of water do you use for compressor wash? | [quote="sjap":1ld89llf]… Does your company use potable water or do you use another type like demi water? And why do you use one or the other? …[/quote:1ld89llf] Lufthansa use pure water, but we do it not acc AMM. LH developed Cyclean™ Engine Wash. You find more info on the LHT Homepage: <!– m –><a class=”postlink” href=”http://www.lufthansa-technik.com”>http://www.lufthansa-technik.com</a><!– m –> Search for Cyclean. <!– s;-) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;-)” title=”Wink” /><!– s;-) –> |
| PSEU light on – intermittent fault | Dear All,
I have an 737-700 a/c with PSEU light on after landing with maintenance mssg 32-61102 (PSEU -5) which indicates that LEFT UP AND LCKD A SNSR indicates DWN with the other main gear sensors indicating both MLG up and locked, but fault can be reset on ground, [u:1rhos1oa]AND IS NOT PRESENT EVERY FLIGHT[/u:1rhos1oa]. From Troubleshooting history I know that: S72 no.1 l/h gear up and locked prox sw replaced, PSEU replaced to -5 (previously fault mssg was 32-61002 with PSEU -4 installed), clearance between sensor and target checked with a/c on jacks and l/g swing – ok. I had a/c only for few hours lately, I measured S72 sw resistance from PSEU connector – almost spot on, checked ground terminals for yellow wire – ok, had a look on every connector on the way for pushback etc.(one in MLGWW, two at the back of E3-2 rack, and PSEU connector – looks ok. So looks like we have some ugly wiring issue. But my question is: is it possible if during flight – L/G up and locked on up-lock, L/G lever OFF,pressure removed from retract lines – there is some mechanical issue with up-lock assy (excessive play during flight in turbulences, adjustment issue or simmilar) which could cause to move target out of range even for a moment but enough to set fault? Best Regards! |
| Re: PSEU light on – intermittent fault | -the switch might be at fault, it happens that it is very critical even if the target gap is ok. Try to replace / swap it with another one. -Play on uplock assy might give some movement but is should not give any problems. -It is possible that the ground connection of the switch is not healthy. Try to wiggle this connection and find out where it is connected to ground. -Moisture in/at around the plug/splice might become ice causing complaints. -Some ground connections of LG sensors on older NG a/c are connected to a composite flamesprayed panel. This can cause complaints as well. There was a mod for it to connect it to a real ground.Just a few suggestions. Success. sjap |
| Re: PSEU light on – intermittent fault | Hi Sjap,
Thanks 4 reply, As I mentioned I had only few hours, to do some checks. Previous troubleshooting was done by different people so I know only history. Well I do not know when I will have this a/c next time but I have strange feeling that this issue will wait for me… <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> Thank You Again Sjap and Best Regards! |
| Re: PSEU light on – intermittent fault | We’ve had this problem on a couple of our NG aircraft. Switch replacement didn’t fix the problem and we weren’t able to duplicate it on the ground.
It turned out to be corrosion in the connectors in the main wheel well. For instance in WDM 32-64-11, connector D46028P for S72. These connectors are treated with corrosion preventative compound when installed, which often as not serves to keep moisture in rather than out. In the most extreme case I’ve seen, the part of the connector where the pin retention locks are mounted was corroded so badly that the wiring on the P side of the connector was pulling out of the back of the connector and pin to pin contact was intermittent. |
| Re: What kind of water do you use for compressor wash? | Potable Water is the norm in our company, don’t know the specific reason though. Detergent Water is usually reserved for extreme requirements only, due chances of fumes coming in cabin during next flight, through AC louvers, if detergent is not flushed properly. |
| Re: PSEU light on – intermittent fault | Hi Timthom,
Thanks for this info, I had a look on this connector, I opened bracket on MLGWW ceiling to check pressure seal area and J side, it looked good. P side of connector was quite good as well. I disconnected plug, inspected both sides of connection but no signs of corrosion. But of course I will check it in more details when I will get this a/c again. Regards! |
| A P U approach | hay folks, would any one share his experience on apu with us pls , any thing concerning apu operation ???and what is the appropriate approach to isolate faults ?? <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| speed brake do not arm light ON | one of our B737-800 (with winglets) always suffer from this defect ‘speed brake do not arm’ light ON prior to taxi when doing aileron checks. FIM has been exhausted but same problem repeats itself. any clues plz. thnx |
| Re: speed brake do not arm light ON | We had this same snag before. It only happens when: the speedbrake actuator (deployment at touchdown) is still in the deploy position + it is not reset after landing by moving the T/L forward + the speedbrake handle is in ithe down detent position (normal of course) and you do the aileron full deflection test.When the speedbrake actuator is reset, you do NOT get this snag right? And if the actuaror is in deployed position you will get this snag. (try to simulate it by moving rotary knob on LO and push antiskid + testbutton on speedbrake module with handle in armed). When the speedbrake actuator is NOT reset after landing (it will of course do automatically at next takeoff), the input cable of the speedbrake handle is still a littlebit tensioned to the speedbrake deployed position, even when the handle is in its down detent position. This few millimeters of cable travel, together with the full deflection of the ailerons, which pull a littlebit on this cable via the spoiler mixer, (yes strange but it happens), will actuate the microswitch located in the lower nose comp which triggers the Do not arm light. We talk about VERY SMALL movements here of this cable. A very slight adjustment of the speedbrake input cable or the microswitch setting is enough to get rid of this complaint. Remeber its a very small adjustment, it will not influence the adjustment or operation of the speedbrake system.You can also simulate it in the same conditioon, and then pulling on the cable by hand (in stead of moving ailerons to full deflection), you will get the light and see which microswitch it is.Let us know what you find. Regrds sjap |
| Boeing NLG/MLG special tools | I am looking for all of the special tools for CH.32 LG maintenance and OH, hopefully used. Does anyone know where I can find all these items? Any assistance would be greatly appreciated! Dave |
| Engine oil lekage | Hello everybody! Where are engine oil leakage most likely to occur? I mean, is there maybe a pipeline, joint, component… <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| Re: Engine oil lekage | On the NG we have mostly leaks at the sealol assies at the IDG- and fuelpump- to gearbox connections. Aft bearing housing oil leaks ar also common on the classic.see topic 24 at ATA 70-80. |
| Re: Boeing NLG/MLG special tools | Ref. to AMM for maintenance, at the beginning of each task there is a required tooling list , for overhaul such list would be in CMM docs I suppose.
Regards. |
| Re: Engine oil lekage | Thank you Sjap! |
| TOGA problem | I have a -800 that keeps getting written up for having to press the toga switches twice to get the cmd bars in view during t/o. This is now the 3rd time. Last 2 times it was found that the capt adm was at fault. fcc bite showed a: adiru tas invalid at 45 kts, b: fcc a toga fail at 45 kts. replacing the adm has cured the problem for about 2 months each time. toga switches, fcc’s and adirus have been replaced. Anybody else seen this?
Thanks, Jay |
| NG pneumatic isolation valve auto function | As a matter of general knowledge: Why do you want the valve open when a pack is turned off? In other words, I understand why you would want it to open if you turn off a bleed inflight, but I don’t get the pack part. |
| Re: NG pneumatic isolation valve auto function | I think that if 1 pack is switched off due to a failure, the other pack is going in high mode (in flight flaps up). Since it is the only pack operating then, all of the bleed sources must be available for that pack. If the engine (or bleed of that engine) on that (single operating pack) side then fails, you dont have to worry on that moment (you have enough stress at that moment) because the pack keeps running on the others engine bleed and the a/c stays pressurized. I think its just a nice auto feature to reduce pilots workload and stress in case of a pack / bleed failure. The isolation valve however only acts on switch positions and not on auto-shutdown signals of the pack or bleed (pack trip or bleed trip). Any corrections or suggestions on this idea are appreciated. |
| Re: speed brake do not arm light ON | thnx Sjap for the tips, shall let u know |
| Re: speed brake do not arm light ON | Another common cause of this defect is intermittent operation the microswitch for the Autospeedbrakes (S1) in the M1766 or M1767 Autothrottle Switchpacks. In WDM 27-62-11 it shows that a ground is provided through these switches to the ASM that causes the actuator to retract when the throttle is advanced. However, if a switch is sticking intermittently indicating throttles advanced and the aircraft is on the ground, the Do Not Arm light illuminates. AMM Task 76-11-07-820-801-F00 has a good test for these switches and often an intermittent switch that is operating properly at the time of the test can be identified by an abnormally high resistance observed during this test. For us this has been more of a problem on the older NGs with the Autothrottle Switchpacks with the individually replaceable switches than on the newer improved Switchpacks, but we have experienced it on quite a few -800s (including one that was only a month old).
On aircraft equipped with the Short Field Performance Package (SFPP), the Speedbrake Do Not Arm fault can also be latched by placing the aircraft in the AIR mode using only the PSEU. For these aircraft, with the additional control relays for the SFPP, WDM 27-62-11 shows that the Air/Ground Sense for the R968 relay is provided not by the PSEU but by the S1131 Switch – Speed Brake Ground Prox located adjacent to the ground spoiler control valve in the Right MLG Wheel Well. As the state of this switch is independent of the PSEU Air/Gnd system, a disagree in Air/Gnd State in the two parts of the Automatic Ground Speedbrake Control system appears to log a fault when the aircraft PSEU is placed in sys 1 & 2 in Air that remains when the aircraft returns to GND. This causes the Do Not Arm light to illuminate. This light can be reset by cycling either the SPOILER PCU SOV SYS A circuit breaker at P6-2 A4, the SPOILER PCU SOV SYS B circuit breaker at P6-2 A5, (or both) or by cycling aircraft power. Boeing Engineering is currently working on this one. |
| Re: PSEU light on – intermittent fault | Hi Maro12,
I saw that you had said that you had checked the connectors, but I thought it was worth mentioning. At my airline we were experiencing a very high fail rate on the 10-61226-29 Sensor, like that are used for S72. Sometimes they wouldn’t work when installed, sometimes they would work for a little while and then fail. After getting Boeing and the sensor manufacturer involved, it turned out that the problem was that our main stores department was storing these magnetic sensors in metal cabinets. Since the sensor may stay in stock for months or even years, sitting in the metal cabinet shortened their life at best and caused them to fail right out of the box at worst. Sometimes it’s not the airplane. <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: A P U approach | HEY DUDE,PLEASE TELL ME WHAT MODEL OF APU APS 2000,GARRET,ALLIED SIGNAL?
Best regards Spalling |
| Re: speed brake do not arm light ON | Hi sjap, we are planning to do speedbrake control cable adjustment per AMM task 27-62 within next few days. if the defect repeats after cable adjustment, we shall then try to replace the microswitch. |
| Re: speed brake do not arm light ON | [quote="banwar":3ge8f1vk]Hi sjap, we are planning to do speedbrake control cable adjustment per AMM task 27-62 within next few days. if the defect repeats after cable adjustment, we shall then try to replace the microswitch.[/quote:3ge8f1vk] Only an adjustment of the cable or switch is enough. Replacement is not necessary. I think a small adjustment of the cable is enough. What i said before, try to reproduce the fault by moving the cable with your hand in the lower nose comp, while having the same configuration when the complaint is there. |
| Re: NG pneumatic isolation valve auto function | Makes sense to me. Thanks. |
| Re: speed brake do not arm light ON | We had a similar problem & the Do Not Arm light was illuminating only with control wheel rotated to full travel on either side. On inspection found speed brake control cable tension to be on the higher side. Lowering the cable tension to the AMM limit solved the problem. |
| Re: NG pneumatic isolation valve auto function | I was also told that inflight, with wing anti-ice activated, a bleed trip – and turning off of the respective switch – will allow pneumatic air through the isolation valve, to charge the wing anti ice system of the offending bleed.
Same idea, I guess, as a pack trip. Saves rushing to get switches selected to get bleed air where it needs to be. |
| Re: Boeing NLG/MLG special tools | Thanks, but I have that. I’m looking for the tools themselves. I have the part nos. Just looking for lower prices. |
| ANT wind erosion——737NG | We found heavy wind erosion on lowwer TCAS ANT. Should anyone give a repair method except replacing ANT. Paint PN and technology is needed.
Best regards, |
| SPEED limit flag | dear sjap and all members worldwide during my last trip some time back i have noticed amomentary SPD LIM flag on NG PFD ND top left corner. I asked the capt what it says.he said it is a reported snag to which I agree too but what it indicates?can anybody help!!!!! |
| Re: ANT wind erosion——737NG | if its working correctly, why mess with it ?
Paint spec is probably in the antenna CMM. |
| Re: SPEED limit flag | It indicates a speed limit failure data failure between the Stall Management Yaw Damper (SMYD), which calculates performance data like vmin, vf, etc. and the CDS Display Electronics Unit which presents the data.
When seen momentarily as you describe, it’s normally caused by an temporary interruption in communications between the SMYD and the CDS DEU. SMYD BITE or CDS BITE will usually indicate the cause. |
| AMM for engine drop | Hello,
Maybe this might be a little annoying or stupid question… |
| Re: TOGA problem | Yes, we have seen the exact same thing on a -600. So far we also swapped/replaced ADIRUs, FCCs MCP, IFSAU & ADM all no help. I sat in the observers seat many times and have note the following: when throttles advanced to 40% N1 TOGA switch pushed, VNAV selected the command bars properly are places at 10 degrees below the horizon, F/D MA lights both on (independent mode) when near or at 60 kts the command bars disappear. Another time while standing still, throttles advance and TOGA pushed, F/D MA both illuminate but then F/Os goes out resulting in command bars disappearing. FD flag never appears (amber FD on display). Further the disappearing bars never happen in flight while in FD mode. This a very random and my fly for a week with no problems. Rang wires to the extent possible for bad pins or contacts- no help. Checked configuration pins for FCCs, FMC all good. BTW this is a Honeywell system. There was a forum blurb a while back with this issue and I think the changed the MCP. No follow up though. One area was to look at the LRRA side if the are problems with the antennas, but no faults in this direction were uncovered.Needless to say we’re clueless right nowEd |
| Re: TOGA problem | The last thing changed was the TAT probe 4 days ago. No write ups since but it is too soon to tell. Will update again if something changes. |
| B737-300 APU Overspeed light after usual shutdown | We are currently experiencing an APU overspeed light after shutdowns requiring re-set of the control unit prior to the subsequent starts. We have replaced the E3SS, APU control unit, the FCU and performed wiring checks but the probloem still persists. Has anyone experienced a similar problem and how was it solved. |
| Re: AMM for engine drop | B737 Jurassic AMM 71-00-00 PB401 B737 CL + NG AMM 71-00-02 PB401You are not able to find this Task in the AMM? What kind of mechanic are you? <!– s:o –><img src=”{SMILIES_PATH}/icon_e_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> |
| Re: AMM for engine drop | Pretty scary… |
| Re: B737-300 APU Overspeed light after usual shutdown | What kind of APU is installed? I know the old type (-129 ?) gives an overspeed signal on purpose when you put the apu switch to off. But i am not sure about this, i have not very much experience with these older types. There is an overspeed switch box installed somewhere above the ceiling in the aft galley. Maybe thats the naughty one. <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> |
| B737-300 Rudder riggins | [size=150:ncaqg2zt]how is the best way to do a Rudder rigging ,1 degree off RH [/size:ncaqg2zt]. |
| Re: B737-300 Rudder riggins | Just follow the AMM 27-21-00. How comes it is off-center by 1 degree? Are you sure the trim is at zero? And no input on pedals? |
| engine removal/installation | When the airplane on jacks, is it any procedure of engine removal/installation?(737NG) |
| Re: engine removal/installation | Just follow the normal AMM procedure. No problem. |
| Re: B737-300 APU Overspeed light after usual shutdown | Might be some wiring problem between electronic speed switches and APU control unit… |
| Re: engine removal/installation | boeing say no~
I wanna know why |
| Re: engine removal/installation | If Boeing says no they must also tell you why. And where is that stated? If so it must be in amm. We do engine removals/installations ( 1 or both engines) on jacks for many many years,during heavy maintenance, on classic and NG. No problems. |
| Re: speed brake do not arm light ON | thanx everyone for your helpful tips, the speed brake eletrical actuator was replaced on this airplane last year. we adjusted slightly actuator rod end length last week by one turn,so far no repeat defect. |
| Re: engine removal/installation | I think there’s the risk that the aircraft falls from jacks, for example, when you "preload" the engine hoists before loosening the engine mounts… |
| Re: engine removal/installation | [quote="Stefano":1kbb2f7c]I think there’s the risk that the aircraft falls from jacks, for example, when you "preload" the engine hoists before loosening the engine mounts…[/quote:1kbb2f7c] Thats only valid for the classic if you use an overhead crane. And still then if you do it right, the preload is never more than the weight on the jacks. If you want to make sure, you can monitor the jack-pressure meter while preloading the engine to the strut. We always use an overhead crane with classics, on jacks, an never pulled the a/c off jacks. Just do it iaw amm nothing will happen.The NG uses bootstrap method, u can lift the engine with cradle from the ground against the strut. Also then nothing can happen since the hoist is mounted on the strut. |
| Re: engine removal/installation | …then the variation in CG might be the cause, the aircraft balance may be affected in such way that it could fall off the jacks… maybe… |
| CDL Retractable Landing Light | Hi, it’s not very long time that I’m working on 737 and I was browsing MEL-CDL when I noticed that retractable landing light bulbs can be missing… apparently with no maintenance procedure. Of course I would at least remove what remains of the bulb glass and I would cover the light with high speed tape (at least with light retracted), but is it really not required to perform any maintenance procedure? |
| 737-400 APU GEN FF | Hello folks, currently i am experiencing an interesting problem on a -400. When APU generator is supplying electrical power and both buses are energised, APU contactors trip simultaneously. APU keeps running when that happens and APU GEN feeder fault light is illuminated. Problem is occuring randomly; after landing, in ramp etc. We suspect current differential between APU GEN phases, because 15 A difference is observed between phase A and B under no load condition. Wiring manual states that differential protection limit of GCUs is 15 (+-5) A. Now i wonder that this current differency is normal or not. İdeas welcome.Thanks, Kadir |
| Re: 737-400 APU GEN FF | 15 A diff is very much. Maybe try to check the APU gen’s current transformer or the plug/wiring on that part. Maybe its broken or loose. If no cure then replace the APU gen. |
| Re: 737-400 APU GEN FF | Thanks for reply. Current transformer works well. We’ve measured every single phase current with a clamp-meter in APU compartment and E/E bay, and seen that difference is real. Last week we have replaced APU generator, no change in difference. Is there any possibility of a faulty T/R or a corroded connection? |
| Re: 737-400 APU GEN FF | Mmmmm Maybe a breaker with some bad contacts? And GCU swap? Corroded connection is always possible, but then, try to find it… |
| Re: 737-400 APU GEN FF | GCU already swapped. Thank you for advice. |
| Window heat system c/b trips | Hello All
We have a/c 737-700 with window L3 c/b tripping in flight. Resistance of heating element ok, termal switch function ok, wiring ok. Regards! |
| GTCP 85-129 APU START PROBLEM | Hi Guys,
I have a promblem with our GTCP APU. This one has no ETC cont, but centrifugal speed switch is installed.APU starts only every 2nd or 3rd times, EGT increasing till 400 and starter still works and than nothing happened…but if it is start than all parameters are satis. The prev engineers checked FCU filters , cranking press, all ok. Many thanks Back |
| Aural warning bad noise | Hi Guys ,
I am again! <!– s:( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:(” title=”Sad” /><!– s:( –> Regards Back |
| Re: GTCP 85-129 APU START PROBLEM | This APU with a centrifugal three speed switch may be the cause of the no start or shutdowns. It has a 35/95/ 110 % overspeed switch. This overspeed switch is tested on every shutdown. After the cool down timer has run a overspeed solenoid on the APU opens allowing compressor bleed air to pressurize the three speed switch checking the overspeed system and shutting down the APU. Its possible the overspeed solenoid is sticking or the three speed switch is bad. Follow the air line going out of the three speed switch and will find the overspeed solenoid. Marty from MSP |
| Re: Window heat system c/b trips | When the window was replaced last, was the window code and resistance value matched to the terminal strip near the window heat control unit as called out per the M/M. Possibly overheating the window and popping the C/B? Marty from MSP |
| Re: GTCP 85-129 APU START PROBLEM | Thanks for info!So you think that the start problem is the overspeed switch ? Is there any way to measure the solenoid failure?
Thanks Rgrds Back |
| Re: NG pneumatic isolation valve auto function | hi frnds, i agree with ur concept, i feel that pack fail on one side and bleed trip on the other side will lead to compleat pressurization loss. to avoid this bye |
| Re: What kind of water do you use for compressor wash? | hi we use potable water, for last ten year. that is acceptable, make sure that is clean from contaminants. bye |
| Re: engine removal/installation | [quote="Stefano":sx8nyo25]…then the variation in CG might be the cause, the aircraft balance may be affected in such way that it could fall off the jacks… maybe…[/quote:sx8nyo25] boeing’s reply like this |
| Re: B737-300 APU Overspeed light after usual shutdown | quick look at my garrett t/s book says " overspeed light on when master switch turned off (indicates that 110% switch did not cause shutdown and overspeed auto protection may be inopertive. possible causes: pneumatic shutdown solinoid valve or 3 speed switch. |
| Re: Window heat system c/b trips | Hi,
Window L3 has nothing to do with terminal boards as it is in case of window 1 and 2, it is simple circuit. Thanks anyway, |
| Re: Window heat system c/b trips | A weak circuit breaker is certainly one possible cause.
Another one that I’ve found was a heating element that was broken but still making contact until the aircraft was pressurized. When I pressurized the aircraft to 4 PSID, the resistance tests, which had been good before pressurization, were out of limits. Window change fixed the problem. |
| Re: Window heat system c/b trips | Cant remember which one it is, but there’s a CB that regularly gets hit ( and tripped) by the tech log, when its put back in its stowage. |
| Re: Bleed trip off when start descent classic | Keep in mind that a bleed trip can only be caused by an overpressure or an overtemperature. On the classic, an overpressure occurs at 180 psi while on the NG it will happen at 220 PSI. Overtempature on both is at 490 F. Since the 5th stage of HP compression is a maximum of about 160 psi (standard day at sea level) ANY true overpressure trip can only be caused by a high stage issue, the valve or the regulator.
In the case stated by the original post, the trips were happening at or above FL220. At that altitude, the 9th stage of HP compression will be less than 180 psi (it is about 150 psi according to engine charts) so at that altitude it is not possible to have a pressure trip – it can ONLY be a temperature trip. To take that one step further, remember that the poster stated that the trip was at top of descent – the thrust levers are at idle – this has to be temperature related. As the poster above stated, this often is caused by the precooler control valve not functioning quite as well as we might like but one further item may be of concern. The precooler itself may be dirty or partially blocked leading to an inefficiency in the cooling process. Use an inspection mirror and light at the inlet on the 12 o’clock strut and look back through the open precooler control valve (it springloads to the open position) and have a look at the face of the precooler itself to dirt build-up and/or bird parts. The biggest issue in troubleshooting the pneumatic system is in not identifying the type of trip (temp or press) and changing parts unrelated to the root cause – ie; hp valve or regulator for a temp issue. |
| Re: cfm56-7b rating | There seems to be a bit of confusion here with regard to max rated and max certificated. The id plug tells the EEC the max rating for the engine – what thrust rating the customer has asked for. The strut plug tells the EEC the type of airplane the engine is hanging on so the EEC can determine max certificated. The strut plug also provides position info ie; left or right engine.
A 737-700 (as an example) is certificated for engines with thrust ratings from 22k to 27k – that is, the type certificate allows all of the engines in that range. The customer determines what thrust rating they want and the id plug tells the EEC what the rating is. You will see this on the ident page of the CDU as well as on the IDENT/CONFIG page for EEC bite. All FMC calculations for target N1 and target speed will be done based on the thrust rating of the engine and all thrust settings made by autothrottle will also be based on thrust rating – however … If a customer puts a B27 engine on a 737-700, when the FMC commands a target N1 of 100%, they will get max rated thrust and the thrust levers will be against the full forward quadrant stop. If the customer puts a B22 engine on a 737-700, when the FMC commands a target N1 of 100%, they will get max rated thrust but the thrust levers will not be against the full forward quadrant stop. If the pilots push the thrust levers to the full forward stop the engines will deliver max certificated thrust – 27k not 22k. Keep in mind that if autothrottle is engaged, as soon as the pilot releases the thrust levers they will roll back to max rated. |
| Re: What kind of water do you use for compressor wash? | [quote="thrinath":1h0ckvbl]hi we use potable water, for last ten year. that is acceptable, make sure that is clean from contaminants. bye[/quote:1h0ckvbl] Yes that’s the question. We have one of the cleanest potable water in the world here, but still the amount of Na+K is far above the limits that Boeing states. Ph is ok. So i was wondering if there is ANY place in the world with potable water within Boeing’s NA+K limits… |
| Re: Oil QTY problem 737cl | R/R the lube unit……. |
| Re: CDL Retractable Landing Light | Dear Friend, First of all you got it read the B737 DDG 33-40-01 and the MMEL PG 33-5 I gope so help you a bit. Good luck Spalling |
| Re: Window heat system c/b trips | Thanks for reply!
I replaced c/b a/c departed yesterday and I will wait for feedback if fault has been corrected. I will let You know. Timthom It is good to know, I did not check resistance with a/c pressurized, if fault will still be there it will be first thing I will do <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> Thanks again, |
| airplane jacking | What is the best jack to use for a 737-ng main wheel? Thats usable on the line. |
| FAULT CODE IN EEC | I found a fault code 75-10462 ,HPTACC Demand and Position Signals Disagree, in EEC BITE,the fault dispatch level is enconomic.BUT in amm part I,it said this fault code must be a ENGINE CONTROL LIGHT fault.AMM see the attachment. |
| Re: Window heat system c/b trips | Unfortunately CB change did not help.
Regards! |
| Re: FAULT CODE IN EEC | Better to follow the FIM. If no eng light is on it is not important enough. Maybe its a software change, and the amm part 1 was not updated. But it might be an AOG if another part (other channel) of this HPTACC fails. I suggest to do what the fim says, together with the amm part 2. |
| Re: airplane jacking | <!– m –><a class=”postlink” href=”http://www.malabar.com/axle/65P10AR.html”>http://www.malabar.com/axle/65P10AR.html</a><!– m –> |
| Re: FAULT CODE IN EEC | we do the test 12-actuators test,it shows a dual channel fault,the fault code 75-30462,but the ENGINE CONTROL LIGHT not come on. |
| Re: FAULT CODE IN EEC | As long as it is an economic fault, there is no engine light on. The amm says:e) ECONOMIC Awareness Fault – There are no time limits for dispatch. Repair the problem at the next convenient opportunity. (TASK 73-00-00-810-801-F00 ) Better to remove and reinstall the elec plugs on the hptacc valve, this is also one of the first steps in the fim to search for troubles. If the eng light is not on, it is not important enough for the pilot that the engine has a fault. |
| Re: Window heat system c/b trips | do you mean L4 window because L3 is not heated therefore, it does not have a breaker to pop |
| Re: Window heat system c/b trips | Sorry You wrong, maybe on some a/c L3 and R3 window is not heated (I suppose it might be an option). On older a/c still with windows 4 and 5 window 3 heating circuit is hooked up parralel to 4 and 5 window circuit (common CB), on a/c without windows 4 and 5 (or post SB – which put blanks instead of 4 and 5 windows) it is single line with separate CB, thermal switch and heating element. L3 CB is tripping though (maybe check eff. for different a/c or airline, not everyone take this option, just checked manual for quite big well known airline, which by your nickname I suppose You do maintenance for, and they do not have it installed).
Regards. |
| Re: Window heat system c/b trips | maybe it is an option,i didn’t know i work for a major carrier and i guess we dont have that option you learn something new everyday |
| Re: Window heat system c/b trips | and NO I AM NOT WRONG if the L3 WINDOW is not heated it does not have a breaker i just asked if you meant the L4 window |
| Re: FAULT CODE IN EEC | in our AMM,is this word: The EEC ENGINE CONTROL light logic for these servo systems is almost the same: * FMV * VSV * VBV * TBV CEA ALL PRE SB CFM56-7B 73-44 * BSV CEA ALL * HPTACC. The EEC sends a no dispatch signal to the DEUs when one of these conditions occur for one of the above servo systems: * [color=#FF4040:2fzbab9i]Demand and position signals do not agree within limits for more than a minimum amount of time on any or both EEC channels[/color:2fzbab9i] * Control current to the EHSV or solenoid is out of limits for both EEC channels while in dual channel operation or the active channel while in single channel operation. * Position signal for actuator or valve is out of limits for both EEC channels while in dual channel operation or the active channel while in single channel operation. per the amm word,for the fault code 75-30462 and 75-10462(HPTACC Demand and Position Signals Disagree),it would be a no dispatch fault.the AMM IS the newest. |
| Re: Window heat system c/b trips | I agree, if window no.3 is not heated, there is no circuit breaker for this purpose <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –>
Anyway Thanks for reply, |
| Re: Window heat system c/b trips | From Boeing FTD 30-09001,Boeing gave the explain that the circuit maight be experiencing degradation of the window heat power terminal at the circuit breaker. And Boeing suggest to check the insulation on CB terminal lug. |
| Re: Window heat system c/b trips | We’ve found same fault as FTD-30-09001 described on one of our NG aircrafts. |
| Re: Window heat system c/b trips | That is very interesting! Thank You for that info, really appreciate it!
Regards! |
| pre-departure aileron control wheel not return to neutral | we have repetitive defect on one of our 737-800 (with winglets), 14000FH, 7000 FC. pilots reporting that during pre departure checks, when carry out full aileron deflections on both sides, the control wheel feels sticky (on captain side only) when turning wheel to do full right deflection check. FO control wheel OK.
carried out Trouble shooting |
| Re: pre-departure aileron control wheel not return to neutra | AMM 12-22-11/301 – aileron servicing subtasks, and maybe spoiler mixer lubrication would be helpful, AMM 12-22-61/301?
Regards! |
| Re: pre-departure aileron control wheel not return to neutra | Yes, like Maro12 says, spoiler mixer lube, and in much cases when we have aileron "feel" defects at or around neutral, it almost always ends up with a replacement of the aileron input quadrant. These bearings are "self" lubricating but after 140000 hrs they are not that smooth anymore. We change these things lots of times, it really helps. First you can troubleshoot it by using WD40 or similar, when the forces are much lower then , and the movement is smooth again , then you know you have to replace it. See similar topic on my site at ch 27 item 18 [url:8xzec4br]http://www.sjap.nl/27.htm#Temporary[/url:8xzec4br] regards sjap |
| Re: B732 A/C Question | Not possible.
The air conditioning system is designed specifically so that it does not get below 35 degrees F. If it does get below that, it loses efficiency and then stops working due to icing. The pressurization system is designed for a high rate of air exchange with ambient, which would assure that the air would never stay cold enough, even if you were able to get it cold enough in the first place. The structure, particularly the floor area, has inadequate insulation for the task. I have seen cargo containers that were set up with integral electrical refrigeration units that connected to the aircraft 115V/60Hz outlets, but those proved impractical due to high current draw and the large amounts of heat they dumped in the cabin. |
| Re: Synchro cable adjust | It sounds strange but it really works, the tool will prevent pressure on the deploy side of the actuators. You only switch on stow pressure. The deploy pressure will not be there. In this adjustment procedure you need pressure to stow the actuators. When stowed, you can install the flex shafts, while all actuators are fully stowed. This is only possible if the sync locks are released (the tool will provide this). I asked the author of the adjustment procedure, its double checked, and it works, if done exactly as stated.The hydr tank pre-pressure is released just to get less leaks when disconnecting hydr lines. |
| VHF COMM FAIL | Hello colleagues, This is my first topic on this great forum. For several days bothering me a problem with the VHF comm system. In fact during the flight at all VHF RCP’s windows FAIL annunciation appears. After C/B reset and REU re rack at all windows INOP annunciation appeared. After that I applied the procedure from AMM 23-12-41/406 Radio Tuning Panel – INOP Display Toggle and recovered system.The question remains why there was this failure? All connections are existing and shortcut to ground tests no findings. I can not re-challenge the same mistake, or to dispatch the plane without any action taken. Has anyone had a similar problem?PS. Aircraft B737-500 , VHF COMM RCP Gables engineering P/N G7404-11 with intercommunication between RCPs. |
| engine valve | hello ebertbody, anybody can get me the best way to remove high stage valve on cfm56-7 |
| Re: engine valve | AMM TASK 36-11-06-000-801 <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> |
| Re: engine valve | I know its a bit hard to remove, due to the elbow next to it. We use a piece of wood to force the valve and elbow out of each other. Its not officially, but it works. We call it our piece of technical uncalibrated wood <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: B732 A/C Question | That was my thinking, thank you for a confirmation. |
| Re: Synchro cable adjust | Thanks for reply.
Is that necessary to release lockingactuator? |
| Re: Synchro cable adjust | The tool nr is correct and will prevent deploy pressure (if installed correct). The locking actuator can stop moving for max torque or locking situation. The locking of the actuator will prevent moving the actuator, so you need to unlock to make sure the locking is done in normal (not high torque) situation. Also check if the rigpin can be installed to make sure the actuator is in normal rigged condition. The unlocking must be done by hand force, a little help is OK.For the next gen 737 you can use the same tool and procedure but the unlocking is done different for the actuators are different. It is sometimes difficult to unlock the actuator by pressing the button. Then you can unstress the button by moving the system by manual rotation (two man job) The cables are most the time little damaged and sometimes out of limit worn due contacting the welding for the connector.The procedure in the next gen manual is better written and can do also, but you have to be quick in action. |
| Re: engine valve | Leave the elbow fixed and fastened to the valve. So you remove the valve as a valve-elbow assy. Disconnect the control line and after removing the two clamps (not the one connecting the elbow to the valve!), apply some (strong direct)force down on the remaining clamp. The assy will break away from the downstream tube and you have to prevent it falling to the floor.
Mark the elbow as you remove it from the valve and install it on the replacement valve. Position the valve on to the upstream tube and hold it against the downstream tube. Then apply some force up on the elbow and it will slip in place. Good luck. |
| T/R fail operation #1 in system A hyd and OK in standby hyd | hi everybody,
Thank you very much for this greatfull website!!! Does anybody meet this problem before? Thanks to every body !! |
| Re: T/R fail operation #1 in system A hyd and OK in standby | HI AGAIN!!
Finnaly we found the problem it was the primary pressure system fuse!!! Thanks to everybody |
| principles of trouleshooting course | does anyone know where i can find course notes for Boeing principles of troubleshooting (POT) course? thnx |
| SRM for B737-200 | Can anyone share a copy of SRM for B737-200? We are bidding for work to relocate the aircraft, remove the landing gear and sits on trestle. Thank you. |
| Re: What kind of water do you use for compressor wash? | We use potable water without detergent. It is sufficent for use and cheap available. |
| No 1 Window Frame Crack on upper left Corner | Dear Gentleman
Im new here and try this Forum now to solve my Problems and may can help others Im happy if there is anybody who have experience in Replacing Mercury |
| Re: No1 Cockpit Window frame Replacement | Hallo Dunny
Can you give me any Tipps for Replacement of the Window Frame no 1 Thanks in advance Mercury |
| N1 trim | i know that n1 trim is stored in id plug, but what is the significance, is it always done at shop level. |
| engine growth | I have learn that due to heat, there is always expansion in length of engine,how is this taken by mounts and other parts |
| Re: N1 trim | Yes they deteremine the trim level on the testbench, there is the only place where they can actually measure the produced forward thrust of an engine. |
| Re: SRM for B737-200 | Hello , I have a SRM for -200 so is not updated and guess is custumized I go to dig in my stuff,I will mailed you |
| B737-8000 APU Problem in FLT | Dear ALL…
[b:259nqvzj][color=#FF0000:259nqvzj] URGENTLY Looking for your Experiance[/color:259nqvzj][/b:259nqvzj] Apu start problem in flt only and normal on ground [color=#0040FF:259nqvzj][b:259nqvzj]following actions taken[/b:259nqvzj][/color:259nqvzj] all above with no luck to solve the problem?? apu bite always no faults on current status but we get NO ACCELERATION msg on history.. APU OPERATION ON GROUND IS VERY WELL NORMAL?? SEEKING FOR AN URGENT ANSWER PLS PLS PLS PLS ESMILE12 |
| Re: B737-8000 APU Problem in FLT | Maybe it has someting to do with the ADIRU’s. If you read this tip you might think it could be a ADIRUS problem maybe? You already replace the inlet press sensor so replacing or swapping the ADIRUs could be a quick check. i quote from the site ATA 49: " 8 – Never start an APU when a pitot/static system test is going on! 737-6/7/8/900Hi, I had a problem that the APU on B737-800 was not starting on ground. The APU initially starts and then does a protective shut-down with a fault light and a msg " NO ACCELERATION SHUT DOWN ". At that time Pitot Static system trouble-shooting was also going on. We never correlated these two events and were in a problem till we actually got the solution. When Pitot Static System check is going on and you happen to simulate a higher altitude e.g. 10000 ft the Electronic control unit of APU takes the altitude information from ADIRU and compares this from inlet pressure sensors of APU. Upon mismatch of both these inputs the APU itself does a protective shut-down. As such it is advised that never start APU when a Pitot Static system test is going on"" |
| c.v.r test light remains on | ON one 737 the c.v.r test light remains on even after leaving the test switch wht could be the reason |
| Re: B737-8000 APU Problem in FLT | You didn’t say that you had replaced the FCU.
I’d try that. |
| Re: B737-8000 APU Problem in FLT | No exp on this complaint for this APU but…. Most times this is a bleed leak problem. The buildup cdp is then corrupt by this leak, preventing more fuel for accel. Check the condition surge and bleed valve, also ducting. rgds. |
| Re: B737-8000 APU Problem in FLT | hi there everyone..
thanks for your help and sharing your exp. thanks again |
| Re: help!!! Aft Drain Mast Change | Removal of the outflow valve is easier, but you must be a very thin person to crawl inside the plane… Access through the aft CC with removed watertank seems easier but more work. |
| Re: dripstick convertion document | hello where we can find a dripstick conversion document for b737-5/3/4 D6-38057 Thanks |
| B737 C&D cokpit security door | Hello everyone; I am looking for how the decompression panel on the C&D cockpit security door operate in case of decompression in flight after installation of a new decompression latch strap (P/N B221080-1) by C&D SB B221001-52-03 Thanks |
| Re: B737 C&D cokpit security door | Because it is only a "strap". |
| Re: help!!! Aft Drain Mast Change | Thank you <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –>
I could make though the Outflow Valve…… <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> brgds Michael |
| Re: help!!! Aft Drain Mast Change | I have done this job through the aft outflow valve opening a few weeks ago (remove the outflow valve) and I think Sjap can tell you I’m not the thinnest person in our shift. |
| B737-300 | HI everyone <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> ,recently we have been experiencing problems on b737-300,it has not been accepting ground power what could be the possible problem? |
| 737-700C #2 Bleed Trip | We have been battling a #2 engine bleed trip for some time now. Through all the troubleshooting, just about everything has been changed. This gripe goes back to May and has been hit and miss. The first items changed were the BAR and PRSOV. The problem went away for a couple of flights and returned troubleshooting resulted in a Hi Stage Valve change. Shortly after the 390F and 450F sensors. I got involved and found during the bleed air health check that the Hi Stage Reg was bad. The light came back though. I pulled the 490F switch and found it was tripping at 350F, so I changed it. The aircraft flew one flight without a gripe and then the light came back. I went through the entire health check again and found the Hi Stage Valve was sticking and replaced it again. Still have the light. We found that the Ground Wing Thermal Anti Ice Solenoid Valve (GWTAISV) cannon plug was disconnected for no know reason. We re-connected it and the aircraft flew twice. Second flight the pilot was flying a training flight and said he tried to make the light trip and could not get it to come on. The next flight the light was back. Maintenance leads decided they wanted to replace the PreCooler before we even checked it out. So we replaced it and the light came back. We ran a test on the GWTAISV and it failed, hmmmm. We changed it and still have a light. Everything had been testing good. Now I am pulling my hair out. Ran another bleed air health check. Found the reverse flow check on the Hi Stage Reg failed. Replaced it and ran the leak checks, checks were good. Ran another health check on that Reg and it failed the Reverse Flow Check (again). Replaced it again and it passed. Ran the engines to 48% N1 for 5 min, no light, bumped up N1 to 80% for 5 min, no light, brought throttles back to idle (20%), no light. Manual says if you have performed this task and no light illuminated then you have corrected the fault. The next flight the light came on, aircraft returned trip was reset. They started to taxi out and the light came back at 30% N1. We swapped the ACAU and the Control Panel with another aircraft. We swapped sides on the 490F switches and turned engines, light comes on during taxi. Swapped the 450F sensors, turned engines and the light comes on. Swapped the 390F sensors was starting #2, light came on while introducing fuel during start <!– s:o –><img src=”{SMILIES_PATH}/icon_e_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> . We swapped the BAR’s and turned engines, no light. Taxi over to high power ramp and ran the 80% check, no light. Brought engines back to idle, a few seconds later the light comes on. reset the light. Put both bleeds to off ran both engines to 60% for a moment, back to idle the light comes on and will not reset. pulled the cannon plug off of the 490F switch and the light is still on. Pulled the cannon plug off of the 220PSI switch on the BAR and the light remained on. Still would not reset. Shut off the APU gen and the light stayed on. Cut the battery and the light goes out. <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> <!– s:? –><img src=”{SMILIES_PATH}/icon_e_confused.gif” alt=”:?” title=”Confused” /><!– s:? –>
The one thing I did not mention is that we found that the wire harness coming off of the BAR was rubbing against another harness and was wearing through. We spent the day reading out wires and they were all reading good even when moving the harness around at the site that is showing wear. [attachment=1:aam7yqlu]<!– ia1 –>BAR_Harness – Copy.JPG<!– ia1 –>[/attachment:aam7yqlu] |
| Re: c.v.r test light remains on | Actually this haappen at outstation i tried cb nil help i reracked the cvr same then i had to release the aircraft under mel 23-10 |
| Re: c.v.r test light remains on | First thing I would check if voice recorder ‘push to test’ input (pin 12) does not recive ground from control panel all the time (on some of aircrafts indicator should flash once, on others which I suppose is your case, indicator should stay on as long as you hold test switch). I would measure from pin 12 of CVR rack to gnd. If there is continuity without pressing test button, than disconnect control panel and check for short between pin 12 of CVR rack and gnd, if OL replace control panel, if short repair wiring and retest. In worse case there can be a short inside connector, which you can only find when connector connected, when disconnected short disappears. If there is no continuity from pin 12 of CVR rack to gnd when test button released, I would suspect that CVR is faulty (sends signal to indicator constantly).Did you try to c/o CVR op test with auto/on switch or test with engine relays? Do you hear cockpit conversations in headset connected to control panel? Do you hear tone in headset when pressing test switch (ignoring test indicator)? What about BITE indicator on the front of CVR, on or off?Try to play with this a little bit more and give us some more info.Good luck, Regards! |
| SB 737-21-1149 | [b:9d65dp8b]SB 737-21-1149 AIR CONDITIONING – Pressurization Control System – Change Cabin Altitude from 8000 Feet to 6500 Feet at 41,000 Feet Flight Altitude [/b:9d65dp8b] This SB is not applicable to our fleet, so I can´t access the data on myboeingfleet. Does someone over here have access to this document? I would like to know what exactly is modified by this SB. Only diffent cabin pressure controllers or anything else…?Thanks for your inputs. |
| Re: SB 737-21-1149 | Sorry , i tried but no luck: [i:vxaewstf]This service bulletin contains information proprietary to Boeing and specific customers. Access is granted only to the companies that own the airplanes listed in this service bulletin’s effectivity, as recorded in Boeing’s Airplane Configuration and Tracking System (ACTS).[/i:vxaewstf] Anyone else? |
| Re: B737-300 | Mmm we had these complaints in the past sometimes. I think it was the bus protection panel or someting like that? |
| Re: c.v.r test light remains on | what all actions have you taken till yet? |
| APU DMM | [color=#FF4000:28xtyhei][b:28xtyhei]URGENT URGENT URGENT URGENT[/b:28xtyhei][/color:28xtyhei] DEAR ALLI HAD FAULTY DMM,THEN AS PART OF TROUBLE SHOOT THE ECU SWAPPED WITH OTHER A/C ,AFTER NORMALIZISION BOTH ECU HAVE DATA OF ONE AIRCRAFT (THE GOOD DDM AIRCRAFT).MY PROBLEM IS IF BLANK DMM INSTALLED WILL READ WRONG DATA.IS THERE A WAY TO CORRECT THIS PROBLEM? LIKE PROGRAMING THE DMM OR ECU?THANKS IN ADVANCE |
| Re: APU DMM | The DMM is basically a small hard drive that retains information on history of the APU when the APU is sent for overhaul. The DMM data can be downloaded for history…. On every APU start the DMM and ECU swap information so a new DMM will be automatically updated on the first APU start. That why you never swap both the DMM and ECU at the same time or all the APU history will be lost. Marty from Minnesota.. |
| APU gas turbine tester | Hello everyone! We have some problem with "[b:3b3qev97]Tester Assembly Gas Turbine Engine[/b:3b3qev97]" by [b:3b3qev97]Allied Signal p/n 290270-2-1[/b:3b3qev97] Our logistics buy it (on great sale maybe <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> ) without any docs, manuals. We have try to connect it on board, but APU didn`t started, no any indication on gauges. Can anybody provide us with some docs or maybe manual? With great hope for help |
| help!!! Aft Drain Mast Change | Hello Everybody, I need your help! I must change an Aft Drain Mast Heater, my Colleques did it through the Aft CC and they removed the Water Tank. <!– s:? –><img src=”{SMILIES_PATH}/icon_e_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> Ihe MM tells you to do it through the Outflow Valve…….has anybody Experience with that?Thanks in advanceMichael |
| Re: SB 737-21-1149 | Hi there, as far as i know the SB is more or less effective for BBJ. Give me a day! To get access to cop. network.BR |
| fuel tank | the left tank is keeping on transfering to the center tank in flight .pls can some one help me to solve this problem. |
| Re: B737-300 APU Overspeed light after usual shutdown | hi george try to replace the speed swicth,i believe that can be the problem. |
| Re: fuel tank | We had a leaking fuel line inside the centertank once, it was a fuelline from the left tank to the fuel manifold on the right wing. But the leaking line leaked fuel inside the center tank. It was a big line with a knurled coupling, but not lockwired. it came loose and leaked.
Also some transfer could be a worn crossfeed valve problem, there is a SL of SB about it but i have to find it first. |
| Re: fuel tank | Hi, check for the 737NG-FTD-28-00033 (Uncommanded fuel transfer from #1 main tank to center tank caused by a loose connector in the center tank fuel scavenge tubing). We had that failure ones as well.Br |
| Re: APU oil fill while APU is operating | Just take the cap of when its running.
let us know how you get on….. <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> |
| Re: B737-300 APU Overspeed light after usual shutdown | he says he did try 3 speed switch. (e3ss). |
| Re: B737-300 APU Overspeed light after usual shutdown | Speed switch is playng around with you.the way I see it the speed swith is performing its 35% and 95% function but not the 110% function |
| APU oil fill while APU is operating | Just curious, is it possible? I could not find anything in the MM. |
| Re: APU oil fill while APU is operating | Yeas it can <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> |
| Re: B737-8000 APU Problem in FLT | in fact, before we set the switch to the start position, we’d better move the switches(APU GEN) to the on position momentery. thus energize a relay, then you will read the volts and frq . |
| Re: 737-700C #2 Bleed Trip | Sorry to hear of your trouble. This can be a problematic system to troubleshoot especially when one can’t even count on the post mod parts working well. Are you using the latest Dash type 390 and 450 sensor/switches? We had one engine that kept repeatedly trashing the old style 390 sensors ( some vibration thing) once we put a new style 390 on it everything went away for good.Secondly, you probably have done it already but ensure all the flex lines are not leaking. We recently had one line that was leaking on the pylon side of the firewall just before it reached the sensor on the bleed duct.I will try and access more info at work from here at home and get right back to you.Hang in there! |
| Re: 737-700C #2 Bleed Trip | Actualy based on your last couple of steps where you pulled the connectors off of the BAR and the 490 deg switch and you still have a non-resetable light, it would suggest that you have an intermittent short to ground on one of those two trip circuits. You would need to do WIRE FROM DP1102 PIN 10 TO ACAU (M324) Ring OUT AND MEGGERED PER WDM 36-11-11, (Make sure ACAU is out)We have had some shorting of various pylon connectors so maybe an short to ground is happening in there?Good luck.DataMan |
| Re: c.v.r test light remains on | We had a couple of instances where the FDR Off light remains on and found the Logo light connector corroded (This connector also has some related connections through it) :
TROUBLESHOOTING FOUND CONNECTOR D40188 DAMAGED DUE TO ELECTRICAL ARCING. CONNECTOR P/N BACC63BP14C12SN REPLACED IAW SWPM 20-60-11. CONNECTOR P/N BACC63BV14F12PN REPLACED IAW SWPM 20-61-11. FDR TESTS OK IAW AMM 31-31-00. LOGO LIGHTS TEST OK IAW AMM 33-49-00. MEL CLEARED. PLACARD REMOVED. Related??????????? DataMan |
| Re: 737-700C #2 Bleed Trip | Dataman,
Thank you for the info. We actualy were going to meg out the harness; however it was decided by the powers that be, we would change the harness out anyway. I do think we will do that anyway, first thing in the morning. All we did today was was check ohms. Your info has provided a renewed confidence. By the way we did find that the 9th stage sensing line to the Hi Stage Reg (the braided portion) was bulged; however it was not leaking. |
| Re: No1 Cockpit Window frame Replacement | There is an SB about to be released in MAR2011 SB 737-53-1295 for the new frame. Contact Boeing to make sure you put in the improved frame instead of the same old one. This is major surgery you don’t want to have to do twice.
Trying to post the picture as attachment. |
| Re: 737-700C #2 Bleed Trip | We changed out the harness going to the Bleed Air Regulator today and performed engine starts and taxied over to the hi power ramp. We ran the engines up to 80% N1 for 5 min. and then shut down. We started back up and ran the engines back up to 80% N1 for a few min. again and then dumped the throtles back to idle, trying to trip the the light. No bleed trip light illuminated so we taxied back to the hangar and will wait for the next flight. |
| Re: 737-700C #2 Bleed Trip | Good stuff! Did you wring out or megger the harness? I like to use an old Fluke meter that I have that has an intermittent continuity or Open tester. It will detect opens or shorts as short as a few microseconds. You hook it up just like an ohm meter and then shake or exercise the wiring around. If there is a momentary change in the circuit it beeps. It has come in handy a number of times. |
| cockpit panel | Hi Recently i noticed on some cockpit panel namely wing anti ice,bleed panel and some other panel have a + sign on them can some body tell me why is it
Thanks |
| Re: 737-700C #2 Bleed Trip | The aircraft flew yesterday and we did not get a #2 Bleed Trip light <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –>; however, I will feel better after it makes a few more flights. I have never seen so many components check bad in one system at one time, or back to back like that. It was like a perfect storm for a bleed trip. |
| Re: cockpit panel | I think that these pictures speak for themselves: [url=http://img204.imageshack.us/i/lightingpanelfront.jpg/:31knicdb][img:31knicdb]http://img204.imageshack.us/img204/8526/lightingpanelfront.th.jpg[/img:31knicdb][/url:31knicdb][url=http://img823.imageshack.us/i/lightingpanelrear.jpg/:31knicdb][img:31knicdb]http://img823.imageshack.us/img823/7772/lightingpanelrear.th.jpg[/img:31knicdb][/url:31knicdb] |
| Re: cockpit panel | Like IFixPlanes pictures show, the small cross indicates where the connector is connected.
Also see <!– m –><a class=”postlink” href=”http://www.b737.org.uk/paneloverhead.htm”>http://www.b737.org.uk/paneloverhead.htm</a><!– m –> |
| Re: cockpit panel | Thanx a lot for the reply |
| Re: cockpit panel | what sort of 737 uses de-icer boots ? |
| Re: cockpit panel | [quote="Dunny":fzlt61id]what sort of 737 uses de-icer boots ?[/quote:fzlt61id] No one. You find this + in several cockpits. |
| Re: engine growth | Yes there is expansion in the axial direction in a turbine engine due to heat. On the CFM56-7B this is compensated for as the aft engine mount is connected to the Turbine Rear Frame through a pair of links that have spherical bearings in them. This allows the engine hot section to "wiggle or swing" Fore and Aft as required. This is why there are also two thrust links that run Fore and Aft at the top of the engine from the upper aft mount (bolted firm to the pylon) to the fwd section of the engine core to take up the fwd thrust loads.
If you look at a removed engine the aft mount kind of flops around on top of the links with the bearings. Some engineer thought of everything <!– s:-) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:-)” title=”Smile” /><!– s:-) –> |
| prolong flight hours due to maintenance | Hi All,
I have a question about the factory conditions that allow the extension Our aircraft are now carrying out maintenance checks of A-75 Whether we should be allowed to fly aircraft while awaiting the implementation Thank you for your attention.. |
| Re: 737-700C #2 Bleed Trip | Some information from a co-worker from our maint support: There is an SB about this problem, CFM56-7B SB 72-0262 See attached picture. |
| Re: prolong flight hours due to maintenance | Well this issue may change from country to country and regulatory bodies involved but generally a 10% tolerance is allowed per the Boeing 727-200 Maintenance Planning Document (MPD).
In Canada for example the Aviation Regulations state as follow (8) Prior to the commencement of any tolerance to a task required by the maintenance schedule: (a) in the case of an aircraft operated pursuant to Subparts 406, 604 or Part VII, use of the tolerance shall be authorized and controlled in accordance with the operator’s approved procedures as set forth in the applicable operations manual maintenance control manual; (b) in the case of any other aircraft, the aircraft shall be inspected by the holder of an applicable and valid AME license to ensure that it is in satisfactory condition to operate for the period of the tolerance; (c) where the inspection or other work required to support use of a tolerance constitutes a maintenance activity, a maintenance release will be required; and [color=#FF0000:2zdq63uu](d) tolerances are not permitted in respect of tasks mandated by airworthiness limitations or airworthiness directives. |
| Re: 737-700C #2 Bleed Trip | While the SB 72-0262 for the wire harness quoted in Sjaps posting is undoubtedly a good addition, it involves putting shrink sleeve around wires INSIDE the harness immediately adjacent to the DP1102 connector and doesn’t correlate to 700Ctech’s finding. The pictures and info provide by 700Ctech, show wear right through the exterior sheath of the harness and not in the location affected by the SB 72-0262.
DataMan |
| Re: A P U approach | Hey Dude try this page,I hope it work for you
<!– m –><a class=”postlink” href=”http://www.boeing-727.com/Data/apu/APU%20Starting%20Cycle.html”>http://www.boeing-727.com/Data/apu/APU% … Cycle.html</a><!– m –> |
| B737-300 above normal EGT CFM56-3 | Report from several flight condition ( cruieser,landing,ground engine cut off) an above normal EGT eng 1 fluctuationes indications but not engine performance loss,so what going on? |
| Re: APU gas turbine tester | <!– m –><a class=”postlink” href=”http://www.chromalloy.com/Manufacturers.aspx?m=Honeywell”>http://www.chromalloy.com/Manufacturers … =Honeywell</a><!– m –>
I hope so this page help little bit for you |
| Re: No 1 Window Frame Crack on upper left Corner | WHAT MODEL ACFT ARE YOU WORKING ON,ANY WAY CHECK ATA SRM 56,SL,AD,MY BOEING FLEET. |
| Re: B737-300 above normal EGT CFM56-3 | Indicator? Bad connection of the EGT probe plugs/connections. Thats a common problem happens a lot. |
| Re: engine growth | thanks, dataman, but where is this mensioned in amm or training manuals |
| Re: MLG Interchangeability (between B737-200 & -400) | HOWDY. I have sone inf.about landing gear.these P/Ns 65-73762-20 65-73762-21 NLG are interchangable between -200,300,500.these P/Ns 65-73761-108 MLG RH 65-73761-107 MLG LH 65-73762-110 MLG RH 65-73762-109 ON 737-300 can goes to -500 with P/N S 65-73762-128 MLG RH 65-73762-127 MLG LH on 737-500 but can go one way from 737-300 to -500 from -500 to 300 dont because have to apply SB MLH door.also you must check P/N on MLG OUT -200 AND -400 see CMM VISIT <!– w –><a class=”postlink” href=”http://www.summitaerospace.com”>www.summitaerospace.com</a><!– w –> or my boeing fleet,good luck |
| AUTOBRAKE | Recently on b737-800,we the pilots have reported that AUTOBRAKE LIGHT STAYS ON DURING FLIGHT.i have tried doing the ANTISKID/AUTOBRAKE BITE on the module at E/E bay,but i could not get any fault msg for guidance,how can i reproduce the fault on ground <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| MLG Interchangeability (between B737-200 & -400) | Hello there, everyone.
I’m delighted to finally registered in this forum. <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> I’m kinda newbie here, so i’ll introduce myself first. I’m an junior engineer who works at one of the biggest airline in Indonesia, i.e. LionAir. I have intriguing query to be asked on this forum: [b:3s565oya]CAN WE USE AND INSTALL THE B737-200’s MLG ASSY (SCRAPPED ONES) TO THE B737-400 Airplane (for maintentance purpose only, not for service)?[/b:3s565oya] We only intend it as a "dummy" but not only as in "[b:3s565oya][i:3s565oya]static[/i:3s565oya][/b:3s565oya]" condition of Airplane, but also for the "[b:3s565oya][i:3s565oya]roll-on[/i:3s565oya][/b:3s565oya]" purpose. [i:3s565oya]So, is it POSSIBLE to run this scenario (use the -200 MLG assy onto -400 Airplane)? [/i:3s565oya] But, how about above query? We’re waiting forward for any clue and respond. Thank you. Rafa |
| Re: B737-300 above normal EGT CFM56-3 | It found harness wiring problem iaw AMM 71-00-54/105 and AMM 77-21-00 config 2. replaced EGT harnness intermittent EGT gone away.you gave me a good shot,thank |
| Re: AUTOBRAKE | Do you mean "Auto Brake Disarm" (Amber) or "Anti Skid Inop" ( Amber)? |
| Re: AUTOBRAKE | When the light is illuminating in flight, is the Autobrake selection switch in OFF position or NOT OFF? |
| Re: B737-300 above normal EGT CFM56-3 | Thanks for the update spalling! The final solution is always great info to learn for everyone. |
| Re: 737-700C #2 Bleed Trip | It is mighty quiet out here, I assume the snag did not come back? <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –> |
| Re: No1 Cockpit Window frame Replacement | Please be aware that the SB Contains the Replacement of both Window Frames(Old and new ones not IC) Also the no 1 Windows itself have to be Changed.That Means may is still a good Idea to Replace an Individual Frame Instead of doing the SBOr does Boeing accept Warrenty claims??RegardsMercury |
| Re: AUTOBRAKE | i meant AUTOBRAKE DISARM LIGHT,when the switch is in OFF position…in flight |
| Re: AUTOBRAKE | Well, I guess you performed fim task 32-42 828, A/B disarm light on. Sounds suitable right? If there are no faults and the system does exactly what the FIM says, it is ok. But if you have history of the complaint or if you dont trust the system you could perform some other tests like the A/B control module operational test. the snag can have lots of reasons, like a faulty AACU, solenoid pressure switch, A/B disarm relay, the A/B rotary switch itself, throttle switchpack or just a simple wiring problem <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –>. Searching for the snag is called commonly as trouble shooting <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –>. Goodluck! |
| Re: A P U approach | You find a fault, you get yourself a FIM <!– s:geek: –><img src=”{SMILIES_PATH}/icon_e_geek.gif” alt=”:geek:” title=”Geek” /><!– s:geek: –>. |
| Re: B737-300 APU Overspeed light after usual shutdown | Hey George, did you find the problem? |
| Flight control elevator tab valve | During performing of the elevator tab control system operational test, we where wondering why the left elevator control tab valve is regulated by the FCC’s and the right tab valve gets its input from TE flap up switch when the flaps are extended. Is it for fail safe purposes or does it have another magical Boeing phylosophy? <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> |
| Re: Flight control elevator tab valve | On the training i heard that it had to do with autopilot behaviour, but it makes no sense to me. It was only designed to have more elevator control with flaps not up. But pilots do not feel any difference as far as i know. If one or both of these solenoids fail, nobody knows it and nobody feels it until you do the test that you did. Its only a solenoid with power on and off, without any indication. They may be failing for months, because i remember we do this test only at the C check. Thats all i can tell you. Anybody else? (Boeing employees read this forum too….. <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: Hydraulic Power Unit | We use it ONLY with heavy maintenance, during C checks and D checks, and only in this cases:
-When you MUST have hydr power with electrical power removed from aircraft (eg moving flaps or slats or spoilers or nosewheel steering or gear, with OPEn fuel tanks or during elec mods where there is no elec power. In short, when you can use hydr power when it is not available from the a/c’s emdp’s, you can save expensive groundtime with this unit, you can perform tests and so on. It can make the groundtime for a long check shorter. We dont use it for short checks (A checks) The unit is very quit in use. It makes very little noise, that makes it a bit dangerous since poeple are not aware of 3000 psi present on the systems while they hear no pumps running as they usually do. You can regulate flow and pressure very smoothly and use it to drain or fill the hydr reservoirs in the a/c by regulating pressure and return flow. |
| Re: CFM56-3 ENGINES, Ignition Exciters | Hi there, first you got to see change of color and checvk AMM 74-11-01 Pg,601.
good luck |
| Re: Hydraulic Power Unit | SEE THIS THERE ARE MANY TOOLS AND EQUIPMENT. <!– m –><a class=”postlink” href=”http://www.amtonline.com/publication/pub.jsp?pubId=1&issueId=166″>http://www.amtonline.com/publication/pu … ssueId=166</a><!– m –> SEEYA |
| Re: Hydraulic Power Unit | Thanks Sjap, for the brief description and pictures. I think this is what we are looking for…
Thanks vortex, nice finding. |
| TCAS FAIL -300 | We have TCAS FAIL FLAG on EHSI’s above FL 150, works ok below this altitude, and no faults ON GND, none failure messages on ATC’s, ACAS, R/A’s. Anyone have suggestions?
What Ohms’ readings should I expect from RAD ALT Antennas? Tks for your help. |
| Re: TCAS FAIL -300 | If I remember correctly there was similar topic here some time ago… Here it is:
<!– l –><a class=”postlink-local” href=”http://sjap.nl/forum/viewtopic.php?f=1&t=599&p=1907&hilit=tcas#p1734″>viewtopic.php?f=1&t=599&p=1907&hilit=tcas#p1734</a><!– l –> Regards. |
| Re: CBT B737-300/400/500 | I have a cbt for 737 classic which producted by UA, if u interested in it , u can send email to me . <!– e –><a href=”mailto:zhg_xu@hnair.com”>zhg_xu@hnair.com</a><!– e –> |
| CFM56-7B HMU change | Hi all, acc. to CFMI service bulletins, the removal and installation of a HMU on a CFM56-7B engine takes approx. 8 hours. Can anyone confirm respectively disprove that? I need to know whether that is a reliable info. Note: I am working in the engineering for engine related components…therefore I am not familiar with the service at the engine itself.Thank you in advance!Regards, MichaelP.S. the HMU matrix (<!– m –><a class=”postlink” href=”https://online-lening.net/HMU%20matrix.pdf”>https://online-lening.net/HMU%20matrix.pdf</a><!– m –>) needs to be updated due to the new HMU P/N 442598 (P13 – with BSV) and 442597 (P14 – no BSV), introduced with SBE CFM56-7B S/B 73-0174 & -0175 (anti rotation bypass valve spring). |
| Re: CFM56-7B HMU change | Hello Michael,
Thanks for your update, ill update it asap. And NO, a HMU change can be done in 4 hours total including testrun. |
| Re: CFM56-7B HMU change | Hey Sjap,
thanks for your quick reply and the picture. That is a surprising and unexpected answer. I can imagine that these special tools are very helpful; but I guess it is still a hassle <!– s;-) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;-)” title=”Wink” /><!– s;-) –> Thanks again and best regards, BTW…great website. Will definitely pass by from time to time… |
| Re: TCAS FAIL -300 | We found a Supression coax line at a coax tee loose, after tight no failures have been reported. Thanks and regards to all. |
| Re: TCAS FAIL -300 | Nice one! <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> Thanks for feedback.
Regards! |
| Re: SB 737-21-1149 | Nothing is modified by the SB. Mods are controlled by an STC. The SB only lists affected airplanes. |
| Re: third radio altimeter on 737NG | To begin with, there is actually no option for a 3rd Rad Alt. There are antenna pad locations and a box mount location on the NG but no actual option to install the unit. The 3rd Rad Alt was believed to be necessary for EDFCS (Enhanced DFCS) for Cat 3b. The design work was done and the fuselage modified before it was realized that the unit was unnecessary for Cat 3b operations. Had the 3rd unit been utilized, there would have been no provision for pilot viewing of altitude from the unit, the information would have been utilized only by the FCC’s. |
| NG aft bootstap fitting R/I procedure!!!! | Dear frnds, will someone can give me the R/I PROCEDURE..(Torque etc..) for b737 ng (-800) aft bootstrap fitting P/N-311A2050-1 ,IPC Ref.78-31-14-02 item 241, couldn’t get in AMM.regds. anil <!– s:oops: –><img src=”{SMILIES_PATH}/icon_redface.gif” alt=”:oops:” title=”Embarrassed” /><!– s:oops: –> |
| Re: NG aft bootstap fitting R/I procedure!!!! | AMM 20-50-11 Standard Torque Values <!– s;-) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;-)” title=”Wink” /><!– s;-) –> |
| Re: SB 737-21-1149 | [quote="737Inst":1qqk4p23]Nothing is modified by the SB. Mods are controlled by an STC. The SB only lists affected airplanes.[/quote:1qqk4p23]
What kind of Mods have been done in this case? |
| Re: NG aft bootstap fitting R/I procedure!!!! | Dear IFixPlanes, thanks for the suggetion, but actually i need the replacement procedure ….AMM If any!!!! regds, anil |
| Re: NG aft bootstap fitting R/I procedure!!!! | [quote="anil":23licvjw]Dear IFixPlanes, thanks for the suggetion, but actually i need the replacement procedure ….AMM If any!!!! regds, anil[/quote:23licvjw] If i see it correctly this bootstrap fitting is attached to the Stut Box with 4 Bolts. Nothing special. It is not unusual that you did not find removal/installation for such simple work.In the AMM Introduction you find under Point 2.: [color=#0000BF:23licvjw][i:23licvjw][u:23licvjw]Use of Standard Industry Practices[/u:23licvjw] A. The AMM is written for mechanics that have attained a level of expertise comparable to Level III, Line and Base Maintenance Training, as defined by ATA 104.B. If there are no specific instructions in the system- or component-specific instructions, use standard industry practices. These can be defined as follows: (1) Those practices which are within the limits of "good engineering practice." (2) Those practices which are typical of mechanics who have the necessary license(s) to do work on the airplane and its parts and related equipment. (3) Those practices locally used by each operator, such as an airline or a repair facility, which are their usual procedures. (4) Those practices which are not new, special, or specified by the manufacturer.C. If the AMM maintenance instruction, supplemented by the standard industry practices is not sufficient, send a request to Boeing for more information (see Communication with Boeing).[/i:23licvjw][/color:23licvjw] |
| Re: NG aft bootstap fitting R/I procedure!!!! | Thanks. |
| cabin pressure rate of climb indicator | Dear sir. During a/c climb, rate of climb indicator is climb position. But my pilot said that about 4minute after take off indcated decent posion. Why do this situation? I think about that promblem is out flow valve failure and bleed pressure is low. if you understand this problem, please give me some advice. I still stuff. thank you for leading message.Have a nice day… |
| 737 Maintenance Platforms | I was searching for dimensions of a Garret gtcp 85-129 and found this forum. I am working on maintenance platforms for 737-800 and wanted to pick this board’s brain since it looks like you all would be the user of these platforms. The three areas I’m looking at first is the nose, wings and apu. For the APU on the 737 what size of work area would be optimal? Is it common to remove the APU for maintenance? I have many questions and if this thread gets any attention I would love to ask more but for now these are the ones that I am most eager to hear your responses on. Thanks.
-Jack |
| Re: 737 Maintenance Platforms | Hi Jack, welcome to this forum.
The APU is not always removed, only when requested for inspections of the attachment points or areas above it in some heavy chekcs. And of course to replace the APU when its broken. I’ll come back soon with some pictures. Regards |
| Re: APU gas turbine tester | [quote="JKBather":2q5gygtw]BUT! when i`m used big steel hammer on some persons in our engineerig department – i`ve got it:)[/quote:2q5gygtw] you are a dangerous person to work with! |
| Re: 737 Maintenance Platforms | Here are some (telephone) pictures of taildock, wingdock and nosedocks specially for the 737 NG and classic. They are the result of many years of experience and adjustments for regulations and work-related problems/solutions. The vertical taildock is adjustable in height to match 737 types and jacking-height. Also the horizontal tail dock is including an APU workplatform and a tail-compartment-access-facility, all adjustable in height. The wingdocks cannot be adjusted in height but they are moveable with wheel to mact the correct position under the wings. The nosedock is tight-fit with the fuselage and has many adjustable platforms and stands. Its all on wheels and made of aluminum so easy to use. These pictures are just a short impression. For details i suggest you take a real visit to some heavy maintenance facilities around the world. |
| Sliding window frame rubpad p/n | IN new 737NG acft on sliding window area fwd frame (fuselage side) there is blue colored Rubpad. I am trying to locate same in IPC but still no results. its held by rivets. I believe this rubpad is to prevent damage to sliding window frame b’coz of rubbing of boltheads on fuselage frames. If anyboby knows p/n of this rubpad pls post it here. Also is any other purpose of this rubpad? |
| Re: Sliding window frame rubpad p/n | i am attaching pic of the same here |
| Re: Sliding window frame rubpad p/n | Hi JETSPEED !!!
P/N 141A4842-1 Refer to SB-737-56-1024. BRGDS |
| Re: hello everybody | Hello RONEN !!!
We are Mainteneance-Guys, we can repair your aircraft. But don’t ask, how to fly that biest. Only a joke. BRGDS |
| Re: cabin pressure rate of climb indicator | Cabin pressurization problems are caused by leakage, low bleed duct pressur, OFV and CPC, and defective bleed air system leads to the majority of the defects
If either engine duct pressure is very low during climb, rate of climb will |
| Re: Sliding window frame rubpad p/n | Thanks 737ng. i will go through this SB |
| Re: SB 737-21-1149 | The STC increases nominal delta p at cruise altitude to 8.95 psid. This requires some structural improvements at the overwing and in the wheelwell as well as a change in outflow valve control, CPC’s and the positive pressure relief valves.
I can’t go into further detail as the STC is propriatary. |
| Re: max n1 | I would suspect that variences of pressure and temperature during the climb caused a change in FMC target N1. Not normal but it can happen. |
| Re: SB 737-21-1149 | Thanks, 737Inst. This helps further. No need to go deeper into the subject… |
| YAW DAMPER INDUCES YAW MOVEMENT DURING FLIGHT | Hi we have changed YD Coupler, YDC rack connector, RAD ALT antennas checked 0.2 ohms readings at all 4 ant, wiring and coax ok, BITE shows code LRRA miscompr. Altough we have RAD ALt flags ocasionally, R/A T/R’s both changed, R/A indicator both changed. failure is still present.
Any previous experiences? Tks `n regards AGM |
| APU Air inllet duct crack | A crack is noticed on APU Air inlet duct of -800 A/c which is 12 year old. Unable to locate the broken item in IPC. Higher assembly P/n is 65-50939-73.Cracked item is shown in attachment.Wat kind of repair can be done? What is the material type? Is there any FTD/SL pertaining to this topic? |
| Question of the MEL 33-11 | hi everybody
I have a question of the MEL 33-11 in boeing 77-800NG. 33 – LIGHTS 4. REMARKS OR EXCEPTIONS What is purpose of installed both stationary red wing tip bulbs? Thank you for reading and have a nice day.!!!!! good luck. |
| rub block part number installed on the flap track cano fairi | Can any one provide me the rub block part number installed on the flap track cano fairing. It is a phenolic block between two serrated rectangular plates. (I want both the numbers).IPC ref of flap track cano is 27-51-18-03 |
| Re: Question of the MEL 33-11 | I am not NG expert, but probably reason is redundancy: if one fail You have another one. From crew point of view red is slightly more important for following rules of the air and collision avoidance: "If you see a Red light on your Right and it remains on a constant relative bearing to you, take avoiding action! If to starboard Red appears, it is your duty to keep clear! Red on the right, gives you a freight! Green to Red, you could end up dead!" |
| hung start at high-altitude airport(CFM56-7B) | hi everybody we have a B737NG aircraft,the eng 2 hung start at a high-altitude airport on 23 july,the N2 up to 40% and cannot increase,the crew stop the start and subsequent starts exhibited normal engine accelation.the same aircraft ,at the same airport,the eng 1 hung start at N2 42% on 28 july,and the eng 1 start ok(first start the eng 2),the crew start the eng 1 again and it start ok. we do the troubleshooting Per FIM 80-05-00-801-806-F00,nothing found and no component replaced.Your experiance and advise? Regards, yayoo. |
| procedure to fabricate insulation blankets | Dear All,
Can you please tell me if there exists any procedure for me to fabricate insulation blankets (for B737NG) rather than purchasing the finished product! Below are the few sample part number of blankets. 411A4901-1457, 411A4901-1454, 411A4901-1447 etc., |
| Re: procedure to fabricate insulation blankets | What you’re looking for can be found in AMM Part 2 ata 25-80 (material specs and procedures).
Regards F. Petter |
| Re: hung start at high-altitude airport(CFM56-7B) | If no failures found in any bite check, check (better replace) the 5 th stage checkvalve. It is probably stuck and allowing 9 air to backflow to 5 stage. We had the Same snag once and replaced the checkvalve. |
| B737NG fuel tank access doors are not murphy proof! | [b:87xwqyel]The main fuel tank access doors (522 and 622) are eleptical and there is no marking as to which side goes inboard and which side goes outboard. This creates confusion during installation.
Once, this was wrongly installed and we had noticed fuel leak. [color=#FF0000:87xwqyel]Boeing has to make these doors murphy proof.[/color:87xwqyel] Please express your views! (Refer AMM Main Tank Access Door Installation. Figure 401 (Sheet 2 of 5)/28-11-11-990-802. 28-11-11. Page 405) [/b:87xwqyel] |
| Re: Question of the MEL 33-11 | The green lights have a higher lumin rating and a single green light can still be seen at required distances. The red lights put out less lumins and without both bulbs operating can’t be seen for the required distances. |
| Re: B737NG fuel tank access doors are not murphy proof! | I can’t say why you had a fuel leak after installation of one of the doors but I can say that the doors are not elliptical. They are symmetrically oval, there is no inboard or outboard end and as such, are indeed Murphy proof. |
| Re: Question of the MEL 33-11 | I agree with both. Refer to FAR 91.113 and 25.1389. I belive it will give a better understanding to Pusan. |
| What is the difference between powered & unpowered aircraft? | I was surfing wikipedia.. while I faced 2 catogories of aircraft, powered and unpowered
i m just confused about it.. i think that powered aircrafts are those which works via machine etc. while unpowered are those which flies by the support of any thing other than machine… m i right? |
| Re: What is the difference between powered & unpowered aircr | powered > with an engine, piston or turbine, with propeller or turbofan, turbojet, rocket engine, rotorblades. unpowered > gliders, paragliders, sailplanes, parachutes, dual engine failure on a 737. |
| repaint balancing | i like the balancing calculation chart for the 737 the excel .can it be also done the any other inputs can be done like for the b777 also, by just changing the area and moment .it would be very helpful |
| Re: repaint balancing | could any formula be mentioned thats easy.after repaint without removal of control surface. thank you |
| Re: repaint balancing | I suggest you look into the SRM, thats where the maker of the calculation file got his info from, except its a very hard job to do, since all info needed must be collected first. (The SRM is not the most friendly document there is) You may use the file to check yourself after you did the initial calculations iaw SRM, The file is uncontrolled data and may not be used officially of course. |
| Re: Fastner guide | try <!– w –><a class=”postlink” href=”http://www.milspecfasteners.com”>www.milspecfasteners.com</a><!– w –> and request info they may have a guide. |
| Re: Fastner guide | Thanx…
I have been looking around various other forums and i believe Boeing had an illustrated fastener guide but dont know the drawing reference.I have searched Myboeingfleet but to no avail. <!– s:( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:(” title=”Sad” /><!– s:( –> |
| Re: 737 NG Escape Path Lighting | As I know it from my Company:
1. we have placards on the psu-panels (battery symboll) on that location. fwd of fwd emergency exit- air return grille for 737-800 BRGDS |
| Re: Engine slow on transient | Maybe check for DAC/SAC intermix and for fadec2/fadec3 intermix(s/w)BRGDS 737ng |
| Re: Engine slow on transient | we have also experienced a approx 1 sec time period during different thrust settings |
| Re: Reverser opening actuator leak CFM56-3 | The Leak is gone,we removed and replaced the annoying reverser opening actuator P/N S315A103-5 / 1FA14012-6 iaw AMM 78-31.
THANK ALL YOU FOR THE TIPS |
| Re: Flight control elevator tab valve | Take a look on 737-SL-27-125A (737-SL-27-126) Maybe this can help you. |
| Re: engine removal/installation | There is a nice Table in AMM 09-11-00/201 Fig.202 (Shifts based on Weight and CG) E.g.: one Engine removed, the CG goes 8.7% MAC backwards. So it can be possible, that you will get to the aft CG Limit 32.3%MAC(for 800). |
| Re: Flight control elevator tab valve | That is good info, Thanks for that! |
| FLIGHT CONTROL CABLE REMOVAL/INSTALLATION | Has anybody know a real name for a string wire(snake ) for maintenance porpose like shop aid ,keep the route from control cable .when you remove and replace the cable,(thru pulley,grommet,drum,others)
Thank |
| tai valve | i have always been problem in removal installation of nose cowl anti ice valve,apart from amm, any tricks for that |
| Re: Fastner guide | Hi there ,may be help to you,
<!– m –><a class=”postlink” href=”http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19900009424_1990009424.pdf”>http://ntrs.nasa.gov/archive/nasa/casi. … 009424.pdf</a><!– m –> I hope so it will work . |
| Re: Fastner guide | Thank you…
Very helpful indeed. |
| CFM56-3 ENGINES, Ignition Exciters | Hi friends! Can anyone tell me which are the signs of overheat for CFM56-3 engines Ignition Exciters? |
| Re: B737-800 question about MMEL 21-31 | Maybe because the left pack is mainly for the cockpit supply and therefore must be operating at all times. the 38 degree limit perhaps because else the pack cannot deliver enough to make it the desired temperature in the cockpit as well. It all makes sense if you put the pilots comfort in the first place, and the pax/cabin crew in the second.Only the RH pack on in warm weather on a sunny day, the cockpit is still like an oven, it will not cool enough, or not in time, and setting the RH temp selector in full cold makes the pax complain about cold feet while the pilot is still swimming around in his own sweat.Maybe there is another philosophy behind it, i am sure some Boeing people have thought about it. Anybody? |
| Re: bleed air | Climb is high power, bleed comes from 5th stage. (9th stage is closed on that moment) |
| Re: bleed air | Why look at Boeing take-off and climb bleed pressure low or bleed trip off fault sugguest replace high stage valve and high stage regulator?This time the bleed comes from stage 5. |
| Re: bleed air | Bleed press low at climb indicates a prsov which is moving to closed pos because of the high temp (open or stuck high stage valve) regulated by the 450 sensor. (first the PCV must be open full at 390 f degrees, but if that failes (sensor of valve) the 450 sensor acts as second sensor to react.) Bleed trip is high temp (490) or high press (220 Psi) both MAY be caused by a highstage valve not closing properly. Happens a lot! High stage air is much hotter and a leaking high stage valve may cause these probelsm.[url:1mkn2ow6]http://home.tiscali.nl/sjap.nl/737%20Bleed%20Air%20Test%20Guide.pdf[/url:1mkn2ow6] |
| Re: b737 tires removal for layers at view | GOOD CALL THANK VERY MUCH |
| CFM56-3B MAIN ENGINE CONTROL MEC | Everybody knows how identify a malfunction MEC CFM56-3 what parameter are affected ie hmu,pmc.low starting,slow acceleration,etc..amm 72.thank |
| Re: CFM56-3B MAIN ENGINE CONTROL MEC | try this: [url:36l0ts9j]http://www.sjap.nl/cfm56-3guide2.pdf[/url:36l0ts9j] |
| Re: CFM56-3B MAIN ENGINE CONTROL MEC | VERY HELPFUL THANK VERY MUCH.I WILL TELL YOU LATER IF THE PROBLEM HAVE BEEN GONE. |
| MIC HI/LO, AUDIO HI/LO of chapter 23 | Hi everyone,
I have a question as to MIC HI/LO and AUDIO HI/LO As you see chapter 23 of SSM or WDM, there are MIC HI/LO an AUDIO HI/LO. What is that? I have no idea. Please let me know and give me detailed information. Many thanks, |
| Re: Hydraulic Power Unit | Hello, I have checked for you, we use the Hycom HT 2000 model. [url:1ofxafua]http://www.hycom.nl/en/aviation/[/url:1ofxafua] if i have th opportunity, i’ll post some pictures from this unit. regards sjap |
| Re: b737 tires removal for layers at view | We had some adapted AMM procedures for the groove limit. The limits for plies and flat spots are still acc amm.
See below a copy of our new procedure, note this is a company procedure and may differ at your company: ************************************************************** Some time ago a study was made focusing on a more In the new procedure the interval for checking the tires for tread wear has been changed. The requirement to AMM Tread wear limits PFI Overnight Check In principle, you may plan the wheel replacement Deferred Defect for the next home base Overnight Check. ************************ |
| Re: MAINTENANCE PAPERWORK WRITTEDOWN | THANK GUYS FOR THE GUIDELINES |
| heavy ailerons | HI,
I hope you can help me, Thank you in advance <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> "the lost mecanic" <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> |
| Re: heavy ailerons | Take a look at item 18 on chapter 27 on <!– w –><a class=”postlink” href=”https://online-lening.net”>www.sjap.nl</a><!– w –> Replacing the aileron feel/centering input assy will solve your problem most probably.Heavy in air means water in bearings which becomes ice. On ground all is melted and no problems are felt. This complaint is very common on both classic and NG 737’s. The bearings in the ail feel/cent unit are "self" lubricating for a few years. Then the problems start. The fact that they feel it with flaps down is that is the moment they have to use more aileron input to fly straight, and then they feel the heavy forces. With flaps up (eg higher speeds) they fly on a/p or the inputs are very small, not enough to feel this complaint. |
| GROUND PRESSURISATION CHECKS | Hi guys.
Is there a limitation on the [b:11h7s2z4]number[/b:11h7s2z4] of ground pressurisation checks one is allowed to do? I recall seeing somewhere in the training notes that one should limit to abou 2-3 per year???, however i cant locate these limitations in the boeing maintenance manuals. Please Advice RGDS |
| Re: GROUND PRESSURISATION CHECKS | We have not ANY limitations on this test, it all depends on your personal health. As far as i know there is no limitation anywhere written down. We sometimes do it 2 (or even 3) times in 1 shift , to confirm a repair or complaint. I always compare it with someone who is diving in water, if you go to 3 psi diff press, its only like you are diving (and clearing the press difference in your ears) in water of about 2 meters deep. (3 psi is 0,2 BAR is same as 2 meters of water column) |
| Re: APU oil fill while APU is operating | Actually the fill point gauge has provision for servicing with APU running |
| Re: CFM56-3B MAIN ENGINE CONTROL MEC | MAYBE HELP THIS. The Technology Behind the CFM56-3 Turbofan Engine. <!– w –><a class=”postlink” href=”http://www.amevoice.com/forum/topic/3400″>www.amevoice.com/forum/topic/3400</a><!– w –> . <!– w –><a class=”postlink” href=”http://www.cfm56.com/products/cfm56-3″>www.cfm56.com/products/cfm56-3</a><!– w –>. ftp.anextour.com/MG_AIR/737%2520MANUA.FOR NOW,GOOD LUCK |
| Re: CFM56-3B MAIN ENGINE CONTROL MEC | Is me once again,left this. <!– w –><a class=”postlink” href=”http://www.air.flyingway.com/books/engineeri”>www.air.flyingway.com/books/engineeri</a><!– w –>SEEYA |
| JT8 FCU servicing | We have a JT8 engine in school and it has been explained that regular servicing of the FCU with silicon oil is required. My instructor is not very familiar with his type of engine and the maintenance manual instruction for servicing is not there. It has been explained that the drain line to the moisture bowl is to be removed but where to put the silicon oil was the confusion. It was mentioned a plug has to be removed but there are 2 in the forward side of the FCU. Which one? Does it go straight to the bellows or around the bellows?
Any links will be appreciated. Thanks. |
| max n1 | 737ng n1
——————————————————————————– In the climb today I noticed that the FMC was commanding an N1 of 100.1% which set me thinking about N1 limitations. On looking at the manual, I noticed that the N1 limitation overall for the engine is something like 105%. Furthermore I noticed that there were several inches of play left in the thrust levers when 100.1% was set. Presumably pushing them all the way forward to the stops would take the engines to the red line limitation? Regards, Homerj |
| Re: max n1 | Maybe this topic explains a bit more, especially the last post of that topic. [url:236aigbk]http://sjap.nl/forum/viewtopic.php?f=1&t=552&hilit=n1+max[/url:236aigbk] Why it sets at 100,1 % i cannot tell you , but there are people out here on the forum that can. |
| Re: JT8 FCU servicing | Looks you want to preserve the FCU with preservation oil? In that case , as we do with CFM56 engines, we connect the FCU fuel inlet to the oil-cart and put a pressure (50 psi) on it, then we cranck the engine and put the fuel lever in "fuel on"" for a few seconds. That fills the FCU with the oil up until the fuel nozzles. But if you have a p/n of the FCU maybe we can find some detailed instructions for you. regards sjap |
| Re: JT8 FCU servicing | sjap, thanks for taking the time to reply.
Unfortunately, that is not what I am looking for. I am looking for in service condition. I understand from the mm that the FCU has bellows that adjusts to altitude and it has silicon oil around it(?) to prevent moisture. This oil somehow drains out of it and water replaces it. Servicing of oil is regularly required to displace the moisture. We weren’t allowed, for some reason, to play with the components on this scrap engine hence my curiosity brought me here. I guess not too many still work with this engine. |
| Re: JT8 FCU servicing | Aha ok. i can try to find a manual for it if you have a p/n of this FCU. Rgrds sjap |
| Re: JT8 FCU servicing | Fuel Control – 743802-4
Thanks for the help. |
| Re: JT8 FCU servicing | You just remove the pipe at the side of the drain bowl fill with silcon oil useing oil can until it over flows thats it |
| Re: CFM56-3B MAIN ENGINE CONTROL MEC | Ref MEC the reason for the first comment is about this engine perfomance A/T erratic and drifting abuot 12 % in cruiser and mostly flight pattern and during accl. and desacc slow reaccion to another engine ,about 29% .after troubleshooting by maintenace personnel they removed and replaced faulty MEC(on ground run up found slower accl.and not stable N 1) P/N 8063-208 AMM 73-21-01 AND AMM 71-0042 TBS.NOW RUNNING OK. |
| Re: JT8 FCU servicing | Thanks, Aero.
I was able to find a guy who told me exactly what you said. |
| MAINTENANCE PAPERWORK WRITTEDOWN | WHERE CAN I FIND REFERENCE FOR WHAT KIND INK PEN( BLUE,BLACK,FELP,SHARPIE ) MUST BE USED FOR FIILING PAPERWORK i.e TASK CARD,FLIGHT LOG,ROUTINE CARDS,NON ROUTINES ETC. |
| Re: MAINTENANCE PAPERWORK WRITTEDOWN | If such a rules exist in Your company, You should be able to find them in Your company MOE / Company Procedures Book.
Regards. |
| Re: MAINTENANCE PAPERWORK WRITTEDOWN | We are only allowed to use black or blue ink, write clearly in capitals, in English only. No nice drawings or other funny stuff allowed to enter in the technical logbook.(planes, puppets, smileys etc.) |
| Re: Hydraulic Power Unit | DO YOU MEAN GSE ,MALABAR,POWERTRACK,…… |
| Re: B737-800 question about MMEL 21-31 | the reciculation fan reduces the air condiotioning system pack load y the engine bleed demand specially on ground check AMM 21 ,AMM36 .
goog luck |
| Re: B737-800 question about MMEL 21-31 | see this <!– m –><a class=”postlink” href=”http://www.smartcockpit.com/pdf/plane/boeing/B737/systems/0011/”>http://www.smartcockpit.com/pdf/plane/b … tems/0011/</a><!– m –> |
| Re: B737-800 question about MMEL 21-31 | Hi all,
Thanks for your prompt reponses. I know the function of recirculation fans. The point(my question) is that why left pack must operate if either recirculation fan (left or right) is inoperative, and why OAT affects the operation? I need your helps. Please respond to my question. Thanks. |
| Re: b737 tires removal for layers at view | TRY THIS .GOOD LUCK <!– w –><a class=”postlink” href=”http://www.goodyearaviation.com/resources”>www.goodyearaviation.com/resources</a><!– w –> |
| Hydraulic Power Unit | Hi friends,
I would like to know which type of hydraulic power unit do you use for 737 base maintenance. Please post the units supplier and some main features if possible. Thanks! |
| B737-800 question about MMEL 21-31 | Hi there,
I would like know about relation between recirculation fans and packs Question: 1. I do not know why a recirculation fan(s) inoperative affects operation of packs? 2. and Are packs operation only limited on the ground Please respond to my question. MEL say : Left fan may be inoperative provided the left pack Right fan may be inoperative provided: both fans may be inoperative provided: |
| Re: FLIGHT CONTROL CABLE REMOVAL/INSTALLATION | we just use good old wax string <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: Tool set for avionic | Can’t believe nobody posted ‘a pen, a knife, a fork and a spoon’… |
| Re: FLIGHT CONTROL CABLE REMOVAL/INSTALLATION | THANK DUDE FOR YOUR TIME |
| bleed air | During the B737NG airpalne climb, where is the bleed air come from, stage 5 or stage 9 ? |
| b737 tires removal for layers at view | How do you determine when to remove a tire showing one,two or three plies wear limits? |
| Re: APU oil fill while APU is operating | I Have a two documente,Boeing Maintenance Tips for Classics 737 MT 49-015 Y NG /BBJ 737 MT 49-012R2 FOR APU Service when is running.good luck |
| Re: GROUND PRESSURISATION CHECKS | Pressure runs always make me feel dizzy. I try not to do them at all unless I can help it. |
| Starter Valve Cold Weather Best practises | I have noticed that 75% of start valve failures are occuring in our fleet in the cold winter months. Do any of you do anything "special" to your engines during the night to ensure that your first dispatch of the day will go smoothly? Do any of you run the engine during the night to keep things warm or excercise the valve manualy or pneumatically prior to dispatch?
Thanks, |
| Re: AUTOBRAKE | FRom Part 1 of th eAMM The conditions required for the Autobrake Disarmed light to illuminate when the switch is in OFF and the aircraft is in flight is:
"The AUTO BRAKE DISARM amber light also comes on when So there must be a ground in the circuit running to the >1000 PSI switch or the switch itself is stuck closed, or in fact there is pressure on the switch when there should not be. |
| 737NG NLG | Electrical question:
I work for an MRO in the UK. My question is does anyone know the wire length required from the end fitting of the conduit to its final destination junction box. On a seperate note i find alot of the received wiring doesn’t have enough length for three remakes or terminations which is I.A.W the SWPM. Any info would be gratefully received. |
| AMT Magazine | Hey Guys Can I recommend this magazine is very interesting for the aviation mechanic. good luck(is free)<!– m –><a class=”postlink” href=”http://www.amtonline.com/”>http://www.amtonline.com/</a><!– m –> |
| Re: 737NG NLG | I cant see what the problem is ?
If I were receiving the leg, I would want as much wire on the sensor as possible. I can then decided how long or short to cut it and make the connection. |
| Re: Starter Valve Cold Weather Best practises | I’ve had both engine start valves feeze on the same departure before.
If its well below freezing I’ll crank both engines over briefly to ensure the valves open. |
| Engine slow on transient | CFM56-7B Engine just out of heavy repair but it fails the transient check by 1 second. According to the CFM56 Manual the Testing criteria is for transient is 5 seconds… engine does it in 6 seconds
Performance and power assurance check all very good. Changed just about everything in the fuel system. No change. Any suggestions? |
| Re: 737NG NLG | Ok maybe I didnt expalin properly.
When we receive the gears in for overhaul the lamp wires are replaced and the sensors are removed from the harness assy due to the majority require repair or replacement of conduits. The sensors as subject to various tests. |
| Re: 737NG NLG | Those sensors are extremely unreliable.
I would hope when I am receiving an overhauled leg, that someone has replaced them with new…… Sticking the originals back on is bad form. |
| Re: 737NG NLG | I’ll check it for you this week. We have an NG with total gear replacement in now for a C check. Maybe i can found out, together with my collueage (of aircraftmech.com) to find an answer for you. It’l be not earlier than thursday when i can give you an asnwer. regards sjap |
| Re: 737NG NLG | sjap,
Many thanks in advance. Dunny, I agree that these sensors are unreliable but crane (OEM) made an unsucessful attempt to improve the sensor from moisture ingress but the part number didnt change.The improvement was made at sensor S/N: 23000 onwards. There is now a new sensor 80-207-01 which is a titanium cased version and much improved than the original. |
| Re: Engine slow on transient | Have you done the Input Monitoring checks recommended in FIM 73-05 Task 814 ? I see this FIM fo rthis fault is not particularly useful in comparison to some other engine types I have worked on before. It will be important to check the PS3 line for leakage and blockage.I am very interested in this one as we also have an engine in the shop that wouldn’t pass this test after heavy shop visit was done. Still waiting to see what they find as they are stumped.Please let us know what you eventually find. |
| Tool set for avionic | Hi all,
do anybody have a list of recommended avionic tool set ? For line maintenance. vladimir |
| Re: Tool set for avionic | Hey Dude. Try this site <!– m –><a class=”postlink” href=”http://directory.amtonline.com/product/10138427/Stanley_Proto_Industrial_Tools_Stanley-Proto_Avionics_Tool_Sets”>http://directory.amtonline.com/product/ … _Tool_Sets</a><!– m –> Good luck |
| Re: Tool set for avionic | Thanks for info. |
| 737-800 engine fire handle | Hello,
if the fire warning switch is pulled in flight or on the ground when the engine is not running can it be reset by the pilot to enable a start ? |
| Re: 737-800 engine fire handle | Just push it back down in its position. On ground with engines out its no problem.If the pilot did this to shutdown an engine in flight (during a testflight only) , he can reset the handle and start the engine again. That’s not normal usage but during a testflight it happens.You are talking only about pulling the handle, NOT rotating it i hope… |
| Re: 737-800 engine fire handle | HI,
Yes just pulling the handle.. Thanks for the info. |
| Re: 737-800 engine fire handle | In most aircraft it also trip the GCR in the GCU…. |
| Re: Tool set for avionic | YOU ARE WELCOME, ANYTIME |
| Re: 737NG NLG | ok i’ve checked a NG NLG for you: Attached are 2 pictures. (borrowed form my collueage website aircraftmech.com) The conduit you refer to is p/n 287A6212-27. I’ve measured the total length of both tubes running from the conduit end (screwcap) till the junction box. The inboard side tube is 19 inch long, the outboard side tube is 13 inch long. The box itself is 4 inch wide,as you can see the wire is a bit curved inside the box, this makes the wire about 4 inch in lenght inside the box. Total wire left should be at least 19 inch plus 4 is 23 inch on inboard side and the other 13+4=17 inch on outboard side, altough this wire could be a bit shorter since the terminal block is on the left side inside the box as you can see.The reason that the pins are cut-off is that the pins have a wide edge around them making it difficult to remove from the tubes. If we cut the pins off, you will loose only about 1 cm from the wire. Doing this 3 times is 3 cm..Note that there is a new type of conduit now, which is stronger on the lower side (the old ones with the wire mesh are cracking and tearing). The newer type is 1 inch longer than the old one, so you loose 1 inch wire length if you install the new type of conduit with the old wires…Also making the wires very much longer than 23 and 17 inch is no good solution since they are very rigid and stiff and hard to put all of them nicely inside the box. The box looks big on the picture but again its hard to put all stuff inside and close the cover.Hopes this information answers your question enough. Best regards, and please ask again on this forum, we can all benefit and learn from each others experiences. Sjap |
| Re: 737NG NLG | the box has p/n 287A4127-5 or a -8 and its named JCT at MBF site. For the rest i cannot find much about it in the IPC (IPC ref 25-50-51-71 item 001). regards sjap |
| leakage in system B | HI, we have a aircraft,the quantity of system B decreases from 96% to 65%.The only happen once every few days occasionally and We can’t find the leak in the ground. Anyone have any good Suggestions?THANKS! |
| Re: 737NG NLG | WOW….
SJAP, Thank you very much for the detailed response which is exactly the info I was after. It could be possible that our customer had the sensor wires cut for a previous removal. Also at the time of overhaul the conduit could have been changed from the old P/N: 287A6212-21/25 to 287A6212-27 which as you say is an inch longer. Its possible that this combination has made the wires too short/tight for re-installation. FYI The older conduits are P/N: 287A6212-21/25 and the new conduit is P/N:287A6212-27 which is the new improved version. There is an SB/SL stating that if the 21/25 is received at overhaul it should not be re-installed even if it serviceable. The new -27 must be used. |
| Re: APU gas turbine tester | Thanks a lot, but no helpful was find on chromalloy. BUT! when i`m used big steel hammer on some persons in our engineerig department – i`ve got it:) If any need it, write to me. i`m give manual. Thanks for all |
| Re: 737NG NLG | Sjap,
Firstly I would like to thank you again for your time and trouble in getting the information which is exactly what i was looking for. From this I manage to find on MBF the PL/DWG reference 287A6204 and from there link to the exact conduits P/N’s from 287A6212-27 to the the JCT box. This data for each conduit also shows dimensional lengths which confirms with your previous post the two images showing the conduits and dimensions. Thank you again as this was my first thread upon joining the forum and wasn’t expecting detailed answers to my query so quickly. Much Appreciated Darren |
| 737 NG Escape Path Lighting | Hi, I do’nt know if this was asked before but does anyone have any hints & tips and diagrams to assist troubleshooting of the emergency floorpath lighting system on the 737 NG especially the -800. Battery pack and fuse identification would be ideal. Thank You, Looking Forward to interesting responces. |
| Reverser opening actuator leak CFM56-3 | In the AMM 78-31-00 is not clear about the possible leacking actuator T/R CFM56-3 anybody knows CMM,MMEL IF applicable. Thank guys |
| Re: CFM56-3B FUEL PUMP AND GENERAL WORK PRESSURE. | THANK MICHAEL. |
| Re: CFM56-3B FUEL PUMP AND GENERAL WORK PRESSURE. | I found this info check this b737-300 main gear fuel pump P/N 708600-5 CFM56-3B
<!– m –><a class=”postlink” href=”http://www.eaton.com/ecm/groups/public/@pub/@eaton/@aero/doc”>http://www.eaton.com/ecm/groups/public/ … /@aero/doc</a><!– m –> |
| Clean the nitrogen generation system Heat Exchanger | Hi,
is this off/aircraft cleaning complicated? |
| Re: SPOILER FAIRLEAD PART NUMBER | I’ll take a look today for you. Unless you already have it? |
| Re: Clean the nitrogen generation system Heat Exchanger | Dont know, i think its a CMM procedure for this part? Is it a scheduled maintenance task? I cannot remember we do this. |
| Re: SPOILER FAIRLEAD PART NUMBER | 251A1481-11 ipc ATA: 27-61-00-10 item 85 |
| B737-300(CFM56-3B) BLEED LOW ONLY DURING CLIMB | Hi, everyone, these days we are facing a unique LOW BLEED on one of our suject aircraft . After arrival pilot reported #2 engine bleed remained 8-10 psi during CLIMB and it became normal 35-40 psi during cruise and rest of the flight phase. Me and my colligues performed trouble shooting IAW each and every step of AMM TROUBLE SHOOT TREE but still no help. BAR REPLACED, 450F LINE REPLACED DUE LEAKING, PRSOV REPLACED,HI STAGE REGULATOR REPLACED. During ground run bleed found normal bleed switch over was normal. Aircraft released for flight. The same snag persisted when aircraft arrived at base. Your experiance and advise will play pivotal role in fixinng the aforementioned defect. Regards, malik. |
| Re: B737-300(CFM56-3B) BLEED LOW ONLY DURING CLIMB | 1-Precooler control valve sensor (390) (cannot be tested on ground only in shop, so replace it) (20 minutes work) 2-Precooler control vlave (20 minutes) 3-Check high stage valve for leaking (remove it, check seal on valve, is often gone/broken/leaking) (10 minutes)Try that. |
| Re: leakage in system B | If there is no external leak and internal hydraulic fluid transfer then just drain B sys hyd fluid and service it with new fluid. This oil hidening / gulpping is an indication of chemically decomposed fluid. Regards Malik |
| Re: tai valve | though TAI REMOVAL/INSTALLTION is simple, very rarely the difficulty faced by me was the engagement of downstream end clamp. This can be overcome by engaging both end claps first then tightening them to required torque value. Hope it will be helpfull. |
| Re: engine growth | hi its mentioned in AMM 71 AND 72 and in training manuals issued by CFMI |
| Re: Hydraulic Power Unit | Thanks for your reply, sjap. What is your experience with that unit? Is it usefull or do you miss some features? Would like to get some more info, please. I´m asking, because we want to buy such a machine and we have never used one before. As this is a quite high investment I want to make sure that it fits our needs. |
| Re: 737 NG Escape Path Lighting | CHECK THIS 737-SL-33-039 (SERVICE LETTER). See ya |
| Re: 737 NG Escape Path Lighting | Another one.SL/737/SL-737–33-023-.pdf |
| Re: Reverser opening actuator leak CFM56-3 | What exactly is not clear at AMM 78-31-00-206-001-C00 Table 602 ? |
| Re: Reverser opening actuator leak CFM56-3 | Is about leak allowance for the actuator if may affect to the airwhorthiness in the propper operation in the maintenance,shuld be deferral item ?. |
| Re: Reverser opening actuator leak CFM56-3 | Sorry, but i do not understand what you are trying to say. <!– s:? –><img src=”{SMILIES_PATH}/icon_e_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> |
| Re: Fuel Burn | seen crossfeed aligments faulty right ? |
| Re: Fuel Burn | I was looking for some insight.
We replaced the cross feed valve. That fixed the one issue. We haven’t had any issues with fuel not burning out of the number two tank in about the last 8 flights. The only thing that makes sense is that we were getting some unwanted fuel transfer from the number one tank into the center tank. Friday night we put 6000 pounds in each wing tank. We moved the fuel from wing to wing and center tanks and didn’t have any unwanted leakage. We had 6000 pounds in each wing this morning prior to fueling for its fights today. Today will be the first time in a good while that the center tank will have fuel in it, 4000 pounds to be precise. Any suggestions would be greatly appreciated. Thank You |
| Re: Reverser opening actuator leak CFM56-3 | We use the general leakage limits mentioned in ATA 29. If i remember correctly, its 1 drop for each cycle maximum leakage rate for a dynamic seal. For static leakage at a dynamic seal, i do not remember, you have to find it in 29-00-00 somewhere. |
| Fastner guide | One of our longer serving guys had a old and tatty fastner guide (Allen Aircraft Hardware) which was very informative and helpful which seem to cover practically every type of fastner with a small drawing for each type. It helps to see the item your looking at. It also shows AN and Ms type Equivalents.However I couldnt find this guide online anywhere and his hard copy isnt in a good state to photocopy.I was wondering if anyone knew of a good downloadable guide similar to the above. |
| B737NG APU Bleed air pressure | Dear friend
I would like to know APU bleed pressure both pack s/w on and both bleed s/w on . |
| Re: B737NG APU Bleed air pressure | Yep both packs on on APU bleed, engines off, its 10-15 psi. Engine bleed sw on or off with engines off makes do diff. Packs off APU bleed is about 20-25 psi. APU bleed off, engines running, packs off 20 psi (fluctuating a little) APU bleed off, engines running, packs on, 20 psi steady idle. For other pressures, see this form: [url:3geaa8c6]http://www.sjap.nl/BleedcheckNG.xls[/url:3geaa8c6] |
| CFM56-3B FUEL PUMP AND GENERAL WORK PRESSURE. | WHO KNOWS THE WORK FUEL PRESSURE TO FUEL PUMP TO MEC AND FINAL DELIVERY TO THE NOZZLES THANKS |
| Re: Documentation for ng | Ok, you convince me will not give material in future/ But it’s not good. Many peoples need document but not find it becouse boeing prevent any activity in this field. |
| Re: B737NG APU Bleed air pressure | Bleed pressure depends on pack/engine switches and isolation/APU bleed v/v position. Also, flap and air/ground signals affect bleed pressure.
Refer to below and there is a lot of information in AMM. – Air Conditioning PACK Switch position- OFF – pack signalled OFF. |
| Re: B737NG APU Bleed air pressure | Hey guys, Thanks for your answer. I really appreciate your reply. |
| Re: CFM56-3B FUEL PUMP AND GENERAL WORK PRESSURE. | Hi, Pump inlet pressure: ca. 30 PSIG MEC Inlet: 200 – 1.200 PSIG Fuel Nozzle Operating Pressure: up to 600 PSIGRegards, Michael |
| hello everybody | hello everybody my name is roni and i am a real pilot i am a private pilot and also have ifr i am now working on my commercial liscence i realy want to learn about the pmdg 737 because in israel with have a lot of 737 and may be i will find a work on the 737.. i wouid be very happy if someone here have some time to teach my to fly the 737 i have the teamspeak software and if someone have time and like to do it for me i would be very very very happy i tried the manual and its not easy so if anyone can help me with that i would be glad thx for now and have a good day . |
| SPOILER FAIRLEAD PART NUMBER | For one of my -800. I am searching a fairlead part number. The location is inboard of LH L/G, the very first Spoiler cable fairlead which is mounted on the bracket.[attachment=0:3o48w5hm]<!– ia0 –>fairlead. JPG<!– ia0 –>[/attachment:3o48w5hm] |
| third radio altimeter on 737NG | Hi all,
Is there anybody to let me know optional third RA’s purpose and function? Also, if third radio altimeter system is installed, where is the radio altitude shown? |
| Re: bleed air | The crew report Cockpit height change quickly on climb,and we replace the 9TH valve on ENG1,this fault disappear. |
| Re: Documentation for ng | sjap,
Thanks for the support. I don’t monitor or participate in this forum on behalf of Boeing, I do it to try to help the people working on the airplanes when they have questions, just what you started the forum for. I don’t want to be heavy handed or viewed that way. I just want to try to make sure that folks don’t do things that might get them into trouble. This forum is a valuable resource and I hope to add to that in whatever way I’m able. |
| horizantal stab.attachment bushing | what if we lost record of horizantal stab.attachment bushing replacement time.? |
| Fuel filter bypass light (B738), I need some advice.. | Hi there,
Q : I want to know why FUEL FILTER BYPASS LT do not illuminate when CDU INPUT MONITORING/FUEL FILTER screen shows the filter is "CLOGGED" even though affected engine START switch is in CONT position per DDG 73-04-02(M). Is it normal or not? Many thanks |
| Re: Fuel filter bypass light (B738) | It depends on your failure. See FIM 73-05-00-810-801. |
| Re: Fuel filter bypass light (B738) | The faulty differential switch caused the problem. The defect was cleared with new differential switch replaced per FIM task, but I don’t have a idea why the DDG procedure followed by me could not cause the FUEL FILTER BYPASS light to illuminate. I am not sure, but I belive that the light should be ON when affected engine start switch is in CONT position becuase the switch is included in fuel filter bypass warning system. Please refer to the followings. Please give some advice.[color=#800000:1qvjz09k]DDG 73-04-02(M) : Verify that the malfunction is in the fuel filter bypass warning system 1. If the FILTER BYPASS light illuminates with the engine no operating, the fuel filter bypass warning system is faulty. NOTE : To energize the system with the engine not operating, position the engine START switch to CONT.[/color:1qvjz09k] |
| Re: B737NG fuel tank access doors are not murphy proof! | If you look closely access door from the inside, the place where the set screws holding the door to the wing (on the inside) were detected cracks around the circumference of the body screws. This was stated in the newsletter of The Boeing Company. We had already two such cases! Sorry for my english <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: B737NG fuel tank access doors are not murphy proof! | Dear 737INST, Along with the retainer you can put it in the rotated position. It is not Murphy proof. |
| B737-700 poor cooling | This -700 flies alot in desert environemnt. we have repeat complaints from captain and PAX about control cabin and PAX cabin not cooling properly, on ground and inflight. Troubleshooting per FIM but no luck. ACm and air mic valve repalced. we want to isolate if problem is upstream or downstream of packs. 1. what should be the temperature at pack discharge? 2. how can we check pack discharge temperature? is it the reading from duct temperature bulb but this is in the supply distribution duct? is there any temperature sensor pick up close to pack discharge?thanks |
| Re: B737-700 poor cooling | Maybe the heatexchangers need a fresh wash. Maybe they are dirty or partly clogged with dirt. Not visible by the eye from the front, but a close inspection could be helpfull. |
| B733 – Engine #2 Fuel Boost Pump Bypass Valve -Test Failed | B733 – Engine #2 Fuel Boost Pump Bypass Valve -Test Failed. Engine is unable to speed-up more than 80% N1, but the target was 84% N1. With boost pump "On" Engine performs normally! Same Engine Fuel Suction Feed Test was successfully done. Have anyone experienced something like this or have any idea? |
| Re: B737NG fuel tank access doors are not murphy proof! | sumanth – You are exactly correct in that the door, along with the retainer, and for that matter the gasket can all be rotated. There is however, no inboard or outboard end to any of them with the exception of those with drip sticks. They are symmetrical and as such, can’t be installed incorrectly and so they are "Murphy proof". This has been confirmed by both design engineers and factory installers. |
| Re: B737-700 poor cooling | Pack temperature at the discharge of the water separator or just as the air passes through the pressure bulkhead should be 35 F +/- 2 F. There are no temperature sensors or bulbs in the -700 that measure this temp. Once the air goes through the pressure bulkhead it goes into the mix chamber where it will mix with the hot bypass air to provide the necessary temp. for the zone – flight compartment or passenger compartment. This is the temp. (approximate) that your duct temp. bulb is seeing.
The ability of the pack to produce cool air is directly impacted by the OAT. The hotter the OAT, the warmer it is going to be inside the airplane. This is especially true while on the ground since it is only the fan section of the ACM that is pulling air through the heat exchangers. Once in flight the increased ram air through the heat exchangers will increase the cooling ability of the pack but until the airplane climbs above the desert heat gradient you just aren’t going to get great cooling. As sjap indicated, in these conditions even the slightest blockage in the heat exchangers will impact their effectiveness. Performing the on-wing cleaning of the heat exchangers may help you with the problem. |
| Re: B737-800 question about MMEL 21-31 | [quote="sjap":15lr6o8b]Maybe because the left pack is mainly for the cockpit supply and therefore must be operating at all times. the 38 degree limit perhaps because else the pack cannot deliver enough to make it the desired temperature in the cockpit as well. It all makes sense if you put the pilots comfort in the first place, and the pax/cabin crew in the second.Only the RH pack on in warm weather on a sunny day, the cockpit is still like an oven, it will not cool enough, or not in time, and setting the RH temp selector in full cold makes the pax complain about cold feet while the pilot is still swimming around in his own sweat.Maybe there is another philosophy behind it, i am sure some Boeing people have thought about it. Anybody?[/quote:15lr6o8b]You have a point here Sjap. This made me think a bit. |
| Re: B737NG APU Bleed air pressure | So, you have already worked through FIM Task 49-55-00-810-807 without help? |
| AMM on iPad | Hi there, Who knows the best way send AMM from PC to iPad? |
| Re: B737-300 APU Overspeed light after usual shutdown | @ George
Any updates on this problem that you can share? I’m kinda curious about this. |
| Re: AMM on iPad | Press the "Send" button. <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> |
| Re: Documentation for ng | [quote="Ufaist":1g1x9fge]Another question/ Where i can see information about removal/installation of cfm56-7 engines? And i need detailed information about wings. It’s would be better than amm) Thank for attension.[/quote:1g1x9fge]If you are working in an airline or maintenance company, it should be no problem getting the correct docs for your work. I know lots of forum member do not, (737 sim builders or other enthousiastics), so getting info on a product like the 737 might hard to get, but if you search the www very good, you will almost find all your answers. Even on the open Boeing site there is a lot of public and downloadable information. |
| Re: AMM on iPad | <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: AMM on iPad | Upload from pc to internet (dropbox or mediafire) and download it to your ipad? |
| Re: AMM on iPad | Problem to look AMM on IPAD as PC view. If AMM convert to a single PDF file it size will approx 200MB and correspond programms work very slow. |
| Re: Documentation for ng | Another question/ Where i can see information about removal/installation of cfm56-7 engines? And i need detailed information about wings. It’s would be better than amm) Thank for attension. |
| Re: rudder balance weight | Okie I will post photos soon,
Thanks for ur response |
| GPWS VS EGPWS DIFFERENCES B737 | Hi Guys Who know the differences between those compx.(965-0648-004 vs 965-0976-020-216 ) |
| APU air inlet door stuck | Dear friends, the APU air inlet door is stuck. we’ve checked the ECU and found it to be OK. Can any one tell me how to handle it. because I can’t get anything in the manuals. Thanks, Teme. |
| APU No acceleration shutdown | Hi all,we have a probleme with APU NG. Is a intermitent fault it start 2or 3 attempt with faut history nô accel shutdown we replaced all compenent listes on the FIM ECU APU gen FCU press sensor . But no result .this fault all the time on ground or after flight. Is any persone have experience bout that? Thanks |
| Re: APU No acceleration shutdown | Is the inlet screen blocked ? |
| Re: APU No acceleration shutdown | inlet screen??? |
| Re: APU No acceleration shutdown | Try to bite it and see if the battery is still full enough. You will get a message about low battery power (low converter voltage input or similar message) We had this when the start was on battery power only after a week parked a/c. With ext power / eng gens on, start was ok?
Else, if the APU is already 7 or 8 yeras old, it is worn away, and needs replacement. You can see it by looking in its back and if you see turbine blades burned away for 30 to 40 % the APU is at its end of its life. You will get the same message (no accell s/d) with this. |
| Re: Question of the MEL 33-11 | In one airlines I should perform maintenance MEL lets two possibilities to dispatch A/C in this matter – with TWO operating red bulbs – for category "C" defered item & with ONE operating red bulb – for category "B"… |
| Re: APU No acceleration shutdown | as in the air inlet screen ( under the quick access panel )
I believe I can trump sjap’s picture….. <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> [img:1wzvpohw]http://www.thegoldenrivet.com/photogallery/albums/userpics/normal_131-10.jpg[/img:1wzvpohw] |
| Re: APU No acceleration shutdown | <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> Yep definitely a NO ACCEL situation. <!– s:o –><img src=”{SMILIES_PATH}/icon_e_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> |
| Re: APU No acceleration shutdown | the flames were a giveaway…. |
| Re: APU No acceleration shutdown | I well to thanks you.we have cheked turbin is good. For your info when we Start the APU with battery the EGT geos to the MAX 850 c . the surge control valve can cause this probleme ? |
| Re: APU air inlet door stuck | A little more information might be helpful. If the APU air inlet door is not opening, you might check the APU fuel shutoff valve in the left main wheelwell. Power for the air inlet door goes through the open limit contacts on the fuel valve. |
| Re: APU No acceleration shutdown | have you checked the air inlet screen isnt blocked ? |
| Fuel filter replacement after fuel tank entry | Fuel filter replacement after fuel tank entry
We have a practice of changing the fuel filter when ever we enter the fuel tank for any maintenance activity. This filter replacement is done 100 Flight Hrs after fuel tank entry. I did not get any document stating this requirement. Can anyone assist me in locating any such criteria either as a Boeing document or FAA/EASA document? |
| Oven painting | I need to paint my ovens installed on my 737s. I checked in CMM, but no show regarding painting.
Can any one help me in locating the type of paint permitted on ovens. Oven type is Britax D-35745 Herborn with P/n : 8202-03-0000 |
| Re: Fuel filter replacement after fuel tank entry | In the AMM, and if you read the AMM "Fuel Tank Closure" chapter 28-11-00-410-801 , at the end of the Fuel Tank Closure job, it states that after a Major Fuel Tank Repair, you must replace the engine and apu fuel filters after 50 flight hours. So the criteria of major or minor is more or less your choise to do it or not. Example: [url:59iio0pn]http://www.sjap.nl/57.htm#Replace[/url:59iio0pn] |
| Re: Fuel filter replacement after fuel tank entry | Where is the statement ? I could not find out the statement in AMM 28-11-00-410-801. |
| Re: Fuel filter replacement after fuel tank entry | It’s in the NG AMM: |
| Re: Fuel filter replacement after fuel tank entry | I do not know where it is. Even though I try to find out the statement but I could not. sjap!!!please check again the revision status of your manual. |
| the reverse flow diaphragm in the high stage regulator | Hi all
Everytime i perform engine bleed airsystem health check per Amm 36-11-00,the step to check the reverse flow diaphragm in the high stage regulator will fail.Air bubbles are present.What i want to know is what will happen if you find the reverse flow diaphragm is broken.The high stage valve will not close when downstreem pressure is higher than upstreem pressure? Also, to test the overpressure function in the high stage,increase the Ps to 100-130psig,Pc is not drop immediately. I need to wait 60s or more.Is that normal? Best regards! |
| B-7374 Testing Procedures | Hello All:
We are consolidating some of our lengthy acceptance testing procedures for different aircraft and looking for any copies of various airline testing procedures for the B-737-400. Any help would be appreciated. Thanks |
| Re: B-7374 Testing Procedures | be specific what kind of testing NDI,RUNUP,MATERIALS,FLIGHT CONTROL SURFACE AMM 5 i.eg seeya |
| Re: Fuel filter replacement after fuel tank entry | It is in AMM revision 45 of 15 june 2011 of task 28-11-00-410-801 par 4-K-(1) of the NEXT GEN. On the classic it is also in the amm, rev 73, 25 mar 2011, task 28-10-00-002-517 par J-(10)-(a), see attached picture for the classic. More proof i cannot give you. |
| Re: hung start at high-altitude airport(CFM56-7B) | GE said,if the 2st start ok,no action needed. |
| Re: the reverse flow diaphragm in the high stage regulator | The high stage regulator is one of the most failing component in the system. The latest edition is somewhat better. You need a pressure gauge to see if the leak is in limits, a small leak can make bubbles but may be within MM limit. If the leak rate is high the high stage valve is send open all the time. This can give slow starting problems, lower EGT margin and possible pneumatic pressure problems for high temperature reason. The switch over point is not accurate due this leak. Normal the control pressure will be shut of at 110 psi supply pressure and will recover at 100 psi supply pressure. Changing a leaking component is best (if spare is available).rgds, Doddy |
| Re: the reverse flow diaphragm in the high stage regulator | Hello again.
Reading your question again, noticed you need more info. The supply pressure for transfer is 110 ± 10 psi. The leak rate should not be over the 4 psi. rgds, doddy. |
| Re: APU No acceleration shutdown | hi,
we found effectivly on APU page parameters monitoring when the apu start switch positioned to ON, the air ilelt door not fuul open…..YES, so we adjusted the switch and chown us all ok on MCDU , after 2 days the same probleme comes back <!– s:( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:(” title=”Sad” /><!– s:( –> |
| Re: the reverse flow diaphragm in the high stage regulator | Doddy, Thanks for your reply!
we do the check on some aircrafts to confirm all these components are in good condition.not for troubleshooting.The crews didnot report any problem.During the testing,i find the leak rate is very very high on both high stage regulator .If high stage valve is send open all the time, that maybe something will happen,like what you mention.But we did not receive reports,it really confuses me.BTW where to find the leak limit. another question,The high stage valve is in the loop when i test the overpressure function .I increase the PS to 115psi,for some other reason ,i can not increase the pressure any more.At this time,the PC does not drop less than 4psi immediately(It spends 60 sec).I think the transfer should not have the time delay.the PC should drop less than 4psi immediately. Thanks again! I realy appreciate your help! |
| Re: GPWS VS EGPWS DIFFERENCES B737 | Basically Enhanced GPWS provides additional terrain alerting functions like: -Terrain Awarness alerting and Display (TAD) function, -Terrain Clearance Floor (TCF) function, -Runway Field Clearance Floor (RFCF) function, by comparison of a/c position (usually GPS as a primary source) with data included in internal database which is updated periodically – Honeywell announces new releases of terrain database to all registered users (current for MK V/VII is v462), file can be downloaded from user profile. Than you can update EGPWS computer from memory card.See also: <!– m –><a class=”postlink” href=”http://www51.honeywell.com/aero/common/documents/Mk_V_VII_EGPWS.pdf”>http://www51.honeywell.com/aero/common/ … _EGPWS.pdf</a><!– m –> and B737 NG AMM 34-46-00.Hope this helps, Regards. |
| ENG VALVE CLOSED LIGHT ILLUMINATE | HI, Everybody is good, I have a trouble: THE R ENG in idle ,if we start the L ENG,move the L start switch to idle,the R "ENG VALVE CLOSED "LIGHT ILLUMINATE 1S.we replaced the HMU、P5-2 panel,and check the D628 connector per FIM73-06TASK805,nothing found and the fault still exist.Anyone have any Suggestions?thanks. |
| Re: B737NG fuel tank access doors are not murphy proof! | Dear 737INST, I had problem with the drip stick one. We had noticed that some one had installed it in the rotated position! <!– s:o –><img src=”{SMILIES_PATH}/icon_e_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> |
| Re: Fuel filter replacement after fuel tank entry | Dear Jeju, even I could not locate it. |
| Documentation for ng | hi everyone please help me search amm for ng. now i’m have wtitiing a dissertation and last document that i need is amm. thanks for attention |
| Re: Documentation for ng | Hi Ufaist!
Which do you want part1 or part2? |
| Re: Fuel filter replacement after fuel tank entry | Hi Sumanth,
Even though I try to find out the statement in AMM, I cannot do like you. Is there anybody to help us? Your help would be appreciated!! |
| Re: Documentation for ng | Jeju,
Do you understand that AMM Part I and AMM Part 2 as well as the Alteon (now Boeing) MTM are all Propriatary Documents? Look at the bottom of each page. If you are in possession of these documents, either because you attended a course and received the manual or because you work for a company lawfully in possession of the documents, it is still illegal for you to give the documents to someone else and that is true no matter where you are in the world. |
| Re: Documentation for ng | Hi Jeju I need full document. But if you can send me it , my work would be easier. <!– e –><a href=”mailto:zaripa89@yahoo.com”>zaripa89@yahoo.com</a><!– e –> |
| Re: Documentation for ng | 737Inst,
It is illegal when you give this from torrent or other public sites like rapidshare. Read document more thoroughly. |
| Re: Documentation for ng | [quote="Ufaist":1kj3zn8b]737Inst,
It is illegal when you give this from torrent or other public sites like rapidshare. Read document more thoroughly.[/quote:1kj3zn8b] Ufaist, I WRITE the document – I don’t guess I need to read it more thoroughly. The owner of a propriatary document is the ONLY entity authorized to diseminate the document unless a specific license has been obtained. You have a license from Boeing? Does Jeju? Thought not … |
| Re: Documentation for ng | Ok all,
Please take a[b:2d4l9ps4][u:2d4l9ps4] SERIOUS note of what 737inst says,[/u:2d4l9ps4][/b:2d4l9ps4] i had issues with Boeing in the past, i had to rewrite and filter the complete site do to the fact that some parts where Propriatary Documents. I had a [b:2d4l9ps4]serious warning[/b:2d4l9ps4] from Boeing, that i may only publish self-written documents and self-taken pictures on my site. Since then i know Boeing looks at my site too, (and other sites with Boeing related stuff, see my links) and i take all pictures and stories myself, or from other non-Boeing sources. He is right when we send out Propriatary Documents to each other that it is not legal. Boeing will warn you and may take action against you if you do not listen. Therefore it is not recommended , or smart, to ask for official documents in public, as on this forum. Big Boeing Brother is watching us. Hope we can all live together on this forum, 737 technicians and Boeing personell, to use this forum and our common knowledge and experience, for our daily work on the 737 anywhere on this planet. Best regards |
| Hot start in flight | Hello all,
Now here’s another interesting event i’d like to share with you ! |
| Re: Documentation for ng | Dear all,
I was not thinking straight. I agree with the thought of sjap and 737Inst. |
| Re: Hot start in flight | They took off with the starter still engaged ??? |
| Different colour of overhead panels | Hello evereybody, I suppose, probably, I am not the first one who ask this question. When I have started to work on 737CL and, later, on 737NG, I notice that some overhead panels – FUEL, ELEC, AIR, HYD have different colour(light grey) than all the others(dark grey). What is PURPOSE of such colour differences???BRGDS, Mark |
| Re: B737NG fuel tank access doors are not murphy proof! | [quote="YURY":e4nnqjg8]If you look closely access door from the inside, the place where the set screws holding the door to the wing (on the inside) were detected cracks around the circumference of the body screws. This was stated in the newsletter of The Boeing Company. We had already two such cases! Sorry for my english <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –>[/quote:e4nnqjg8] Sorry for off-topic.Yes, we have such problem too with 3 planes.This was noticed by fuel leak from affected fuel tank access door. |
| Re: B737NG fuel tank access doors are not murphy proof! | "cracks around the circumference of the body screws" Are you aware of Fleet Team Digest 737NG-FTD-57-08003 ? |
| Re: Different colour of overhead panels | It is visual ergonomics. The lighter color draws the eye to the 4 critical systems first so that any anomoly is immediately seen. |
| Re: ENG VALVE CLOSED LIGHT ILLUMINATE | Anything found yet? |
| Corrosion on fuel tank access cutout flange area | [attachment=0:duj4s9h6]<!– ia0 –>corrosion.JPG<!– ia0 –>[/attachment:duj4s9h6] We have noticed corrosion on Fuel tank access panel cutout at the flange area. (see snap) on our 737-700.
SRM is not clear about, till what thickness we have permission to blend out. Can anyone give me any Boeing reference like FTD, SL, SB etc which give me the corrosion cleanup details. |
| Re: Corrosion on fuel tank access cutout flange area | We normally do a smooth cleanup of the surface, followed by a rotopeening threatment. I do not know the manual for that right now. but thats the way we do it. |
| air condition | Dear All We have air condition problem on 737-800. On the ground with both pack operating, can not cool passenger cabin. When we check air outlet, insufficent air comes. ( APU bleed press. 30-35 psı ) Firstly checked for leak or broken pipe on all overhead distrubition system, all OK. Aircyle machine and pack flow control valves replaced . All check valve opeartion controlled , OK .All temperature sensors ( Duck temp. , zone temp. ) swapped with serviceable one . Mix monifold sensor replaced with serviceable ones . Trim air and modulating valve replaced with new one .Standby and trim valves operation controlled , OK. All zone trim valves manually closed and checked outlets for warm air , OK. Both primary and secondary heat exchanger removed, cleaned and checked for blockage and crack , OK. Still we can not cool passenger cabin. On hot day ( 38C ) with both pack operating , Pack outlet 35C Pass cabın, aft and fwd 30-33 Duck temp AFT 30-33C, FWD 30-33C , FLIGHT DECK 15-18C In the air eveyting OK .. Wainting your responce.. |
| Re: air condition | Dear friend,
Have you already checked fan bypass check v/v in plenum/diffuser assy for missing or damage? Refer to 737NG-FTD-02-05001. |
| Re: air condition | Maybe similar?
[url:2xv0r9dx]http://sjap.nl/forum/viewtopic.php?f=1&t=789[/url:2xv0r9dx] |
| Re: air condition | Dear Jeju We checked both side bypass valve . All ok |
| NG Overwing Exits Inspections | Is it necessary to remove all of the exit lining to inspect the hinge arm lock pawl mechanism? |
| Re: ENG VALVE CLOSED LIGHT ILLUMINATE | we replaced the R Engine Start Brake Assembly and the problem solved,nothing can found from the removed Start Brake Assembly . |
| Re: NG Overwing Exits Inspections | yes, but its not so much work. |
| Re: NOSE LANDING GEAR SERVICE B737 CL | thanks guys for your answer is helpful |
| b737 DELETION OF FLIGHT DECK EYEBROW | This is information for ATA 56 flight deck window 3,4,5,6 eyebrow iaw 737-FTD-56.04001 SB 737-5619 Has been cancell now is STC ST016305E. hope so help this info for issues about these windows FTD (FLEET TEAM DIGEST) |
| EEC "altn" light | The EEC "altn" light and the "on" can appear at the same time? |
| Re: EEC "altn" light | Yes, EEC is in the "soft alternate mode". |
| Re: Different colour of overhead panels | [quote="737Inst":b6or2u5c]It is visual ergonomics. The lighter color draws the eye to the 4 critical systems first so that any anomoly is immediately seen.[/quote:b6or2u5c] Thanks for the answer!But I was told yesterday that this shows the systems which are inoperative in case of respective fire handle pulling |
| Re: EEC "altn" light | If either engine EEC altn light illuminates, you have to put both EECs in hard altn mode to prevent the engine from overshooting in case of flight condition change |
| Re: EEC "altn" light | In the "hard alternate mode" maximum thrust rating exceedances are possible during hot day conditions. But switching both in "hard alternate mode" also prevents thrust lever stagger. |
| Re: Different colour of overhead panels | Hey All
You are both right. The 737-100 was designed to be operated without FE, therefore to convince FAA that two pilots could manage systems and fly at the same time the systems that would be affected by pulling the fire handle or engine shutdown got white panels… /Lasse |
| Re: EEC "altn" light | In the "hard alternate mode"，if we push the "on" switch, the "on" light will illuminate? |
| Re: EEC "altn" light | Dear yayoo,
When ALTN is selected manually, the ON indication is blanked. probably, Yes!! If engine(s) is in hard altn mode and you push the switch(es) again, ON indication will be shown Regards, |
| Re: EEC "altn" light | I see,the "on" light comes on or not only depends on our manual selection.There have no logic to control the light come on or not automatic.Am I right? |
| Re: EEC "altn" light | The "ON" light is just the visable word "ON" meaning that the EEC is selected in its normal mode of operation. The light itself is adjustable in intensity with the panel lighting. The button itself has a mechanically operated door (shutter) that covers the word ON when the button is deselected.
When the shutter is closed and you can’t see the word ON, the EEC is operating in the manually selected hard alternate mode. Aircraft dispatched under the MEL for an ALTN light will have both engines manually placed in the hard alternate mode to reduce throttle stagger as stated before. If the ALTN light illuminates in flight and the button is not deslected (you can still see the word ON) as long as the airplane remains in level flight, the EEC will operate in "soft alternate" mode. The EEC uses the last valid numbers for TAT and static pressure for calculation of Total Air Pressure – necessary for calculating proper fuel flow. When the throttles are retarded at top of descent, the EEC will automatically change to hard alternate and will use T12 and P0 for total air pressure calculations. This is exactly the same thing that happens when you put the EEC manually to hard alternate. |
| 737-300 N1 ind causing speed trim light???? | What would cause an N1 ind to cause a speed trim light on taxi out. The ind keeps going to the shop with no trouble found but the airline keeps reporting a new ind as a fix. Any ideas? Thanks for your help! |
| 737 classic | I work for an MRO.
Can someone advise what cmm reference the Nose Wheel Well Installation P/N is located. Many thanks in advance. |
| Re: 737 classic | Nose Wheel Well Installation P/N ??
What do you mean? Panels? Structure? The nose wheel well is part of the complete fuselage, you should look at SRM ch 53 i think. |
| Re: 737 classic | The base part number is NLG WHEEL WELL INSTALLATION P/N: 65-49728. I believe this part of an electrical installation mainly refering to bracket types.I would love to know the chapter reference.If anyone can help it would be great. |
| Re: GPWS VS EGPWS DIFFERENCES B737 | Thank for you info,good enough |
| Re: 737 classic | I’ve only found these p/n’s: 65-49728-13 A-C PART -15 CONDUIT -19 CONDUIT -20 CONDUIT -21 CONDUIT -22 CONDUIT -501 BRACKET -502 AC Part At MBF And then i did not find any of these numbers in out classic IPC or SRM. |
| FMC LAST POS does not show | Hi guys I’m having trouble with a B737 CL.On initial power up the the FMC does not show the last position so I have to manually enter the present position. Could this be a software problem that the FMC NV RAM isn’t storing the last position. Any advise on this would be greatly appreciated. |
| input pogo | what is speciality iof input pogo rods,; as they are used in aileron and elvator control systems, they have internal spring mechanism, i have read that they can operate if both sides are jammed, can anybody elaborate |
| Re: FMC LAST POS does not show | We have this problem occasionally on the NG….
I’m pretty sure its caused by down powering the aircraft before switching off the IRU’s |
| Question of the smoke status | Dear Mech guys.
I have question of the generated smoke in the air. I wonder if it has smoke in the aircraft, automatically change the OEV postion ? Thank you for read text. |
| Re: Question of the smoke status | Moving the OEV to the open or "smoke" position requires input from the pilots. At least one pack switch must be moved to the "HIGH" position and the right recirculation fan switch must be moved to the "OFF" position. |
| Re: Corrosion on fuel tank access cutout flange area | We usually remove corrosion on fuel tank access panel surround iaw SRM 57-20-01. Note: there is mistake in the SRM mentioned above – width of the electrical bond area are in the mm and inch and 0,18inch is not 0,82mm as is stated in SRM. By my opinion NG SRM is little bit more difficult to explain damage removal and evaluation like the Classic SRM, if you have access to Classic SRM read it, to get width overwiev. |
| Re: Fuel filter replacement after fuel tank entry | I have checked 6 operators AMM with the same revision and I did not found the fuel filters replacement requirement after major fuel tank repairs. |
| Re: input pogo | Sometimes we do the PCU´s input pogo rods test. Test consist installation of lock on one of the PCU piston and check that the pogos move with blocked PCU. AMM task 27-11-00-720-801. Check the AMM Part 1, SDS, 27-11-00 page 30 for description/operation. |
| Re: Fuel filter replacement after fuel tank entry | [quote="pepa":11jyvba9]I have checked 6 operators AMM with the same revision and I did not found the fuel filters replacement requirement after major fuel tank repairs.[/quote:11jyvba9]
Maintenance manuals are customer specific. For some customers you will find the subsection K that requires the filter replacement as sjap showed. For other customers you will not find subsection K. That’s why some of you see the section and others of you don’t. Follow the procedures specified in the individual operators manual or any specific requirements set my an MRO if that is who you work for. |
| ATA 38 vacuum blower deactivation | B737NG has quantity 1 toilet vacuum blower. honeywell P/N 645172-2 has lower reliability than the previous P/N 606802-2. this week we had situation where could not flush all three toilets (1 forward and 2 aft cabin) on ground. PAX already on board. Vacuum blower CB was tripping. replacing the blower requires removing bulk cargo etc, about 2 hours delay. eventually PAX moved to another aircraft.
Under MEL 38-2 "lavatory Waste Systems’ we can dispatch CAT C if individual component is inop provided the individual component is deactivated or isolated, and no leaks etc. Maintenance (M) in MEL states deactivate or isolate the component. As the vacuum blower works upto 16000 feet, we can declare toilet as inop on ground and during climb upto 16000 feet, but above 16000 differential presure will do the job and blower not required. Can anyone advise how to deactivate the blower only? Is it sufficient to pull blower CB C1389 ? will this allow lavatory system to work in air above 16000 feet? please advise and share any comment. |
| Re: ATA 38 vacuum blower deactivation | PN 606802-2 have a filter which removes particles from the air used to cool the vacuum blower during operation. (acc AMM) PN 645172–2 (which replaces -1) have no filter. Maybe thats the cause of the lower reliability.I think that pulling CB C01389 (only) is the adequate way for deactivation acc MEL. System will work above 16000ft.Ingo |
| Connector contact size(Urgent) | What is the difference between 22 and 22D(or 22M) for connector contact size?
What does suffix D and M mean? |
| Re: Connector contact size(Urgent) | [url:13ed9ow6]http://www.pinsandsockets.nl/[/url:13ed9ow6]
maybe you find it here? |
| L/H center fuel boost. pump = (switch on) =no reaction | how can we reset this? = in some boeing 737/800 there is a reset panel in e-e compartment..but some of them there is no..so is the other solve ? connector ? what must we do before deciding for change the pump … |
| Re: L/H center fuel boost. pump = (switch on) =no reaction | Just do some troubleshooting.
-is the pump running but the light remains on? > pressure switch faulty is most likely |
| Re: Connector contact size(Urgent) | Dear Sjap,
Thanks for you reply. I need your help. Regards, |
| Re: L/H center fuel boost. pump = (switch on) =no reaction | Ground fault protection in P-91 & P-92 is for the hydraulic electric motor driven pumps not for the fuel boost pumps. Your other troubleshooting tips were spot on though … |
| Re: L/H center fuel boost. pump = (switch on) =no reaction | Ahh yes you’re right !. Hydraulics it is! Confused this time.
Another one: Our sim-instructor makes this fault appear sometimes during our ground-run refresh. |
| Re: Connector contact size(Urgent) | Suffix usually tells about contact finish (e.g. Gold / Localized Gold / Rhodium – standard Boeing pins) – identification used in p/n depends on supplier. Contact size is described usually by: engaging end size + crimping barrel size (e.g. 22 22). Therefore no difference in contact size. What kind of connector is it – 22 size contact on 737 – ARINC EE rack tray connector? Have You got contact full p/n?
Regards. |
| Re: L/H center fuel boost. pump = (switch on) =no reaction | There are Ground Fault Interruptor (GFI) Relays installed in P91 and P92 for fuel pumps. There is AD for replacement of normal relays with relays with GFI feature, see also SB 737-28A1201. There are TEST and RESET buttons on these relays, RESET button pops out and you can see white band on it when protection feature was activated. If pump is working, you can hear it, I could hear it even from the cockpit with a/c in the hangar <!– s:-) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:-)” title=”Smile” /><!– s:-) –>
Regards. |
| Re: Connector contact size(Urgent) | Dear maro12,
There are some contacts which have suffix D and M. For example, mating end size of M39029/58-360 is 22 but wire barel size is 22D. Regards, |
| Re: Connector contact size(Urgent) | Got You, sorry I was writing from top of my head.
22D – barrel diameter = 0.0345 +/-0.01 (inch) Tested for wire gauge up to 22 (5 A), 24 (3 A), 26 (2 A), 28 (1.5 A) 22M – barrel diameter = 0.0280 +/-0.01 (inch) Tested for wire gauge up to 24 (3 A), 26 (2 A), 28 (1.5 A) 22 – barrel diameter = 0.0365 +/-0.01 (inch) Tested for wire gauge up to 22 (5 A), 24 (3 A), 26 (2 A) So I wouldn’t use 22M in the circuit which will be rated for more than 3A, if rating is below it is ok to use 22M contact with 22 gauge wire if it will psyhically fit. Dependent on conductor type – single core would fit, stranded do not think so. For more details see: <!– m –><a class=”postlink” href=”http://www.amphenol.co.uk/pdf/amphenol%2038999%201-8.pdf”>http://www.amphenol.co.uk/pdf/amphenol% … %201-8.pdf</a><!– m –> Hope this helps, |
| Re: Connector contact size(Urgent) | Dear mora12,
It is very informative for me. Thanks Regards, |
| Re: L/H center fuel boost. pump = (switch on) =no reaction | maro12 and sjap are correct. There are in fact, GFCI breaker/relays on the P-91 and P-92 panels used for the fuel pumps. I stand corrected. |
| Re: L/H center fuel boost. pump = (switch on) =no reaction | thanks for all replies… |
| speedbrake problem | We have a problem with one of our 300’s.
When the speedbrakes are deployed the the left two come up short by around an inch or 4 degrees, if you use the flight spoilers before or after the input (aileron input) it resets the system and the panels go to where they should be. This rules out a physical problem with spoilers themselves and indicates a purely speedbrake problem. so far we have a) checked the cable runs & pulleys There does not appear to be much else in the system, any ideas?? |
| Re: speedbrake problem | mmm you did indeed replace all parts. I’ll suggest you adjust the spoiler input cable (from cockpit handle to wheel weel) a little more to the "up" position, out of the rig-pin hole adjustment. This is allowed iaw amm, and it gives you more "up" input to all flight spoilers when in full deploy. Maybe its just that 1 or 2 turn extra on the turnbuckle that gives you that 4 degree or 1 inch extra travel. The rigpin hole is, as you know, hard to see on the back of the spoiler ratio changer, but you may adjust the cable beyond this hole, out of rig-pin adjustment. Else just try to give it a shot, and see what happens with your spoilers.If you already did this, do it again and further, it might help.Regards sjap |
| Re: speedbrake problem | I have been wondering if it is a strectched speedbrake cable as adjusting the tensions almost brings it to the end of its travel, what is puzzling is that the RH side is ok and it is only one cable input into the quadrant at the back of the spoiler ratio changer.
When you use the flight spoiler everything works ok. |
| Re: speedbrake problem | interesting. Is there any travel left-over for this input cable when selected to full up? So is it possible to give more input to the system even when the handle is at full deploy? If this solves the problem, i’ll suggest to adjust the input to that side even more. |
| Re: speedbrake problem | Maybe there is slight flight spoiler input to the right from RH aileron control wheel, that resets when it is cycled. Problem could be contained in RH aileron/spoiler control channel starting from Aileron Transfer Mechanism till Spoiler Ratio Changer. Some spring broken. But probably You already ruled this out, by performing cable re-rigging. |
| Re: speedbrake problem | We have been able to get the surface to go to full deflection by physically moving the cable on the speedbrake quadrant input to the ratio changer, however the speedbrake cables SBB and SBA are now bottomed out completly at the turnbuckles so no more adjustment is available. We have inspected the cable runs and can find no problems so we are looking at a cable replacement as i am guessing they are elongated. |
| Re: B737NG APU Bleed air pressure | Hi,
I was hoping someone here could help Im having major trouble with an apu bleed air problem. When trying to start an engine duct pressure rises as normal then drops down to zero then rises up again while spooling engine up we can get to about 20% then whoosh drops right back to zero its same for both engines , packs work fine.. already changed apu bleed air valve , igv actuator, surge control valve, looked at check valve, changed ecu still no good. Help <!– s:( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:(” title=”Sad” /><!– s:( –> |
| Re: speedbrake problem | We replaced the cables SBA & SBB which was a major effort but it has cured the problem. |
| Re: CFM56-7B HMU change | hello michael,
HMU change may take around 4 hrs including idle run, but can be done in 3 hrs if engine is cold, <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: oil puddling in exhaust plug | hi anil very intertsting incident,u did not state that the engine was dry motored earlier or not, I suspect that it had been dry motored after c check to test sm functions,and the oil puddle formed due excessive motoring did not burn off in yr 1st idle egr done by you, |
| radio altimeter | Can anyone please let me know the reason for the arrow mark in radio altimeter antenna and gps antenna thanks suri |
| NG stabtrim chatter | Hi all,
has anyone experienced a chattering ( sounds like cables banging ) under the throttle quadrant while going to nose down on your stab trim. Everything seems tight, and sounds correct when going to nose up, but as soon as i go the other way, i hear this chattering during the initial start then it smooths out. This is a fairly new plane with low hours. There are no signs of unusual wear at the jack screw ( shavings, etc. ), and everything is lubed. This also happens on both the FO and pilots side. Just wondering if this is a normal sound or a sign to something more. Any help would certainly be appreciated. cheers, -cornbread |
| Re: B737NG APU Bleed air pressure | yes worked thru the FIM even though havent got a fim code on CDU, just looked thru FIM Index to find title. Noticed the surge control valve is opening during MES this appears to be where pressure is going..dumped into exhaust. Not sure why already had a look at pressure sensors |
| Re: NG stabtrim chatter | Hi Cornbred !!!
Had also same problem on one of our Check-a/c. Best Regards, |
| engine start | hay folks ,i am 2sha newly graduated engineer ,and i just start my trianing on 737,why when we start the engine we always begain it with #2 engine ?i asked a senior engineer he give me a short answer ?????I WANT A SPICIFIC DETAILS ANSWER ??PLZZZZ |
| Re: engine start | I want that people use only as much character as needed and do not yell – but someone does not care. <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: engine start | i will take your note into concederation next time .. <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> |
| Re: engine start | Dear 2sha,
Pressure sources for Hyd Sys B is an EDP installed on No.2 engine and I believe the main reason to start No.2 engine first is that Hyd Sys B supplies pressure to Normal Brake system. Regards, |
| Re: CFM56-7B HMU change | I agree. 4 hours with two mechanics is the "standart" time for the HMU R/R.
Good guys need less time sometimes – if Murphy is at the site, it might take a bit longer… <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> |
| Re: engine start | thank you jejou <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: engine start | Its a general thing in aviation, not specific to 737’s only: [url:a7vf6o9t]http://in.answers.yahoo.com/question/index?qid=20100206225057AAKFdO5[/url:a7vf6o9t] |
| Re: radio altimeter | They point to the front of the airplane in case the pilot or co-pilot gets lost during the walkaround. |
| Re: dripstick convertion document | hi friends. it is not in the AMM. you can find the conversion in FMSM- Fuel Measuring Stick Manual |
| Re: B-7374 Testing Procedures | Post c check acceptance test. |
| Re: NG stabtrim chatter | Thanks for the reply. Hard to believe something like this could occur on such a low hour plane. I checked the rig, and found the chain to be a little loose. Everything else checked fine. I may be acting a little over critical, just a new one for me. Thanks again for your help.
cheers, -cornbred |
| Re: radio altimeter | crazy, but i think they are just to show the FWD direction during installation. Funny though, i never knew those two antennae to be directional..
-cornbred |
| Re: radio altimeter | OK – I guess this means I have to be honest instead of a smart alek – The antennas are not directional at all – for that matter, neither are the GPS antennas but they have a circular arrow. Both systems have the directional arrows to ensure proper mounting orientation in order to remove the possibility of a phase shift between the systems that could possibly cause interference between the systems.Please note that I used the terms "possibility" and "possibly". The likelyhood of there being a problem if the antennas were mounted improperly is very slight. By using the arrows to ensure phase allignment, we eliminate the chance. |
| Re: radio altimeter | i think i like the smart alec answer better. HA |
| washbasin CMM | Does anyone have the CMM for washbasin cartride p/n 67839 iam sure we can replace the seals $685 ea seems alot for a dripping tap <!– s:oops: –><img src=”{SMILIES_PATH}/icon_redface.gif” alt=”:oops:” title=”Embarrassed” /><!– s:oops: –> 300 -400- 500 |
| Re: washbasin CMM | I checked MBF but could not find a CMM for this p/n. |
| Re: washbasin CMM | I know nothing about wash basins but found the following:
IPC 38-11-81-50 P/N: 67839 is the whole cartridge assy. P/N: 20106-011 is a O ring ($65) P/N: 20106-012 is a O ring ($65) |
| 737NG ACMS alpha code | Dear All,
Is there anyone to let me know regarding all ACMS alpha codes like VGTD,VGMX… displayed on CDU and whay they mean ? For example, Regards, |
| Re: NG stabtrim chatter | You can find significant wear on the stab trim pulleys just aft of the pressure bulkhead even on newer aircraft. |
| Shock Strut Binding During Servicing | During C check While carrying out RH MLG Shock Strut Servicing we obsd unusual Binding of shock strut. We performed Fluid Servicing and then started Lifting with N2. Initial Pressure required to start upward movement was abt 1750 PSI. Then after abt 1 inch extension and making louder noise again movement stopped and we need to increase pressure more abt 1800 PSI then again oleo extended by 1 inch making louder noise. Again it stopped and we have to repeat procedure. Every time oleo extended only abt 1 inch and stopped only after increase in pressure it again moved 1 inch [size=150:229qwgbz][color=#BF0000:229qwgbz](Louder noise) [/color:229qwgbz][/size:229qwgbz]and stopped. And while extending it makes louder noise. We Started deflating oleo and it was not smooth. It was making similar louder noise while deflating and binding continued while deflating also. Every inch oleo stopped and while making louder noise it came down in steps of 1inch. What could be the reason and if anyone has similar experience pls provide some kind of tips to go ahead in troubleshooting. |
| Re: Shock Strut Binding During Servicing | If , compared to the LH strut, it is really binding, i think you have to check your scraper ring and seals. Do you have any signs of damage on the strut ? Did you clean and lubricate the strut with some SSF ? The problem you have looks like someone applied CIC corrosion inhibit compound to the whole gear, including the chrome parts of the strut. You dont see it but its there, and it makes your strut binding when serviced, like you decribed. Else you have a problem and check your craper ring with seals first. |
| Re: Shock Strut Binding During Servicing | Hello JETSPEED !!!
Don`t worry about that. Did you ever do a Strut-Service on a 777. OR, maybe you are talking about the CLASSIC !!! IF this makes troubles, than you have a problem (normal Extension 2 inch ????) BRGDS |
| Re: 737NG ACMS alpha code | Hello JEJU !!!
I have all Alpha-Codes and I will try to send to SJAP !!! |
| Re: 737NG ACMS alpha code | Now, you should know, what I am talking about.
ACAR……………..to………………….YDMP.2………. BGRDS |
| Re: 737NG ACMS alpha code | Dear 737ng,
Thanks for your reponse. Please send the codes to me at <!– e –><a href=”mailto:el1512@naver.com”>el1512@naver.com</a><!– e –> if possible. Your prompt reply would be appreciated!! Best regards, |
| -800 oil smell in cabin | Hi,
Anyone come across this one before, we have a smell of oil fumes in the cabin during descent at idle power. Nothing on the ground or at any other power setting only flight idle. We have ruled out hydraulic system over servicing and engine oil over servicing and have narrowed it down to the R/H pack/engine. We have just borescoped the LPC and HPC sections of engine 2 and forund no wetting of the gas path per the FIM. I have noticed this smell on other aircraft in service but need to locate the source on this particular aircraft. The smell varies with altitude on descent and usually occurs when thrust levers are advanced from flight idle to and intermediate power setting at level off. No recent engine maintenance has been carried out that could be the cause. Any advice welcomed. BBJeng. |
| Re: Flight control elevator tab valve | we made the elevator pushrod replacement.After replacement when we performed the operational test, the test did not pass. we replaced the tab control valve. With new tab control valve we made the operational test three or four times. but test did not pass again. we swapped FCC’s. result was the same. and our shift finished. other shift performed after two or three hours later from us and the test was passed. what may be the possible cause. any idea.? |
| Re: 737NG ACMS alpha code | Hello 737ng,
I have got your e-mail and appreciate you giving excellent informaiton to me. Many thanks, |
| Re: Flight control elevator tab valve | Possible cause……. No1 is…..electrical control circuits?? Everything sometimes returns to normal without specific maint action after several times power on & off |
| 737 Fly away kit | Does somebody have 737 fly away kit list?Thanks. |
| Re: 737 Fly away kit | Classic or NG? Must have: T/R deactivation kit May have: Spare wheels / eng oil / hydr oil |
| Re: 737 Fly away kit | FAK items can vary depending on airlines and they must choose and define whitch items are approved for inclusion in FAK. I believe FAK includes items that mainteance cannot be deferred without.Regards, |
| Re: 737 Fly away kit | I am interested in fly away kit list for aircraft leaving the base for one month for remote location with no direct connections with base. Mostly interested in Classik, but NG or any other aircraft will be interesting. |
| 737-400 Fwd lav light | Can anyone tell me if fwd lav light is sourced differently as far as voltage 400 hz. Light works on ground with hangar GPU but not with APU or in flight. |
| Re: -800 oil smell in cabin | Hi,
my opinion is, that one fwd labyrinth-seal is damaged. CU |
| Re: Flight control elevator tab valve | Hello Turbofan,
Maybe you did it well, but you screwed up during the test. I don’t want to blame you, but "Murphis Law………….." BRGDS |
| Re: 737 Fly away kit | The Question is "Where are you going"? In Europe, the spares are not so bad.(also for Classic) In Africa, there are also spares, BUT be aware (more Classics).I had a station in Monastir for 1 Month with a Classic A/C:1 Brake 2 Main-Wheels 1 Nose-Wheel + Position/Strobe Lights 20 Qts Oil ——————————We used the Brake (completly stucked) 1 Main Wheel and some lightsBRDS 737ng |
| Re: L/H center fuel boost. pump = (switch on) =no reaction | Take the easiest way: Disconnect the Connector from the pump. cb in and take a look. if cb opens, you know three is a problem with the wiring. if cb holds, there is a problem with the pump.3. take a MEGA-OHM Meter an send 500 Vdc through each wire. You can hear it with a chz,chz,chz,chzzzzzzz. Most of the time (wing tank 1 or 2) splice connection on the upper ceiling of MLGWW.BRDS 737ng |
| Re: 737-400 Fwd lav light | As You read SSM 33-26-31 You can see: ballast unit for lavatory mirrow fluorescent lights is supplied from 115V AC EXT PWR BUS or 115V AC MAIN BUS 1, through R2 control relay (behind mirrow). As soon as You connect EXT PWR, relay R2 energizes, sends 115V AC EXT PWR BUS power to light ballast, light should go to bright. In normal configuration during flight (or APU power, EXT PWR disconnected) R2 relay deenergizes, connects ballast to 115V AC MAIN BUS 1, dim/brt control with door sw.
Check R2 control relay. With APU power and EXT PWR disconnected You can measure 115V AC on pin A3 of R2 relay. If power is there, try to operate lav door switch to check if ballast dim/brt control does not make a problem. If lights come on brt with door sw operated replace ballast. If no reaction replace relay. If no power, check wiring or CB. Ref. to subject a/c SSM eff. Hope this helps, |
| Re: 737-300 N1 ind causing speed trim light???? | N1 potentiometer inside the indicator provides an input to the FCCs for speed trim(low speed, high thrust.) Speed trim is always active regardless of A/P or F/D engagement.Cheers, Tweakjr |
| Re: 737-400 Fwd lav light | Hi,Thanks for the reply. Could the ballast be bad even though it powers the mirror lights on the ground? I hesitated changing the ballast since it does work on the ground with Ext power. I have changed the R2 relay without any difference to the problem.
My aircraft has the P18 CB panel stating "Lav Dome" and Lav mirror" CBs. The wiring diagrams using the R2 relay indicates aircraft denoting the CBs labeled as "Lav Mirror" and "Lav Occupied sign". "Dome and mirror" aircraft should have the power running through the door switch first , older type. Perhaps my aircraft was updated to include the R2 relay newer type but they didn’t re-label the CBs as noted in the newer wiring diagram. Thoughts? |
| Re: 737-400 Fwd lav light | Is it working in other lavatories? Maybe try to swap ballast units, they should be the same P/N. |
| Re: 737-400 Fwd lav light | Aircraft is 1988 converted to VIP config in 1996. One FWD lav, one Aft lav(custom). FWD lav is , I believe, still the "classic" config/wiring. |
| Re: 737-400 Fwd lav light | It is very possible that mod has been done to install R2 relay, I can see the difference. If FWD LAV is original, I do not think they change this circuit during VIP reconfiguration. Did You try to lock the lav door with APU power and EXT PWR disconnected? Did You measure power on the rely, pin A3? You can also check power on the ballast unit connector P1 pin E with APU on, EXT PWR disconnected and lav door locked. I do not have proper wiring, but from what I have, I see taht older circuit versions with dome light, did not have dim/brt control. Maybe ballast P/N is wrong? |
| Re: Flight control elevator tab valve | [quote="737ng":2jt81s22]Hello Turbofan,
Maybe you did it well, but you screwed up during the test. I don’t want to blame you, but "Murphis Law………….." BRGDS hello maybe it’s my mistake but the test was not so complicated.open the C/B of R/H tab control valve open the flap and see the LH and RH tabs are in different direction.Press the C/B and the rh tab should go to down. |
| Re: 737-300 N1 ind causing speed trim light???? | Thanks! I finally found the connection in the WDM. |
| Re: Elevator tab adjustment | [quote="sjap":288ymkrq]IF it was 7 turn A/c nose up the it should be less and if the trim was 7 turns A/c nose down it should be more. But it is within limits so dont touch it anymore. Never ever mess with this system it is very sensitive and you should never adjust it somewhat higher or lower by guessing. We had once an incident that it was adjusted improperly and both pilots could almost not control the a/c anymore. But that was a long time ago. There is a special tool for measuring the tab position that you should always use. The NG has wider limits than the classic where it may be a disaster to get the results withinh limits.[/quote:288ymkrq]thanks for reply.it was 7 turns A/C nose up. Nose up limit was 15 turns but nose down limit was low 4 or 5 turns.why should the tab position be less.Of course i did not adjust it by guessing. i have AMM. As a junior technician in this job i try to understand the locig. if the tab position is high, down force of the stabilizer is high. if the tab position is low, down force of the stabilizer is low. Am i wrong? Can you explain in detail. |
| Elevator tab adjustment | hi After replacement of elevator pushrod, we have to adjust the tab pushrods.AMM tells "If the prior tab location was not measured or recorded, then adjust to 0.36 ±0.01 in. (9.14 ±0.26 mm) (from the elevator tab faired position to the elevator tab rigged up position) ". Prior tab location was not measured. Then i adjusted the tab as given in AMM 9,14 mm. In power off test flight, pilots turned the stab trim wheel "7 tours" to keep the aircraft in horizontal line. it is in limit. but what measurement should the tab have been to get lower tours. i think it should be higher than 9,14mm like 9,30mm. any idea… |
| Re: Elevator tab adjustment | IF it was 7 turn A/c nose up the it should be less and if the trim was 7 turns A/c nose down it should be more. But it is within limits so dont touch it anymore. Never ever mess with this system it is very sensitive and you should never adjust it somewhat higher or lower by guessing. We had once an incident that it was adjusted improperly and both pilots could almost not control the a/c anymore. But that was a long time ago. There is a special tool for measuring the tab position that you should always use. The NG has wider limits than the classic where it may be a disaster to get the results withinh limits. |
| Re: Elevator tab adjustment | If the tab position is higher than default, the elevator will go down more giving the a/c nose down moment > trim ANU needed If the tab position is lower than default, the elevator will go up more giving the a/c nose up moment > trim AND needed No i am not saying you are guessing but its a very critical adjustment. You see that the nominal value is +- 0.26 mm , thats a range of almost nothing ! If you had to adjust this 7 turns, you have to adjust the tab position iaw amm, a table, which gives you an adjustment of around 0.5 mm or so, again very small adjustments. So you did a good job adjusting it to nominal and flew it within limits. Even if you loosen the rod-nuts you have a different position already. A little play on any bearing will give you a different reading again. Even the use of the same tool on the same tab by different people will give you different readings. Its just a very critical job to do and learn, because every adjustment needs an expensive testflight, so it must be correct every time. I have lots of experience with this adjustment, flew many testflights for it, and even with the biggest patient and accuratesse, it can be an out of tolerance trim during the testflight. I still do not understand that the design of this elev/tab and its related adjustments, together with the strict limits for trimming, was designed this way. Again tha classic was more difficult , even the -300 had only 1 turn ANU or AND limit, it was hard to get it right the first flight. Sometimes it was just 1/4 turn out of limit, so then common sense says, do you have to do another adjustment and a thousands of dollars testflight? The pilot reacted with common sense and concluded that the aircraft could be handled very easy without sudden nose up or nose down moment. ANd thats the basic idea behind it. |
| Re: Elevator tab adjustment | [quote="sjap":3ta2w3vr]If the tab position is higher than default, the elevator will go down more giving the a/c nose down moment > trim ANU needed If the tab position is lower than default, the elevator will go up more giving the a/c nose up moment > trim AND needed No i am not saying you are guessing but its a very critical adjustment. You see that the nominal value is +- 0.26 mm , thats a range of almost nothing ! If you had to adjust this 7 turns, you have to adjust the tab position iaw amm, a table, which gives you an adjustment of around 0.5 mm or so, again very small adjustments. So you did a good job adjusting it to nominal and flew it within limits. Even if you loosen the rod-nuts you have a different position already. A little play on any bearing will give you a different reading again. Even the use of the same tool on the same tab by different people will give you different readings. Its just a very critical job to do and learn, because every adjustment needs an expensive testflight, so it must be correct every time. I have lots of experience with this adjustment, flew many testflights for it, and even with the biggest patient and accuratesse, it can be an out of tolerance trim during the testflight. I still do not understand that the design of this elev/tab and its related adjustments, together with the strict limits for trimming, was designed this way. Again tha classic was more difficult , even the -300 had only 1 turn ANU or AND limit, it was hard to get it right the first flight. Sometimes it was just 1/4 turn out of limit, so then common sense says, do you have to do another adjustment and a thousands of dollars testflight? The pilot reacted with common sense and concluded that the aircraft could be handled very easy without sudden nose up or nose down moment. ANd thats the basic idea behind it.[/quote:3ta2w3vr]it is very good for me to find an experienced person like you on B737 in this site.i discovered here too late.it means that i will have more questions next time. thanks for corcern. |
| Nose wheel axle turned during wheel replacement | hi all dears I have experienced twice the subject situation. shortly after jacking the nose wheel axle for nose wheel replacement , nose wheel axle get rotated on the jack. In first occurrence bypass pin was installed but in second occurrence bypass pin was removed. any buddy can explain the reason for that rotation of nose wheel axle while on axle jack. |
| Re: Nose wheel axle turned during wheel replacement | was it windy….? |
| Re: Nose wheel axle turned during wheel replacement | Hey fella,did you check amm 32-45-00 and amm 32-45-21 or could you a best shot with the question ? <!– s:idea: –><img src=”{SMILIES_PATH}/icon_idea.gif” alt=”:idea:” title=”Idea” /><!– s:idea: –> |
| Re: 737-400 Fwd lav light | Any luck on this issue?
Regards. |
| cockpit door Decompression Panel Pressure Release Latch | Dear all,
one of the boeing taskcard tells us to check the cockpit door Decompression Panel Pressure Release Latch. The latch is suppose to open when a pressure drop of 2 to 3.42 kpa is applied to Pressure Release Latch filter. thanks |
| Re: cockpit door Decompression Panel Pressure Release Latch | no |
| Re: cockpit door Decompression Panel Pressure Release Latch | dear sjap, thanks for ur reply. if this condition is not acceptable–is it mentioned anywhere in AMM or any other reference document. AND if this condition is NOT acceptable then Boeing should have given a taskcard to check whether the latch is rotating or not when no pressure drop is applied to it. thanks |
| Task 27-11-00-720-801 Descripancy | Boeing 737NG amm 27-11-00-720-801 for Aieleron PCU Pogos Functional Test ask for Installation of Lock (Tool) then Turn P1 Contol Wheel Counterclockwise (AMM Rev 46) and check pogos extension. But in Counterclockwise rotation there is no extension of pogos While turning clockwise pogos extend and test passes. But latest AMM specify counterclockwise earlier AMM rev 45 states to turn control wheel clockwise. Does this latest revised turning direction CCW specified is wrong? |
| Re: cockpit door Decompression Panel Pressure Release Latch | The amm states in the test to make sure the pressure release latch functions correctly. If it doesnt according the test, it does not function correctly. So i guess you replace the part, else the test would not ask for a correctly functioning latch. i checked the CMM of the complete door and could only find this text: THERE ARE NO APPROVED SYSTEM OR COMPONENT TROUBLESHOOTING PROCEDURES OR AUTHORIZED REPAIRS FOR THE PRESSURE RELEASE LATCH. DISASSEMBLY OF THE PRESSURE RELEASE LATCH IS LIMITED TO BREAKDOWN FOR TEST OR CHECK PURPOSES ONLY. See attached picture of the t/s table from CMM 52-51-01 Hope this helps a bit for your complaint. |
| Re: cockpit door Decompression Panel Pressure Release Latch | thnx sjap |
| Re: Task 27-11-00-720-801 Descripancy | Youre right i checked both revisions and the rev 46 has a mark in front of the text indicating a change from rev 45. its indeed changed to ccw from cw. So its not a text fault its a real change. I dont know why but there must be a good reason Boeing did this. When i get the opporunity i’ll check on the a/c why and what. |
| Re: Task 27-11-00-720-801 Descripancy | Anyone carrying out c check provide feedback |
| Re: Task 27-11-00-720-801 Descripancy | [quote="jetspeed":3snzi7dj]Boeing 737NG amm 27-11-00-720-801 for Aieleron PCU Pogos Functional Test ask for Installation of Lock (Tool) then Turn P1 Contol Wheel Counterclockwise (AMM Rev 46) and check pogos extension. But in Counterclockwise rotation there is no extension of pogos While turning clockwise pogos extend and test passes. But latest AMM specify counterclockwise earlier AMM rev 45 states to turn control wheel clockwise. Does this latest revised turning direction CCW specified is wrong?[/quote:3snzi7dj]i was planning to write about this test 2-3 days ago. we disscussed this task with my friends and we decided that boeing is false. Because the aim of the test is to see the extension of pogos about 1,5 mm when the locking tool is installed on pcu piston. Locking tool prevents the piston movement and pogo extend when you turn the control wheel to clockwise. In other direction there was no extension on pogo. |
| steering | Hi Can any one tell me is it possible to pushback a737 without putting the steering bypass pin and completing the pushback without any damage since some body told me that thy manage to do it offcourse by mistake mind you its a schedule flight and engines were running during the pushbackThanks |
| Re: Task 27-11-00-720-801 Descripancy | now Boeing changed direction to clockwise and same will be reflected in next amm revision |
| safety strap expiry date | hi Is there any expiry date for the safety strap placed in emergency hatches regards |
| Re: steering | [quote="faiyaz":dyahcugi]Hi Can any one tell me is it possible to pushback a737 without putting the steering bypass pin and completing the pushback without any damage since some body told me that thy manage to do it offcourse by mistake mind you its a schedule flight and engines were running during the pushbackThanks[/quote:dyahcugi]if your hydraulic power (sys A and B ) is off,it is possible to pushback a b737 without bypass pin.System A is supply power for normal steering and sys B is supply power for alternate steering. if your engines is running, you have hydraulic power and you will damage the NLG if you try to do pushback. |
| Re: Nose wheel axle turned during wheel replacement | no it was not windy |
| Re: Nose wheel axle turned during wheel replacement | would u mind referring the page blocks of amm numbers as well |
| Re: safety strap expiry date | Never heard of it, never replaced one. |
| 737/800 Hydraulic Leak Problem | Hi Brothers , ı wanna ask some question about hydraulic leak problem at boeing 737/800 series
Leaks ‘ at Brake Metering Valve ( especially ) These leaks arent dinamic , we are cleaning them and leak check applying on ground but any leak can not seen , Airplane going flight , when come it hydraulic leaks seening .Very amazing situation ? What is your advice for solve this problems ? I attend our hydraulic reservoirs % 106 ? ( pilot’s wants it ) is it reason of leak ? Sorry for my poor english : ( |
| Re: 737/800 Hydraulic Leak Problem | Do NOT fill it to 106 % ! Pilots may want it but its not good. The max indication is 106 % but there may be more in the reservoir, preventing pre-pressure to be there, and causing pump cavitation when using lots of hydraulic fluid at once (gear retraction, landing > speedbrakes and reversers.) The best thing is to fill both reservoirs to 92%, there is a maintenance tip about it. This to prevent hydr fumes entering the airco system and preventing pump cavitation causing low press lights to come on momentarily. Do not listen to the pilots, read the AMM and the tips.leakage at the systems you describe is very normal, all our a/c leak at the places you mention. Especially the brake metering valve housings.Also about this there is a maintenance tip about and even a FTD if i can remember. Boeing advices to replace components when possible (material/ground time) as long as the leakage is within amm limits there is officially no problem but your a/c looks very dirty, and the paint is peeling off all the way.regards sjap |
| Re: safety strap expiry date | there is no expiry for the straps…… highest check for the strap i have done is during 12yearly check where there is a taskcard to check the strap and attachment point for condition…… |
| Re: 737/800 Hydraulic Leak Problem | Yes, Boeing confirms problems with O-Rings "NAS 1611-XXX". Refer to FTD 737NG-29-04003 Rev.07 jul/2008. It’s still under investigation.(a long time)Merry Xmas+Happy New YEAR 737NG |
| Re: 737/800 Hydraulic Leak Problem | Brake Metering Valve ( especially ) Aileron Pcu Autopilot actuator 7/8 Slat ActuatorsThese leaks arent dinamic , we are cleaning them and leak check applying on ground but any leak can not seen ,______________________________________________________________________________________________________I will repeat : "These leaks arent dinamic , we are cleaning them and leak check applying on ground but any leak can not seen"IF You mean, that the leaks are not "dynamic", then you are false. Next Step: Most of this Leaks are "Cold-Soaked". And you will not find anything on GRD. Each of the above mentioned components can only have "dynamic" or "internal cross" LEAKS !! BRDS |
| Re: Task 27-11-00-720-801 Descripancy | HY ALL,
perfect input !!! BRGDS |
| Re: cockpit door Decompression Panel Pressure Release Latch | There is a funny Story.
IT was developed to withstand the diff. PX. LG |
| Reverse / 800- fault come on ( disagree with cockpit) | Hello everybody. A fault light comes on @ eau about (dir valve sensor) , i have try to reset this but i couldnt..and ( we have already change the dir cont.valve module which is @ main wheel well) for eng 1*.. first fault s seen normal but after we take same fault again…and after we realised that fault was disagree with the cockpit.. such as: we take fault @ eau but in cockpit reverse lamp dont light, as i know if there is a fault reverse light lamp must be on , so must we change eau directly or ? think for the other solves?. ( eng 2 reverse is normal) also as i know there are two channels for reverses and thy re seperate. |
| Re: Reverse / 800- fault come on ( disagree with cockpit) | Try to replace the control box itself ? |
| greeting season | Merry Christmas to you all B737 technicians and happy new year 2012 |
| Re: greeting season | Thx Spalling, let me join Your wishes. Merry Christmas and Happy New Year 2012. |
| Re: Reverse / 800- fault come on ( disagree with cockpit) | finally we decided to replace sleeve actuator. and we did it. now no fault
sorry about replying late. |
| Re: steering | HY ALL !!!
IF everything is working fine, You only have to remove A Hydraulic for Push-Back. Landing-Gear Transfer Valve will only switch electricaly to B Hydraulic: Otherwise let the Gear out and land at the next A/P!!! BRGDS |
| Re: safety strap expiry date | MY OPINION:
Like other safety-restrain items: max. 10 Years BRGDS |
| Re: ATA 38 vacuum blower deactivation | Hy,
I can confirm, only pulling the VacBlower CB !!! BRGDS |
| Re: 737-300 N1 ind causing speed trim light???? | Hy !!
We had some troubles with N1-Target Indication. |
| Re: NG stabtrim chatter | Hy Cornbred !!!2
My Experiance is that, the "Longitudinal Rollers" making this Noise.. |
| rulon-j???????? | p/n:315A2542-1 SEALANT SHOULD BE APPLIED ON THE RULON-J SIDE[img:1z9cwvlk]http://ww1.sinaimg.cn/bmiddle/4b92bdf0jw1dopl0tlhzjj.jpg[/img:1z9cwvlk] [img:1z9cwvlk]http://ww2.sinaimg.cn/bmiddle/4b92bdf0jw1dopl27ur9pj.jpg[/img:1z9cwvlk]MY QUESTION IS:WHICH SIDE IS THE RULON-J SIDE <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> AND WHY THE SIDE? <!– s:? –><img src=”{SMILIES_PATH}/icon_e_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> THANKS |
| Re: rulon-j???????? | Looks like your part is bended open? In IPC it looks like a spacer for the thrust reverser actuator attachment lug. see item 33 on picture. So the sealant should be on the outer surface? IPC 78-31-02-02A 737NG item 33 |
| Re: rulon-j???????? | the original part is a flat something and should turn it into the shape shows in IPC WORK CARD requires the outer surface is the RUNLON-J side |
| B737-300 THRUST REVERSER ASSY REMOVAL | IS IT POSSIBLE TO REMOVE COMPLETE THRUST REVERSER ASSY WITHOUT USING THE SLING (HALF MOON TYPE) |
| Re: B737-300 THRUST REVERSER ASSY REMOVAL | Unlock your caps lock, please! |
| Re: B737-300 THRUST REVERSER ASSY REMOVAL | If you use another suitable piece of equipment that holds the base of the half (not the sleeve), without damaging it or bending it, you may try it. You can make the assy lighter by removing the sleeve first, and the cascades, thats an easy job. But then damaging the actuators and related parts is easier. |
| CSD Integral filter pop-out indicator deactivated (737CL) | Hello everyone! Happy New Year and Merry Christmas all of you! Dear colleagues, i`m seek Hamilton Sunstrand [b:nhhy23fj]SB 735511-24-1[/b:nhhy23fj]. Some AMM rev. have [u:nhhy23fj]NOTE[/u:nhhy23fj] with link to this SB. Time to time our MRO request new integral filter cap for CSD where pop-out deactivated by lockwire or where is pop-out totaly removed, and as result AC – NOGO. Can anyone help me with this doc? |
| Re: APU gas turbine tester | Crazy russian <!– s:twisted: –><img src=”{SMILIES_PATH}/icon_twisted.gif” alt=”:twisted:” title=”Twisted Evil” /><!– s:twisted: –> <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> |
| Re: CSD Integral filter pop-out indicator deactivated (737CL | The only result i can find (and anyone can) is this link with a refernece to the sb only. [url:2xd3foqc]ftp://ftp.anextour.com/mg-air/737%20MANUALS/737-345_ILF_AMM_D6-37535_TD/PDF/24___073.PDF[/url:2xd3foqc](strange though that its public on the internet…) |
| Re: CSD Integral filter pop-out deactivated | Sorry, can`t goto you link. This is AMM page? i have it. With ILF code too <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> maybe it some special revision? Only link, without body of SB. My colleague tell me about it, weared ball-lock inside filter cover is root of problem with frequent extension of the indicator even with clean filter. We have some cases nearly after maintenance and relpace filter twice. Probably this SB tell about no further needed in this indicator. but problem with technician still open <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> Bedankt voor uw hulp <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| URGENT!! Pack & Zone temp light illuminate-B738 | Dear all technicians,
I have now trouble in correcting the defect, [color=#FF0000:3s17319q]No.1 PACK light, CONT CAB and AFT CAB Zone temp lights illuminate in flight at the same time and they cannot be reset by crew. However, the lights automatically went off in a few minutes without trip reset & mater caution reset.[/color:3s17319q] I conducted bite of both PZTCs but they showed no faults. I checked No.1 ACM & heat exchangers but no fault found. To fix the problem, No.1 pack temp sensor, compress disc ovht sensor, turbin inlet ovht sensor, cont cab trim air valve, aft cab trim air valve, TCV & trim air PRSOV were replaced but no help. Also, I changed both PZTCs & ACAUs but no help as well. I need your helps urgently and any advise would be welcomed. Regards, |
| Re: URGENT!! Pack & Zone temp light illuminate-B738 | Re-rack the controllers. Check the ovhd panel, try to swap it with another a/c. |
| excessive aileron and rudder trim with flaps extended | what could be the cause of excessive aileron and rudder trim required during flap extension for landing? on ground flaps operation for FULL FREE AND CORRECT DIRECTIONAL Movement found normal with out any abnormality. |
| Re: excessive aileron and rudder trim with flaps extended | When pilots complain about rudder trim or aileron trim needed to keep the a/c level (more than 1 unit), first check the cable tension of the aileron wing cables ABSA and ABSB in LH and RH wing. Very often the cable tension of these cables is far too low, causing a sloppy aileron (control) due to the low cable tensions. The cable tensions can drop as far as 50% from the required level ! Especially with flaps not up this can cause trim problems. Make sure you adjust the aileron positions and cable tensions exactly iaw amm: 737 Next Gen: task 27-11-00-820-801 737 classic: task 27-11-00-825-001Also check the neutral position of the rudder compared with the rudder trim-indication in the cockpit. Often these positions are not exactly matched, causing a false rudder trim complaint. ( Of course the rudder system must be rigged exactly to zero iaw the amm. ) But it happens that the trim indicator has some deviations compared with the real rudder trim position. A quick and simple procedure is to adjust the zero-indication of the trim indicator on the bottom of the indicator-module.After checking and adjusting the aileron cable tensions and the rudder trim indication, the complaints are often solved. |
| Re: 737NG ACMS alpha code | Hey folks, I would really appreciate if someone could forward me the list as well, thanks a bunch! |
| LEAK CHECK OF FUSELAGE SKIN REPAIR PATCH | hi what to do if a air leakage streaks is evidenced at a repair patch on fuselage pressurized skin. the decay rate check as per AMM 05 is well within limit. Is it allowed as per AMM or any other Manufacturer document?. OR it must be repaired before flight. It was pointed out by the surveyor of our regulatory body and was mandated either to repair or provide documentary evidence. |
| Re: excessive aileron and rudder trim with flaps extended | Go and check the flap torque tube doors. Sometimes the spring force is different between the left and right hand side causing the "weaker" door to open. This may create a significant lateral imbalance during flight especially with full flaps extended. |
| Re: excessive aileron and rudder trim with flaps extended | thanx to all of my colleagues who shared their experience by sparing their valued time in my favor…. any how subject defect was rectified by replacing the Left wing INBD fore flap LH toggle … I was accompanying the flight for technical coverage and during flight i observed fore flap outboard end over traveled due air load during extension of flaps….. |
| The difference between part no 286A8489 and 286A8489-001 | Dear all,
Is there anybody to know the difference between part no 286A8489 and 286A8489-001? This part is wire bundle. [attachment=0:3i4hhncd]<!– ia0 –>WDM.JPG<!– ia0 –>[/attachment:3i4hhncd] Any response would be welcomed. Regards, |
| LANDING GEAR——–> Down, NO LIGHTS!!!! | Hello everybody. As a pilot of 737-500 I have a question. It was my second flight as Captain and I had a fault that would like to share with you all, to see if somebody can help with this. Before landing, after I put the landing gear lever down, I saw I hadn´t no lights (no green nor red) <!– s:o –><img src=”{SMILIES_PATH}/icon_e_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> . I tried with the TEST/DIM/BRIGHT switch to get a fix, but nothig. The GEAR DESAGREE checklist say nothing about this condition. After we land safely, during the taxi-in procedure, I`ve found more lights inoperative, like PITOT, REVERSER UNLOCKED, ETC ETC. Thanks for your time, sorry about my english.
Herni. |
| Re: LANDING GEAR——–> Down, NO LIGHTS!!!! | Quick look showed left reverser, some pitot and all landing gear lights (red& green) on master dim section 5 among alot of other lights. Circuit breaker for section 5 on p6-3 panel. try cycling that breaker next time you are on a -500 and see if same lights that you saw go out again. |
| Re: LANDING GEAR——–> Down, NO LIGHTS!!!! | [quote="cheetos":2o143dfa]Quick look showed left reverser, some pitot and all landing gear lights (red& green) on master dim section 5 among alot of other lights. Circuit breaker for section 5 on p6-3 panel. try cycling that breaker next time you are on a -500 and see if same lights that you saw go out again.[/quote:2o143dfa]
OOOK!… so, you mean that next time I´ll be on the plane, I have to try with the circuit breaker (cycling it) to see if the same fault occurs ??… Is the D-13 on P6-3 panel the breaker we are talking about?. What that C/B is for ? Thanks for your help. Herni |
| Re: LANDING GEAR——–> Down, NO LIGHTS!!!! | well on my airlines fleet it is D14. I didn’t say that because sometimes not all planes even of the same series have the breakers in exactly the same spot. as long as it says "sect 5". The circuit breaker powers some of the caution lights. Put master/dim/test switch to test and cycle breaker and see what goes out. It been a couple days already can you ask maintenance to look up history as to what fix it. i assume you wrote it up. |
| Re: LANDING GEAR——–> Down, NO LIGHTS!!!! | [quote="cheetos":3m3ywod9]well on my airlines fleet it is D14. I didn’t say that because sometimes not all planes even of the same series have the breakers in exactly the same spot. as long as it says "sect 5". The circuit breaker controls some of the caution lights. Put master/dim/test switch to test and cycle breaker and see what goes out. It been a couple days already can you ask maintenance to look up history as to what fix it. i assume you wrote it up.[/quote:3m3ywod9]
Ok. Thank you very much for the info. I will ask maintenance, when I go back from holidays, just to see what was the problem. See ya!. Herni. |
| Re: The difference between part no 286A8489 and 286A8489-001 | according MBF
286A8489 is WIRE 286A8489-1 is WIRE BUNDLE |
| Re: URGENT!! Pack & Zone temp light illuminate-B738 | Dear Sjap,
Thank for you advise. I corrected the fault by replacing new airconditioning module. Best regards, |
| Re: The difference between part no 286A8489 and 286A8489-001 | Dear Dazza124,
Thanks for your reponse. I know 286A8489 is wire according to MBF. However, WDM wire list says that 286A8489 is part number of the wire bundle I want. any advise would be welcome! Best regards, |
| Re: The difference between part no 286A8489 and 286A8489-001 | 282A8489-1 WIRE BUNDLE INSTALLATION
286A8489-1 WIRE BUNDLE ASSY Please try IPC 34-41-11, 34-41-21 or 34-43-11 FYI (a) BUNDLE NO. Field (Wire Bundle Number) (b) PART NUMBER and DESCRIPTION Fields (c) WIRE No./GA/CO Field (Wire Number/Gauge/Color) |
| Re: CSD Integral filter pop-out indicator deactivated (737CL | There was a SB that replaces the pop filter with a plate that covers it. Try searching for the SB. I was stumped by this not too long ago. |
| Sky interior problems? | Hello,
Does anyone know of any defects that occur on the new sky interior? We just received our first one and are making sure that everything is working. Just asking if there is anything that we should look at specifically. Anything helps. Thanks! |
| Re: steering | Yeah, If Hyd system A is off and the steering is in normal, then there should be no problems. Other problems that we have here are that after performing the pushback the plane would have no steering. Sometimes the pin was left there after pushback, and other times here during the winter, the bypass was frozen. Applying some cleaning and exercising it back and forth should get your steering back. |
| Re: Sky interior problems? | Only had one small problem so far. Learn how to reset the new overhead bin. Finally found procedure in our description manual but plane was gone already so was unable to try it. |
| Re: CSD Integral filter pop-out indicator deactivated (737CL | Sorry, but I`m cannot find this SB anywhere. |
| Re: Sky interior problems? | Some kind of lamps was pleasant surpise for our logistic department:) |
| EFIS pin programming to show TRK UP | Hello everyone. i have a request from our pilots to make the EHSI to show TRK UP instead of HDG UP on the 737-3/400. I supose it can be achieved trought EFIS pin programming, but does anyone have an ideea on how to do that exacly? thanks |
| Re: EFIS pin programming to show TRK UP | Its via incorporating a service bulletin.
Check with MBF to see it there is one applicable to your aircraft. (there are a few listed on MBF, but it wont give me access to them) |
| Re: Sky interior problems? | Window blinds at overwing exits wont last long – order some now, Boeing have a long lead time.
Had to reset the timings on lav faucets as they were running the tank dry on longer sectors Other than that, ours are holding up OK. |
| Re: Connector contact size(Urgent) | Alternate forum confirms everything said here: <!– m –><a class=”postlink” href=”http://www.pprune.org/engineers-technicians/466272-connector-contact-size.html”>http://www.pprune.org/engineers-technic … -size.html</a><!– m –>
The link to the Amphenol pdf file referenced in this forum is down, but google has a cached copy here: <!– m –><a class=”postlink” href=”https://docs.google.com/viewer?a=v&q=cache:WlO62ZRUiRAJ:www.amphenol.co.uk/pdf/amphenol%252038999%25201-8.pdf+&hl=en&gl=us&pid=bl&srcid=ADGEESip1drqU2CK3U97R5Xn6xcjxwS2wPNSQ4S-GkVPPb-XEE7-6Jx6MrdPVZ6hV_s-g-Kfmat0WGCJ0f3qrpNqElJnq4cWRmrgpwbr2NneMi0dOSidlkK749gkyp-z7LsQArLkbcvJ&sig=AHIEtbSJQ7-ahomASfrjkxekdEu_FUq-Ew”>https://docs.google.com/viewer?a=v&q=ca … dEu_FUq-Ew</a><!– m –> Standard Density D-Subminiature connectors use size 20 contacts, the "High Density" versions use 22D contacts. See MIL-DTL-24308 (a US military specification) available here: <!– m –><a class=”postlink” href=”https://assist.daps.dla.mil/quicksearch/”>https://assist.daps.dla.mil/quicksearch/</a><!– m –> See section 1.3.3 The commercial standards (IEC 60807-3 / DIN 41652) probably say the same thing, but since they cost money I don’t have access to them. I found this site through google. Thanks for posting useful information. |
| WheelTug | Dear All, New system called WheelTug is Developed which will drive aircraft without need of Engines for Taxi purpose, there will be electric motor inside nose wheel hub which will drive nose wheels. How do u feel about this system.Quote your views >>> |
| CFM56-3B1/3C1 B737-CL | Who know the main difference between the engine CFM56-3B1&3C1 Thank |
| Re: CFM56-3B1/3C1 B737-CL | one letter <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> this website gives some stats differences. <!– m –><a class=”postlink” href=”http://www.cfm56.com/products/cfm56-5b”>http://www.cfm56.com/products/cfm56-5b</a><!– m –> |
| Re: CFM56-3B1/3C1 B737-CL | C1 has hptcc valve and timer C1 has larger-stroke vsv actuators |
| Re: CFM56-3B1/3C1 B737-CL | Thanks guys very helpful.have a nice day Vortex |
| Re: WheelTug | Try this site <!– m –><a class=”postlink” href=”http://www.wheeltug.gi/”>http://www.wheeltug.gi/</a><!– m –> See ya |
| Re: excessive aileron and rudder trim with flaps extended | [quote="malik"]what could be the cause of excessive aileron and rudder trim required during flap extension for landing? on ground flaps operation for FULL FREE AND CORRECT DIRECTIONAL Movement found normal with out any abnormality.[/quoDifferent angle beetwen flaps LH and RH in down position for adjustment incorrect. Reference "trouble shooting" Flaps Bye |
| Re: WheelTug | Thanks spalling but i need u’ll views on the same |
| Re: WheelTug | do you mean my opinion ,point of view sam´’like that… |
| dual grounds of prox sensors | Dear all,
Is there anybody to know why prox sensors should have dual grounds? Is that for safety? or is there any other reason? Any repsonse would be welcomed!! Regards, |
| Re: dual grounds of prox sensors | I see only 1 ground per switch. 1 yellow wire comes out every switch, so its this yellow wire going to ground. There are not 2 yellow wires coming out of 1 switch. What you see is probably 2 yellow wires on one stud, they must come from 2 seperate switches. |
| Re: dual grounds of prox sensors | Dear Sjap,
Thanks a lot for your prompt reply. You are right. Only one yellow wire comes out of one sensor. Any tip would be appreciated! Sincerely, |
| Re: dual grounds of prox sensors | Ahh ok, sorry. now i know what you mean. I asked around and it is almost always in the wheel well area or other areas with lots of moisture and dirt. We think its a safety feature for in case one ground stud gets corroded / bad contact and the other stud acts as a backup. Better to have 2 grounds on 1 wire so the change of being not grounded is much smaller now. Indeed on older a/c we had bad ground studs due to dirt, moisture and especially anti-ice fluids. |
| Re: LANDING GEAR——–> Down, NO LIGHTS!!!! | Henri, i`m apologize that you didn`t see any lights after you place landing gear to DOWN position? If it true, next time try apply [b:1mi71fpc]more force to lever[/b:1mi71fpc] in down position. [b:1mi71fpc]PUSH[/b:1mi71fpc] lever more tight! Do not pull out any SB! if it not noticed in AFM, QRH:) it could lead you in to biggest problem:) that you have. Good luck! |
| Re: APU No acceleration shutdown | Abdel, do you fix your problem? <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> I`ve similar situation with APU. During APU start from exhaust appear flame up to 2 meters:) like afterburner. BITE shows MM 49-41010, 49-31016, 49-41253, 49-91277. APU came to us after repair and looks like new:) but approx. 3 weeks after replacement APU tried to die. Checked inlet screen – clear We look at magnetic plug – clear. Manually turn – free and smooth. Look at combustion drain – clear. All turbine blade on its place:) First, we replaced FCU – flame become smaller, from end of exhaust pipe approx. 15-20 cm and then disappear during start, max EGT 830C then drop. And more interesting thing – NO FAILURES during BITE. Then we replace SPU, SCU – no effect. We are fix problem or not?:) 7 starts without faultsTomorrow we try another flow divider. Sorry for my english <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> |
| Re: dual grounds of prox sensors | Hello Sjap,
Thanks a lot. My last question is why WDM shows just one ground?. As you know, actually there are two ground terminal. Many thanks, |
| CFM56-7B VSV Bellcrank Failure | We have experienced a VSV bellcrank failure on one of our engine (P/N:1276M84G15). You may find attached the photos of the damaged assembly. Fortunately this was not a IFSD. This came without an indication on engine trends. I would like to know if any of operators has seen such failure.
Evren AVSAR |
| Re: WheelTug | yes i mean ur opinion |
| APU operation limit | hi i have a question about APU operation limits "AMM 49-11-00-710-802".In this task shown below while apu operation with no bleed,table tells us the ignition command "YES" and when the master switch is ON ignition command is "NO". i have performed this task in three different aircraft and i saw in CDU the ignition command is "NO" everytime. However,i think that when the apu is running there is no need to ignition. But my opinion’s are not same with the AMM:), Is it possible to be a mistake in AMM. [img:3ams3b92]http://img708.imageshack.us/img708/4967/123mod.jpg[/img:3ams3b92] |
| Re: APU operation limit | Yes it might be a snag in the amm. I checked our amm it shows the same.Indeed there is no ignition when the apu is running, at 60 percent speed the ignition unit deenergizes during the start cycle. |
| thrust reverse isolation valve b 737 200 | the isolation valve light remains on in flight ,we replace the iso valves,pressure switchs,still the light is on pls what can be the cause ? |
| CFM56-7x Air Turbine Starter failure rate | Hi y’all,
I have a rather general question about the failure rate of the Air Turbine Starter (ATS) of a CFM56-7x engine. How common is this on a 737-800 airliner? Here’s my situation: Bear in mind that I am not in any way skilled or trained in this particular matter, but a broken starter does not sound to me as an extraordinary event considering the fact that it is an integral part in the starting procedure of the engine which is a far-from extraordinary event in the usage of an engine. The stated "on condition" status of the starter is also something that I can’t get my head around. Does this mean simply "fit and forget/fit until failure"? I apologise in advance if this post ends up anywhere it’s not supposed to be but I really can’t turn to anyone else due to to complexity of the question. Any answers, speculations, suggestions and comments are most welcome. Cheers |
| Re: CFM56-7x Air Turbine Starter failure rate | Hello,
A starter on a 737-800 is installed and periodically checked for general condition and security, and the chip detector is inspected often to ensure that there is no internal or pending internal damage. The company called it an extraordinary event because indeed the starter should not fail. But they might refer to all other aspects around the replacement: Its not like a car where anybody may replace a part and you are ready to go. In the airline industry it must all be covered with licenced personnel , approved parts, approved people, official part-documents, approved tools, official administation in the techlog, etc. And then the pilot wants to depart again, he has to file a flightplan again. So 3 hours is possible. Hope this answer helps you a bit. |
| Re: CFM56-7x Air Turbine Starter failure rate | Hi Sjap,
Thanks a lot for your answer. It did clarify some issues. Basically, a broken starter can be described as an extraordinary event. But I suppose it all comes down to what kind of maintenance that has been performed. As mentioned previously, the starter was on-condition (as informed by the airline company). Is it therefore safe to assume that a general check and inspection of the starter and the detector chip is performed during a normal maintenance program or is it simply "fit and forget" until it breaks? |
| Re: CFM56-7x Air Turbine Starter failure rate | No its never fit & forget. It is covered by a maintenance program which calls for periodic inspections (visual, chip det, whatever the program requires us to do). It is NOT dependend on[u:2thxqg9g] how[/u:2thxqg9g] maintenance has been performed on the starter. It is always maintained according the maintenance program which is mandatory, and directed by the manufacturer, not the airline. And this is checked by the authorities again. So the broken starter is just bad luck. Things break down, despite good maintenance. A new car can break down within a week from new. it happens. So do aircraft parts. In this case, we talk about a starter which might be worth more than a car. |
| Re: CFM56-7x Air Turbine Starter failure rate | The technical dispatch reliability of the 737NG must be in the region of 98-99%. In simple terms this means up to 2% of all delays can be attributed to technical faults.
Of this 2%, only a small fraction will be starter failures. On this basis, one could argue that a starter failure is indeed an extraordinary event. That being said, the starter motor is known to have reliability issues. |
| Re: thrust reverse isolation valve b 737 200 | Thrust Reverser B737-200
The REVERSER light shows either control valve or sleeve position disagreement or that the auto-restow circuit is activated. This light will illuminate every time the reverser is commanded to stow, but extinguishes after the stow has completed, and will only bring up master caution ENG if a malfunction has occurred. Recycling the reverse thrust will often clear the fault. If this occurs in-flight, reverse thrust will be available after landing. from b737techsite |
| Re: WheelTug | Hey Dud, I believe is for save APU operation,also you don’t need a breake mechs.basically you save manhours and fuel.
I guess so,,, |
| Re: LEAK CHECK OF FUSELAGE SKIN REPAIR PATCH | Hi there, My concern with the leaking repair doubler ,It is a not a proper repair because the all fasters must be airtight installation moreover the sealant is no enough. |
| Re: Questions from a pilot ref Wing Body Overheat | i was brought to this thread by a google search. i was in search for more information since i suspect the current QRH has a flaw, or i am simply not seeing the forest for the tree!
WING-BODY 737 Flight Crew Operations Manual the way i’m reading this, it appears that we only close the isolation valve, then if both lights are still illuminated, turn the trim air off and that symbol means the checklist is finished! the next line starts with if only the right light is illuminated…. any assistance on this site? cheers sixstring |
| Re: WheelTug | It actually will use APU power but to save engines running and to save fuel cost |
| Re: CFM56-7x Air Turbine Starter failure rate | Thanks for all the answers Sjap and Dunny,
I really appreciate you taking the time to help me out! |
| Load shedding IFE bus | Can anybody tell me why the IFE busses have the highest priority over the main and gally busses during single gen load shedding? Anything to do with emergency messages?Thx gents,Bert |
| autothrottle not engaging | autothrottle is not engaging when this problem started the autothrottle would pass the tests on ground and be angaged up to take off then disengage but now it can not engage the autothrottle switch what can be the problem ? |
| Re: autothrottle not engaging | sticky autothrottle disconnect switch inside one of the throttle lever knobs, it remains activated. I had this once and it prevented engaging the a/t. |
| Re: Shock Strut Binding During Servicing | Hello you guys! I just wanted to say thank you for the information you have provided in this exact thread of this community. It was very interesting to read it! |
| Re: Shock Strut Binding During Servicing | Serviced all the legs on a new NG recently. MLG’s do go with a bang…… |
| # 2 Eng Reverse Light Illuminates | Hi brothers again ,
we have got a reverse problem on the 737 800 # 2 engine reverse . Ground operationan is normal , opening closing and not illuminate any reverse light and not has got a any eau fault . But when airplane cruise , abnormally # 2eng reverse light illuminates on air , we replaced , switch pack assy , lvdt sensor , eau , but fault continue can you help me about this problem , thanks |
| Re: WheelTug | it will not good for pushback operators : ( |
| Re: # 2 Eng Reverse Light Illuminates | do wırıng check |
| Re: # 2 Eng Reverse Light Illuminates | wiring check applied switch pack assy , eau pins , syncro shaft and no problem found , everything is ok . , ım said that " graound operational is normal " reverse light only illuminates on air. |
| Re: # 2 Eng Reverse Light Illuminates | Hi Motortek !!!
Had same problem. Let me know, if you solved the problem. BRGDS |
| Re: engine growth | [quote="DataMan":3v4m7ux2]Yes there is expansion in the axial direction in a turbine engine due to heat. On the CFM56-7B this is compensated for as the aft engine mount is connected to the Turbine Rear Frame through a pair of links that have spherical bearings in them. This allows the engine hot section to "wiggle or swing" Fore and Aft as required. This is why there are also two thrust links that run Fore and Aft at the top of the engine from the upper aft mount (bolted firm to the pylon) to the fwd section of the engine core to take up the fwd thrust loads.
If you look at a removed engine the aft mount kind of flops around on top of the links with the bearings. Some engineer thought of everything <!– s:-) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:-)” title=”Smile” /><!– s:-) –>[/quote:3v4m7ux2] |
| Re: # 2 Eng Reverse Light Illuminates | ı replaced t/r module , now it is normal but ım looking , it can be illuminates on air , ı will follow it but Too much hydraulic came from hydraulic connections is that normal ?
( a , b system hydraulic main connections removed , reservoirs pressure is 0 ) |
| cabin climbs when the aircraft descend | pls guys when the a/c climbs evrything looks ok,but when the a/c start to descend the cabin start to climb instead of descend the pilot has to increase power to bring cabin down after that start to descent normaly,what he told me is on descent the duct pressure they dont look the same lh eng has a diferense of 4psi with the rh eng. how can i rectify this snag.thanks |
| Re: cabin climbs when the aircraft descend | Sounds like the cabin leak rate is to high. Can be checked using: B737 Jurassic AMM (Book II) 05-51-91 B737 Classic AMM 05-51-91 B737 NG AMM (Part II) 05-51-91In many cases the replacement of leaky body water drain valve[b:5palwf4f]s[/b:5palwf4f] brings quick improvement. <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> |
| Re: # 2 Eng Reverse Light Illuminates | t/r module r747 relay in j24 t/r lvdt sensor againreplaced . ground operation is normal but in flight especially cruise mode # 2 reverse light illuminates …ı cant solve this problem. |
| Fuel leakage | Hi brothers again , on groundLeft booster pumps on crossfeed close position right wing fill valve open refuel defuel > defuelfuel going left wing to right wing , ı think crossfeed valve leaking fuel , than ı will aligment crossfeed valve and tested it normal.But on air captain says me imbalance on left wing.what is your opinion ? |
| Re: cabin climbs when the aircraft descend | thankx ma man let me try |
| Re: 737-400 Fwd lav light | So I think I fixed the Fwd lav light issue. Sorry I didn’t post sooner. I removed the dual lamp light fixture to see what kind of wiring went to it from behind the wall where it was mounted. Since I couldn’t rely on the wiring diagrams to absolutely tell me the circuit for sure, I had to see for myself. The fixture has a 25 pin flat connector attached to it. The airframe side (female) has the sliding lock feature to lock the two connectors together. Saw the sliding lock was not fully locked causing the female side to pull out on one side. Not fully but enough to cause a weak pin connection. That’s why when warm ambient temps, the lights work better. Cold, not so much (pin shrinkage). I cleaned the pins and repaired the slide lock and reinstalled everything and remounted the fixture. Has been working well all this time. Thanks to all that have contributed. |
| Re: EFIS pin programming to show TRK UP | Well I found nothing effective for my fleet on MBF. Thank you anyway. Grounding pins 37 and 39 from EFIS CP connector made EHSI showing HDG now on all display modes. This is the reverse of what i had in mind. |
| Re: # 2 Eng Reverse Light Illuminates | Hi Motortek !!!
If I can remember, there is also a Micro-Switch in the Thrust-Lever Assembly. So long, |
| Re: # 2 Eng Reverse Light Illuminates | Hi Motortek !!!
I forgot to tell you: S O R R Y……. BRGDS |
| Re: # 2 Eng Reverse Light Illuminates | t/r module r747 relay in j24 t/r lvdt sensor againreplaced . ground operation is normal but in flight especially cruise mode # 2 reverse light illuminates …ı cant solve this problem. ——————————————————————————————————————————————I could not find R747? |
| Re: # 2 Eng Reverse Light Illuminates | ı wrote false , ı replaced r479 sync lock latch relay.ı will try micro switch now thank you again brother. |
| apu 737 200 | pls guys i need a help the aircraft is b737 200 ,the apu is giving me big problems when is running with no load is ok but when i puo bleed with one pack or both packs its making noise like a tractor check the cranck pressure ,air pressure regulator EGTis normal apu ops normal only the noise is bad.what can be the cause? |
| Re: APU gas turbine tester | Thanks for the link spalling… |
| Re: cabin climbs when the aircraft descend | hi dear. I have faced it many time. there two combine symptom in ur reporting. first of all try to assure the bleed sys is ok and both engines are producing the required bleed and their bleed profile is in compliance with AMM 36-11-00. then carry out the decay rate as per ch 05 . in manual mode. If decay rate is not with in limit u can fine the leaking areas during leak chk.If decay rate is satisfactory then the fault is in electrical circuitry of pressure controller. fwd outflow valve is slave of aft out flow valve in B737-300. it must be closed when aft out flow valve is close. hope it will help in fixing the snag. do let me know might i be give u more suggestions/. |
| Re: LANDING GEAR——–> Down, NO LIGHTS!!!! | in this case there is throttle contrl switch assy having various micro sw . its adjustment is needed if snag still persists |
| Re: cabin climbs when the aircraft descend | sir we check all on this aircraft,the thing we find is left engine was on descent with all power levers back THE PARAMETERS WERE NOT THE SAME as right eng,engine trim was perfomed and that gave us a little diference now the duct split is 2psi but still cabin climbs on descent not as the same the pilot still need to move the throtlles fwrd to bring the cabin down.thanks ma man. |
| Re: apu 737 200 | have a look at the oil cooler fan bet the bearings are gone but you have to drop the apu to check <!– s:oops: –><img src=”{SMILIES_PATH}/icon_redface.gif” alt=”:oops:” title=”Embarrassed” /><!– s:oops: –> |
| Re: cabin climbs when the aircraft descend | firstly check # 1 cpc and # 2 cpc |
| csd oil leak | Hie guys a new csd was installed on a 737-200 and oil is leaking through the drain pipe.The side glass indicates that there is no oil and the oil that you add is the one that leaks please help |
| Re: csd oil leak | There are two ways to troubleshoot in this regard. 1. If oil is leaking from the drain line and oil level shows decline then CSD drive shaft Carbon seal is defective an leaking so replace the CSD again.(this is the case with u ). U can confirm it by operate the engine about 10 to 15 minutes with keeping the CSD disconnect. Then check the oil level there will be no change in level . 2. If oil is leaking from drain line but there is no drop in CSD oil level then Carbon seal of AGB end is defective. Replace that carbon seal. hope it helps to fix the problem. |
| Re: cabin climbs when the aircraft descend | from ur cited symptoms it looks like problem in left engine bleed system. better u get ur flight observed by placing the wing isolation valve manually in open position. and make sure the left pack alone is capable of pressurizing the aircraft . u should adopt the following seq step by step. 1. check engine bleed profile as per 36-11-05 graph. 2. decay rate should be ok 3. check pack performance with APU/GRD CART. if all these are ok and manual mode pressurization is satisfactory then check electrical circuitry of pressure controller . regards |
| B737-300 EYE BROW WINDOW HEATING SYS | HI FRIENDS HOPE ANY ONE WILL GUIDE ME THE FOLLOWING 1. IS IT POSSIBLE TO PERMANENTLY DEACTIVATE THE EYEBROW WINDOW HEATING SYS.ANY SB OR SL REF REQUIRED. |
| Re: B737-300 EYE BROW WINDOW HEATING SYS | just fit blanks… |
| Re: B737-300 EYE BROW WINDOW HEATING SYS | SB 737-56-1017 for the Next Generation, the classic 737’s have SB 737-56-1019 |
| Re: B737-300 EYE BROW WINDOW HEATING SYS | thanx alot sjap for your guidance but SB1019 is not available on my Boeing fleet . whould u please give any other clue |
| Re: csd oil leak | thanks malik i will do so |
| Re: B737-300 EYE BROW WINDOW HEATING SYS | Try the 1017 of the NG if you have it. It is almost the same. |
| IPC Help | hi guys While doing the inspection of APU Comp.of B737 NG, a fitting is found as broken picture below. Fitting is to install the APU comp.door’s hold open rod. STA 1156.Picture is for b737 CL but it is similar in b737 NG. i couldn’t find it in IPC. Can you help me [img:23yhqxkh]http://img684.imageshack.us/img684/5633/adszugr.jpg[/img:23yhqxkh]i have another question about seat tracks on cockpit. My experinced colleague told me that if the capt. or F/O seat track is worn more than limit, they are "No Go" items. But he couldn’t find the reference. i search it in CDL/MEL and i found nothing. where may i find the references for this type of itemsthanks for reply in advance |
| Re: IPC Help | Check IPC 53 SEC 48 FUSELAGE,MAY BE WORK |
| Re: Sky interior problems? | I don’t think it is some kind of the problem but the main thing is be safe during the flight and after it. We need to be a little patient to all these disadvantages. |
| Re: IPC Help | [quote="spalling":1zdd3hgn]Check IPC 53 SEC 48 FUSELAGE,MAY BE WORK[/quote:1zdd3hgn] Thanks but it is not in IPC. i found it from PL PL NUMBER:148A2690 Fitting p/n:148a2694-2. But Still i dont have an answer about seat tracks. [img:1zdd3hgn]http://img263.imageshack.us/img263/5564/asaswd.jpg[/img:1zdd3hgn] |
| Re: B737-300 EYE BROW WINDOW HEATING SYS | but we need documentary evidence to fulfill the regulatory requisites ……… 1017 applicability doesn’t reflect -300 |
| Re: csd oil leak | u r ever welcome dear |
| CFM 56-3B2 ENGINE THUD DURING TOD | PIREP . a thud is heard from right engine at TOD ……… on ground vbv and vsv found nml ground run fast and smooth upto take off power found nml no abnormality observed. but same snag is reported sometimes but not on every flight leg……. guidance will be much appreciated ..thanx |
| Re: IPC Help | About the seat track: It depends on when you inspected the track.I guess you dont do that just in between. So it is checked during an A check or C check. Then, if you have to check it, and its out of limits, you must replace it. Its a part of the MPD, which calls for this check periodically. It asks you to check it now, and replace it if worn out of limits. Then after so many hours/cycles, the MPD asks you to chekc it again in a A or C check. In the mean time, you dont have to check it so theres no need to replace it. But: if you do, you may ground yourself a plane, since you find a part thats worn, and theres no paper which tells you that you may defer it.So yes, you must replace it if the inspection asks you to check it and its worn.Tip i tell many people: Do not check parts or test things you do not have to do at that moment. Of course, if something looks bad or broken thats another thing.Example: You do not do a freeplay check on your elevator or tabs during a walkaround check. Big change its out of limits and you ground the plane. Example: You do not look underneath the galleys and toilets floor structure during an overnight check. Big change you find corrosion and you found something thats not repairable on that moment. Use common sense and rely on the fact that the MPD is there to tackle problems in time, even if there are already parts worn or corroded. Its designed like that to hold until the next check and beyond. Any technician, you and me, can ground the whole fleet of your airline just by looking at things that you are not suppose to look at on that moment. So dont do that. Again, if the inspection called for the seatrrack check, yes it must be replaced if worn. |
| Re: EEC "altn" light | can we see the "alt" light and "on" light at the same time in hard alt mode,if hard mode is entered automatically,by retarding the throttle to idle ? can eec goes to soft alt mode or normal mode from hard alt mode automatically? |
| Re: IPC Help | [quote="sjap":25wwg0xx]About the seat track: It depends on when you inspected the track.I guess you dont do that just in between. So it is checked during an A check or C check. Then, if you have to check it, and its out of limits, you must replace it. Its a part of the MPD, which calls for this check periodically. It asks you to check it now, and replace it if worn out of limits. Then after so many hours/cycles, the MPD asks you to chekc it again in a A or C check. In the mean time, you dont have to check it so theres no need to replace it. But: if you do, you may ground yourself a plane, since you find a part thats worn, and theres no paper which tells you that you may defer it.So yes, you must replace it if the inspection asks you to check it and its worn.Tip i tell many people: Do not check parts or test things you do not have to do at that moment. Of course, if something looks bad or broken thats another thing.Example: You do not do a freeplay check on your elevator or tabs during a walkaround check. Big change its out of limits and you ground the plane. Example: You do not look underneath the galleys and toilets floor structure during an overnight check. Big change you find corrosion and you found something thats not repairable on that moment. Use common sense and rely on the fact that the MPD is there to tackle problems in time, even if there are already parts worn or corroded. Its designed like that to hold until the next check and beyond. Any technician, you and me, can ground the whole fleet of your airline just by looking at things that you are not suppose to look at on that moment. So dont do that. Again, if the inspection called for the seatrrack check, yes it must be replaced if worn.[/quote:25wwg0xx] From your reply i understand that there is no reference for this item and there is no need to search for reference. If task card(part of the MPD) tells us to replace the seat track, we must replace it. we cannot defer it |
| Re: IPC Help | Correct!
There’s a way out maybe: |
| Re: 737NG ACMS alpha code | *shameless bump* Anyone still have the list by any chance? Cheers! <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: CFM 56-3B2 ENGINE THUD DURING TOD | Try Test No. 6 – Main Engine Control (MEC) Trim (TASK 71-00-00-825-010-C00). It includes the travel check for the VSV and VBV feedback cable and the staticrig check. |
| Re: 737NG ACMS alpha code | [quote="STBYRUD":1gb964ki]*shameless bump* Anyone still have the list by any chance? Cheers! <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –>[/quote:1gb964ki] [img:1gb964ki]http://img37.imageshack.us/img37/649/acms8.jpg[/img:1gb964ki] [img:1gb964ki]http://img696.imageshack.us/img696/958/acms7.jpg[/img:1gb964ki] [img:1gb964ki]http://img819.imageshack.us/img819/4959/acms6.jpg[/img:1gb964ki] [img:1gb964ki]http://img190.imageshack.us/img190/5469/acms5.jpg[/img:1gb964ki] [img:1gb964ki]http://img526.imageshack.us/img526/8692/acms4.jpg[/img:1gb964ki] [img:1gb964ki]http://img88.imageshack.us/img88/4474/acms3.jpg[/img:1gb964ki] [img:1gb964ki]http://img824.imageshack.us/img824/7572/acms2.jpg[/img:1gb964ki] [img:1gb964ki]http://img407.imageshack.us/img407/7650/acms1.jpg[/img:1gb964ki] |
| RAM DOOR ACTUATOR / B737-300 | I am facing a unique nature of snag on Ram door actuator. After replacement Actuator becomes U/S during its four to five cycles of operation. How Ever Actuator operation remains normal while it is in disconnected from ram door quadrant. Ram door cables rigging is ok. ram door quadrant pull force with spring scale is well with in limits. but as soon as the actuator is connected It becomes U/S … |
| Re: RAM DOOR ACTUATOR / B737-300 | well mallik,may i know beside this actuator , what else you removed? |
| PERMIT TO FLY | hi every one . Is there any option for a plane having crack in its fuselage skin to fly UNPRESSURIZED to main base for repair. thanx |
| mach airspeed indicator speed bug | can you say me ipc referance for airspeed bug or part number please |
| Re: 737NG ACMS alpha code | Hello STBYRUD !!!
I am sorry, I missed your Request. BRGDS |
| Re: cabin climbs when the aircraft descend | Hello tidinha !!!
Is it a Classic A/C? BRGDS |
| SAFT BATERY MAINTENANCE INTERVALS 4579/18550 | Anybody knows about batteries maintenace regular basis periodical checks.(SAFT 4579 B737/300/500) Thanks |
| Re: mach airspeed indicator speed bug | p/n 400-6 ipc 34-12-21-01 possibly. |
| Re: mach airspeed indicator speed bug | thank you so much <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| B737-400 APU Generator frequency fluctuation | Captain reported unable to start engine as APU bleed pressure fluctuates between 10 – 26 psi and cps frequency fluctuates between 385 – 405. On no load APU pressure normal and CPS frequency normal between 395 – 405 cps. But on application of packs to AUTO or HIGH, the bleed pressure drops to between 5 -20 psi and generator frequency drops down heavily between 385 – 405 cps!!! |
| Re: B737-400 APU Generator frequency fluctuation | Plz Help!!! |
| Re: B737-400 APU Generator frequency fluctuation | You have a bleed problem. Change the faulty part!
To be honest; without more details like: what type of APU and are FADEC faults present, you will not get more help… |
| Re: B737-400 APU Generator frequency fluctuation | usally start with fuel control and/or fuel filters on that problem. no? |
| Re: SAFT BATERY MAINTENANCE INTERVALS 4579/18550 | Saft recommendation is:
-Periodical Check (inspection, insulation check, nut tight, volt check, deep cycle, adj electrolyte level) – 3 months, -Regular Check (Periodical + cap test) – 6 months, -General Overhaul (Regular + deep cleaning with disassembly + vent valves clean/test + sensor check) – 1 year. But Aircraft manufacturer is responsible for maintenance plan, B737-3/4/5 MPD (if nothing changed with latest rev. – this is old): "4A – SHOP TEST (OFF AIRCRAFT) THE BATTERY CAPACITY & RECONDITION THE BATTERY. Which is General Overhaul. Ref. <!– m –><a class=”postlink” href=”http://www.saftbatteries.com/MarketSegments/Aircraft/TechnicalDocumentation/tabid/443/Language/en-US/Default.aspx?BatterieId=33″>http://www.saftbatteries.com/MarketSegm … terieId=33</a><!– m –> <!– m –><a class=”postlink” href=”http://www.saftbatteries.com/SAFT/UploadedFiles/Aircraft/PDF/tn5.pdf”>http://www.saftbatteries.com/SAFT/Uploa … DF/tn5.pdf</a><!– m –> Hope this helps, |
| Re: APU operation limit | [quote="sjap":1dp2oeh5]Yes it might be a snag in the amm. I checked our amm it shows the same.Indeed there is no ignition when the apu is running, at 60 percent speed the ignition unit deenergizes during the start cycle.[/quote:1dp2oeh5] Boeing verify the situtaion and it will be changed in new revision of AMM |
| Re: SAFT BATERY MAINTENANCE INTERVALS 4579/18550 | Thank Maro.
Really is a good answer.am very clear right now. |
| Re: SAFT BATERY MAINTENANCE INTERVALS 4579/18550 | Hi,I hope this help you. See Task card 24-031-11-01. 4A ( 8 MONTHS or 750FH ) for classics. Shop test (off aircraft) the battery capacity & recondition the battery. Battery test and reconditioning procedures are found in the vendor component maintenance manual. The following procedure applies to the On-Aircraft portion of this task (Removal/Installation). INTERVAL NOTE: AD 99-24-08 dated December 13, 1999 calls for a new or reconditioned airplane battery at intervals not to exceed 750 flight hours. <!– m –><a class=”postlink” href=”http://www.saftbatteries.com/SAFT/UploadedFiles/Aircraft/PDF/omm.pd”>http://www.saftbatteries.com/SAFT/Uploa … PDF/omm.pd</a><!– m –>Have a great day |
| Autopilot channel B disengaging | When autopilot channel B is engaged with hydraulics ON control column moves forth and back and the channel disengage, elevator does not trim.Help guys. |
| Re: Autopilot channel B disengaging | DFCS Bite is a good place to start.. |
| Re: SAFT BATERY MAINTENANCE INTERVALS 4579/18550 | Thank,good enough |
| Spoilers B737CL | Hi again! Guys, from which level we must check angle of the spoiler deployment? From absolute horizon or from initial position? We have a/c with spoiler autostow system installed and it look like flight spoilers misadjusted or mixer, changer have a failure. And anybody can say what i must to see through lubication holes on mixer during control wheel rotation? |
| B737-300 Window heat panel | I have a issue about window heat panel.as fallow when window heat LH "OFF LIGHT" does not iluminate at press to test.
Thank |
| Re: Spoilers B737CL | From initial position.
you see the cam which is actuated to deploy the flt spoilers. If the mixer is old and worn, you might not get your deployment angles. But cable tension, cable wear, pickup adjustment are also influencing the spoiler travel. |
| Re: B737-300 Window heat panel | If [u:11wv9axa]only[/u:11wv9axa] the "press to test" funktion does not work, i would change the light assy. (I assume that the light test is OK) It should be BCREF2579 (B737CL; IPC 30-09-11-01) |
| Re: B737-300 Window heat panel | Thank dude |
| Re: Spoilers B737CL | Stiffness in the ratio changer output quadrants and the wing cable pulleys can also effect the spoiler throws. I used to first check and adjust the cables and pickup points, but unless its only one spoiler, I now remove the mixer and de-tension the cables to check the qaudrants/pulleys first. While it costs some time, it can more than make up for the potential frustration of tweeking the cables and actuators over and over, to just barely get your throws. |
| APU R&R | Anybody using the J20009-38 hydraulic jack instead of fishpoles for APU R&R? If so, what type of platform do you place the jack on? I ask because until recently we used the jack off of a nmc-wollard TML-704 Maintenance Lift <!– m –><a class=”postlink” href=”http://www.nmc-wollard.com/groundsupport.php”>http://www.nmc-wollard.com/groundsupport.php</a><!– m –> , then the Safety dept. came along and spoiled our fun <!– s:cry: –><img src=”{SMILIES_PATH}/icon_cry.gif” alt=”:cry:” title=”Crying or Very Sad” /><!– s:cry: –>. Their complaints are the platform is not wide enough and the lack of railings. So i’m trying to find an alternative that I could suggest, that would allow me to use my beloved hydraulic jack once again. |
| Re: Spoilers B737CL | Thanks all of you for help! About angle of deployment, I’m found it down in AMM – [b:sai079ms]measure it from initial position[/b:sai079ms]. Strange that it doesn`t wrote in description. <!– s:x –><img src=”{SMILIES_PATH}/icon_mad.gif” alt=”:x” title=”Mad” /><!– s:x –> [b:sai079ms]We`ve perform TBS 7 days [/b:sai079ms] <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> and finally found root of problem <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –> – [b:sai079ms]it was jammed bearing of the R/H spoiler output quadrant in ratio-changer[/b:sai079ms]. We didn`t pay attention for ratio-changer during first steps of TBS, because when we disconnect aileron input rod from shaft, speedbrake lever begin move to full range and we think that root in another place:) And we find that somebody tried to solve problem with speedbrakes: cables AA, AB from F/O control column was loosen at half of tension, then we check WSA, WSB – loosen at half, and even turnbuckles are not lockwired! Then we swapped mixer, no effects. checked cam follower motion and in this moment i`m didn`t know what i must to see <!– s:? –><img src=”{SMILIES_PATH}/icon_e_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> When all tension was adjusted, lever begin to move to Flight Detent, but still can`t be placed to UP, During lever motion its look like spring expansion in UP position and lever plays back. After all ideas are ended <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> , we decide check initial position of control column when spoilers begin move up. To do this, we again disconnect input rod and as a miracle – lever again begin move without inadequate force (remember that we have [i:sai079ms]Speed Brake Autostow System [/i:sai079ms]on this a/c). And we decide to check <!– s:idea: –><img src=”{SMILIES_PATH}/icon_idea.gif” alt=”:idea:” title=”Idea” /><!– s:idea: –> : how input rod is moves on neighborhood a/c. It move freely and quadrants can be turned by hand, even cables are connected. On jammed ratio-changer it moves only by mallet (i like hammer you now <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –>) So, we find jammed bearing of the r/h quadrant in ratio-changer. |
| Re: APU R&R | About the removal & installation you follow the procedures iaw AMM if don’t you in troubled with authority but can use the AMM 49-11-00 anyway always we use THE FISHPOLE with the CRADLE.SEE YA |
| Re: APU R&R | Using the hydraulic jack is an approved method, for NG’s its AMM 49-11-00-000-803 removal, AMM 49-11-00-400-803 install. The AMM says to mount the jack on a maintenance stand. There are no specific maintenance stand requirements, it’s left up to the end user to use whatever works.
If you ever get to use a jack, you won’t want to go back to fishpoles. |
| speed reduction | what cause the speed to decrease during approach with a\p engage ,NG 800?? |
| Re: 737NG ACMS alpha code | Thanks awfully <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: 737NG ACMS alpha code | Righto, transcribed to: <!– m –><a class=”postlink” href=”http://www.2shared.com/document/CSCikRvY/737NG_ACMS.html”>http://www.2shared.com/document/CSCikRv … _ACMS.html</a><!– m –>and xls <!– m –><a class=”postlink” href=”http://www.2shared.com/document/qATKvVm1/737NG_ACMS_Codes.html”>http://www.2shared.com/document/qATKvVm … Codes.html</a><!– m –> for easier handling <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| flap lockout | Has anyone had problems with flap lockout quite often between 30-40 degs and a few times at 25 degs cannot fault on ground we have changed the flap control vavle this seems to cure the problem,for a while this only happening on the later classic 3-4-5 we never have this problem on the 200- series it is from the hdy system proven with out a doubt hard to find when you cant fault on ground test flight ok then next flight does it again if you select back up then reslect some times clear <!– s:evil: –><img src=”{SMILIES_PATH}/icon_evil.gif” alt=”:evil:” title=”Evil or Very Mad” /><!– s:evil: –> |
| Re: flap lockout | -could be one of the flap pos transmitters giving a faulty signal causing the bypass valve to actuate. Often the elec plug and pins on this pos transmitter is corroded. -could be worn / dry spindle ballscrews. They have moisture in it which becomes ice. Lubricate the ballscrew actuators. -could be the flap pos indicator which gives the bypass signal to the valve. The indicator thinks theres a split and locksout the flaps. -once we had WORN ballscrew nut, which, normally by hand was ok, but under high loads (like flaps 30/40) was stucked. The thread on the ballscrew was very rough. The nut had a lot of play too. This caused the flaps to be jammed in the 30/40 range.I would first check the pos transmitter plugs. Then i would lubricate ALL spindles. Also check the inb and outb afflap actuating mechanism if something is broken or bend, they must move very smooth.Well, enough work to do for now. Later |
| Re: flap lockout | If the source of the lockout could be a "bad" ballscrew, it is hard to find out which one to blame. You can do the shotgun-method and change all of them <!– s:o –><img src=”{SMILIES_PATH}/icon_e_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> or you can… … use a "flap torque tube set" with lockout indicator. <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> This torque tube set replaces the tubes between transmission 2 & 3 and between 6 & 7. Also the tubes left and right of the power unit gear box are replaced. Even if do not have a locked system, you often see by the indicator which area is the source.BTW: cable tension and cable tension switch are OK? |
| Re: flap lockout | [quote="IFixPlanes":3888kmkp]… use a "flap torque tube set" with lockout indicator. <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> …[/quote:3888kmkp] I must add, that the tubes are an in-house development acc EASA Part 21 and accepted by Boeing because it is integrated in our AMM. |
| Engine Defects | Hi i wanna ask some problems that i observed on engine(cfm56-7b) on this topic 1th what maybe the possible cause of the gas contamination on engine LPT cooling lines seen on pictures. İs that means a serious problem and what may be the defective action? [img:1rppsc49]http://img856.imageshack.us/img856/6306/21106596.jpg[/img:1rppsc49][img:1rppsc49]http://img401.imageshack.us/img401/6384/48818648.jpg[/img:1rppsc49] |
| Re: flap lockout | thanks for the reply just found it in the AMM 27-51-00 page 101but as i said only on CL and not the 200, do we have that problem. |
| GPS B737/300/500 | Hello ,my concern today is about the GPS if are INTERCHANGEABLE between each other.
Thanks |
| Re: Engine Defects | Hi,
This is fuel or oil fume and high temperature sign. Check oil consumption and signs for leak near the intake of the LPTACC valve and Oil spil from fwd sump (via the struts). The LPTACC valve may have a small fuel leak that is not noticed, but then you have also fuel drained by drainline. Most probably it is oil contamination or someone forgot to wipe off penetrating oil. greetings |
| Re: flap lockout | [quote="mike":21z1qd3u]thanks for the reply just found it in the AMM 27-51-00 page 101but as i said only on CL and not the 200, do we have that problem.[/quote:21z1qd3u] I read and understood that you mean the CL. <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> We use the tool on the CL too… BTW: we do not have any 200 left in the fleet <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> |
| Re: 737NG ACMS alpha code | thx for sharing i have been looking for 1 month in amm etc. |
| AS115 & AS4568 SPEC | Dear all,
Is there anybody to be able to provide AS115 & 4568 spec for hyd hose? If impossibe, please explain the following question. Q : What does suffix F, A and none after -04 mean? Any response would be appreciated~~~ Best regards, |
| B737-300 YAW DAMPER | WE HAVE THIS PROBLEM WHEREBY DURING ANY TURN ON THE GROUND THE YAW DAMPER SWITCHES OFF. OK DURING T/O, LDG OR IN FLIGHT. FAULT HISTORY SHOWS YD ACTUATOR FAULT. COUPLER PROG PIN TEST OK, COUPLER SERVO TEST OK, COUPLER SELT TEST OK. ANY IDEA WHY THIS IS ONLY ON THE GROUND? |
| VSV LEAK CFM56-3CA | Hey fellas who knows about a leak thru the VARIABLE STATOR VANE drain line come from the drainage line how is the normal fuel drained ,during starting and run up…B737-500 CFM56-3C1 |
| Re: AS115 & AS4568 SPEC | try this site and tell me how is was it.
<!– w –><a class=”postlink” href=”http://www.aero-hose.com/_docs/145-245″>www.aero-hose.com/_docs/145-245</a><!– w –> Metal Hose.pdf |
| Re: VSV LEAK CFM56-3CA | Not exactly sure what your’e trying to ask. The VSV actuators drain port is for any leakage past the rod seal . During normal operation the head and rod lines will be acting as the return path (drain), depending on whether the actuator is commanded open or closed. |
| Re: VSV LEAK CFM56-3CA | Fuel leakage is permitted up to a certain amount, check the "vents and drain" inspection in your amm ch 71 ff. If its out of limits action must be performed. If the leakage is within limits you may consider replacement anyway to prevent delays due to pilots/personnel calling you in panic from an outstation. We always use plastic bags around all the vents and do a runup, then you have the good amount of leakjage available.For the NG its normal to leak during start or stopped engine, ref [url:2newrx7s]http://www.sjap.nl/7080.htm#CFM56-7%20static%20fluid%20leakages.[/url:2newrx7s] |
| Re: VSV LEAK CFM56-3C1 | thank guy for the input,is close enough |
| Re: B737-300 Window heat panel | replaced window heat control pnl P/N 69-37346-138 TEST OK |
| B737-200 Removal of the wings | Dear Forum’s Users,
I need to remove the wings of a B737-200. Then will be transported by ground in trucks, the fuselage and wings. Any idea is welcome! Thank you for your attention. Ivan B. |
| Re: B737-200 Removal of the wings | The wings are normaly never removed from the fuselage in the lifetime of the a/c. They are shimmed and exactly positioned in Renton Seattle and bolted to the fuselagemidframe. If you want to remove them you have to remove all attachment bolts (and sealant). You may find these bolts and nuts under the wing/fuselage fairing underside wing and from the cabin under the floorpanels above the centertank. I guess you are not planning to fly this a/c after removal/installation of the wings…….is it a museum item? |
| Re: B737-200 Removal of the wings | The wings are built into the fuselage structure. You wont removed them….
If you want them off, you’ll have to cut them off. |
| Re: B737-200 Removal of the wings | Thank you for your reply. The airplane will not fly anymore, is to make a restaurant inside. The option to cut-off and then in the site (after travel), to attach the wings with splices or welding, could be the "easy" form because the airplane have 4 years on ground. But is not decided yet. Regards. |
| B734 Battery Removal | Is there any effect will be if I disconnect main battery without pulling Hot Battery Bus CB (on P18-5)? can it lead to the serious damage on others aircraft system? |
| Re: B734 Battery Removal | indeed there is….
Colleague of mine did this. On refit, the electricity arced across to the connector, melting one of the pins. Dont do it. |
| Re: B734 Battery Removal | Really?although I switched off battery switch on P5? And no other power is connected on that time. |
| T12 Location | Where is the T12 located in a CFM 56 engine,nothing in the pilots book <!– s:ugeek: –><img src=”{SMILIES_PATH}/icon_e_ugeek.gif” alt=”:ugeek:” title=”Uber Geek” /><!– s:ugeek: –> |
| Re: T12 Location | See pictures for classic and NG |
| 737 NG N1 split | [u:3m72gddq]Problem:[/u:3m72gddq] Experiencing 1 % N1 split during T/O commanded by EEC. Both Bleeds off, APU bleed on, Isolation valve closed. Left CFM 1% lower than right engine. Could the PACK switch input to the DEU cause this even though their is no Bleed Air?Tech Data submitted:The EEC adjusts the commanded N1 value for the amount of bleed air the airplane takes from the engine. If bleed air demand increases, N1 speed decreases to compensate for the additional load. This keeps engine hot section in limits for the current engine thrust rating. The EEC gets this airplane bleed configuration data from the DEU to find the airplane bleed load: • Right pack on or off • Right pack in high or normal flow • Left pack on or off • Left pack in high or normal flow • Isolation valve open or closed • Bleed valve for opposite engine open and engine running • Wing anti-ice on or off • Cowl thermal anti-ice on or off. |
| Re: 737 NG N1 split | Yes. Very often the switch in the packvalve is stuck, even when the valve is closed the switch signals the valve open and commands the different N1. You can check it in the CDU, use APU bleed and switch your packs on and off, and see if the target N1 changes too. This way you can identify the faulty packswitch. We change the packvalves very often for this problem. |
| 737-800 LG warning horn ON during retraction | Hi, our -800 has been experiencing the belowDURING T/OFF AFTER ROTATION AND WHILE RAISING THE LDNG/GEARS APROX. 100 FT AGL THE GEAR STEADY HORN CAME ON & WENT OUT BY ITSELF AT APROX 400 FT ALL INDICATIONS WERE NORMAL AFTER NO SIGNIFICANt PROBLEM OCCURS AFTERPSEU BITE C/OUT CURRENT STATUS SHOWS NO FAULT EXISTING FAULT ON LEG SHOWS MSG 31-52-002 TRA L LT 53 FAULT AS PER FIM 32-09 TASK 815 T/SHOOTING C/OUT FOUND INTERMITTENT FAULT.can anyone suggest T/S tips as this defect keeps repeating. thanks |
| Re: 737-800 LG warning horn ON during retraction | I would change switch S1 (Landing Gear Warning) on M1766 (LH Autothrottle microswitch pack) acc AMM 76-11-07-020-801-F00.
PS: IT SEEMS THAT YOUR CAPS LOCK HAVE AN INTERMITTENT FAULT TOO… <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| HF feedline bolt attached with leading edge B737CL | Hello everybody i’m french and i am aicraft check leader on C check B737. One engeneer has loosen the bolt installed on the HF feedline during the removal of the vertical stab leading edge. it’s impossible to find the bolt in the IPC( 23-11-61-01feedline item 30) and i have consulted the CMM 23-11-04 on my boeing fleet and no result. Somebody know the reference of the bolt who realise the jonction between the feedline and the vertical stab leading edge ? Please i need help. |
| Elevator freeplay | Hi everyone ,
I have done elevator and elevator tab free play check for 5 planes ( 737 ng ) but co- incidentally all the times readings are coming same I know is under limit , I just want to know whether me doing it correctly or not Thanks |
| Re: 737 NG N1 split | Thanks, will try and validate. I will post results when we get a chance. |
| ATA 21 VALVE ASSY OUTFLOW MAINT.INTERVALS | Hi guys, Am asking about maintenance intervals(CM,OC,OH,ETC) of B737.CL. Outflow valve P/N 711003-3 MPD call for CM,there are anothers reference docs,thanks(AMM 21-31-11IPC 21-31-11-01 ) |
| rudder balance weight | can i find the repair scheme or wear limits of rudder balance weight in srm?if yes pls guide me,if no let me know what to do next i tried to get some repair scheme but got nothing, or i hav only one solution, replacement |
| Re: HF feedline bolt attached with leading edge B737CL | Hi, Try with SRM,SOPM,BONDING HARDWARE,next hardware,or contact MBF customer help. Good Luck |
| Re: rudder balance weight | Raghav, Did you try B737 SRM 55-40-02 P/N 65C25885 Tungsten balance weight ? see yaa |
| Flight deck toolkit | Hi
Our 738-800 flight deck tool kit has a pin, p/n MS20392-1C37 ( or alternate p/n BACP18BD1C37 ) Looks like a 0.125" diameter, 1.328" long pin. Anyone know what its used for ? cheers |
| Re: rudder balance weight | Dont forget to put mastinox between the balance weights to avoid corrosion and frequent replacement. |
| Re: rudder balance weight | yeah!!! i tried srm 55-40-02 but got nothing as its saying only about balance weight arm structure not about balance weight ( tungsten ).
i will apply mastinox but where can i find removal n installation procedure for rudder balance weight ? |
| Re: rudder balance weight | You can find the installation instructions in the component maintenance manual. |
| Re: Flight deck toolkit | Looking at SDS and AMM.
I think your toolkit contains a pin to open PSU oxygen mask doors in case of a faulty door latch actuator. From SDS 35-20-00 The NG’s I work don’t carry this on board as far as i know. Regards, |
| Re: rudder balance weight | to yelp
are you sure? |
| Re: rudder balance weight | Yes I’m sure, the installation of the balance arm and tip weights are covered by the CMM. However it doesn’t cover balancing, that I think is in the SRM. |
| Re: Flight deck toolkit | Thanks – I guess thats one use for it…. |
| Re: rudder balance weight | Try SRM 51-60-07.Complete balance weight installation procedure (torque values of bolts) given for Rudder weights. I suggest to replace the balance weights found worn/corroded, as that area is susceptible to corrosion.Make note of balance weights already installed initially.Difference of one weight is allowed as per SRM so open both panels to have a good look on both sides. Also do keep stock of all sizes of bolts as you never know number of weights required to be installed after paint job or composite repair.Do make note of SBHM before the paint job, prepare test peice and roughly calculate no of balance weights required as the lenght of the bolt will vary with the number of balance weights you will put.Keep hydraulic off and do the procedure of rudder horn access panel removal in hangar. As slight gust and your rudder moves. Damage to rudder can be caused.Hope this is of some help bro… |
| Re: rudder balance weight | thanks bro i got the installation procedure….. but where can i find the damage limits for rudder balance weight ( tungsten ) |
| Re: rudder balance weight | If the balance adjust weights are unusable then you can make it as per SRM 51-60-07,figure 5 and details in para B-11(b).Also to remove damage machining can be done but [b:2g1igdml]surface finish[/b:2g1igdml] to be retained along with the [b:2g1igdml]WEIGHT[/b:2g1igdml] of each plate should be within range. Coating as per SOPM given in fig 5. But where will you get tungsten material?? Can you elaborate about the kind of damage on the adjust weights? Some photos please?? |
| Re: rudder balance weight | I will suggest you to weigh the worn out plates and see if the weight is within the range given in fig 5 of SRM 51-60-07. Then you dont have to do anything. If the wear is such the weight has reduced below the lower limit the part is unserviceable. If the weight is on the higher side then surface machine it to get the finish but again keep the weight range in mind.You go below the lower limit and the part is Unserviceable. Hope this helps… |
| Re: Elevator freeplay | i guess you are doing right. Because i did it many times and i found it out of limit just once. on C7 check. it is about your age of A/C. When the freeplay is out of limit i changed the bearings on both side of the elevator buss assy and elevator side. AIPC 27-31-74-01 item 90 |
| Re: Elevator freeplay | Thank u sir, This will give me some confidence |
| Re: rudder balance weight | Got some problem in uploading photos |
| Re: rudder balance weight | didnt you get your problem solved already man.just weigh the plates.find whether within limits or not and release it |
| Re: rudder balance weight | Problem solved buddy…… But you were asking about the photos that’s why I was trying to upload the photos for you.
Thanks for help |
| Re: rudder balance weight | dear, we are here to help each other. hurray you got it. enjoy.!!!!! |
| HARD/OVERWEIGHT LANDING | DEAR ALL
IS THERE ANY MEANS TO GET THE G LOAD AND OTHER INFORMATION LIKE WEIGHT AND ALL FROM THE CDU IF A PILOT REPORTS HARD/OVERWEIGHT LANDING THANKS |
| Re: HARD/OVERWEIGHT LANDING | You are YELLING, you always write in telex style and… …you ask this question before. |
| Re: HARD/OVERWEIGHT LANDING | In the CDU go to ACMS page, type VGTD in the scratch pad ,select alpha callup and get the G load |
| Re: ATA 21 VALVE ASSY OUTFLOW MAINT.INTERVALS | Hi . iaw MPD B737 D6-38278 call for a CM ( is a Maintenance Control Process that relies on routine surveillance and evaluation of airplane system and/or component performance as its primary criteria for continuing component service. )see below.Item Component Description Qty AMM Maint. interval Zone & Area Access door CMM 8-21-05 CABIN PRESSURE OUTFLOW VALVE 1 21-31-11 CM 2-20 Internal panel 21-33-00 Vendor V73030 HSPS. I hope so help to you. |
| LOW OIL PRESSURE | Hello all, our one B737-700 airplane has been experiencing the below. When shut down the engine,move the engine start lever from IDLE to CUTOFF,the left engine oil pressure digital display and box around the digital display will change to red for one second.The engine runs ok at all time,the oil pressure indicate normal When all other time . can anyone suggest ? thanks |
| Re: LOW OIL PRESSURE | The box with low oil press should appear with engine running AND low oil press. Not in cutoff position. Try to see what happens if you do it on 1 DEU at the time. (P5 ovhd switch L, both, R ). |
| Re: LOW OIL PRESSURE | Does MT 737-31-013 relate to your issue ? |
| Re: LOW OIL PRESSURE | it happens when the crew shut down the engine.I asked the teledyne(ACARS manufacturer ),they told me the alarm trigger logic is:N2>50%,oil pressure<13PSI,Flight Mode is TAXI/TOFF/CLMB/CRS/SCR1/SCR2/DESC/LAND.For our this engine,when the crew shut down the engine,the N2 decrease from 60% to 0,at N2 51% ,the oil pressure is 12PSI,so the alert set and the digital display on the airplane shows red.we check the DMS、oil filter,no finding,and replaced the oil pressure transmitter. The attachment is print from the ACARS. |
| Re: LOW OIL PRESSURE | we replaced the oil pressure sensor and correct the fault. |
| Re: LOW OIL PRESSURE | Nice one Yayoo ! Good to see a complaint, and the solution. Thanks for the input ! |
| the inlet cowl TAI valve indicating | HI,all I have a question about the indicating of the inlet cowl TAI valve. On our 737NG airplane,there have two indicating for inlet cowl TAI valve position,one is on the P5-11 engine and wing anti-ice panel,the other is the TAI message showed on CDS.I have a case,the "cowl valve open"light on P5-11 is bright ,but the "TAI "message showed on CDS is green ,and this situation appeared in the whole flight leg.We correct the fault by replaced the valve .I don’t understand why the two indicating disagree?(why don’t the "TAI"message on CDS shows yellow?).Is the position feedback signal for the CDS and P5-11 panel not the same switch? |
| Re: the inlet cowl TAI valve indicating | The blue ‘COWL VALVE OPEN’ is a position/disagree light, looking at the valve limit switches.
The Amber ‘COWL ANTI-ICE’ is an overpressure indication. The CDS system ( Green TAI ) is only looking at the position of the engine anti-ice switch on P5-11. Its no cleverer than that I’m afraid… |
| Re: the inlet cowl TAI valve indicating | Dear yayoo,
I also have the same experience like you. You are right! The switches in a TAI Valve send the same feedback signal to both DEU and P5 PNL. When I did troubleshooting, I suspected wiring fault, DEU or P5 PNL as possible causes, NOT valve because If one of the switches in the valve is inoperative, I never understand the defect. |
| Nose wheel interchange on CL | Dear Lads,
Question : It is aproovd instal on 737 CL o nose gear axle two differnt type of wheel assembly? |
| Re: Nose wheel interchange on CL | [b:14jacqtq]Service Letter[/b:14jacqtq] 737-SL-32-071-B will help! |
| Re: Nose wheel interchange on CL | [quote="IFixPlanes":3w3kes8s][b:3w3kes8s]Service Letter[/b:3w3kes8s] 737-SL-32-071-B will help![/quote:3w3kes8s] Thanks a lot,litle help for us…I fwd this to our engineering dpt…but this service letter clerly state only new P/N of NWA from NG to be instaled and intermix on CL , but our company doest have this P/N in our fleet… What we exatly need to know if it is possible intertmix are : Bendix P/N 2607825-1 with Goodrich P/N 10-1419 on same axle of NLG on classic boeing 737-3 and 5 |
| speedtape | Can anybody tell me why the speedtape starts indicating at 45 Kts? Anything to do with probe errors at low speed or so? Thx |
| Re: Nose wheel interchange on CL | I am away from the Office, so i have no access to the CMM. During a quick search at the internet i find only Goodrich PN 10-1419 as a PN for "Wheel Half Inboard". Assembled with PN 10-1420 (Wheel Half Outboard) you get the PN 3-1438 which is mentioned in the SL, but "not authorized for use on 737-500 airplanes".You should check your Goodrich assambly for more PN to prove my thoughts / internet findings. Hope it helps… |
| Re: Nose wheel interchange on CL | Hello. We operate -500 with NLG WHEEL ASSY PN 3-1438-1 AMM 32-45-21CMM 32-40-32. Good luck |
| Re: Nose wheel interchange on CL | You may have noticed the absence of [b:3cbmufi3][u:3cbmufi3][color=#FF0000:3cbmufi3]-1[/color:3cbmufi3][/u:3cbmufi3][/b:3cbmufi3] <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: Nose wheel interchange on CL | [quote="IFixPlanes":48725mcf]You may have noticed the absence of [b:48725mcf][u:48725mcf][color=#FF0000:48725mcf]-1[/color:48725mcf][/u:48725mcf][/b:48725mcf] <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –>[/quote:48725mcf] Thanks for info…The other problem is that we are work in russia and some times is very difficult say to local company that some parts are not authorized for their planes… They use this before and all was OK and now why is not possible…this is a biggest problem… We are in russia to re-start company enginering and in th moment we have limited part access and we must find way how to maintain planes with limited parts and keep EU standarts.. |
| Re: speedtape | Dear friend review this. <!– w –><a class=”postlink” href=”http://www.shaggybevo.com/board/…/t-39424.html”>www.shaggybevo.com/board/…/t-39424.html</a><!– w –> Seeya |
| Re: speedtape | [quote="spalling":3pmumv9l]… <!– m –><a class=”postlink” href=”http://www.shaggybevo.com/board/…/t-39424.html”>http://www.shaggybevo.com/board/…/t-39424.html</a><!– m –> …[/quote:3pmumv9l] You [b:3pmumv9l][u:3pmumv9l]really[/u:3pmumv9l][/b:3pmumv9l] have to work on your link-technique. <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> |
| Re: speedtape | Sorry. <!– m –><a class=”postlink” href=”http://www.pprune.org/rumours-news/467145-ryanair-repair-cockpit-window-tape.html.if”>http://www.pprune.org/rumours-news/4671 … pe.html.if</a><!– m –> dont work back to supervisor. |
| Re: speedtape | this may be work.
<!– m –><a class=”postlink” href=”http://www.airliners.net/aviation-forums/tech_ops/read.main/108596/”>http://www.airliners.net/aviation-forum … in/108596/</a><!– m –> |
| Re: speedtape | this may be work.
<!– m –><a class=”postlink” href=”http://www.airliners.net/aviation-forums/tech_ops/read.main/108596/”>http://www.airliners.net/aviation-forum … in/108596/</a><!– m –> |
| Re: speedtape | Dear friend again me…………
solutions.3m.com/wps/portal/3M/en_US/3M-SpecialtyTapes/Spclt – 24k – |
| Allowable limit of antenna damaged by lightning strike | Dear all,
I really want to know an allowable limit of antennas like VHF,DME…damaged by lightning strike. I cannot find it in any official documents such as AMM, CMM.. Please let me know the limit. Any response would be appreciated! Regards, |
| Re: speedtape | Dear spalling,
The question bertdaan asked is not the 3M tape. The question is speed tape of airspeed indicator. |
| Re: Nose wheel interchange on CL | @Pavol: Did you re-check your Goodrich assembly regarding the PN?… and yes, i know the russian style. |
| Re: HF feedline bolt attached with leading edge B737CL | i have found the P/N of the bolt 343-0366-000 |
| Re: HF feedline bolt attached with leading edge B737CL | [quote="stefan":3ezb8yu9]i have found the P/N of the bolt 343-0366-000[/quote:3ezb8yu9] … and where did you find it? |
| Re: 737-800 LG warning horn ON during retraction | [quote="IFixPlanes":2irt705b]I would change switch S1 (Landing Gear Warning) on M1766 (LH Autothrottle microswitch pack) acc AMM 76-11-07-020-801-F00.[/quote:2irt705b] It would be nice if you could provide feedback whether the fault is gone or not. |
| Re: DUCT PRESSURE SPLIT | We have exactly the same problem as described here on one of our 737-800s. The LH duct pressure stays stable around 16-18psi during CLB/CRZ with the RH at around 38-40PSI. Its been written up many times in different ways, but so far the fault couldn´t be found.
Was anything discovered in your case Hanish? Did you manage to isolate it in the end? |
| Re: DUCT PRESSURE SPLIT | What parts did you check or changed already? [b:1j0ymsw0][color=#FF0000:1j0ymsw0]"…written up many times in different ways…"[/color:1j0ymsw0][/b:1j0ymsw0] is not really the best way to tell us what trouble shooting is done so far. <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> Without any details it could be anything. |
| Re: DUCT PRESSURE SPLIT | [quote="737dude":29b708q3]We have exactly the same problem as described here on one of our 737-800s. The LH duct pressure stays stable around 16-18psi during CLB/CRZ with the RH at around 38-40PSI. Its been written up many times in different ways, but so far the fault couldn´t be found.
Was anything discovered in your case Hanish? Did you manage to isolate it in the end?[/quote:29b708q3] Do a health check on all parts, if nothing is found first replace the 390 thermostat of the PCV, since this one could not be tested on wing. |
| Re: DUCT PRESSURE SPLIT | 737 Dude, You need to supply more information regarding what troubleshooting has been performed. Sjap is dead right, the health check of pccv and engine bleed air system needs to be performed in their entirety. Don’t stop when one item has been found out of limits, many times it is multiple items that add up to the indicated problem. Here is my opinion based on my own experiences, well over 50 separate events with over 97% success rate (I always follow up 1 month after to see if the problem repeated). NG; when low duct pressure is the problem: 1. PCCV: Still the most common failure for me. 2. PRSOV: #2 on my probable failure list. 3. BAR: Pretty reliable. 3. Flex lines. Since the design has changed (larger diameter), hasn’t been a real issue. 4. 390°sensor/450°thermostat. Despite what many others say, in my experience they have rarely failed(I’ve only changed one of each). Shotgunners favorite? 5. Pre-cooler; Never seen a bad one on a NG, on the classics they crack every once in a while. 6. HSV: About the same as the 390°/450°.Sjap; what happened to the CFM bleed air troubleshooting guides you had on site? Were they dropped to avoid the same issues you had with Boeing. They are the best single source for troubleshooting this system that I have seen. |
| Re: DUCT PRESSURE SPLIT | OMG! I had this file online on a seperate place to avoid data-overload on the sjap-site. But that provider is old and deactivated. I forgot ! I placed the bleed guide on a new spot now:[url:36cusszf]http://www.sjapstore.com/737%20Bleed%20Air%20Test%20Guide.pdf[/url:36cusszf]It is for the classic AND NG, just scroll down the pdf file for the NG section.Another file was also dissapeared but now back online:[url:36cusszf]http://www.sjapstore.com/B-737-NG-WALKAROUND.pdf[/url:36cusszf] Thanks for the notice yeelep! Regards |
| Re: speedtape | I got you,sorry by misunderstanding. Any way try these <!– w –><a class=”postlink” href=”http://www.b737.org.uk/fltinst_eadi_spdtape.htm”>www.b737.org.uk/fltinst_eadi_spdtape.htm</a><!– w –> <!– w –><a class=”postlink” href=”http://www.b737.org.uk/flightinsts.htm”>www.b737.org.uk/flightinsts.htm</a><!– w –> <!– w –><a class=”postlink” href=”http://www.b737.org.uk/flightdeck737300.htm”>www.b737.org.uk/flightdeck737300.htm</a><!– w –> <!– w –><a class=”postlink” href=”http://www.b737.org.uk/fmc.htm”>www.b737.org.uk/fmc.htm</a><!– w –> See you soon. |
| Re: Allowable limit of antenna damaged by lightning strike | Hello, Maybe you can check .B737 SRM 51-70-03,06,14 and 51-20-08. Bye |
| Re: Allowable limit of antenna damaged by lightning strike | Hello, Maybe you can check .B737 SRM 51-70-03,06,14 and 51-20-08. Bye |
| Re: Allowable limit of antenna damaged by lightning strike | Hello there. See this. <!– m –><a class=”postlink” href=”http://www.sensorantennas.com/news/press_release.htm”>http://www.sensorantennas.com/news/press_release.htm</a><!– m –> <!– m –><a class=”postlink” href=”http://www.tc.faa.gov/its/worldpac/techrpt/ar04-13.pdf”>http://www.tc.faa.gov/its/worldpac/techrpt/ar04-13.pdf</a><!– m –> <!– m –><a class=”postlink” href=”http://es.scribd.com/doc/54800378/Abnormal-Events”>http://es.scribd.com/doc/54800378/Abnormal-Events</a><!– m –> I hope so help to you…….. |
| Re: Allowable limit of antenna damaged by lightning strike | [quote="spalling":32ocxh9a]Hello there. See this. <!– m –><a class=”postlink” href=”http://www.sensorantennas.com/news/press_release.htm”>http://www.sensorantennas.com/news/press_release.htm</a><!– m –> <!– m –><a class=”postlink” href=”http://www.tc.faa.gov/its/worldpac/techrpt/ar04-13.pdf”>http://www.tc.faa.gov/its/worldpac/techrpt/ar04-13.pdf</a><!– m –> <!– m –><a class=”postlink” href=”http://es.scribd.com/doc/54800378/Abnormal-Events”>http://es.scribd.com/doc/54800378/Abnormal-Events</a><!– m –> I hope so help to you……..[/quote:32ocxh9a] These links did not answer the question regarding allowable damage limits. The same as in the speedband question. Are you spalling or spamming? <!– s:x –><img src=”{SMILIES_PATH}/icon_mad.gif” alt=”:x” title=”Mad” /><!– s:x –> |
| Re: Allowable limit of antenna damaged by lightning strike | Dear vortex,
Is it possibe to repair VHF antenna per SRM? Best regards, |
| Re: Allowable limit of antenna damaged by lightning strike | Thanks for keeping us up to date! |
| Re: Allowable limit of antenna damaged by lightning strike | Indeed, the CMM says no repairs are allowed, except for replacing the leading edge. It also says: The antenna is provided with a metal leading edge which guards against erosion and enhances lightning protection.I guess you replace it at homebase. |
| Re: Allowable limit of antenna damaged by lightning strike | just change it…It not as if you are even going to need any high lift equipment…
If its a question of deferral, then that’s a different discussion. |
| Re: speedtape | Looking at the responses without a valid answer I guess it´s a difficult question.
Bert |
| Re: speedtape | At least I gave a clues about it ,what is your technical opinion dud,,,,,,,,, Have a nice day |
| Re: speedtape | Not my words, taken from a different forum. Credit to J. Barrett.
A lower limit of 40-50 knots is typical for most airspeed indicators – either the old-fashioned analog kind found in GA aircraft, or the sophisticated digital air data computers in airliners.In the case of the mechanical units, its a trade-off between sensitivity and ruggedness. An airspeed indicator is really nothing more than a pressure gauge, and the ram air pressure in the pitot tube corresponding to speeds less than 45 knots is quite low – (less than one p.s.i.)It definitely is possible to construct a sensitive indicator, capable of accurately measuring pitot pressures down to "zero" knots. You will typically find such airspeed indicators on aircraft that (by design) are capable of sustained flight at very low airspeeds – specifically helicopters, but also on sailplanes and ultralights.The drawback is that such sensitive indicators tend to be more expensive, and are also more delicate in terms of their internal mechanism – i.e. more easily damaged by things like excessive vibration, or an accidental over-pressure condition.Air data computers found in larger aircraft, use solid-state pressure transducers to measure pitot pressure, which are quite rugged, but even so, there is little point in designing in the extra sensitivity required to measure extremely low airspeeds, since such aircraft can’t fly that slow, and one can always use the GPS or IRU-derived groundspeed readout to measure taxi speed. |
| Nose wheel well panels > leakcheck ? | Hello,
Question: |
| Re: Nose wheel well panels > leakcheck ? | My NG AMM has installation of NLG W/W panels in MM 53-14-01, which after installation directs you to MM 05-51-91-790-801 Cabin pressure leak test. |
| Re: Nose wheel well panels > leakcheck ? | Ok thanks! I’ll take a look soon. |
| Re: HF feedline bolt attached with leading edge B737CL | i found the P/N in drawing document 65C16924 detail of L.E STA 98.80 |
| Re: HF feedline bolt attached with leading edge B737CL | This help some more ,l
343-0366-000 Terminal Board SCREW,MACHINE MFG P/N: 343-0366-000 Head style: a23 pan Internal drive style: b1 cross recess type 1 Screw surface treatment: nickel Thread series designator: unc Thread class: 2a Thread direction: right-hand Thread length: 0.500 inches minimum Head diameter: 0.473 inches minimum and 0.492 inches maximum Head height: 0.162 inches minimum and 0.175 inches maximum Nominal thread diameter: 0.250 inches Thread quantity per inch: 20 Screw material: copper alloy |
| Re: HF feedline bolt attached with leading edge B737CL | [quote="spalling":esjtw3ks]This help some more ,…[/quote:esjtw3ks] Congratulation, you can use google… <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> |
| Re: HF feedline bolt attached with leading edge B737CL | whaouw many more informations,very interesting.. but i my first difficulties was to find the P/N of the bolt,very hard to find the drawing. |
| Re: Nose wheel well panels > leakcheck ? | Yes! Found it. and on the classic AMM too. Guess we installed these panels all these years without checking them for leaks… I must say that because of the placard installed on the panels, with the torque value of the attachment bolts, it makes you NOT going to the amm to search for it again. Thanks again. Regards sjap |
| Re: Nose wheel well panels > leakcheck ? | i think its a fairly recent change to the manuals, say in the last 3-4 years. Never had one leak, but obviously someone did. |
| Re: ATA 21 VALVE ASSY OUTFLOW MAINT.INTERVALS | thanks Spalling FOR YOUR INFORMATION,VERY USEFUL. |
| Re: Nose wheel well panels > leakcheck ? | yes after installation we need to do leak check i did leak check just two days back….. |
| troubleshooting for engine fire detection system | Hello all, I download the datasheet about troubleshooting of engine fire detection system from our website,and do not know how to use it.In the two table,for the same equipment,the resistance is different.I can find the resistance in the first table from the FIM,but the other resistances ,I can not find they. |
| Re: HF feedline bolt attached with leading edge B737CL | Dear Ifixplanes, Appreciate that compliments. Have a nice day Truly Spalling |
| pointer bugs B737-cl | Does anyone know the P/N of instruments bug pointer . Thanks |
| Re: pointer bugs B737-cl | [url:2sfswdjk]http://sjap.nl/forum/viewtopic.php?f=1&t=868&hilit=bug[/url:2sfswdjk]
this one? |
| Re: pointer bugs B737-cl | thanks,very useful.SJAP- |
| Re: troubleshooting for engine fire detection system | Could you please ,which model B737,original,classics,NG.? |
| Re: troubleshooting for engine fire detection system | Do you mean the file on ATA 26 from sjap.nl? Thats for the NG If required i know who made it and maybe he can be contacted by mail |
| Re: troubleshooting for engine fire detection system | [quote="spalling":3qzy4xmp]Could you please ,which model B737,original,classics,NG.?[/quote:3qzy4xmp] – "datasheet about troubleshooting of engine fire detection system" on this site is for the 737-6/7/8/900. – FIM is 737-6/7/8/900. take a guess… <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> |
| Re: troubleshooting for engine fire detection system | Hey fix—-
Thanks for your cooperation,dude,good AMT. |
| Scribe lines | What is the purpose of scribe lines inspection? What we need to inspect on fuselage |
| Re: Scribe lines | [url:2fhcqcit]http://www.sjap.nl/53.htm#Scribe%20marks[/url:2fhcqcit] Its all about Aloha! |
| Re: Scribe lines | Thanks for the link
What should be our nxt step after found scribe lines? I guess repai of the effected areas If no , let me know pls |
| Re: Scribe lines | You should follow SB 737-53A1262 We had NDT inspections and repeat inspections on the lapjoints. If the line is out of limits theres is a repair for it. (lots of work) Its not a simple thing, if you have many scribemarks, you must inspect the whole a/c (strip paint, remove wing/body fairings, remove sealant etc.) We had a laser instrument to determine the depth of a scribe and so we could decide what work was necessary. But now all our classics are gone so we dont use it anymore. |
| Re: Scribe lines | Dear friend. If you have access to My Boeing Fleet ,see scribe line update /commercial aviation services.Ref. 737-53A1262.Rev 2(737 Classic technical Review,Mike Bigler) MOM 1-640776928, 08 Oct 07. AD 2006-07-12. Good luck |
| Re: pointer bugs B737-cl | Hello . I found another P/N 911020-001 Pointer. See ya |
| Re: pointer bugs B737-cl | Depends on the P/N of the instrument.
CMM is the place to look. |
| Re: Nose wheel interchange on CL | sorry not yet…I was cover AOG on far east…i do it soon |
| Re: troubleshooting for engine fire detection system | Yes,it for 737NG,CFM56-7B engine. TOTAL RESISTANCE +/- EQUIPMENT NUMBER DEFECTIVE LOOP705 25 M1757 UPPER FAN750 26 M1758 LOWER FAN797 27 M1759 LEFT CORE846 28 M1760 RIGHT CORE how to mesure the TOTAL RESISTANCE in this table? |
| Re: troubleshooting for engine fire detection system | In the FIM 26-10 TASK 805 A.(2),it have this word: (2) These faults occur when the fire detection control module, M279 detects a fault with an engine fire detector element. Loop A and B elements for each detector assembly have the same equipment number. [color=#FF0000:2e7tsrdy]NOTE: For example, a CORE RIGHT fault indication can be one of these faults: * Right core detector * Upper and lower fan detectors * Wire bundle between the right and left core detector * Wire bundle between the right core detector and control module[/color:2e7tsrdy] for the red color section,I don’t understand. |
| Autopilot deviation | Hello folks, Anyone can help with a 737-400? Both autopilots A and B, during climb make large changes, going up and down, 2000 ft per/min and 500 ft per/min. We did some troubleshouting, replaced the stab-trim servo motor and the problem stills. At cruise the stabtrim is overtrimming all the time, up and down, two turns and hardly maintain the Fligth Level. During descend with flaps 30, sometimes rotate six turns or more, up and down. <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> Could be the aircraft need a new stabtrim adjustment? Thanks |
| Re: Autopilot deviation | I think I would consider replacing the mode control panel… |
| Re: pointer bugs B737-cl | You got that right,dude. |
| BATT DISCHARGE | Hello every body…as you know i´m a pilot. I´m now flying 737-700/800 and I have one question today. What happens in flight with all generators working and the BATT DISCHARGE Light comes on ???. By the way… what happens if in any case ( for example due to a failure ) my two batteries dies… I mean the chargers are not working any more and both batteries came totally discharged ?
Thank you very much for your time and patience !! Herni. |
| Pressure bulkhead bolts | Hi it was needed to remove the bolts for structural repair on b737 ng. For b737 cl i found an service letter and it says that more than five bolts mustn’t remove in a row at the same time.but i couldn’t find such a thing for b737 NG in AMM or SL. Is there any experience about removing the bolts of aft pressure bulkhead |
| Re: BATT DISCHARGE | Thats 2 questions, not one ! <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> The amber BAT DISCHARGE light comes on when any one of these output conditions are true for either battery:• Current draw is more than 5 amps for 95 seconds • Current draw is more than 15 amps for 25 seconds • Current draw is more than 100 amps for 1.2 seconds.The switched hot battery bus is powered whenever the battery switch is ON. The hot battery bus is always connected to the battery. There is no switch in this circuit. The battery must be above minimum voltage to operate units supplied by this bus. An amber BAT DISCHARGE light comes on when excessive battery discharge is detected.Battery Charger Transformer/Rectifier Dual BatteryThe purpose of the battery chargers is to restore and maintain the batteries at full electrical power. The main battery charger is powered through AC ground service bus 2. The auxiliary battery charger is powered through AC ground service bus 1. The battery chargers provide a voltage output tailored to maximize the battery charge. Following completion of the primary charge cycle, the main battery charger reverts to a constant voltage TR mode. In the TR mode, it powers loads connected to the hot battery bus and the switched hot battery bus. The main battery charger TR also powers the battery bus if TR3 fails. With loss of AC transfer bus 1 or the source of power to DC bus 1, the AC and DC standby busses are powered by the main and auxiliary battery/battery chargers. The auxiliary battery charger and battery are isolated from the power distribution So in your case the charger is u/s or the AC gnd srv bus lost power. |
| Re: BATT DISCHARGE | Oh and if your batteries are discharging in flight, i think you do the NNC ? Land ASAP? |
| 737/400 # 4 Slat Transit Light illuminates | Hi brothers , we have got a problem on led.4 slat transit light illuminates.
1- ı adjust mid , extend , full extend targets solved other day illuminates again. that is very amazing situtation , light go out on ground (when did something ) than opening and closing several times , everything is normal but when aircraft go to flight that illuminates ? what is your opinion ? |
| 737/800 A/B Problem | Hi ,
firstly ground operation is normal , but when landing without presssing pedals auto brake disarm light illuminates . AACU Only giving power a/b error. * Anti skid auto brake control panel , anti skid auto brake pressure module , brake pedal switchs , parking brake shut off valve and right switch pack replaced but fault continue . . . what is your opinion ? |
| Re: 737/400 # 4 Slat Transit Light illuminates | Maybe the target is very critical adjusted. And with airloads on the slat it might change, and then the target is just out of range? Or the switch is critical and is due to fail. It happens. Also in mid extend the slat might vary because of weak aux track roller ajustments. You might check this spring adjustment. An incorrect adjustment caused some troubles on our classic once with a autoslat test during flight. see the video on the site with the autoslat testflight. |
| Re: 737/400 # 4 Slat Transit Light illuminates | Try with SRM,SOPM,BONDING HARDWARE,next hardware,or contact MBF customer help. Good Luck |
| 737 NG Lubrication Unit | Hey guys I was wondering if you can tell me how to replace the lubrication unit on the Oil system. The MM has nothing with regard to the oil that is required to open the Anti-leakge valve. what if the ‘new’ lubrication unit was ‘dry’ ? |
| Re: csd oil leak | PLS MA MAN REPLACE THE CSD. |
| fuel crossfeed valve removal/installation B737-300 | In the removal the Crossfeed valve from wing rear spar,how is stop it the fuel to run out there is a check valve or something to avoid the fuel leak AMM 28-22-21 may be gate assy.thanks |
| Re: fuel crossfeed valve removal/installation B737-300 | There is a maximum of fuel allowed to stay in the tank. It is stated on a placard near the valve. It must be in the AMM somewhere. |
| Re: fuel crossfeed valve removal/installation B737-300 | thank for your help,SJAP Seeya |
| Re: 737 NG Lubrication Unit | AMM say nothing about this, replace lube unit as described, I’m think that CFM now it better:) Anti leak vlv open by oil pressure from rear sump and I think that oil will not drained fully from system during replacement. Pump will push remained oil and open vlv. We repaired lube unit, but on CFM56-3 and find no any faults after removal/installation. |
| Re: fuel crossfeed valve removal/installation B737-300 | Yea:) one time we have fun with full tank:)) it was wonderful:)) |
| Re: BATT DISCHARGE | Thank you for your replay and your time. It´s true… they were more than one question!. Sorry about that. <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –>
Thanks for the data. There are some information we don´t have in our AFM. Sorry. The question are: What do I have to wait if during flight the batteries (BOTH) discharge, inspite of the fact the generator still working? Is it a weird situation or could happend? DC BUS still provide all the necesary DC power or is there a conflict if the bateries are fully depleted ? Is this situation posible? I think there are no NNC for this. The LOSS OF BOTH ENGINE DRIVEN GENERATOR does not aply. Herni. |
| Re: 737 NG Lubrication Unit | Simple replace it without removing the anti- leakage valve The purpose of anti-leakage valve is to take care of oil flow downstream of it. As there is no pressure it will remain closed |
| elevator tab push rods adjustment | i did adjustment of elevator tab push rods and final adjustment was for left 0.355 and for right 0.361 now i have doubt is it necessary that both reading should be same , as its not mention in amm? |
| Re: elevator tab push rods adjustment | yes there is a limit in which they should be the same, it is in the amm. Read it carefully ! |
| Re: 737/800 A/B Problem | My Opinion:
" Power A/B " should be the box. BRGDS |
| Re: Scribe lines | Hello "raghav"!!!
The most important thing is, that in aviation "aluminium clad panels" are used. BRGDS |
| Re: DUCT PRESSURE SPLIT | Hy "hanish737" !!!
Did you chech the supply line for the BAR? BRGDS |
| Re: DUCT PRESSURE SPLIT | Have u checked with precooler?
May be cracked or dirty |
| Re: elevator tab push rods adjustment | Okie I will read it again
But if I didn’t get will u pls help me ? |
| Re: elevator tab push rods adjustment | Didn’t find sir, One more thing, how far from trailing edge of tab should we take the measurement ? |
| Re: elevator tab push rods adjustment | In the CL AMM I think the allowable difference is found in the tab adjustment after FCF section. NG; AMM 27-31-00-820-805 G(6)-G(7). The tabs are not required to be the same measurement. If you are rigging to nominal, which by your numbers it appears you are, you need to be 0.360"+- 0.010". So your measurements are within limits. If you’re working a -400, we have found .320"-.330" has given the best FCF power off results. Did you use single point or four point average for your measurements? As for how far from the T.E. the measurements should be taken. I keep it less than about 0.075" from the edge. |
| Re: elevator tab push rods adjustment | Thanks yeelp Finally I adjusted it 0.353 for left and 0.355 for right, hope it will be fine, rest depends on test flight These measurements are after lock wiring of check nuts. Before lock wiring it was 0.357 for left and 0.360 for right I took readings 3 or 4 times after lock wiring ,N yes how far from trailing edge I put knife edge of elevator tab rigging tool at approx 0.01 ( but not mention in amm )It’s all about ng |
| Re: Scribe lines | Thanks all for help |
| Re: elevator tab push rods adjustment | raghav, Your’e good to go. There is no given distance from the T.E. to take measurements from. The manual only says to take the measurement from the T.E., so I just take it as close to the T.E. as practical and make sure I’m consistent on each tab. |
| Re: elevator tab push rods adjustment | Tnks yeelp It will give me some confidence as it is mine first elevator tab pushrods replacement . N yes the distance from the trailing edge of tab was same for both tabs on hinge no 3. |
| ACCEPTABLE REFERENCE FOR DISPATCH | Dear all technician,
I have a question regarding acceptable document or foam for dispatch. For example, Any reponse would be welcomed!! Regards, |
| Re: ACCEPTABLE REFERENCE FOR DISPATCH | That will depend on how your particular airlines maintenance program has been written. In my case none of the above could be used as a reference. Instead, I would have to go to engineering, who are able to use such documents to support writing a E.A (Engineering Authorization), which I then could use to sign the log page off.
In your example, we used E.A.’s to defer the log page as a PLT. After a couple of months it was incorporated into our AMM, so now we can dispatch the plane with a PLT deferral requiring troubleshooting be performed within ten days, without having to go to engineering. |
| Re: ACCEPTABLE REFERENCE FOR DISPATCH | In the example given in the 1st post, yes, it would be acceptable to use the SL.
If Boeing are saying its acceptable to dispatch, then in my mind, there is no defect. The Bleed pressures are operationally acceptable. Some Engineers are afraid of their own shadow…. |
| Congratulations !!!!!!! | sjap.nl The new design of the page looks very good and clear good job. vortex |
| Re: Congratulations !!!!!!! | new year with new desing ! thanks sjap for everything ! |
| M111/112 DIODE | Dear all,
I have a question regarding M111 & M112 DIODE shown on B738 SSM 80-11-11. I really want to know the purpose & function of the diode. Any response would be appreciated!! Best regards, |
| Re: M111/112 DIODE | Its for suppression of the kickback current when the solenoid de-energizes. it protects the contacts and saves the live of the startswitch. The voltage surge can reach several hundred volts which will arc across the switch contacts and quickly destroy them. |
| Hydraulic fluid contamination | Hey all,
ref CFM56-7 I have a question regarding hydraulic fluid contamination. I recently change an EDP case drain filter and notice a significant amount of very fine ‘sand like’ metallic paricles within the fluid – although the filter appeared clean (probably due to the minute size of the particles). Following this, I examined the EDP pressure filter – again the filter appeared clean but the oil did have very minor sand like particles as well. There have been no reports of any hydraulic problems in flight or on ground and the return filter DPI has not actuated. The AMM states that it is acceptable to have a small amount of uniform fine particles in the case drain, but states that if particles (does not state what size or amount) are found in the pressure filter, to replace the EDP. The pump in question has not been changed recently, so particles from the wearing in process I think can be eliminated. Due to the size of the particles I am of the impression that a bearing is wearing within the pump, although the total hours of the pump is fairly low. I intend to change the filters and run the engines and then re-examine. Can anyone share any of their experiences or knowledge on the matter as I’d like to get a better idea of what if deemed as an acceptable amount and what is not. Many thanks. |
| Re: Hydraulic fluid contamination | Hello,
What you described is what ive seen before, very small particles, more like black dust. |
| Self locking nut | Can I use self locking nut second time, I installed bolt with self locking nut In between I came to knw that I installed the bolt wrongly first time I didn’t give torque it was just lightly tight or I can say below the torque valve |
| Re: Self locking nut | Depends on which nut. A selflocking nut must have a minimum running torque stated in the AMM, in the applicable installation chapter or in the standard torque values in ch 20. Many times the AMM instructions call for a running torque check of the nuts. if you are above the minimum value you’re ok. |
| Re: Self locking nut | Earlier I installed the bolt as per Ipc diagram but amm saying reverse Both diagram should be same or can b different ? I checked the direction 4 or 5 times |
| Re: Self locking nut | You should always go by the AMM, as this is what you certify the job to. I have found the IPC diagrams to differ from the AMM on various occasions. You can highlight the issue with your Technical departmart, but I would fit the bolt/nut as per the AMM. |
| RADIO ALTIMETER 737-2 red light on ,, on RT unit | HI i have a radio alt snag on a 737-200 old generation no new mods done i have 860F-4 rad alt tx/rx RT , the snag is i can not clear the flag on the indicator and therefor the tcas and gpws is failing , the RT unit has a test / status red light in the front , this light is always on what is the significanse of this red light on the 860F-4 model RT units. the system has been buzzed out completely and also indicators changed and RT units changed including the antenna"s , the gpws and tcas system box’s removed still the same. the funtional press to test on the indicators work fine no problem they are p/n 522-4114-006 , so therefore the 30vdc +- ref voltage is there pin 12 on the RT box is your MON FLAG , what should the votage be on that output and what is the meaning of the red light on , on the box . is it looking for a valid or waiting for a valid in the box. could the RT unit be faultyplease anyone assistthankyou |
| Re: Self locking nut | Yeah finally I m with amm But I just want to knw tht both should be same or notBy ur reply I gt this that both should be same , it’s problem with IpcYeah will report soon to technical team |
| A sys hyd pressure problem | Hi brothers , we have got a serious problem on 737/800 ng
* a sys emdp on ı want to open ground spoilers a sys hyd pressure dropping 900 psi , master caution and low pressure indication coming after a few seconds pressure increasing to 2900 psi , low pressure disappeared. * with engine run up a edp and and a emdp on ı want to open ground spoilers a sys hyd pressure dropping 900 psi , master caution and low pressure indication coming after a few seconds pressure increasing to 2900 psi , low pressure disappeared. with emdp and edp working > ım trying again but result is same. than ı checked l/g retract with a emdp and edp on fault continue , only this error occuring with two ways 1 – open ground spoiler we replaced , a sys module emdp and edp low pressure switch , a sys module press transmitter , a sys emdp pump fault continue . . . what is your opinions ? Thanks |
| Re: A sys hyd pressure problem | So you have à collapsing pressure wen demanding large fluïd amounts . Check the quantity, it often is too high causing pump cavitation. Should be around 92%. Many times it is 105% or so that is way too much!. Is there good prepressure in the reservoir? The prepressure module may be clogged causing not enough air coming into the reservoir. Also check the prepress air filters of they are ok and installed correctly. If all of the above is ok i suspect a fuse somewhere in the system. That is what we had also sometimes. But first i suspect the fluïd supply system and related prepressure system.Finally you may perform an internal leakcheck of sys À iaw amm. |
| Re: A sys hyd pressure problem | Fluid was % 95 , firstly , ı will check sys air pressure filter and direction , other suspect even is fuses … |
| Re: Hydraulic fluid contamination | Hey, yeah I changed the EMDP filters as well – they were reasonabley clean. After the run, the filters and fluid were clean so I wasn’t too concerned. I thought I’d ask the question as I’ve not seen that amount of fine particles in the case drain before (I’ve changed an EDP once after finding quite large particle contamination), and just wanted to see what the majority of people would found acceptable ro how they would interpret the AMM. Many thanks for the response. |
| Thrust reverser inop | Hey everyone,
Came across a fault with a thrust reverser sleeve on an NG today. After landing, the I/B sleeve did not stow. Reset the stow and deploy faults on the EAU but after functioning the sleeves, the I/B sleeve again would not stow. We had significant difficultly getting it to restow – even manually through the drive on the sync lock. We were eventually able to get it to close (hyraulically) and locked it out for dispatch. The faults on the the EAU showed HYD ISO, STOW SENSOR and LOCK SENSOR. I am thinking that we will have to replace the control module, but I am confused as to why there only seems to be a problem with a single sleeve. If it was the control module, surely it would effect both sleeve on the same engine? The wiring diagram shows a rely in J24 which controls the sleeves individually – or perhaps it’s the locking actuator… obviously we’ll get a better look during the night stop. What would your opinions be? |
| Re: Thrust reverser inop | suggest u checking the SYNC SHAFT! |
| Re: Thrust reverser inop | Indeed the control is for both sleeves. Does it extend? if yes than the synclock is ok. something else is preventing it from moving. Manually is it very hard to move? then some mechanical fault appears to be the prblem. (1 of the 3 jackscrews, the sync shafts, the sliding parts (dirt, sticky, blocked by fod, loose) try to move it manually half way, does it stow? try to move it with stby press. does it move? If yes and not with normal hydr power then you should check the normal oper fuse.(we had this before too) |
| Re: A sys hyd pressure problem | ı checked air pressure filter and check valve direction that was normal. İs that problems reason can be ground spoiler interlock valve ? |
| Re: Thrust reverser inop | The sleeve extends no problem but does not stow. We’ve tried operating in standby but the same fault occurs. I’ve looked at the sync shafts and they appear fine. We are going to change the locking actuator as this seems to be the next logical step. Thanks for the input. |
| Re: A sys hyd pressure problem | Only if this valve is leaking internally. Then it is possible. try to check it with other systems, like trhust reverser #1, nosewheel steering, flight controls. Is the pressure dropping also very fast? or only with the spoilers? again, you might consider a internal leakcheckof sys a. |
| Re: 737/400 # 4 Slat Transit Light illuminates | we changed rod end switch , sys opr check is normal : ) |
| Re: A sys hyd pressure problem | [quote="sjap":2djuq0y9]Only if this valve is leaking internally. Then it is possible. try to check it with other systems, like trhust reverser #1, nosewheel steering, flight controls. Is the pressure dropping also very fast? or only with the spoilers? again, you might consider a internal leakcheckof sys a.[/quote:2djuq0y9]only with ground spoilers and landing gear retract.Pressure dropping very fast to 900 than three seconds it is increasing ( when 900 psi master caution and low pressure warnings coming )ı will swap deu’s and change ground spoiler interlock valve. |
| vsv dynamic rigging | does anyone use the dynamic rigging tools spl-9854 and spl-9866 and spl-9868 we have been having a few issues with our engines -56-3 carried out the static checks ok but for fine tuning it seems we should do the dynamic checks first we dont have these tools and they are expensive $50,000 plus is it really something we need or is there another way we have N2 and egt ok now after adjustment with good margin but now have slow start and slow accel with bleed on ?? no1 7secs no2 10 secs starting time 1min 55 secs any words of wisdon will be welcome |
| Re: vsv dynamic rigging | 7 sec is ok (7.4 sec max) and 10 sec is too slow. (from high idle to accell target.) If you did static rigging ok, make really sure the VSV feedback-cable is rigged ok. To the exact point. Then the VBV feedback should be ok too, make sure the vbv feedback mechanism (kicker mech) is not jammed. Make sure the vsv-actuators are rigged ok. and the feedbackcable is within resitance limits of the amm. they tend to get heavier in time making the engine running behind the input given.Make sure the partpower rigging is ok too.You may start by turning the vsv feedbackcable of eng 2 3 flats CCW (=open = faster, think like a watertap, CCW is open CW is closed) ). then recheck the accell time. 3 flats thats is half a turn only ! not too much else you get into the stall area. You may also make the SG of eng 2 lower , say 0.76, to make it faster as well.All these tricks may help the acceell time and startup time.so resume: check vsv rigging on target. check vsv feedbackcable resistance check vbv rigging and mechanism for binding. check pp rigging must be ok too tune up eng 2 3 flats CCW first to see the effect tune down the SG of eng 2 down to make it faster too. see the trim forms on the site under downloads to help you Oh and dynamic rigging is a huge job, you may get the same results with proper rigging and check like described. You may |
| Re: vsv dynamic rigging | With the right tools it is not that huge job! <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> We use the Tracking Trim Tester TEE62-1000 from RMS. (the TEE62-2 is the newer version) In my eyes the best tool to adjust the rigging. [b:2bqpsk0c]Buy it[/b:2bqpsk0c]. When the equipment is installed, you can adjust the feedbackcable in [color=#FF0000:2bqpsk0c][b:2bqpsk0c]one[/b:2bqpsk0c][/color:2bqpsk0c] run up. Installation time approximately 30 minutes, but then you do not have to stop the engine during rigging. Just trigger the switch to CW or CCW, see the actual changes on the plotter and check the accell time.Info for TEE62-2: <!– m –><a class=”postlink” href=”http://www.rms-testsystems.de/index.php/de/gse/tee62-2.html”>http://www.rms-testsystems.de/index.php … e62-2.html</a><!– m –>Our TEE62-1000: [url=http://imageshack.us/photo/my-images/407/tee621000.jpg/:2bqpsk0c][img:2bqpsk0c]http://img407.imageshack.us/img407/7199/tee621000.th.jpg[/img:2bqpsk0c][/url:2bqpsk0c] |
| Re: vsv dynamic rigging | Looks nice ifixplanes ! Good stuff. Unfortunately we had some old test stuff, we hardly used it. And now we dont have any 737 classics anymore so the experience and fun of adjusting these engines is history <!– s:( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:(” title=”Sad” /><!– s:( –>For Mike: i dont know how many classics you have (and for how long) to make it a good investment. |
| Re: A sys hyd pressure problem | Which low press light is coming on? Is the flight control low press light also coming on or only edp and/or emdp low press lights? All 3 low press switches work at the same pressures.Please tell so it may help narrow the playing field.fpetter |
| Re: A sys hyd pressure problem | Resut is same . . .
Please attend it , Functional Description The pump pressure switch closes and supplies a ground when the pump pressure decreases to less than 1300 psi. The ground from the pressure switch causes the HYD PUMP LOW PRESSURE amber light to come on. The ground from the pressure switch also causes the MASTER CAUTION light and HYD light on the system annunciator panel to come on. These lights come on when any of the amber lights on the hydraulic panel come on. The LOW PRESSURE amber light, the MASTER CAUTION light and HYD light go off when the hydraulic pressure increases to more than 1600 psi. Our hydraulic pressure dropping less than 1300 psi The LOW PRESSURE amber light, the MASTER CAUTION light and HYD light coming Than 3 seconds hydraulic pressure increasing to 3000 psi but The LOW PRESSURE amber light, the MASTER CAUTION light and HYD light arent go off |
| Re: Thrust reverser inop | What is the result after replacement of lock actuator? |
| Re: Thrust reverser inop | your problem can be related switch pack assy. |
| Re: A sys hyd pressure problem | fault coming air and ground.that is not important. if you on emdp fault coming (emdp low pressure coming ) if you on edp with eng run up fault coming. ) edp low pressure coming ) if you on emdp and edp fault coming. |
| equip cooling blower muffler | g´day mates, Id like to order new muffler for ground maintenance to make our hangar more silent:) but on the old one isn´t P/N , could you check yours and let me know which one is good to get? many thanks stan |
| Re: A sys hyd pressure problem | Swap the complete pressure module , thn try |
| Re: A sys hyd pressure problem | Hello Motortek. New to this forum. Have you had any luck with solving your Hydr "A’ Syst Px Problems ?Jeddy22 |
| Re: Thrust reverser inop | Any result |
| Re: vsv dynamic rigging | ok thanks for that <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: equip cooling blower muffler | well we may our own easy to do some ally pipe and old sound proofing just like a car exhaust and a bit of welding <!– s:o –><img src=”{SMILIES_PATH}/icon_e_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> |
| Re: Allowable limit of antenna damaged by lightning strike | Hello.. The signal strength of a very high frequency (VHF) receiver results from the sum of all gains and losses along the path. The signal starts at the transmitter, loses power through the cable to the antenna, gains power in the antenna, but loses power through the air along the path. The receive antenna adds gain, but the cable to the receiver adds loss. Poor or low quality connectors also add loss. _________________________________________ Have a look at: [url=http://www.aerialconcept.co.uk/:2f381gnl]aerial installation[/url:2f381gnl] | [url=http://www.aerialconcept.co.uk/:2f381gnl]aerial installer[/url:2f381gnl] |
| Re: Allowable limit of antenna damaged by lightning strike | [quote="criswat":1z8l06j6]Hello.. The signal strength of a very high frequency (VHF) receiver results from the sum of all gains and losses along the path. The signal starts at the transmitter, loses power through the cable to the antenna, gains power in the antenna, but loses power through the air along the path. The receive antenna adds gain, but the cable to the receiver adds loss. Poor or low quality connectors also add loss. _________________________________________ Have a look at: [url=http://www.aerialconcept.co.uk/:1z8l06j6]aerial installation[/url:1z8l06j6] | [url=http://www.aerialconcept.co.uk/:1z8l06j6]aerial installer[/url:1z8l06j6][/quote:1z8l06j6]I dont know if i must see you as a spammer with ads to your site, or are you really interested and related to aviation ? I think the first… <!– s:| –><img src=”{SMILIES_PATH}/icon_neutral.gif” alt=”:|” title=”Neutral” /><!– s:| –> |
| Re: Allowable limit of antenna damaged by lightning strike | [quote="sjap":3dr71oxi]… I think the first… <!– s:| –><img src=”{SMILIES_PATH}/icon_neutral.gif” alt=”:|” title=”Neutral” /><!– s:| –>[/quote:3dr71oxi] Right, his test is a "copy / paste" from here: <!– m –><a class=”postlink” href=”http://www.ehow.com/how_7555815_increase-vhf-signal-strength.html”>http://www.ehow.com/how_7555815_increas … ength.html</a><!– m –> |
| Re: Thrust reverser inop | Sorry for the late response. Yeah changing the locking actuator fixed the problem. Thanks. |
| Stab trim mechanism | Hey all,
Recently came across a snag where the crew reported an usual noise coming from the pedastool area when operating the stab trim (737 NG). We traced the noise to a slack chain on the stab trim fwd mechanism. We tensioned the chain as per the AMM during a night stop and have had no further reports. I just wanted to see if anyone else has had anything similar in the past? Just seems a really unsual item to loose tension and it appeared that the mechanism hadn’t been touched since manufacture. Many thanks. |
| Re: Thrust reverser inop | Bingo…. Thanks for share this kind of fault |
| Re: A sys hyd pressure problem | Any result? |
| Re: Stab trim mechanism | Have u checked the surrounding structure for obstruction? I remember there should be some slack on chain after tension. How much the chain was loose? |
| Re: Stab trim mechanism | There are also bearings in the pedestal that the manual trim wheel spline shaft runs through. I have seen those go bad and make a noise before they fail. They make even more noise when they fail, but that becomes a grinding noise that is easy to find. I could see the chain making noise if the flaps were down, and they were dining quick bumps on the trim. If it happened all through the flight, I would suspect you had or have something else going on. |
| Rudder pedal disconnect mechanism | What is the reason for a five second time delay during take off for the rudder pedal disconnect mechanism to disconnect? |
| Re: Rudder pedal disconnect mechanism | Maybe to make sure the a/c is airborne before disconnecting the nosewheel steering. Maybe Boeing wants to eliminate the possibility of loosing nosewheel control with the rudder pedals when the air/ground system senses ground then air then ground again, due to a bumping or in-transit situation. The idea behind it may be to think that if the systems are all in air-mode for at least 5 seconds, then the a/c must be positivily flying and there is no reason to assume the a/c is still on the ground.Its with lots of these things, the designers have thought about it, tested it, and made a choice of making it that way. Why? we will never know. |
| Re: Rudder pedal disconnect mechanism | 5 seconds. So you talk about the NG. <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> The CL have a equal system with a 10 second delay. In the AMM of the CL Boeing add a explanation for the delay: [quote:1wpg8vqg][b:1wpg8vqg]This prevents rudder pedal steering disengagement during takeoff on rough runways.[/b:1wpg8vqg][/quote:1wpg8vqg] |
| 737/300 brake automatic adjuster assembly | are any other operators experincing the loss of the pin and or nut or both on the automatic adjuster assembly of the brakes on the 737/300 |
| Re: 737/300 brake automatic adjuster assembly | [quote="drscott":3mrmw66n]are any other operators experincing the loss of the pin and or nut or both on the automatic adjuster assembly of the brakes on the 737/300[/quote:3mrmw66n] Never heard about such a event. Did you discover more than one event? |
| Cfm56-7b | What is the meaning of -7b in cfm56-7b? What is n1 trim ? How can we do n1 trimming?Need to know more Abt this |
| Re: Cfm56-7b | -7b is just the model number of this engine. -5 for example you find under A320. -7 is the model number, the B is this variant of this model. The -7E is the enhanced version found under the newer 737’s. (wikipedia)N1 trim is the difference of the real N1 needed for the real thrust provided, determined on the testcell only. The testcell measures the real produced thrust. Every engine is a bit different, so the N1 for each engine is different too for the same thrust. The N1 trim is there to make sure that, for example, at 100 % N1 (seen in the cockpit) the exact same thrust is produced for each engine, while the real RPM (not seen) may be slightly different. The N1 trim must be programmed in the ID plug of the engine. |
| Re: Cfm56-7b | Thanks for reply
But may I know how they achieve this trimming? |
| Re: Cfm56-7b | The trimming is done by pinprogramming the rating plug on the EEC. So this way the EEC is programmed to get the correct RPM for the asked N1. You can see the N1 trim level in the EEC bite from the CDU. |
| Re: Cfm56-7b | Thanks sir
2day I checked out the engine nameplate n found under n1 trim column "3" |
| Re: Cfm56-7b | [quote="raghav":30yztbnx]Thanks sir
2day I checked out the engine nameplate n found under n1 trim column "3" Its just a number. |
| Hyd fuse reset of leading edge devices | Dear all,
I have a question concerning hyd fuse rest. My question is hyd fuse can be reset by itself without maintenance action(reset procedure) I have recently experienced to be unable to retract the leading edge devices after takeoff. In this case, is the retract fuse also unsvcable? Any reply would be appreciated! Best regards, |
| Re: equip cooling blower muffler | We made one out of a traffic cone cut down on both ends with bunch of rags taped to the end. Just stuffed it in exhaust. |
| comm 2 doesnt transmmite | Good day
please i need a help, the a/c is 737 200 the comm 2 doesnt transmite but it has a good reception loud and clear,the comm 1 also works good,what can be the problem? thanks. |
| NG Captain’s ALT indication flucutates | Hi. We have a 737-NG which has a Captain’s Altimeter indication which flucutates all the time. It only changes by 20 to 40 ft up and down but does it on the ground or if test equipment is used to put altitude up to 35,000′. It is not related to ice or water in the static lines. The ADM, TAT probe and Pitot Probe have been replaced on advice from Boeing. The ADIRUs, SMYDs, DEUs and EFIS Control Panels have been transposed with no fix. All possible selections of instrument switching have been made (ie All on L IRU, DEU etc) still with no fix. We have not been able to reproduce the defect on the F/O’s side under any conditions. Anyone else ever had this? |
| Re: comm 2 doesnt transmmite | Tidinha: Have you tried swapping the Hand Mics (if using them for transmitting or else RT’s between Comm1 & 2. Plz let us ALL know if problem is solved already. Nice to have feedback, otherwise lots of Questions on Forums go un-answered & one is left wondering. Tks Jeddy22 |
| Re: Hyd fuse reset of leading edge devices | Yes the fuse may be resetting by itself if you wait long enough. We had this too, when the LE deviced where locked, we waited for hours, and then suddenly it worked again. The AMM reset procedure is also a way to reset it, it works. I think a very small internal leak inside the fuse may be a possibility to get this problem. If the problem comes back more often i suggest to replace the fuse. If it only happened once i would not worry. |
| Re: NG Captain’s ALT indication flucutates | I suppose the leakcheck on capt piot / static system has been performed? |
| Re: NG Captain’s ALT indication flucutates | Oh and check the AOA vanes. They have a correctional (calculated) influence on the altitude. |
| Re: Hyd fuse reset of leading edge devices | Release the hydraulic tank pressure for a few minutes is a quick help on the 737CL. I think that it is the same at the NG. |
| Re: equip cooling blower muffler | i have never seen a muffler on a NG in hangar. is it possible share photo if you doesn’t mind. |
| Re: NG Captain’s ALT indication flucutates | sjap of course has some good advice. If you want more help, respond to him/her, and I will add input also. As you can see by my screen name, I don’t want to expand energy if you are not going to use the advice. |
| Re: comm 2 doesnt transmmite | yes ,we need to give a feed back,my case i still waiting for the avionic to tell me if the snag still open or not. |
| A/T DESIGAGE | Good day
The a/c is 737 200 with -15 engines,the snag is the A/T is intermitent some times engage on ground and before take off desigage after take off it engage ,we replace the A/T box with a new one it was ok for 3 days ,some time it works ok.on climbing all the parameters are ok ,but on descent the throtlle levers has a split .pls i need a help. |
| B737 CL BATTERY DISCHARGED | Dear Fellas. My question is,about the recurrent causes the battery dischared , usually must be replaced before 03 month.any help thanks |
| Re: NG Captain’s ALT indication flucutates | Thanks for the replies guys. All leak tests and checks for everything were carried out. AoA sensor was also replaced. Although the Captain’s Ststic ADM had already been replaced with the defect still evident, it was replaced a second time and the defect cleared?! Seems odd to me, but I know that a mod had been done recently to add Cabin Alt and Takeoff config warning lights and some investigations had also been done around the CPCs for this defect so maybe there is a tie in there somewhere with the ADIRUs. Anyway, it is resolved for now! Cheers |
| Re: comm 2 doesnt transmmite | Thanks Tidinha for replying……….always good to know how snag was cleared. Rgds Jeddy22 |
| Re: A/T DESIGAGE | Maybe one of the a/t disengage switches are sticky and causing a disengage? It happens sometimes. Make sure they are operating ok and not binding/sticking. |
| Drilling correctly aligned holes through Aircraft Skin | I would like to introduce you to the thru skin sensor technology DAS Series – Drill Alignment System – Hole Finder/"Blind" Hole Spotter, manufactured by AAI Aerospace – See <!– m –><a class=”postlink” href=”http://www.aaiaerospace.co.uk/HoleFinder.html”>http://www.aaiaerospace.co.uk/HoleFinder.html</a><!– m –>.
This particular product, which my Company markets on behalf of AAI Aerospace, is very simple to use. It could potentially help to prevent the type of problem that occurred on the Southwest Airlines Flight 812 incident on 1st April 2011, where a portion of a Boeing 737-300 fuselage panel ripped open during flight (and where the NTSB’s initial findings mentioned that subsequent X-ray inspections had exposed problems with rivets near the spot where the holes in the upper and lower skin were found to have been slightly offset relative to each other and where many of the holes on the lower skin were out of round). We would like to make as many engineers as possible aware of this equipment which can be used wherever holes are manually drilled that require alignment at a specific location (with or without existing pre-drilled pilot holes) in another structural element below the structure to be drilled through (such as an aircraft skin). This equipment has potential applications in Aerostructure Production; Aircraft Assembly; Aircraft Conversion/Modification Programmes; and in Maintenance Repair and Overhaul (MRO) activities. All enquiries for the DAS Series – Drill Alignment System – Hole Finder/"Blind" Hole Spotter equipment should be addressed to myself, via e-mail to <!– e –><a href=”mailto:martinhyman@aerospaceconsultants.com”>martinhyman@aerospaceconsultants.com</a><!– e –> |
| DMC1264 | Anybody outthere that has the complete DMC 1264 contents list? Thanks in advance, a quick reply is highly appreciated!
Ciao |
| Re: DMC1264 | [url:3p6ixor5]http://www.danielsmanufacturing.com/assets/dmc1264_sl.pdf[/url:3p6ixor5]
I suggest to contact them to get the complete content list ? |
| Re: DMC1264 | Hello Sjap,
This list is easy to find but I am looking for the whole contents list <!– s:-) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:-)” title=”Smile” /><!– s:-) –> Boeing does not want to give it neither does Daniels… |
| Setting the wrong flt alt | Hi , can anyone clarify what would happen if I set say 3000ft in the flt alt of the press. panel by mistake and then climbed to 38000ft.Regards Homerj |
| Re: Setting the wrong flt alt | So, the flt. crew had a pressurization problem, but claimed the wrong flt alt. wouldn’t have caused the problem. Because then it would have been their fault. Am I close? |
| Re: Setting the wrong flt alt | Ah If I can blame the aeroplane I will ! Thankfully I haven’t messed that one up yet but was wondering What would happen if I did. I have an idea but was wondering What you engineers think. Cheers |
| Re: Setting the wrong flt alt | The flt alt setting is to tell the computer when the cruise mode is entered, then the system maintains a constant cabin altitude. From the AMM part 1:******************************* Cruise When the airplane external pressure decreases to within 0.25 psi of the FLT ALT selection (cruise altitude), the cruise phase starts. In the cruise phase, the system maintains a constant cabin altitude. The cabin altitude will be the landing field elevation for flights with a flight altitude of 18,500 feet or less. For flights with a flight altitude above 18,500 feet, the cabin altitude will increase to a pressure differential that airplane is within a safe limit.The maximum cabin altitude for most flights is 8,000 feet.When the landing field elevation is more than 8,000 feet and the flight length is less than 60 minutes, this occurs: * Flight crew enters the actual landing field elevation prior to departure * During the cruise phase, the cabin altitude is the landing field elevation. When the landing field elevation is more than 8,000 feet and the flight length is more than 60 minutes, this occurs: * Flight crew enters 6,000 feet for the landing field elevation prior to departure * During the cruise phase, the cabin altitude is per the pressure schedule * Twenty minutes prior to landing the flight crew enters the actual landing field elevation * The cabin altitude then climbs to the actual landing field elevation. NOTE: When the cabin altitude increases to more than 10,000 feet, the cabin altitude warning alarm will sound. You can push the ALT HORN CUTOUT switch to deactivate the alarm.********* Hope this helps you understanding the system. |
| Re: Cfm56-7b | Found, thanks to a colleague of mine: |
| Avionic line mx tooling and hardware | Hi !
I´m preparing an avionic hardware kit to use on the line. Can anyone recommend what sizes of pins and sockets to carry in an avionic hardware kit for line maintenance. Also any inputs regarding any additional avionic hardware to carry on the line is more than welcome. We currently just have the usual stuff like splices, heatshrinks, ringterminals, etc. Looking forward to your inputs in to this thread, redvald <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> Line maintenance work B737CL/NG, A320 FAM, B757 |
| B737-400 Engine Start | Need your valuable input ..everyday on first start of the day ,#2 engine hangs for 3-8 sec after starter cut out(N2 46.2%) with EGT flashing at 550degrees then N2 rises to stabilise at 62% idle(Normal)..Note this only happens on first start of the day ,the rest of the starts are normal.. normal O.A.T(ambient Temp) is about 28degress celcius..What could be the cause of this hanging.. |
| Re: Avionic line mx tooling and hardware | Hello,
If you go to DMC website you can choose an applicable DMC kit. If you go to the contents of the kit for your aircraft type, it will tell you for which connectors the kit is for. These are the connectors you will find on that specific aircraft. Now it’s wasy to cross check the Standard Practise Wiring Manuals to find the partnumbers you need. I am looking for the complete contents list of the DMC kit 1264. Do you have or do you know someone who can provide this? Best regards |
| Re: B737-400 Engine Start | try this tip. 1. motorize engine for 2 minutes . stop engine till N2 is zero. then start the engine. |
| CFM56-3B2 ENGINE N2 LOCKED | good day. hope some one guide in fixing the following trouble of CFM56-3B 1.Recently we have installed a NEW engine (with NEWLY build core major module at shop visit) on B737-300 at RH WING POS. In LINE OPERATION some times it happens N2 is locked during start up and No N2 rotation is observed Start valve open indication is observed normal. 3 starters have been replace so for in just one week period and all 3 starters found NORMAL non of them found with sheared shaft. BSI of the engine is correct MCD,s inspection is OK. during FREE rotation check ONCE we have found N2 locked and same became NORMAL after some cool time with out doing any thing. Engine starts normal when the N2 rotor is Free to rotate after some cool time. your valued advise will be appreciated……….. |
| Re: B737-400 Engine Start | I’ll take a shot at it. I can’t profess to be very proficient at engine troubleshooting and I haven’t done any in quite a long time. Since its always the first start two factors come to mind that are different from subsequent starts, heat and time. I think you may have leaking fuel nozzle(s). Malikji’s suggestion to dry motor the engine may be able to confirm it. Another possibility would be to drain the fuel manifold after the last flight of the day, reconnect and start the engine the next morning. Of course you could be proper, and perform a fuel nozzle leak check and replace any found leaking.I was able to find a supporting document. Although it pertains to the NG, I think it would also apply to the -400. FIM 80-05 task 806. "slow N2 acceleration to idle or hung start" Para. B(7) Fuel nozzle leakage (if first start of day or cold soaked engine).I hope you’ve already found the problem or that my suggestion is of some help.Let us know what you find. Peter |
| Re: CFM56-3B2 ENGINE N2 LOCKED | It happens on new engines that when it is warm or hot after flight, the N2 will be stucked, due to the larger turbine blades contacting the outer shroud. When we had this, we just sit in the inlet, turn the N1 fan by hand to force some cooling air through the engine, cooling off the N2 blades (turbine). After a while the N2 is free again. It should be ok after a few flights, since then the blades/shroud are run-in to each other. If not, you might have a hptcc system problem or failing valve, since this is cooling off the turbine housing (too much maybe). You might replace this valve for T/S. |
| Re: CFM56-3B2 ENGINE N2 LOCKED | thanks SJAP……….. same valve i am planing for replacement…. But is there any specific time period for the engine to become normal since its installation |
| A/T SNAG | GOOD DAY ALL ,PLEASE I REALLY NEED A HELP ,THE A/C IS 737 200 WITH -17 ENGINES.AND THIS IS THE SITUATION WE ARE FACING: 1-A/T ARMS ON GROUND WITH NO PROBLEM. 2-A/T DISCONET IF YOU PUSH THE TO/GA SWITCHES ON TAKE OFF 3-IF YOU DO NOT PUSH THE TO/GA SW ON TAKE OFF AND SET MANUALY THE THRUST IT WILL CATCH UP FROM THR HLD. 4-AFTER TRH HLD IT SEEMS TO WORK NORMALLY. 5-WHEN YOU PUSH EPR TO SET CLIMB THRUST ,N1 GOES APROX TO 90% BUT DOES NOT SET EPR BUGS. 6-2%N1 DIFERENCE IN N1 DRIVEN BY THE A/T DURING CLIMB. 7-3/4 BALL SPLIT ON THE THRUST LEVERS . 8-100% NORMAL USE ON CRUISE BUT THROTTLES SOMETIMES JUMP SLIGHTLY. 9-NO INFORMATION DISPLAYED ON THE FMA ABOUT THE PDC THRUST SETING(TO,CLB,CRZ,DES,GA)PLEASE IF YOU CAN HELP WE CHANGE THE COMPUTER BOX ,STILL WE HAVE THE SAME SNAG.THANKS FOR YOUR HELP. |
| Re: Cfm56-7b | Thanks buddy |
| APU GTCP85-129 WITH/WITHOUT EXTERNAL SHIELD | I have a concern,in the task card 49-031-92-01,statement call for a fuel sensing control valve test ,APU with external shield ,APU without exterrnal shield INSPECTION/OPERATION,what does mean that ? thanks. |
| Re: CFM56-3B2 ENGINE N2 LOCKED | Malikji
Have u got the solution ? |
| Re: APU GTCP85-129 WITH/WITHOUT EXTERNAL SHIELD | If the SB GTCP85-49-7096 is incorporated you have a external shield around the turbine plenum. You can do examine the fuel lines during operation of the APU. If there is no external shield (pre SB) you have to shutdown the APU first. |
| Re: APU GTCP85-129 WITH/WITHOUT EXTERNAL SHIELD | Appreciated that Ifixplane is a good input.
Seeyaa,,,,by spalling |
| Re: APU GTCP85-129 WITH/WITHOUT EXTERNAL SHIELD | Dear fellas, I found more info,as follow .A GTCP85-129(H) APU experienced a turbine rotor separation during in-service use on a B737 acft .A turbine nozzle side plate punctured the turbine plenum and stuck in the adjacent APU fire shroud.Allied Signal has designed an external Shield PN 3844783-1 and 3844783-2 to prevent the escape of secondary fragments in the event of turbine rotor separation Service Bulletin GTCP85-49-7096.Revision 1 |
| Re: APU GTCP85-129 WITH/WITHOUT EXTERNAL SHIELD | [quote="spalling":20gqdson]Dear fellas, I found more info,as follow .A GTCP85-129(H) APU experienced a turbine rotor separation during in-service use on a B737 acft .A turbine nozzle side plate punctured the turbine plenum and stuck in the adjacent APU fire shroud.Allied Signal has designed an external Shield PN 3844783-1 and 3844783-2 to prevent the escape of secondary fragments in the event of turbine rotor separation Service Bulletin GTCP85-49-7096.Revision 1[/quote:20gqdson] You need nearly 3 day to find out the cause for SB GTCP85-49-7096? Uhh… thats long. <!– s;-) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;-)” title=”Wink” /><!– s;-) –> |
| Re: APU GTCP85-129 WITH/WITHOUT EXTERNAL SHIELD | So what ¡¡¡¡¡are you my dumb boss ?
Have a nice day <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| anti icing of stab. | i would like to know that why anti or deicicng is not c/o on 737ng tail area,but was c/o in old 727.s also in 737cl, whole l/e lats were anti iced but in ng,last outboard is not. why radome or antennae or the inboard wing not heated,is it bcos they are bigger . |
| structures | Hello sir, I would like to know about the structure,joints in wing root area..etc were is the best literature found about how wing joined at fuselage |
| Re: APU GTCP85-129 WITH/WITHOUT EXTERNAL SHIELD | [quote="spalling":2jw33hic]So what ¡¡¡¡¡are you my dumb boss ?
Have a nice day <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –>[/quote:2jw33hic] |
| Re: structures | The wings are joined together on the production line, they align the wing with the fuselage (with lasers) and then they drill the holes through them, you can see all these bolts when you remove the lower LH and RH panels outb of the airco-bay doors. The upper ones are visible through the upper wing/body fairings (when removed) and from the cabin above the center wing tank area with floors open. The joints are with bolt/nut and then sealed off completely. |
| Re: anti icing of stab. | The stab on the 737 may have some ice build up, it is not criticial enough when it happens so theres no system to prevent it. If it was critical or neccessary then Boeing would make is heated. The 727 has a high stab, this is more critical when it has ice on it, maybe to prevent a deep stall too when it can happen.The classic has 3 slats heated the NG also, again when the outer slat (and inboard LE) has ice build up, it is not as critical as we think. It is permitted to have some ice there, so they didnt make a system there to prevent it otherwise they would do it. |
| Re: APU GTCP85-129 WITH/WITHOUT EXTERNAL SHIELD | Am sorry maybe a misunderstanding,no hard filling .
See ya <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> . <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| reservuar and cdu hydraulic indicator dis agree.. | hi friends <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –>
at 737 800 when ı checked hydraulic level from cdu, it is not stay stable. it goes 89 then 90 then 91 and sometimes 88 like that.. ı went to wheel well and ı checked it from reservuar and reservuar hyd indicator is stable, is not moving it indicates about full. thanks frins for yours answers… please help me… |
| Re: reservuar and cdu hydraulic indicator dis agree.. | Check the elec connector on the transmitter, there might be some erratic connections, Clean them. If that does not work, replace the transmitter if you want to get rid of the fluctuations. |
| Re: reservuar and cdu hydraulic indicator dis agree.. | thank friend <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –>
ı will try it.. |
| 737NG AND 737 CLASSICS DIFFERENCES NOTES OR MATERIAL | GOOD AFTERNOON,
CAN ANYBODY HELP ME WITH ACQUIRING SOME MATERIAL OR NOTES GIVING DIFFERENCES BETWEEN 737NG AND 737 CLASSICS THANKS |
| FMC problems on B737 700 | we have a problem with the FMCs on b737700 we have a dual fmc and the problem is: sometimes , either inflight or on ground, when we select on the right mcdu a direct to waypoint,we have this as a result: – on the left ND , no any change from the previous situation but on the right ND all it’s ok (dashed line and when we execute became magenta ) -we don’t have any fuel calculation neither estimates on the mcdus – we don’t have optimum FL , on the mcduMore information all it was ok , all swithes and breakers and informations on the fmc (ZFW, FUEL, ROUTE, PERFORMANCE,…..)but when we select fmc both on left , the left ND became normal identical to the right ND but "we don’t have any fuel calculation neither estimates ,we don’t have optimum FL" and after that we select fmc both on right, the left ND became normal identical to the right ND, and now we have all informations on the mcdu (fuel ,estimates, optimum fl …..) next we select fmc both , all informations remain correct and we continue normal operationsfew minutes later , same problem, we do the same procedure until the end of the flight. no any fmc alert message. we don’t know what’s the problem <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| Re: FMC problems on B737 700 | When did the problem start…?
I’ve seen some very strange behaviour after a poorly programmed NDB was loaded… |
| Re: FMC problems on B737 700 | I agree with Dunny on the NDB. It sounds like something in the left FMC you may want to swap them and see if the problem moves when you do. Does the FMC bite show any faults on any of its pages? Have you tried a reboot on the whole system to see if that makes a differance? It may have been a start up issue. |
| Re: FMC problems on B737 700 | The problem start inflight and we don’t hanve any message on the mcdu.
The aircraft was .grounded for C check few days before. |
| Re: FMC problems on B737 700 | And also we did a several reset ,total reset no change |
| 49-41010 NO ACCELERATION SHUTDOWN | Hi brothers, we have problem on our 737/800 ng apu
49-41010 NO ACCELERATION SHUTDOWN fault code taken from cdu. We replaced , Starter generator Fault history – no acceleration shutdown On ground opr. we starting a few times but apu is normal. Amazing point is apu oil indicator on apu doesnt change. on or off position is everytime is same. |
| Re: 49-41010 NO ACCELERATION SHUTDOWN | How old is this apu? Our experience is that after a long time (6 to 8 years) the APU is at its end of its life and is getting similar faults. Investigation shows that the turbine wheel is burned away too much… See this similar topic about the same fault: [url:1scy9jry]http://sjap.nl/forum/viewtopic.php?f=1&t=794&hilit=turbine[/url:1scy9jry] |
| Re: A/T SNAG | I thnik it may not be A/T problem. You should lubricate SERVOMECHANISM or THROTTLE CONTROL CABLES. |
| Re: HARD/OVERWEIGHT LANDING | Download and read QAR data. |
| Re: YAW DAMPER INDUCES YAW MOVEMENT DURING FLIGHT | Check leakage of PCU and YD SV、YD EHSV or replace them one by one. |
| Re: FMC problems on B737 700 | Sometimes defect of software cause abnormal work. Try to reinstall FMC OPS or upgrade it as possible. |
| Re: FMC problems on B737 700 | The FMC’s have a BITE download facility.
If you cant find the fault, download the BITE history and send it to the manufacturer. The procedure is in the AMM. |
| Re: HARD/OVERWEIGHT LANDING | mfinger gave him a good answer….
seeya |
| Re: structures | thanks, i read in task cards that wings are joined to centre wing thru terminalk fittings………… |
| 737 NG APU air inlet door | Why is the air inlet door of the APU not flush with the fuselage when the APU is shutdown. This is likely to cause nesting by birds on the ground and windmilling of the APU inflight. What is the logic behind keeping the door slightly open? |
| Re: 737 NG APU air inlet door | You’re right i have heard the reason sometimes long ago but i forgot.
Anyway, if the bird wants to make a nest, and the inlet is closed, it makes it’s nest on the other side… |
| Apu start b737-ng | Hi friends!!!! Can we start the Apu if the Apu fuel shutoff valve is not fully open( mid position , fuel is flowing ). |
| Re: Apu start b737-ng | No you can not. The fuel valve must complete the open circuit to the ECU before the signal is sent to the inlet door. Though it may seem like you could as the ECU will fire the ingitor at 0 speed. Once the inlet door open switch is made and reported to ECU, the starting sequence beings from the ECU. |
| Re: Apu start b737-ng | Thanks for the reply ,
Is there any position sensor on Apu fuel shutoff valve , who is sending signal to ecu for start sequence ? |
| Re: Apu start b737-ng | APU Start Sequence The ECU controls the APU start sequence. This is the start sequence: * At 0 percent speed and before the start system is energized, the ECU energizes the ignition unit * At 0 percent speed for start or 7 percent speed for restart, the ECU energizes the starter-generator * At 7 percent speed, the fuel solenoid valve opens * At approximately 30 percent speed, the Low oil pressure light (P5) goes out * At 60 percent speed the ignition unit deenergizes * At 70 percent speed, the starter-generator deenergizes * At 95 percent speed, the APU can supply electrical power up to 41,000 feet (12,500 meters). The APU can also supply air up to 17,000 feet (5183 meters) * The APU accelerates to 100 percent speed. |
| Re: 49-41010 NO ACCELERATION SHUTDOWN | [quote="sjap":3o42ff92]How old is this apu? Our experience is that after a long time (6 to 8 years) the APU is at its end of its life and is getting similar faults. Investigation shows that the turbine wheel is burned away too much… See this similar topic about the same fault: [url:3o42ff92]http://sjap.nl/forum/viewtopic.php?f=1&t=794&hilit=turbine[/url:3o42ff92][/quote:3o42ff92]yes that is right , baroscoped apu , turbine wheel is burned.we replaced apu , now normal |
| Engine low oil pressure classic | Good evening Gentlemen, During a simulator session the instructor (TRE) simulated an engine no. 2 low oil pressure. While the CM-1 was addressing the QRH the engine fire alarm was set on so CM-1 executed the engine fire memory items. On debriefing we were told by the instructor that the ensuing engine fire was a consequence of our somewhat slow reaction to the non normal event. I do wonder whether in reality an engine low oil pressure caution would then cause an engine fire if the emergency is not immediately dealt with, i.e. time to pick up the QRH, open the right page, read, understand and implement the proper action. My other concern goes to the simulator device at Sabena Academy in Zaventem. Could they possibly have devised a logic that makes an engine low oil pressure situation develop to an engine fire? I am eager to read your comments, Many thanks in advance, Vinio |
| Re: Engine low oil pressure classic | to your first question, I do not have a good answer, too many variables. to your second question goes a strong yes. they can set it up to what parameters they want, or they can induce an emergency when they wish. simulators are a great tool, and they can do many things to teach from and learn from. they are not set on any specific limit, because those always change. learn what you can when you get a chance to get in one, and never expect to have all the answers. |
| Re: Engine low oil pressure classic | Yes slacker is right, and yes, the situation may get worse if yoy do not act quick enough. Of course you have to get the checklist and read and act. But you also must have some fire-drill actions as memory items. I was in a simulator last week for testrun training, and there you MUST act on a engine fire by memory items , and THEN after the actions read and re-check the checklist to make sure nothing is forgotten. The simulator can train you for this, and the instructor can also push you to the limit as you are reading the checklist and meanwhile introducing another fault (fire) or more. |
| Re: reservuar and cdu hydraulic indicator dis agree.. | [quote="SEXPRESS":vkvb95zg]thank friend <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –>
ı will try it..[/quote:vkvb95zg] if it is not come good , you can try change deu’s for this fault. because , The transmitters send signals to the display electronic units extra note : The fluid quantity transmitters are not interchangeable. The |
| Re: 737NG AND 737 CLASSICS DIFFERENCES NOTES OR MATERIAL | Max differential pressure:
Classics 8.65psi Classic: Switching the battery off will shutdown the APU on the ground only. NG: Switching the battery off will shutdown the APU in the air or on the ground. Apu Max recommended start altitude – 25,000ft Classics; No limit NG’s. [img:2by4fj1b]http://f1210.hizliresim.com/12/v/fb6lk.gif[/img:2by4fj1b] * [img:2by4fj1b]http://f1210.hizliresim.com/12/v/fb6m0.gif[/img:2by4fj1b] |
| Re: 737 NG APU air inlet door | There is a note in the AMM which explains the slightly open position:
[u:1vr6scst]NOTE[/u:1vr6scst]: |
| Re: Apu start b737-ng | Apu inlet door door has a switch which gives signal to ecu that door is fully open, What thing Apu fuel shutoff valve have to tell ecu that valve is fully open or not? There is a protective shutdown for Apu fuel shutoff valve But I m not able to trace from where ecu will take signal about Apu fuel shutoff valve is fully open or not |
| Re: Apu start b737-ng | [quote="raghav":21iyuhpk]Can we start the Apu if the Apu fuel shutoff valve is not fully open( mid position , fuel is flowing ).[/quote:21iyuhpk]Not normally, but anything is possible. If the butterfly jammed and sheared the shaft between the motor and butterfly, the APU might be able to start with a partially open valve. It would probably shutdown when a load was applied. [quote="raghav":21iyuhpk]Is there any position sensor on Apu fuel shutoff valve , who is sending signal to ecu for start sequence ?[/quote:21iyuhpk]Ultimately the inlet door open switch. The power to open the inlet door first goes through the fuel shutoff valve open limit switch, so the fuel shutoff valve has to be open before the inlet can begin to open. [quote="raghav":21iyuhpk]What thing Apu fuel shutoff valve have to tell ecu that valve is fully open or not?[/quote:21iyuhpk]The open limit switch in the fuel shutoff valve.[quote="raghav":21iyuhpk]But I m not able to trace from where ecu will take signal about Apu fuel shutoff valve is fully open or not[/quote:21iyuhpk] I think the only input to the ECU that indicates the fuel shutoff valve being open is the inlet door full open switch. |
| Re: Apu start b737-ng | thankx yelep |
| Re: 737 NG APU air inlet door | Thats an interesting explanation. I have many more doubts will bring em up soon.. <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: 737 NG APU air inlet door | Thanx for sharing the pic and the info. |
| Out flow valve. | Why is an abrasive layer provided on the out flow valve on the inside. What is the exact function of teeth of both the edges that mate. |
| Re: Out flow valve. | The layer is called "Antiskating Foil", but i have no clue what that mean. <!– s:( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:(” title=”Sad” /><!– s:( –>
I can only guess regarding the teeth: noise reduction? |
| Re: Out flow valve. | The teeth are there to stop ice causing the valve to seize.
The Anti-skating foil is there to reduce the noise of the airflow through the valve. How effective this is, I’ve no idea….. |
| Re: Engine low oil pressure classic | Dear sjap and slacker , Many thanks for your contributions. Having settled that any of the known mulfunctions, or a combination thereof, can be set up in a simulator environment for training purposes, I still wonder why Boeing dose not provide memory items for the engine low oil pressure drill nor is this included in the quick action index . In other words, has anybody knowledge of a severe engine oil leak leading to engine fire rather than seizure? |
| Re: HARD/OVERWEIGHT LANDING | Just easy with ACMS’ data, because the data from QAR or DFDAU (official source of G) always showed different values like ACMS.(At least in my practice). Cheers |
| Re: Engine low oil pressure classic | Mr. Vinio, First of all, your checklist has nothing to do with Boeing, or CFM. Your carrier makes the checklist, and your governing agent approves it. I can guarantee Boeing has a checklist for anything you can think of, but, if you don’t want to pay, they will not provide. Your memory aids are, in my opinion, up to you to be responsible for. You can blame anybody you wish, but at the end of the day, the information is there for you, if you want to find it. Training is what you make of it. I have made a good career of training, but I do not expect anybody else to find what I need to know. They provide what they think I need to know, I am responsible for what I need! |
| Re: Out flow valve. | Yeah, I remember our first delivery with Jaws the outflow valve. I must admit, I thought it was for ice control. The anti skating foil however was a complete WTH is that. <!– s:? –><img src=”{SMILIES_PATH}/icon_e_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> |
| SLATS LEAK ALLOWED CHECK B737 CL | Hello, Today my concern is about for any info over leak llowed chart in the slat actuator LE B737 ATA 27.THANK |
| Re: SLATS LEAK ALLOWED CHECK B737 CL | [quote="spalling":1sz9384a]Hello, Today my concern is about for any info over leak llowed chart in the slat actuator LE B737 ATA 27.THANK[/quote:1sz9384a] AMM 29-00-00-796-001 <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: Out flow valve. | Thanks for sharing folks! |
| Re: bus bar… | [quote="SEXPRESS":22xs6b75]…ı use photographs traınıng only…[/quote:22xs6b75] "only" <!– s:o –><img src=”{SMILIES_PATH}/icon_e_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> Either change your way of training or change your job! … sorry for being so harsh, but that is my opinion. |
| apu | we are familiar that apu provides 90 kva upto 32000 feet and it provides 66 kva upto 41000 feet? what prevents apu to provide 90 kva upto 41000 feet? |
| NEW LOOK WEB PAGE | Really locking good the new page design great job.
Best regards Spalling. |
| B737 SP300 | Hi I’m looking for the B737 SP300 training, if somebody can help me Do you know what is the AP system on the B737NG<!– e –><a href=”mailto:ph.keriel@orange.fr”>ph.keriel@orange.fr</a><!– e –> |
| CFM 56-7 RESET FAILURE | Hi During runup I have no failure on my 2 engines but on the EEC present status I have a failure. I try to reset this failure by the MCDU but I have a warning about reloading the EEC software Does somebody have an experience about this problem and how can I solve it Thank"s<!– e –><a href=”mailto:ph.keriel@orange.fr”>ph.keriel@orange.fr</a><!– e –> |
| Re: CFM 56-7 RESET FAILURE | What is the message number? Then you can find it in the FIM and do the troubleshooting. |
| Re: NEW LOOK WEB PAGE | Good job, but unfortunately, does not fit my screen size… |
| Re: NEW LOOK WEB PAGE | Thanks friends. I made it 1100 px wide, maybe 1000 is better. Regards sjap |
| bus bar… | do you have bus bar connections photographs
ı use photographs traınıng only… thanks… |
| Re: CFM 56-7 RESET FAILURE | what you changed on engine last time ? |
| Re: B737 SP300 | Dear Fellas, Check <!– w –><a class=”postlink” href=”http://www.smartcockpit.com”>www.smartcockpit.com</a><!– w –>.
Good luck |
| Re: Out flow valve. | Both the anti skating foil and the teeth are to reduce noise. Reference 737-SL-21-070 and Nord-Micro patent app. 20100291852. |
| Re: Out flow valve. | [quote="yeelep":2g88wi3o]Both the anti skating foil and the teeth are to reduce noise. Reference 737-SL-21-070 and Nord-Micro patent app. 20100291852.[/quote:2g88wi3o] So my guess was not so bad <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> |
| CFM56-7B22 EGT indication | In the "EEC BITE-INPUT MONITORING-T49.5 SELECTION"page,the T49.5 SEL value is not the average of the four T49.5 sensor.And sometimes,the T49.5 SEL value is higher than any of the T49.5 sensor below.In all cases the engine is stable. How the T49.5 SEL value calculated by the EEC? |
| New look web page | Dear sjap.nl Administrator,
Congratulations! Looks very good. Being an useful site for many persons involved in Boeing 737 maintenance, I wish you to continue this activitie with great success. Best Regards, |
| Re: CFM56-7B22 EGT indication | You’re right i’ve seen this too. The average is not of the 4 sensors. However if you go to hinger N1 settings it will change and on a certain point the average of the 4 is indeed the Sel T495 temp, and the same as on the EGT indication. I think it has to do someting with EEC calculations together with other inputs form various sources. If someone can explain how pls post an answer <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| Re: CFM56-3B2 ENGINE N2 LOCKED | thanks to all who responded my query. after all the snag was fixed with the passage of time . it took about one month to normalize the internal clearances. mean time we defined the following SOP for the crew by mentioning it ATTENTION TO CREW. PLS SWITCH OFF ENGINE BLEED AFTER LANDING AND ENSURE OPERATION OF ENGINE AT GRD IDLE PWR AT LEAST 10 MINUTE TO PROVIDE EFFECTIVE COOL TIME BEFORE SHUT DOWN.latter on same was advised by BOEING as well. interesting thing to note is that the moment crew missed To follow the aforementioned SOP , N2 rotor become locked and we have to wait for the rotor to become cool. kind regards |
| Re: SLATS LEAK ALLOWED CHECK B737 CL | thanks ifixplanes. Have a nice day spalling : |
| differences between winglets V/S shatklets | are there many differences between them?
BOEING/AIRBUS. |
| Auto Speed Brake Problem | Hi everyone , we have got problem about autospeed brake on 737/800 ng aircraft.
Ground operatioan of auto speed brake is normal.But when plane went to flight , autospeed brake do not armed light illuminates and spoiler pcu sov sys a circuit braker tripped. * We replaced speed brake actuator but fault continue . note : (when test on aacu , if you push and hold test switch overly 15 sn spoiler pcu sov sys a circuit braker tripping again. Thank you. |
| Re: Auto Speed Brake Problem | if CB trips it makes a short somewhere. I suspect the sov or corroded plug. just follow the WDM from the CB |
| Re: Auto Speed Brake Problem | but ground operation is normal.İf anywhere got short always speed brake dont armed light illuminates ? |
| 737/500 APU | hay… what s the reason that makes the apu shut dawn suddenly ! |
| Re: 737/500 APU | Overspeed? Loss of battery power? Out of fuel? Loss of signals? Fire handle pulled? |
| Re: CFM56-3B2 ENGINE N2 LOCKED | Thnanks SJAP its rely helpfull, But is there any specific time period for the engine to become normal since its installation plz tell me,,,!!! <!– s:idea: –><img src=”{SMILIES_PATH}/icon_idea.gif” alt=”:idea:” title=”Idea” /><!– s:idea: –> |
| Re: CFM56-3B2 ENGINE N2 LOCKED | No, it depends on the type of overhaul . has it: repaired parts? new parts? overhauled parts? modified parts? testcell tested?Lots of variables here. |
| Re: 737/500 APU | thank you sjap for your quik response , whould you be more spcific about input signals ..?how to rest them …? |
| Re: 737/500 APU | Easiest thing to do for signal is look in a WDM. You will see signals from the fuel shutoff valve, inlet door, overspeed/three speed switch, oil pressure switches, and more. Different models of APU have different signals, inputs and so on. You should pull your manual for that plane to get the best path to look for. |
| Re: equip cooling blower muffler | [url:3sncjfuz]http://www.nayak.aero/fileadmin/redaktion/pdfs/Silencer_A5.pdf[/url:3sncjfuz] |
| Re: equip cooling blower muffler | Guyz: We made this Contraption from a PVC Pipe (same Diameter as hole in Lower Fuse) approx 2 feet long with a 6 foot long "Clothes dryer Vent Transition Duct" with Hose clamp from a hardware Store. Weighed this down at the Floor & have nothing but praise from all guyz on the Hgr Floor. Decimbels are considerably down & very quiet atmosphere apart from other banging & rivetting……but this has worked like a charm & didn’t cost more than $20.00 in all. Jeddy22.<!– m –><a class=”postlink” href=”http://youtu.be/7yQXmq_BdUY”>http://youtu.be/7yQXmq_BdUY</a><!– m –> |
| Re: B737-4 Fuel distribution problem | thanks a lot [b:12lu0j6s]IFixPlanes[/b:12lu0j6s]… I suspect the fuel boost check valve before, but check valve replacement is not too simple – in my situation. I need about 90% certainty before fuel tank will open. after all, will inform, thanks <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: B737-4 Fuel distribution problem | [quote="MaSa":12e2k6b0]…I suspect the fuel boost check valve before, but check valve replacement is not too simple – in my situation. I need about 90% certainty before fuel tank will open. …[/quote:12e2k6b0] Therefore i mentioned a helpful TASK in my last posting. <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: B737-4 Fuel distribution problem | So the CENTER tank and RH wing tank are used. NOT the LH tank? The RH tank should NOT be drained until CENTER tank is empty. Looks like the RH CTR boostpump is not operating 100%?And 200 kg diff is ok, that can be normal. |
| Re: B737-4 Fuel distribution problem | That is correct – RH Wing Fuel Tank (Main Fuel Tank No.2). After landing fuel level in RH Wing is more than LH, about 200KG [quote="sjap":1im6nzqg] And 200 kg diff is ok, that can be normal.[/quote:1im6nzqg] Not for my company |
| Re: B737-4 Fuel distribution problem | The 737 manage the sequence of fuel using by different spring forces in the boost pump check valves at pump outlet. The spring reduce the main tank pump pressure by 13 psi but the center tank pump pressure will only reduced by approx.2 psi. So with the center tank pumps in ON, they normally override the main pumps. Your problem sounds like the RH CTR pump has not enough pressure to override the (reduced) main pump pressure. If sjap and i are right by blaming the RH CTR pump your problem only exists when the X-feed valve in in the close position. To check the CTR pump in situ, you could use the TASK 28-22-00-785-214 (Fuel Boost Pump Output Pressure Test). With this TASK you check only the main pumps, but with the equipment installed you could also check the pressure of the CTR pump.It would be nice if you give us the information, what finally solve your problem. |
| Re: 737/500 APU | Oh ya, you should have an M280 were you can reset overspeed, other than that, i can not think of any other resets for uncommanded shutdown. interrupted starts have other resets, but that is a different post. |
| Arinc 429 | Hello, Does anyone know where you can get the Aircraft Registration info on an Arinc 429 Bus on a 737-800 ? I know we can get it off the ACARS 429 Bus but need it on aircraft without ACARS installed.Can’t be a primary bus.Any ideas ? |
| B737-4 Fuel distribution problem | Hey ALL
I have a problem with the location of the fault – fuel system on B737-400. I will glad to see any help or suggestion <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> Thanks for any response |
| APU hung start | Good morning all, we operate APU GTCP 85-129 and we have experienced some hung starts (temp rising up to 400°C, oil press light OFF) in flight after long flights (approx3,5 hrs). It happens after long flights ONLY. Any suggestions? Tks |
| Re: APU hung start | Looks like a cold-soaked APU. Maybe the condition of the APU is not that high anymore, that if it is supercold, it has difficulties to start. How old is the APU? Are normal starts very hot too? |
| Re: APU hung start | Tks sjap, the APU was disassembled and tested in shop last year. It starts correctly (normal temp says the crew) at first and subsequent flights if shorter than 3,5 hrs. I’m thinking to a cold-soak too, do you think there is a practical solution or improved starting procedures? Note that we have replaced the oil few hours ago (Mobil Jet II). Ciao |
| Re: APU hung start | Looks like the oil has some resistance somewhere when supercold. Maybe the oil filter is a bit clogged but below pop-out pressure. Change the oil filter maybe it helps. Or the starter is not 100% anymore and it has difficulties to start a supercold, thick oil filled APU. |
| Re: APU hung start | Hi Stregone,
have you checked[b:3togo5wt] SL-737-49-010-B[/b:3togo5wt], it contains some information regarding start difficulties after prolonged flights. |
| Re: Does Autopilot disconnect if SMYD 1 fails | Any news on this topic??
Acc MEL 22-3 have an inop Yaw Damper no affect to A/P …. |
| Fan blades repair | Hi colleagues, we know how to do blendind repair on leading and trailing egde of fan rotor blade (AMM 72-31-02-8), but i can’t find a blending out limits of the blade surface? maybe you can do ONLY T.E and L.E repair… |
| AMM mistake | Hi i replaced the mlg aft trunnion bearing assy. i disconnect the mlg actuotor and side strut and i lowered the mlg a bit to remove the bearing with mlg removal tool . iaw amm 57-16-02 at Prepare for Removal step there are two options to get access the aft trunnion bearing assy.At step a amm says " If you do not want to remove the main landing gear, do these steps:1) Do this task: Lift the Airplane with the Jacks, TASK 07-11-01-580-815.2) Move aft trunnion pin [6] forward into the aft trunnion of the main landing gear.NOTE: This will disconnect the main landing gear from the aft trunnion bearing assembly. Move the aft trunnion pin as needed"this method seems faulty because i think that it is not possible to get access to aft trunnion bearing assy without removing mlg. i think that amm is wrong at this. what do u think |
| Re: Fan blades repair | Check amm 72-21-02-300-801 there is a paragraph with fanblade airfoil repairs.
Regards fpetter |
| Re: AMM mistake | The AMM is right.But you can not remove the front and aft trunnion at the same time,the MLG will drop down. |
| Re: CFM56-7B22 EGT indication | I think the EGT SEL value was modified by the engine speed with new EEC software version 7BV2. |
| Re: Fan blades repair | Not for NG, i need for 737-500/300/400 |
| Definition of serviceable & unserviceable condition | Dear great technicians,
I really want to know the definition of serviceable & unserviceable conditon regarding aircraft parts and how to rightly determine whether they are serviceable or unserviceable, if allowable limits for some parts are not shown in maintenance documents like AMM, SRM, etc and they do not adversely affect airworthiness. For example, Your prompty reply would be welcomed! Best regards, |
| Re: Definition of serviceable & unserviceable condition | AHA ! This is the big issue, or GREY area. You find something not 100 % new, but you also cannot find any limits…. I call it common sense.I fight daily against this sort of "declaring it unserviceable because i dont know else what to do" people. They say: who says that it is serviceable? So i declare it unserviceable. Then you say: Who says it is UNserviceable? So you declare it serviceable. always the same fight. Use common sense and ask yourself always: What is the purpose of the part and what does it do?And ask yourself: do you have to inspect it on that moment?You do not do a thorough detailed inspection of the landing gear during a turnaround, do you? no You do not do an aileron tab freeplay check during a daily check. No. You do not test the complete a/p system, stby hydraulics and autoslat system during a nightstop? no Do you inspect all flaps bulb seals every day?no. Landing gear wheel well seals ? no. Wheel well rubber blade seals? no, this inspection is called up every A check or 90 days only !There could be something wrong in those systems, but you cannot find that every day. It is not supposed to be find every day, because then you can close your airline and go bankrupt. The maintenance program is designed that way that safe flight can be maintained even with worn parts, half worn parts and systems that do not work. If you have to inspect certain parts during certain moments, THEN you can declare it unserviceable, and there is enough time to intercept dangerous situations. Example: Corrosion on a toilet-housing attachment point. You have to look at that point only once every 2 years ! It happened that someone found some grey powder and declared the a/c unserviceable ! During a nightstop. It was the toilet-attachment. Common sense? No of course not. The toilet will not break off within 2 years. Example: Freeplay check on the elevator. Only done every 2 years or C check. You find some play just within limits, it is OK. The aircraft can fly again for 2 years. These limits are there not for nothing. If the play grows outside the limits within the next 2 years, NO PROBLEM. It will be found during the next C check. Thats the way the limits are desinged and determined by Boeing. I always say (almost every day!): Everybody can declare a part unserviceable, even my neighbour and uncle. It’s that easy to declare someting unserviceable just because you do not know. Its the easiest way out ! I can go to the line,and check every aircraft and i will find something on every aircraft in our fleet and i can ground the whole fleet ! Its that easy! Thats not the reason i get paid for. You are paid to use your common sense and good interpretation of damage and condition of parts to declare it serviceable or not. A good technician knows what he does and declares a part or a/c serviceable first and knows when to ground an aircraft, taking in consideration the safety of flight together with the available documents, manuals, limits and parts/tools he can use. So an answer for that seal: What does it do? provides a seal between the fuselage and the landing gear door. |
| instruction manual | HI,ALL
Where can I find the instruction for the tools listed in AMM? kind regards |
| Re: instruction manual | I think in the ITEL (illustrated tool & equipment list) & ITEM Illustrated Tool & Equipment Manual |
| Re: instruction manual | Hello there. So am found this ref..ITTEL Manual D6-17371 Rev.98 20.Jan-2012 B737.CL.hope so help this
See you |
| Does Autopilot disconnect if SMYD 1 fails | Hello, Questions: Does the autopilot disconnect or disengage if SMYD 1 failed. |
| Cargo door flapper door replacement on 737NG | Hi Lads,Do you know how to replace broken springs on flapper door on cargo door (small flapper door) where is space for hand when you want open cargo bay. It require riveting.Picture will be perfect.Thanks a lot.Pavol RYR engineer |
| Re: Cargo door flapper door replacement on 737NG | Yes it requires riveting. I remember you have to remove the handle-housing too. Its not such a big job, as long as you have the right tools. When i have the possibility to make pictures ill post them. |
| Re: Cargo door flapper door replacement on 737NG | [quote="sjap":34cxmm7p]Yes it requires riveting. I remember you have to remove the handle-housing too. Its not such a big job, as long as you have the right tools. When i have the possibility to make pictures ill post them.[/quote:34cxmm7p]Thanks a lot, Tool is available.Experience not <!– s:-( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:-(” title=”Sad” /><!– s:-( –> |
| Fairing Assy on fuselage skin | hi i have a question about a part on 737ng an i guess that sjap is the best place to find the answer. Me and my colleague realized a part on fuselage skin near R/A 2nd antenna. IPC 53-31-00-12 item 40 p/n:143N3403-1 fairing assy. it has a packing. but we dont know the aim of this part and why is it there? |
| Re: instruction manual | Thanks all,B737NG is here:737-600/700/800/900 Illustrated Tool & Equipment Manual (Noncustomized) D634A501 . |
| SLAT EXTEND AT GROUND WITHOUT HYDRAULIC | Hello,we have a problem with a 737classic…anytime after maintenance and during nightstop when the aircraft is powerloss the slat no.3 extended a little. Slat Actuator is changed by myself and adjusted acc.AMM the problem is the same. What do you think should i do to fix the problem? |
| Re: Cargo door flapper door replacement on 737NG | You can reach the 4 rivets, which hold the small flapper-springloaded door, from the inside, when you remove the panel on the inside of the cargo-door. The panel can be loosened and then rotated, to reach those rivets. I made some pictures but do not have the possibility to transfer them from my camera to the pc here at work. later. |
| Re: SLAT EXTEND AT GROUND WITHOUT HYDRAULIC | I think there is no problem. there are only droop limits for the leading edge flaps, but not the slats. (AMM 27-81-00-1) We had this all the time. No worries. It is not important during a pressureless situation because it is not a normal operational configuration. Even with a total system B hydraulic failure (EMDP and EDP) theres always the Stby system for the slats. No worries. |
| Re: Does Autopilot disconnect if SMYD 1 fails | Test it: engage A/P and pull SMYD 1 or 2 cb. See what happens. |
| Re: Fairing Assy on fuselage skin | I’ll take a look tomorrow in the IPC and will find it out. |
| Re: Fairing Assy on fuselage skin | Hi Turbofan,
these fairings are designed for the enhanced digital flight control system EDFC. <!– s:arrow: –><img src=”{SMILIES_PATH}/icon_arrow.gif” alt=”:arrow:” title=”Arrow” /><!– s:arrow: –> <!– m –><a class=”postlink” href=”http://sjap.nl/forum/viewtopic.php?f=1&t=769″>http://sjap.nl/forum/viewtopic.php?f=1&t=769</a><!– m –> |
| Re: Cargo door flapper door replacement on 737NG | These 4 rivets… |
| autofail light iluminated B737-cl during ascend | Hi there I need an aproaching about auto fail light come on.B737-500.what is no working properly ATA 21 Thank |
| Re: autofail light iluminated B737-cl during ascend | [quote="spalling":1izq8of6]Hi there I need an aproaching about auto fail light come on.B737-500.what is no working properly ATA 21 Thank[/quote:1izq8of6] Due to lack of detailed information i would start with: AMM 21-31-00 Fault Isolation Procedures Figure 106 (System Fails in AUTO Mode, STANDBY Mode Normal) |
| backlash on #3 and #6 flap fairing | hi, Backlashes are regular problems on #3 and #6 flap fairings because they are just behind the engines and they are exposed to high thrust. Here is the some example photos about worn parts like coming from lathe [img:14c4bnzf]http://img22.imageshack.us/img22/301/fotoraf0001mx.jpg[/img:14c4bnzf][img:14c4bnzf]http://img138.imageshack.us/img138/5294/fotoraf0033w.jpg[/img:14c4bnzf] |
| Re: Definition of serviceable & unserviceable condition | Nice answer
I concur – common sense. |
| CSD drive shaft shear / CFM56-3B2 | upon start up of no. 1 engine pilot reported LOP lite of CSD . investigation revealed DRIVE SHAFT of CSD sheared. CSD was replaced along with CSD oil cooler and flushing of CSD plumbing was carried out. Post replacement CHECKS during ground run carried out and aircraft dispatched for revenue flight . After HALF an hour Of Flight Pilot contacted and informed about the same snag of LOP lite on no.1 engine CSD LOP lite and Landed back. Post arrival inspection revealed CSD shaft sheared again . what could be the cause……………………. |
| Re: CSD drive shaft shear / CFM56-3B2 | Was the line filter checked too? And did you find metal in it again? Looks like the csd didnt get enough oil-cooling again. |
| Documentation | Hi all , 1. I have some problem with documentation, last week I removed hydraulic fuses and I put u/s tag . The planning ppls sent them to Singapore for re-certification with documents. Last night I installed all the hydraulic fuses with same serial no. as I removed, now planning ppls asking about component change card. But I think there is no need for component change card as the hydraulic fuses are same which I removed, should I raise the component change card? The fuses came along with re-certificate .2. During functional/operational check of engine no. 1 prsov , found it faulty on the middle of the task card , so I raise a discrepancy report , I installed the new prsov as per amm , I closed the task card by attaching the discripency report , serviceable tag of new prsov , component change card along with task card. Now planning ppls come to me with same task card ( new print out ) n asked me to carry out the functional/operational check of new prsov n sign off the new print out copy task card. My doubt is why should I sign off it again? |
| Re: Documentation | Hi raghav i think your problems are about your company procedure. in 1th question as you know there different places for same fuses. As i remember Slat retraction and mlg retract fuse’s P/N are the same.Maybe you remove slat retract fuse and install it to mlg retreact fuse or not.i guess positions of the parts are important and they are following by planning department.When your company deliver the A/C to another company,New company wants yo know which components are installed and where? for this reason removed and installed components position are followed with p/n and s/n by planning departmen in 2th question i think when you found a discripency, you should produce a non routine work item.and you shoud sign off the task card as normal. Because new part is servicable. But you should apply the AMM replacement procedure about discripency |
| Re: Documentation | I concur with turbofan.
Regarding Q1; Because they were removed u/s from aircraft and whent through the shop and got re-certified they can be considered as "new" parts for the aircraft even if you did get the same s/n’s back. Regarding Q2; You performed the original task and found a fault. The original task is completed and a non-routine (or discrepancy a you call it) has been raised for replacement of defective part. You perform the removal/installation of part and test(s) on the non-routine card not on the original task. Even if it means that you do the same test(s) as on the original task. Regards |
| Re: APU hung start | ckd SL as suggested, involved a/c is newer than doc and all modifications complied with before delivery. Any other idea? Have a nice day! |
| Re: B737-4 Fuel distribution problem | [quote="IFixPlanes":80msx5ba][quote="MaSa":80msx5ba]…I suspect the fuel boost check valve before, but check valve replacement is not too simple – in my situation. I need about 90% certainty before fuel tank will open. …[/quote:80msx5ba] Therefore i mentioned a helpful TASK in my last posting. <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –>[/quote:80msx5ba] I’m looking for a tool to measure of pump pressure <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: B737-4 Fuel distribution problem | [quote="MaSa":igi1lqgm]I’m looking for a tool to measure of pump pressure <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –>[/quote:igi1lqgm] For a company that did not permit a 200 kg fuel difference this should not be a problem <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> |
| Re: B737-4 Fuel distribution problem | [quote="sjap":rieg4pji]So the CENTER tank and RH wing tank are used. NOT the LH tank? The RH tank should NOT be drained until CENTER tank is empty…[/quote:rieg4pji] For further questions The problem concern RH Main Tank. Is it any difference in configuration with CTR Tank and LH Main Tank? |
| Re: Arinc 429 | I think you are able to find out the a/c registration by looking at the pin-programming of the ATC transponders. Else you may use an ATC readout equipment to see what the a/c is transponding. Also the FDR readout shows the a/c registration if you are able to do that. |
| park brake hold check | hi everyone while performing parking brake hold check,i found it out of limit.i followed the FIM and i did everthing. i adjusted the cable tension and replaced the two checkvalves,a releif valve and park brake shut off valve according to FIM.Fault continued. At the end of the FIM it is written that check for internal leaks brake metering valves and shuttle valves by plugging.FIM is not clear at this point. there are lots of hyd pipes to plug related brake metering valves and shuttle valves.FIM and AMM did not tell us to where to plug and how to search the int.leak.Is there anyone to explain me how to search internal leak about these components. Anybody experienced this problem before? |
| Re: AMM mistake | i asked my problem to engineering department. New task will be added to the 15 Jun 2013 revision of the AMM |
| Re: park brake hold check | Yes we had this too sometimes.
Try this first: -Push both pedals FULLY down If the pressure is now within the decay limit then you can adjust the parking brake pawl so that it locks the pedals in a more-fully depressed position than before. If this doesnt work then i dont have any more tips for you. Maybe someone else? |
| Re: park brake hold check | [quote="Turbofan":1akphu5c]…Is there anyone to explain me how to search internal leak about these components. …[/quote:1akphu5c] I think that you mean the Task: Pageblock 32-44-00/201 – TASKS 801 Parking Brake Pressure Drops Faster Than Permitted with the Parking Brake Set – Fault Isolation … B (8)(a) Do the parking brake system bleed down test with suspect valves return line blocked. For the auto brake shuttle valves, block the line to the autobrake control module. For the Normal/Alternate Brake Shuttle Valves, Block the line to the Alternate Antiskid Control Valve.I read it this way: If you suspect the auto brake shuttle valves, you should block at the red line. If you suspect the Normal/Alternate Brake Shuttle Valves, you should block at the amber line. Replace upon findings… [attachment=1:1akphu5c]<!– ia1 –>Brake1.jpg<!– ia1 –>[/attachment:1akphu5c] [attachment=0:1akphu5c]<!– ia0 –>Brake1a.jpg<!– ia0 –>[/attachment:1akphu5c] |
| Re: park brake hold check | Any progress Turbofan? |
| B737-500 BLEED TRIP OFF RH | Hey Fellas, I have an issue about BLEED TRIP OFF LIGHT ON RH during ascend,what going on,,, |
| AVİONİC WDM SYMBOLS | color=#0040BF][/color]Hİ MY FRİENDS ; <!– s:ugeek: –><img src=”{SMILIES_PATH}/icon_e_ugeek.gif” alt=”:ugeek:” title=”Uber Geek” /><!– s:ugeek: –>
I NEED AVİONİC SEMBOLS ‘S REAL PHOTOS CONNECTOR,TERMİNAL,RELAT,CB AND OTHERS İN THE WİRİNG DİAGRAM MANUAL THAT WE HAVE SEEN. IN THE FRONT MATTER OF THE WDM THERE İS SYMBOLS BUT THIS İS NOT ONLY SEMBOLS.FOR MY SELF TRAİNİNG, I NEED REAL PHOTOS AND EXPLANATİONS ABOUT THIS SYMBOLS… IF YOU HAVE SOME DOCUMENTS,BOOKS OR FRUM OR WEB SİTE ABOUT MY PROBLEM..THANKS YOUR SHARİNGS…. THIS PHOTOS AND EXPLANATİONS OF WDM SYMBOLS ARE REALLY GOING TO HELP MY TROUBLESHOOTİNG SKİLLS… <!– s:ugeek: –><img src=”{SMILIES_PATH}/icon_e_ugeek.gif” alt=”:ugeek:” title=”Uber Geek” /><!– s:ugeek: –> |
| Re: AVİONİC WDM SYMBOLS | i attached. |
| Re: B737-500 BLEED TRIP OFF RH | [quote="spalling":m6dmw5ci]Hey Fellas, I have an issue about BLEED TRIP OFF LIGHT ON RH during ascend,what going on,,,[/quote:m6dmw5ci] Maybe you have a bleed trip on engine #2? <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –>A bit more information would be helpful/necessary… – AC-Model? – Position of the trottles? – pressure before the fault happens? – both packs on? – WAI and/or EAI on? – height? – has the problem history ? – already checked the precooler control valve? |
| Re: B737-500 BLEED TRIP OFF RH | -resettable?
more input plz |
| Re: AVİONİC WDM SYMBOLS | ı have thıs already
ı need real photos of thıs symbols photos from aircrafts…. |
| Re: AVİONİC WDM SYMBOLS | OK, Mr. Express, do you have access to a 737, and its manuals? You can do this on you own in a better way than if someone else sends you random photos of airplane parts. First you need to know how to look at a WDM, and that is not difficult to do. All the components will have equipment #s listed on the print. Like C808 for a circuit breaker, S245 for a switch, M402 for a module, R307 for a relay, and so on and so on for all things represented on the print for what ever you are looking at. If your plane has been taken care of, there will be a placard next to the actual component on the A/C. Figure out what the blocked diagram you are looking at is, say P18-2 for a circuit breaker, then open the P18-2 panel, and all the breakers will be labeled with a C# and now you can find whatever you are looking for, and take as many photos as you want of the part you are looking for. This will work for any part on a WDM. You just need to figure out where it says the part is. Let me know if this helps. |
| Bleed Trip @ TakeOff Power after about 45sec. | I’ve got a bleed issue on a B737-400 #1 Engine thats been pretty difficult to figure out. For T/S purposes swapped out the BAR,High Stage Reg, High Stage Valve, 450,490,PCCV sensor ALL these components were swapped from #2 Eng to #1 Eng one at a time. After each component was swapped ACFT was taken to takeoff power and problem still remains between 40 – 60 sec @ takeoff power Duct Pressure falls to zero and about simultaneously Bleed Trip on #1 Engine. The PRSOV was replaced 2 days before this . The Pre cooler control Valve was also replaced about 3 weeks ago. all sense lines and tubing has been checked and no leaks. the only components that were not swapped were PRSOV and Pre cooler control valve being that they were replaced and are passing Health Check . Prior to all the component swapping Health Check was done multiple times from beginning to end . The reason the PRSOV was replaced was because it was slightly difficult to manually move the valve. The Pre cooler control valve currently installed does not have the Manual wrench on top to be able to turn the valve manually. This issue has been ongoing for a 1month already and was really never fixed with PRSOV and Pre cooler Control valve R+R. Any Trouble shooting Tips will be helpful? |
| Re: AVİONİC WDM SYMBOLS | hi mr slacker;
ıı have allowence to access my boıng fleet site. for example ; ı want to a photo of coaxial cable connector..for thıs ı should remove some panels..and ıt takes my time. ıf somebody have some random pictures ın their hand.ı would choose some of them. ı mean ; …. circular connectors and somethıng like thıs is every where but a relay or contactor photos are hard to reach to take a photo. ıf the there is a avionic shop technician in sjap forum comminity . s/he can help me about wdm symbols’ real photos… thanks a lot every body .. please help me..brothers.. |
| DRIVE LIGHT IS NOT TURN ON | HI FRIENDS
WHEN THE ENGİNE WAS ALREADY SHUTDOWN,, DRIVE LIGHT DİD NOT TURN OFF..PANEL AND GCU WAS SWAPPED.. WHAT IS THE MATTER COULD BE… |
| Re: Bleed Trip @ TakeOff Power after about 45sec. | Any writeups in the last month for low duct pressure? Pressure normal before it drops? Have you run the engine at increments below takeoff power, say 60%, 65%, 70%… for a minute or two at each setting, while watching for the duct pressure to drop gradually? When leak checking the flex lines, did you wiggle them?I would check the pre-cooler matrix for FOD. For a really obscure possibility, check (blow out) the PCCV sensor line for obstruction.Although I doubt it will help, you could also lock out the high stage valve before doing a high power run, just to eliminate one possibility.You have a real head scratcher on your hands. Please update us when you find the problem. |
| Re: Bleed Trip @ TakeOff Power after about 45sec. | Another thought. Just because you changed the PRSOV doesn’t mean it is good. With everything else you have done, it seems to be pointing back to the two components changed before the problem started. My thought is put a new PRSOV in, or if you have the old one, just for trouble shooting. Good luck, you are doing the right things, you will find it. |
| Re: DRIVE LIGHT IS NOT TURN ON | Whats the fault? 1)Drive light does not turn off when engine starts? or 2)Drive light does not turn ON when engine stops?Drive light should be OFF with engine running and ON when stopped. so what is the fault?The oil press is switching the drive light so look at that area…. |
| Re: Bleed Trip @ TakeOff Power after about 45sec. | When it trips: is it immediately resettable on p5? It only trips for overpressure or 490F overtemp. Mostly it is overtemp, so check the precooler too. The PCV may be good at the health check but you might replace it once more again. Its a valve that cuases the most overtemp problems due to not opening or opening too late or not enough. |
| Re: Bleed Trip @ TakeOff Power after about 45sec. | Yeelep – no write ups on low duct pressure , Pressure is normal before it drops around 42 psi takeoff power , Did run engine at increments all pressure parameters good for over a minute , flex lines for sure not leaking . Going to try swapping pre cooler control valve tonight tried last night but aircraft got in at 2 am and departs at 8 am no time to be swapping a PCCV and going to blast fence for a run . will keep you guys posted once solved Thanks everyone for your inputs . |
| Re: Bleed Trip @ TakeOff Power after about 45sec. | Slacker – will probably end up swapping PRSOV once done with PCCV swap .
Sjap – is it immediately resettable on p5? YES |
| Re: Bleed Trip @ TakeOff Power after about 45sec. | Finally PCCV was the problem. Thanks for your inputs. |
| Re: park brake hold check | [quote="sjap":23r830t6]Any progress Turbofan?[/quote:23r830t6]
sorry for the late answer. |
| Re: Cargo door flapper door replacement on 737NG | [quote="sjap":10gmtvyy]These 4 rivets…[/quote:10gmtvyy] Thanks a lot, Work performed. RegardsPavol |
| N/G Toilet Shroud Removal | Our new aircraft toilet assie’s shroud has got two fastener,for remove it amm giving
SPL-13800 (Part #: D72D72684-111, Supplier: 1TGN3, A/P Effectivity: 737-600, -700, -700C, -700ER, -800, -900, -900ER) this bit , but our system did’nt accept it . Are you know other p/n or different tool for remove them ? |
| Re: DRIVE LIGHT IS NOT TURN ON | when engine stop…. |
| Re: AVİONİC WDM SYMBOLS | any photos friends… <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> |
| Re: DRIVE LIGHT IS NOT TURN ON | Did you already worked through FIM Section 24-11-00 Task 804/805? |
| B737 greetings | Dear 737 forum people.
Seasons greetings and wishes for a ‘Merry Christmas’ for your friends and loved |
| Re: DRIVE LIGHT IS NOT TURN ON | we changed the ıdg because ıdg’s pressure switch is not satisfactory.. |
| Re: B737 greetings | Merry Christmas ! |
| CFM56-7B candle light | good day, where we can fine information and remedial actions regarding CANDLE LIGHT in exhaust plug. kind regards |
| Re: CFM56-7B candle light | AMM TASK 71-00-00-800-803-F00
SUBTASK 71-00-00-210-021-F00 |
| PSEU box unpowered, urgent | The PSEU light came ON after we powered the aircraft. The PSEU box in the forward electronic bay seems to be unpowered (we get nothing when trying to turn ON the test function on the box). We had no engineer on this flight. A 737NG mechanic who passed by (we are AOG in Africa, he was accompanying his flight in and out on a quick turn-around) checked the PSEU box and door switch. He diagnosed that the PSEU is unpowered and probably is dead, he did not see any other explanation. We are now organizing a PSEU box and mechanic to come from Europe, but I wish to make sure we have covered all possibilities, and get the correct parts to repair. Does anyone has had experience with such problem, any suggestion, idea, recommendation ? Many thanks. Patrick (PS: I am a pilot, please excuse my technical limited approach) |
| Re: PSEU box unpowered, urgent | Full check of ALL CB’s is done? It might happen a cb is pulled/popped accidentally. The door switch is indeed the only power-on source for the PSEU. But you had the light already on P5 so there must be a problem. Making the a/c completely dead and repower it gives the same result?Else you have no other options than waiting for a new PSEU. |
| Re: PSEU box unpowered, urgent | Thank you for your response. Indeed all CB’s are in (reset of PSEU PRI and PSEU ALTN does extinguish momentarily the PSEU light which comes back after a few seconds). Full power shutdown the power-up was also performed without success. Does this occurs frequently ? Any potential causes ? Thank you ! |
| Re: PSEU box unpowered, urgent | No not that i have heard of. The only thing that breaks might be the switch of the lower nose comp door. But again, since you have the PSEU light on it is most probably the PSEU itself. |
| Re: PSEU box unpowered, urgent | Many thanks for the help, it is reassuring, while a new PSEU will be soon on the way with a mechanic. Best wishes. |
| Gust lock | Anyone outthere that is familiair with replacing a collar on the torque tubes of the aft entry door? I am wondering if it is possible by removing the fuselage coverplate (left of the aft entry door). Through this cover you can reach the frame torque tube. Can it be replaced without the removal of the door?
The torquetube is removeable in parts but with the door installed in the closed position I am curious if the torque tube is actually removeable.This will safe time,but I have no experience with the door. |
| Re: Gust lock | No you have to remove the door. We use a sling and you only have to remove 4 bolts and the door falls off. (1x guide arm, 2x door arm and 1x snubber bolt) Its not so difficult. Then you can remove the body torque tube and its bearings. |
| Re: CFM56-7B candle light | thanks a lot dear |
| Re: B737 greetings | very good pic,, Happy new year 2013 Truly spalling |
| Re: apu | Basic turbine-engine properties…. |
| Re: apu | can u pls explain. |
| Re: apu | high altitude = low pressure = less air APU rpm must remain at 100% The APU cannot remain this 100% when fully loaded at 90KVA at 41000 ft. It simply cannot produce this amount of power. Only when less loaded (max 66KVA) it can. Same as you: You cannot run as fast on top of a high mountain than at sealevel. |
| Re: N/G Toilet Shroud Removal | hi my company’s system accept the p/n of the bit.it was ordered 1 piece 2 years ago and used.it means that not regularly used |
| Re: apu | sjap explained the subject very well by comparig apu with human body <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> .Moreover i advise you to study on JAMF (jet aircraft maintenance fundamentals) programme if you are able to find |
| elevator tab question-interest | Right tab works more slowlier than left tab; while getting unbalance mode ( apx: 10 second lately) due to increase a/p performance ( 27-31-00 p.46 & 47 shematic) how it increase? how it works ? |
| Re: Auto Speed Brake Problem | we solved circuit braker problem but now speed brake auto retract function is not working than it cant be reset every time speed brake do not armed light is illuminates. ! We replaced autospeed brake lineer actuator than ground opr is ok after flight result is same
auto extend normal |
| Re: Auto Speed Brake Problem | Check the adjustments of the arm switches in lower nose comp. |
| Re: Gust lock | Thanks for your reply! We had the door removed and found our collar broken, incredible! |
| Re: Gust lock | I think you were in our hangar…did you? |
| Re: apu | thanks for ur inputs!!
let me take engine and apu together, engine and apu running at altitude 35000 feet ,here engine is providing 90 kva with the help of idg( generator and constant speed drive) correct me if i m wrong, the purpose of csd is to drive the generator at constant speed whatever the engine speed is, so the generator could provide 90kva at all altitude.in case of apu ,it is rotating at constant rpm so no need of csd,if it is rotating at constant rpm the genertaor should provide same 90 kva what is the thing which will tell the apu that altitude 32000 is reached and you shed the load? this thing is bugging me for the past few days |
| INDIVIDUAL COMPONENTS REPLACEMENT MAN HOUR | I Need to know in which document we can find the MAN HOUR required for replacement of LRU like Main Gear ACTUATOR , Wind Shield , engine replacement. MPD reflects only man hours for scheduled maintenance task ………. |
| Re: apu | as discussed above it will be difficult for the APU to rotate at 100 percent while its GEN is providing 90KVA . The prevailing inlet design doesn’t permit to produce such power capable of rotating GEN at the speed of 90 KVA. as far as second part is concerned that is ETC which controls all functions of APU under all prevailing conditions. It gives various outputs based upon various inputs to maintain APU seep 100 percent. |
| Re: Auto Speed Brake Problem | we founded a short circuit on # 4 flight spoiler actuator , it was replaced than ok. Problem solved : ) |
| Single Pack operation no more then 2.5PSI In flight | I have had major air conditioning problems on a 737-400 it all started like 2 weeks ago with the R/H ram air door staying open in flight with flaps up blue light on. R+R right ram air door actuator was found bad and also found right ram air door cables out of adjustment adjusted all and ops checked on ground perfect. Airplane flew and still right ram air door remains open in flight and right pack amber light came on several times and everytime the pack was reset it tripped again in flight on ground pack does not trip checks out ok . R + R all 4 heat exchangers found a lot of metal from heat exchangers when replacing heat exchangers on the right side . Airplane flew right ram air door works ok being that heat exchangers were horrible. So right ram air door works ok due to better cooling from the heat exchangers but after test flight when trying to pressurize in flight left pack produced the 8 psi while the right pack only produced 2.5 psi which is my issue now on the ground with apu same issue right pack not pressurizing/performing no where near the left pack ? |
| Re: Single Pack operation no more then 2.5PSI In flight | Looks like the rh pack is still clogged / restricted somewhere. The airflow is restricted too much it seems. Maybe the checkvalve just before it enters the mix manifold is stuck/broken/clogged?I assume your bleed press is enough ? |
| Re: Single Pack operation no more then 2.5PSI In flight | bleed pressure normal . will check for that check valve being clogged or broken . |
| Re: Auto Speed Brake Problem | Did you mean the flight spoiler shutoff valve actuator ? What is there electrical about flight spoiler #4 or do you have a special flight spoiler actuator that i dont know about? (737-NGSFP ?) |
| Re: Auto Speed Brake Problem | He’s probably referring to a short circuit involving the SOV (solenoid operated valve) on the spoiler actuator. They are only found on SFP aircraft and drive the flight spoilers to extend beyond the standard 33°/38°, to 56°/65°when ground spoilers are deployed. |
| Re: Auto Speed Brake Problem | [quote="yeelep":if9wki65]He’s probably referring to a short circuit involving the SOV (solenoid operated valve) on the spoiler actuator. They are only found on SFP aircraft and drive the flight spoilers to extend beyond the standard 33°/38°, to 56°/65°when ground spoilers are deployed.[/quote:if9wki65]
Yes that was true , our some a/c’s are SFP Aircrafts. [img:if9wki65]http://b1301.hizliresim.com/15/c/hv0v4.png[/img:if9wki65] |
| Pack light on 800ng | PACK LIGHT 737 NG In regards to the PACK LIGHT annunciation on the 737 NG, I need some clarification as I believe I am completely confusing myself. In the situation that the PACK Light illuminates as a result of PACK overheat (so does not extinguish after Master Caution reset) As per the QRH you select a warmer temperature on ALL the TEMP selectors in order so that AFTER Trip Reset you reduce the load on the PACK (as would be the case on a HOT day and the pack was working too hard to cool it down) I have read that BOTH air mix valves are driven to full cold and TEMP selectors are disabled. My questions/what I need clarifying isWhen it says BOTH air mix valves. Does each of the TWO Packs have two air mix valves each or are these TWO air mix valves common between BOTH Packs. What is confusing me is that if it is a case that each PACK has TWO air mix valves and in this case due to an overheat the PACK shuts down and its two air mix valves drive full cold WHY then could I not still use the TEMP Selectors for control over the other pack that is still operating. |
| Re: Pack light on 800ng | Hey, I’m following you around the internet. <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> As I said before, only one air-mix valve per pack. However, you have now added that its a -800 (PACK light as opposed to PACK TRIP light should have clued me in earlier), which changes everything. The -800 has a pack design that doesn’t have any air-mix valves. What you read about air-mix valves applies only to -600, -700NG’s. |
| Re: Pack light on 800ng | [quote:3871lyf9]could I not still use the TEMP Selectors for control over the other pack that is still operating.[/quote:3871lyf9] I’m sure Sjap or others will correct me if I’m wrong. On the -800 you will have temp. control of the still operating pack. The reason to go warmer on the temp. selectors is because both packs output the lowest zone temperature demanded. The problem is you can’t be sure which selector is demanding the lowest temp., so all must be raised before trip reset to ensure the pack output temp. is raised. |
| Re: INDIVIDUAL COMPONENTS REPLACEMENT MAN HOUR | which acft model ? |
| toilet flush switch problem…big question | hi…
ı can order flush switch from store assy but problem is asssy’s microswitch. there is not amm procedure ı thınk. ıwant to change micro switch how can ı do thıs legally..micro switch^s manufacturer hooneywell..ı can order it and replace it but what is reference…. assy is more exprensive than micro switch… thanks |
| Re: toilet flush switch problem…big question | Try the CMM of the partnumber / assy. Often the CMM is mentioned in the IPC under the assy number at the beginning of the applicable chapter. |
| Re: toilet flush switch problem…big question | Do be sure to inspect the assy though. It is very common for the plastic push button to break where it makes contact with the micro switch. It will look and act like a bad micro switch, but the push button will be broken at the point of contact. Take a close look, it is a small tab that cracks. |
| horizontal stabilizer tip | during inspection i found lightning strike on horizontal stabilizer tip @ trailing edge corner ( aluminum material is missing ). where can i find the limits about missing material and repair for same if possible. |
| Re: horizontal stabilizer tip | SRM 55-10-30 |
| EXTREME COLD WEATHER MAINTENANCE – SERVICING | hi,all I have a questiong for the B737-700 EXTREME COLD WEATHER MAINTENANCE – SERVICING AMM TASK 12-33-02-600-805 Cold Weather Unattended Parking at Temperatures Below 32F (0C) E.(12) Remove the main and auxiliary batteries, do this task: Battery Removal, TASK 24-31-11-000-801-001 or Battery Removal, TASK 24-31-11-000-802-002. (a) Put the batteries in a warm location where the temperature remains above 50F (10C). I want to know below what temperature we must remove the batteries. |
| Re: horizontal stabilizer tip | thanks sir, blending and repair has been done as per srm .
during gvi of elevator upper skin i found missing rivet heads ( 5 in a row ) on trailing edge. |
| Re: EXTREME COLD WEATHER MAINTENANCE – SERVICING | According to the reference you quote, that would be 32 degrees F or 0 degrees C. Freezing. If the Aircraft is to be left unattended, which means powered off. If you want to leave power on, that changes everything. |
| Re: EXTREME COLD WEATHER MAINTENANCE – SERVICING | I do not think it be 0 degrees . Many places in winter temperature is below zero and the batteries did not removed. Who know the definition of the extreme cold weather? |
| Re: N/G Toilet Shroud Removal | [quote="Turbofan":1s44fvfd]hi my company’s system accept the p/n of the bit.it was ordered 1 piece 2 years ago and used.it means that not regularly used[/quote:1s44fvfd]ı contacted to this bits company , they are corrected p/n number. D72D72684-111 = Driver Bit – Screw, Tamper Proof (TOOL) / $ 24.32/ (6) in stock, standard L/T 8 weeks thx for your advices. |
| Re: EXTREME COLD WEATHER MAINTENANCE – SERVICING | Yes, 0°C/32°F aircraft [b:2t9x6ocv]interior temperature[/b:2t9x6ocv]. Read the first sentence of AMM TASK 12-33-02-600-805. |
| auto brake b737 400 | Amber light when select the auto brake to RTO |
| Re: INDIVIDUAL COMPONENTS REPLACEMENT MAN HOUR | B737-300 and B737NG |
| B737-300 and B737NG APU INFLIGHT STRAT | good day to all my friends. I need to know about the procedure and document reference regarding B737 APU in flight start . |
| Re: B737-300 and B737NG APU INFLIGHT STRAT | FCOM |
| Re: auto brake b737 400 | [quote="daoub":vdzc0d5w]Amber light when select the auto brake to RTO[/quote:vdzc0d5w] AUTOMATIC BRAKING SYSTEM – TROUBLESHOOTING (AMM 32-43-01/101) |
| elevator feel diff light | howzit guys. I have a reoccurring defect of feel diff light normaly on climb and descent. we change feel computer, did pitot static leak check with no luck. can you please help. |
| Re: elevator feel diff light | sorry forgot to mention that its B737-200 |
| Re: elevator feel diff light | AMM 27-31-00 PB101 – Did you check the hydraulic system return filter for clogging? – Is the systempressure within the normal range?Not mentioned in this task is a defective drain plug… |
| Re: elevator feel diff light | Have you checked the pitot probe heat? Sounds like icing during climb or decent through clouds. Then Nil defect on the ground. |
| pseu | how can we understand ıs that dıspatc or no dıspatch fault ? |
| Re: pseu | A no dispatch fault will illuminate the PSEU light 30 seconds after landing and the thrust levers are less than 53°. The light will extinguish when the fault is corrected.
On airplanes without a -5 or -6 PSEU, a dispatch fault will illuminate the PSEU light 30 seconds after landing, the thrust levers are less than 53° and the MASTER CAUTION annunciator light is pushed. The PSEU light can be extinguished by correcting the fault or pushing the MASTER CAUTION light again. On airplanes with a -5 or -6 PSEU, a dispatch fault will illuminate the PSEU light 30 seconds after landing and the thrust levers are less than 53°. The PSEU light extinguishes when the engines are shutdown or the parking brake is set. |
| Re: pseu | Hit the master caution reset, if the PSEU light goes out, all is golden. If it stays illuminated, you’ve got a dual channel non dispatchable fault.
simples… |
| eng1 reverser fault | hello everybody..
we have a fault about eng1 reverser.. eng1 reverse cant open fulll position — on overhead no amber light ———— on deu reverser amber light replaced ; lvdt-upper locking actuator-eec-wiring check for eau..and we think that there is just a way for solving the problem ..its switch pack ? and the story of work; when we arrive a/c. we did some o-c cycles for reverser and we saw that lvdt is abnormal…selected apx: % 98 local :% 0.01 |
| Re: eng1 reverser fault | which fault code taken from eau ? ( i think your problem is The control valve module ) ( replace it <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: eng1 reverser fault | the other shift has already replaced it ( sorry i forget to tell) and there isnt any code from eau. problem is reverser lever cant move for the full and reverser ( amber) light is on upper deu |
| Re: eng1 reverser fault | So you dont get the GREEN REV indication? Onl;y the AMBER REV indication? Then the sleevs are not at their fully deployed position. As long as it remains AMBER you can never apply more rev thrust, it won’t be unlocked in the switchpack. Ony with GREEN REV it unlocks to give full rev thrust. Maybe the deploy switch is faulty or not sensing full deploy? (electrical fault) Or the switchpack unlock solenoid is faulty.(if you have green rev lt on) If the sleevs indeed do not go to full deploy, then you have a fuse faulty or lots of air in the system. Try it with STBY press see what happens Or manually to deploy and see what happens and what the indications are |
| Re: eng1 reverser fault | Is this a problem with both or one sleeve not fully deploying? I assume its just one. If so, I don’t believe the problem is going to be in the switch pack, control switch, relays or anything else that is shared with the sleeve that is functioning normally. I suspect either the sync lock or wiring to it, or the sleeve mechanically jamming.
[quote="fdau":3uokaj8x]we saw that lvdt is abnormal…selected apx: % 98 local :% 0.01 [/quote:3uokaj8x]Is that 98% deployed, 0.01% stowed on the effected sleeve? [quote="fdau":3uokaj8x]but at this time upper locking actuator doenst move…its such as jammed. after we replaced upper locking actuator and fault continues…[/quote:3uokaj8x]Jammed before or after the upper actuator replacement? Or both? [quote="sjap":3uokaj8x]If the sleeves indeed do not go to full deploy, then you have a fuse faulty or lots of air in the system. [quote="sjap":3uokaj8x]As long as it remains AMBER you can never apply more rev thrust, it won’t be unlocked in the switchpack. Ony with GREEN REV it unlocks to give full rev thrust.[/quote:3uokaj8x]One would think thats the way it works, but it isn’t. When the LVDT is at or above 60% the interlock solenoid unlocks the thrust lever allowing full rev thrust. The green REV light comes on at 90% LVDT. I confirmed this on a plane a couple hours ago. Using EMDP you can be at full reverse thrust about half a second before the green REV light comes on. |
| Re: eng1 reverser fault | Understand to be a No Deploy on #1 Eng T/R. I suspect Defective Sync Lock Latch and or Synlock T.D. Relays in the J20 Eqpt Panel located in the Nose Wheel Well LH Aft Access Panel…….suggest swap them with #2 Syst & see if Problem transfers…..plz let the Forum know if this helped. Tks Jeddy22. |
| Re: elevator feel diff light | Only in Climb & Descent ? Ask the Flight Crew if this happens with Flaps NOT up & at to note at what sequence this comes on. This would help in T/S further. Tks Jeddy22 |
| Re: elevator feel diff light | One week and no response from kabelo. My feeling is, that this behavior is often shown by persons who post here at the first time. Therefore i decide for myself that i will not answer questions of such [url=http://en.wikipedia.org/wiki/Leech_(computing):w585qzwa]leecher[/url:w585qzwa] anymore. Sorry for those who really want to [u:w585qzwa][b:w585qzwa]share[/b:w585qzwa][/u:w585qzwa] knowledge. |
| AC Plackards Production | Hi everyone )
Does anyone producing itself Interior Placards for 737 ? |
| Re: AC Plackards Production | I dunno your location, but the local Printing & Signage Companies in your area should be able to help print/make up compatible Placards/Decals of your choice, be it interior or external. Cost may be a factor, but prolly much cheaper then procured from Boeing !……..try talking to these Companies & show them samples of what you need & the size of the order….Best of Luck. Jeddy22 |
| Re: pseu | thanks for your answers <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| VHF ANTENNA | I FOUND A LİGHTİNG STRİKE ON WHF ANTENNA’S TİP.
WHERE CAN I FİN THE STRUCTURAL DAMEGE LİMİTATİON FOR ANTENNA. THANKS…UR ANWR… |
| 737-300 N1 slow spool up during start | Intermittent problem during startup of engine #2, EGT flashing, all parameters are normal during start except for the N1 wich tends to stop accelerating at 16%. From then on the N1 increases very slow untill idle. This happens mostly on the first start of the day. The aircraft is operated in ambient temperatures between 15 -30°C and airfield altitude of 4000FT. Startcycle is under 2 minutes, N2 accelerates normal, EGT max is 575. Any suggestions? |
| Re: VHF ANTENNA | <!– l –><a class=”postlink-local” href=”https://online-lening.net/forum/viewtopic.php?f=1&t=897&p=3027&hilit=aerial#p2897″>viewtopic.php?f=1&t=897&p=3027&hilit=aerial#p2897</a><!– l –> |
| Re: 737-300 N1 slow spool up during start | N1? How is the vibration level during normal operation?Within limits? Is it slow compared to other engines? If the engine operates normal, and the accell is within limits (from 40% to T/O or high idel to T/O) and equal to the other engine, i would not worry.Any binding heard when turning N1 in the morning by hand? |
| Thrust Reverser Levers Stuck | Hello,
On a plane Boeing 737, the tranzition between 200 – 300 series. After performing a set of work thats include T/R Remove/Instalation the Thrust Reverser Levers get stuck. They work only after the pilot try three-four times to deploy. This happens after the Flight Test, however the usually ground tests are good. |
| Re: Thrust Reverser Levers Stuck | You mean stuck by: not moving at all, or not moving to full reverse thrust. Maybe the cable drum in the pylon is full with moisture and its frozen after flight (during landing roll) |
| Re: Thrust Reverser Levers Stuck | Yes, the thrust reverser levers are not moving at all. |
| Re: Thrust Reverser Levers Stuck | so on the ground all ok, after flight not. Still looks like ice to me. The bearings in the cable drum in the pylon may be soaked with water, forming ice. |
| 737-400 Elevator | Hi all!
We have a 737-400 on base in our hangar and there is a weird phenomena with it. The AFL said, that at a FLT CONT power off test before the C-check, the pilots had to make 7.5 turns nose up with the stab trim, to even her out. My colleagues adjusted the tab iaw the AMM ref table, then all hell broke loose. On the power off test, the had to revolve it 23(!!!) times nose down. After a slight shock, they did the adjustment again, still with in ref with the holy bible, and the new demo flight got it to 18 nose up… They did a reset to factory default, new flight test, 21 revolutions nose down… Adjust again, now at 13 nose up after the last fight test, the plane is grounded, elevators and most of its components removed, and nothing seems to be faulty. The pitch control seems to react to the adjustments randomly… Elev hinge/pushrod bearings okay, tab control&actuation okay, elevator input/output control path okay. Now we are making the symmetry measurements hoping it will show some kind of anomalies… Any guesses? |
| Re: 737-400 Elevator | Wow thats a pain in the ass. We had this a few times, and it came out that the elev tab was deformed (hardly visible) , we replaced them and after a basic adj. all was fine. Another time we had this it came out that the tab was not the correct one, it was the wrong p/n compared to the elevator and the tab hinges/bushing configuration. The tab was touching the elev at the outb end which cuased a randomly result in the flight tests. So make sure the config is according IPC (also the hinges/bushings).Also make sure the bushings and hinges are correctly installed on the tab/elev connection, that the tab can move freely without any binding. Your results look like a binding or deformed tab(s). |
| Re: 737-400 Elevator | Yes, right now our engineers are consulting Boeing about the problem, since it seems that the plane has a non effective elevator, that might be the problem, or the other guess is deformation of either the tab or elevator, or both… |
| Re: eng1 reverser fault | im really sorry about answering late…
the problem was mechanical ( we decided) the other team has replaced upper lock. act. first fault continued again. then they adjusted mechanical rod + spring..now everything is ok. |
| Re: B737 CL BATTERY DISCHARGED | please check the wiring between the battery and battery charger. also a small plug on the battery, the wiring should be measured. over-heated battery charge stops. it should be noted that. battery cables, the wiring should be investigated also likely to be leakage. chager battery test that should run the engine or APU.good luck.. |
| Re: 737-400 Elevator | Thanks for keeping us updated hans, look forward to hearing what you find. |
| ATC#2 antennas problem | ATC Transponder # 1 is selected in the control panel, Transponder # 2 is two antenna failure. whereas the transponder 2 is selected, everything is normal. the control panel changed, but the failure continues. this plane, the antenna failure is caused by the antenna and cables other than those? Thank you in advance for your help. 737NG |
| Re: 737-400 Elevator | Wow, that is impressive. Did you measure with the 4 point method?As i see it, nose up trim (A/C nose pitched down during flight test) of 7,5 trim wheel turns gives a tab trailing edge down adjustment of 0,045" (1,143mm). Is this the value you changed after the first check flight? |
| Re: ATC#2 antennas problem | ATC antennas have a known reliability issue. Replace them both before you do anything else. |
| LANDING GEAR – DIMENSION X | Reading AMM etc the only way to check the dimension X extension is by pressure against extension.
Is there a guide to check extension against aircraft weight, like used on some other aircraft types? |
| Re: LANDING GEAR – DIMENSION X | Short answer is … NO |
| Battery bus blocking diode | Can someone explanain the blocking diode that prevents TR 1 & 2 from feeding the battery bus? Why is it not allowed to feed the battery bus from TR 1 or 2 when TR 3 fails?
Thx, Bert |
| 737 CL Engine controls | Hi guys! Have some kind of problem,When thrust levers moved from idle to full thrust position, every time PLA synhro have different values in page RIGGING TEST. Near full thrust position thrust levers have some bindings at aftward motion, that disappear when push-pull cable disconnected from MEC – then thrust levers moves freely.When thrust levers moved fully forward, they can be pushed forward a lot and in it moment PLA data changed also. Im apologize that we have incorrect length of push-pull cables, but pins inserts freely, cable tension OK. Problem exists on both engines. What we do wrong? |
| Thrust Reversers | Hello,
On Boeing 737-Classic, the Thrust Reverser on the Eng #2 is not closing after deploy. |
| Re: Thrust Reversers | Any indication in cockpit, control unit? |
| Re: 737 CL Engine controls | Looks like you have some binding in the gearbox mounted on the MEC. Make sure the connection shaft is not bend, dirty or corroded. Clean the theet of the gearboxes. This binding can cause your erratic readout of the synchro since it is directly connected to it. try to move the MEC lever with the gearbox disconnected, it should move freely. |
| Re: 737 CL Engine controls | Yea, Sjap. On eng1 correctly adjusted push-pull cable – and power lever begin touch the stop. On eng2 find binding inside of FCB near full thrust position – 1. we disconnect p-p cable from FCB – no binding, 2. than remove FCB- MEC is OK. Order FCB. At next shift try to disassembly dirty FCB. Thanks for help:)! |
| Bleed off landing Question | Can the apu bleed be used for wing anti-ice during a bleeds off landing? Thanks Stu |
| Re: Bleed off landing Question | why would you want to do a bleeds off landing ? |
| NAV PANEL FAILURE During Long Term Parking | Hi everybody;
I am a CS working for a Turkish company in Antalya. Last winter season and also this winter season we grounded two different a/c’s for around 90 days prolonged parking . Thank you all |
| Re: Bleed off landing Question | Climb performance in the event of a go around.Certain airports like Denver. |
| Re: Bleed off landing Question | Technically, the APU can indeed feed the wing anti-ice system.
With both packs on, you’ll be in ACS mode, so duct pressure/flow will be fairly low. Not sure how effective it would be. I guess this is why its not an approved procedure…. |
| Re: NAV PANEL FAILURE During Long Term Parking | Seem to recall reading something recently about bad panel P5 grounds causing gremlins with the Nav Control Panels. |
| Re: NAV PANEL FAILURE During Long Term Parking | I guess your aircrats were parked so close to atc. |
| Re: LANDING GEAR – DIMENSION X | IFixPlanes
Thanks mate. Assumed that would be the answer. |
| FERRY FLIGHT | WHERE WE CAN FIND THE MAINTENANCE PROCEDURE TO PREPARE AIRCRAFT FERRY WITH LANDING GEAR DOWN. KIND REGARDS |
| Re: FERRY FLIGHT | Caps lock ! <!– s:o –><img src=”{SMILIES_PATH}/icon_e_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> |
| Re: 737 CL Engine controls | Fairy tale continued:) After arrival FCB for Engine #2, another shift found trouble with thrust response on E2. In our working time we readjusted control system for E2: with pins in "R" hole FCB and "PT" hole in strut – adjusted PP cable – pins insert and rotate freely. Next step – insert pin in "P" hole FCB and adjust lenght PP cable for angle of 30 degress FWD Thrust lever position. After that E2 run normal. But problem starts with E1. Slow startup – about 1min 40 sec. Flashing EGT readings. Accel from low idle to 40%N1 is 32 sec. when N2 reach 65-68% N2 – engine begin turns faster. During TBS: pressure test for both VSV actuators is failed, 5th stage check valve stuck in open position, fuel shutoff vavle didn`t closed fully – after disconnect pipes for VSV – fuel leak from MEC. At now we waiting new components. |
| Re: Single Pack operation no more then 2.5PSI In flight | check ACM for demaged blades or rotorseizure. ACM IS SUSPECTED |
| b737/400 EADI | IS A COMPLETE LOSE OF EITHER CAPTAIN OR F/O EADI GO OR NOGO MEL ITEM. |
| For ATA 24 Section Return Reference Neutral Point | I was requested to post this question to this site by the site administrator. This question may be explained in Boeing manuals (I don’t have access) which may have the info, but after using many sites, no answer. This is a general question, which does not violate any perceived trade secrets, so it has puzzled me, as to the no answer …..All points of connection on "return" bus for maintaining a conductive "connection" which completes a long or short section,would require that point have no resistance. All devices which are required to be bonded to the fuselage with a conductive strap have two points of connection. I know all the connection points are subject to corrosion and oxidation (not to mention vibration) which would then be a potential point of an unwanted voltage being developed, which would lessen applied voltage by that amount for any other device that consumes power. The point at which the entire return bus is referenced electrical system would also require same treatment maybe.QUESTION: Do current procedures to maintain these ELECTRICAL connections mandate the use of a conductive grease at any point a mechanical connection is made and least a annual inspection between the two pieces which are joined together?What prompted this question is the visible clean connections in all pics have seen to this point. I have asked Boeing and have yet not heard a response. The continued introduction of more and more electronic components make these systems less tolerant of any electrical system variation.Thanks for the chance to present this question <!– l –><a class=”postlink-local” href=”http://sjap.nl/forum/posting.php?mode=post&f=1#”>posting.php?mode=post&f=1#</a><!– l –> Mike Jones |
| Re: FERRY FLIGHT | Hello Malikji: Re your question on L/G Down Ferry. The Airline you work for (or handle) should have Procedures laid out in their Mtce Control Manual (MCM) or Equivalent (i.e. Ferry Permit Authorisation to be filled in) to Authorise such Ferry or any other Mtce Ferry. This is also Coordinated with the Flight Ops & Dispatch Depts to ensure Acft Altitude/Air Speed Limits (say in this Gear Dn Ferry), Any Other Operational Limits, Fuel O/B for the Ferry + Altn etc are all taken into account & of course Minimum Operating Flt Crew with no Pax O/B. It doesn’t hurt to Confer with your Regulatory Body to ensure all Relevant requirements are met, if it is a Ferry from one State (Country to Home Base in another Country). Hope this Helps. Plz Check with your Dispatch & Flt Ops Depts to see if there are any more conditions that should be met. Rgds Jeddy22. Mar13/2013 |
| Re: b737/400 EADI | As far as I know, a Complete Loss of either Capt or F/O EADI is a "NO Go Item"……….. Jeddy22 Mar13/2013 |
| Re: Single Pack operation no more then 2.5PSI In flight | Hello Mikeroca: Your Question dated Jan 10/2013 re Single Pack Ops no more than 2.5 psi. Are you referring to the RH Pack (Single Pack Op) only producing a Px Diff to 2.5 psid, while the LH side (Single Pack Op) is 8.0 psid or am I not reading this your question Right. If the Engine Px are good, perhaps the Pack Flow Control Valve was not opening enough (Modulating) & required Changing or for T/S, Swapping with the LH Side to see if Problem transferred. It’s been over 3 Months & I hope this Squawk is rectified by now or let the Forum Members what fixed it. Thanks Jeddy22. |
| Re: For ATA 24 Section Return Reference Neutral Point | Short answer is ‘No’
Any time a critical ground is disturbed, the AMM will mandate a check of resistance, generally max limit of 0.0005 Ohm. |
| Re: For ATA 24 Section Return Reference Neutral Point | Hi Dunny,
Thank you for your reply. A similar career position I held asked a similar situation and concern arose over a point in a I will continue my reading of all the posts in this great site. Your answer closed out my question that had been asked Mike |
| Re: For ATA 24 Section Return Reference Neutral Point | Dunny
I just reread your reply, the short answer "No" from being a yes or no response, I should have said I was not getting any replies! in the original post! Oh I just listed background of myself in previous reply because you guys have your info listed also, I wanted to be fair and say a little more. Mike |
| Re: For ATA 24 Section Return Reference Neutral Point | Mike, I agree with Dunny in the short answer. I have never seen a requirement for any kind of grease at bonding points, that doesn’t mean there isn’t one somewhere in the manuals, I just haven’t worked on an aircraft system that requires a grease at a bonding point. I have read in the past that Boeing is trying to come up with a requirement for inspection intervals for electrical bonding points. As you seem to know, the systems are getting bigger, and more bonding points are coming into play. It has been to long since I have read these studies to give you a more clear answer at this point on where that is going. I am aware that many carriers are implementing inspections on bonding points when work is done in proximity to a bonding point, and they are implementing more cleaning requirements for electrical systems. In my experience, the bonding systems that Boeing uses hold up fairly well, and when they degrade, they are easy to pin point if you know how to trouble shoot a system. There are bonding checks on some critical systems that I have worked for different carriers if the bonding point is critical. I do not at this point recall the intervals though. I will do some reading, and see if I can formulate a better answer for you. This is dry reading though, and as you may note by my screen name, I have a potential for losing interest. If I have a gap in my schedule over the next few days, I will see what I can find. |
| Re: For ATA 24 Section Return Reference Neutral Point | I”ll chip in here a bit on the Subject. Have worked various Aircraft Types (Light to Heavies) & the nearest that we had for grease was on Light Aircraft Battery Terminals to avoid Corrosion etc. While working Dehavilland (now Bombardier) Aircrafts (DHC8, CRJ), we used HUMISEAL Coating extensively on Electrical Bonding Studs & on Ground Studs. The Fluidic Humiseal wa usually brushed-on (one can also Spray on too) to prevent Corrosion at the Stud. You could Google HUMISEAL IB15 & read up on a posted Bombardier DHC 8 SL about Humiseal applications. We even used to add "red’ Coloring to Humiseal to make it more conspicuous. I cannot recall seeing any types of Grease on Electrical Connections on Boeing Aircrafts. Hope this answers a bit of your query. Rgds Jeddy22 Mar14/2013. |
| Re: For ATA 24 Section Return Reference Neutral Point | Thank all for the replies, this is great to hear from all of you! Hi Jeddy, Slacker, and DunnyI am not sure the Corporate Boeing people at their site, will ever see, much less respond (still holding out for a little more response time) before hitting them again with a re -post.You guys are, so this is probably a better avenue.What has prompted me to come hear and ask is a concern the entire aircraft electrical architecture may need to be viewed not as floating ground for an aircraft, but as an airborne IGZ (Isolated Ground Zone). The requirements for this, would not replace current practices but current practices would be looked at, evaluated, and recommendations from that be made. I am not saying current practices are at all deficient, but more over improvements would they perform as good, or better. The end goal to an evaluation well that is not overly complex but would be way too much to present here. I am studying the entire electrical system right now, and trying to formulate how current system performs.I am a Boeing fan, in particular a 737/800 fan. I must confess I am by no means a pro but you guys are Dunny, Slacker, Jeddy, your replies are great, and indeed all who read these posts. are because of their interest. I am following the 787 problem with abundant interest, because that is when I wanted to see how the 737 system is maintained. Jeddy I will read the link you mention, I only reasoned no response, was maybe due to no standard yet in this area. I will study more tell you all what I find….this is good |
| Re: For ATA 24 Section Return Reference Neutral Point | this is the sort of thing we have to put up with on new build 737’s….. <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –>
[img:2d1w6sk0]http://www.thegoldenrivet.com/photogallery/albums/userpics/normal_Bonding_Strap__Frame_end.jpg[/img:2d1w6sk0] needless to say, it didn’t bond too well… |
| Re: For ATA 24 Section Return Reference Neutral Point | Hello All: Below is the link that I was referring to re Humiseal. Read Step 5 – Pg 3 of 4 that talks about Ground & Bonding Studs Corrosion Prevention. <!– m –><a class=”postlink” href=”http://www.corrosion-control.com/media/cms/pdf/bomdardier%20ech%20sl.pdf”>http://www.corrosion-control.com/media/ … h%20sl.pdf</a><!– m –> Rgds Jeddy22 Mar15/2013 |
| Re: For ATA 24 Section Return Reference Neutral Point | Wow great pic, yes that is what I encounter at pl;aces through out the world in particular costal area’s. I bet this looks familiar to Jeddy……lol Dunny thanks for sharing |
| Re: For ATA 24 Section Return Reference Neutral Point | Jeddy,
Read the letter that the link points, and the type of system improvements that will be needed in the future, I would envision much stronger, but Thanks again to each of you, for the good interest in this area! I do have the 737 FCOM Vol1 & Vol2, QRH, and FCTM from Boeing that I will refer to plus other sites, but will run everything through this team |
| Re: For ATA 24 Section Return Reference Neutral Point | Ok, first to clarify. The pic Dunny put up is not what you think. This is not the contact side, it is the side the nut and washer would hold the bonding jumper in place. What you are looking at is a sealant left over. Note the perfect circle in the middle that looks a lot like a washer shadow. Thats what it is. The matting surface is he other face. Note how shinny this jumper is. The sealant is used to prevent moisture from getting to the matting surface through the fastener connection. In some applications the entire end of the jumper will be sealed in this manner. Dunny, can we see the other side of the jumper please. I suspect it is shinny and clean. |
| Re: For ATA 24 Section Return Reference Neutral Point | Dunny,
That pic is the perfect example which can be improved upon, this connection probably worked but would Mike |
| Re: For ATA 24 Section Return Reference Neutral Point | Corrosion on bonding jumper example: [url:2aj8p7u7]http://www.sjap.nl/boostpump-bonding-jumper-corrosion-737-678900/[/url:2aj8p7u7]It shows some pictures with the corroded spot and the rework with the new spot where this jumper of dunny is placed on. |
| Re: For ATA 24 Section Return Reference Neutral Point | SJAP comes through again. Those are good pics of failed sealant at bonding point. Well done sir. |
| Re: For ATA 24 Section Return Reference Neutral Point | Another great pic, What this pic shows, the stage of damage got pretty advanced before corrective action got taken. Sjap glad for your submission here! |
| Re: For ATA 24 Section Return Reference Neutral Point | Sjap, the adequacy of that repair procedure, this would be like some of the exact area that gets stressed by so many variables, and comes under such conditions. This is what I mean entire plane view. I still have gut feeling now, more than ever, if we modify and adapt now we will save untold work possibly in future. I think moving forward I think collection of other examples would give us lot more perspective here. For know we seem to have uncovered an area that merits attention. You all are uncovering things that are what I am talking about! |
| Re: For ATA 24 Section Return Reference Neutral Point | Another example of bonding / grounding: This picture i took inside a 767 centertank last week. You can see the bondingleads which connect both fuellines to each other, and the attachment of the brackets on the a/c-structure. Just for info and to get an idea of how it is installed inside a fuel tank. Inside a 737 tank it is similar, since it s a Boeing, and lots of techniques are exactly the same on many Boeing types. The attachment of this grounding hardware is without any grease or other stuff. |
| Re: For ATA 24 Section Return Reference Neutral Point | Sjap and Slacker and everyone else I realize all current practices work, but I am just coming from a angle of high reliabilty, where needed employ it, some of this is new for me interfacing with such a good group here, not used to self starter’s. Keep up you personal examples that illuminate area’s of concern. Sjab the picture you show of the tank, would be an area that is looked at in a complete type of review. |
| Re: For ATA 24 Section Return Reference Neutral Point | Sjap, good pic, would you say, this is a high reliability connection for the intended area of use? or continued practice like this is would be ok? What I am encouraged by is the questioning nature you all seem to demonstrate!As I look at this view, I am thinking, is this area exposed to moisture, does it maintain like Slacker mentions how shiny is the shiny side, this you would not think as an area to really look at, don’t know, but as planes become more dense with electronics, and use of composites is now on upswing, will areas that have good performance today, have to withstand greater influence from outward environment say during lightning hit. The practices we employ today, should we use them elsewhere or are they really in general areas plane specific or not, learning a lot here, the potential difference that could develop would outwardly seem to be a candidate for high reliability considerations just because of presence of fuel. Inside the tank the no grease is not a concern but outside??? No oxygen inside tank when immersed in fuel,no corrosion…outside ????????????? You are bringing up even more than I was thinking……..great job you all |
| Re: For ATA 24 Section Return Reference Neutral Point | Gonna try and find a picture of the grounding and bonding used on "static wicks", which the criteria there would be a good pointer also. Yes they do work now, yes if it works don’t fix it,…..never seen it |
| Re: For ATA 24 Section Return Reference Neutral Point | [quote="slacker":2aezx09h]Ok, first to clarify. The pic Dunny put up is not what you think. This is not the contact side, it is the side the nut and washer would hold the bonding jumper in place. What you are looking at is a sealant left over. Note the perfect circle in the middle that looks a lot like a washer shadow. Thats what it is. The matting surface is he other face. Note how shinny this jumper is. The sealant is used to prevent moisture from getting to the matting surface through the fastener connection. In some applications the entire end of the jumper will be sealed in this manner. Dunny, can we see the other side of the jumper please. I suspect it is shinny and clean.[/quote:2aezx09h]
The other side wasn’t pretty either… [img:2aezx09h]http://www.thegoldenrivet.com/photogallery/albums/userpics/normal_Bonding_strap__panel_end.jpg[/img:2aezx09h] |
| Re: For ATA 24 Section Return Reference Neutral Point | Dunny would say the mating surface’s shown would work very fine on maintenance checks on ground, but at FL30, flying trough a cloud, with chance of lightning, there is a high chance this could create some problems. Great Pic!Slacker your thought’s?I searched using all kinds of word changes for "bonding" hoping to find a Boeing Aircraft Standard. I only came away with a few for ground services types, some AD’s, and tons of business related material.You guys have more than satisfied my initial question….Now we have more. Do you all see a need for a ‘Boeing Electrical Bonding for Commercial Air Products" I think if this type of document existed, you could not keep enough copies on the shelfJust a random thought………but how do you see things at this point? Post your thoughts! Had Doc visit this morn was away for more than a few hours. |
| Re: For ATA 24 Section Return Reference Neutral Point | [quote="MikeNa71":z8get0cc]Do you all see a need for a ‘Boeing Electrical Bonding for Commercial Air Products[/quote:z8get0cc]We already do, SWPM (standard wiring practices manual). [quote="MikeNa71":z8get0cc]I searched using all kinds of word changes for "bonding" hoping to find a Boeing Aircraft Standard.[/quote:z8get0cc]That would be BAC5117-1 through BAC5117-20. |
| Re: For ATA 24 Section Return Reference Neutral Point | Yeelep,
Thank You for your informative reply, In just looking at some of the links, will look over your specific points. |
| Re: 737 CL Engine controls | [b:1celgixy]Case closed[/b:1celgixy]. Total win:)
After replacement fuel shutoff valve, both VSV actuators, 5-th stage valve check – engine starts in 32 seconds. |
| Re: B737-500 BLEED TRIP OFF RH | Dear fellas. the bleed trips off have been fixed,as fallow. the bleed trip was in descent top of descent part power over temp.checked sense line,450f temp,sens and HSV,found 450 F inoperative and replaced iaw AMM 36-12-55.OP CHECK OK. I hope so this help |
| Re: B737-500 BLEED TRIP OFF RH | More than 90 days for a feedback. <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> |
| Re: VHF ANTENNA | we ever asked the question to Boeing and got the reply:
Antenna removal is "On Condition" only. That is, the antenna should only be removed if it fails. It should not Reference only |
| Re: For ATA 24 Section Return Reference Neutral Point | Hi team,
I am reading the publicly viewable information (which is lots), planning a visit to KORD, and some more independent review time. I will post to here as I encounter items that may require your input! Please as you view this entire thread, as you ponder a specific, post! This is a very effective means to elaborate on information. I will check this forum and email at least twice a day, and of course less frequently when this half of the globe is dark! Thank all of you for your interest! Mike |
| URGENT-Unwanted fuel transfer from L/H tank to Center tank | Dear all,
We operate B737-800 During flight and on ground with APU run, unwanted fuel transfer from L/H tank to CTR tank happed with all six boost pumps turned on. We replaced some components and also perfomed some maintenance items below; 1. CTR L/H boost pump discharge check v/v replaced I need your help & advice urgently and request comments on similar experience. |
| Re: URGENT-Unwanted fuel transfer from L/H tank to Center ta | Likely a cracked tube or loose fitting in one of the #1 tank pickup/boost pump lines. Your’e going to have to go in the tank. |
| Re: URGENT-Unwanted fuel transfer from L/H tank to Center ta | did u check # 1 tank walls ? (especially rib no # 5 ) |
| Re: URGENT-Unwanted fuel transfer from L/H tank to Center ta | Yes looks like a loose coupling from the feed line of LH wing to the cross v/v, which ends in the centertank. It happened before. |
| Re: FERRY FLIGHT | PER THE MMEL 32-16 (DDPG) Preparation – Landing Gear Actuation System Inoperative,This task gives the maintenance steps which prepare the airplane for flight with the Landing Gear Actuation System Inoperative. |
| Re: 737 CL Engine controls | Story have little continue. After next flight days aircraft stopped by crew report, that engine #2 cannot get takeoff power. I`m with B2 go to airport USHH for troubleshooting… -22 Celsius… wind 7 knots it is like a dream:)Performed tests 3,4,6,8 and found that engine #1 Hi idle, part power PMC OFF out of range. Low idle fluctuate +/- 2% after throttle little move up and down. PTAS was turned to stop and N2 RPM didn`t go down to table value, I reach only +0.6% above table.After ferry flight to base, MEC was replaced… With engine #2 didn`t find any problem. So, for future remember – it can be many malfunctions for defect |
| EMDP intermix | I`m discover that some crafts of our customer have Abex and Vickers installed simultaneously. It is normal situation? As I heard exist SB for this, but can`t access – only for operator. |
| Re: EMDP intermix | [quote="JKBather":2wjz9mym]I`m discover that some crafts of our customer have Abex and Vickers installed simultaneously. It is normal situation? As I heard exist SB for this, but can`t access – only for operator.[/quote:2wjz9mym] You do not need any SBs. If you take a look at the IPC (29-15-22-01 for 737CL) you find in the nomenclature statements about "QUALIFIED I/W DATA". Hope this helps… |
| # 4 Slat Position Problem | Hi everyone ,
we have got problem 737 800 a/c’s # 4 slat. On led devices # 4 slat indication shows everytime transit and we can not open or close lh wing slats . all of them jammed.# 4 slat retract sensor code taken from fseu , than replaced it , problem solved but # 4 slat exterior view is amazing when close period , 1 , 2 , 3 slats closing but # 4 slat close time is aprx 5 second late. i take a photo when close period [img:93hkejhf]http://s24.postimg.org/vhpoivi2s/03042013619.jpg[/img:93hkejhf] I need your advice urgently and request comments on similar experience. thx. |
| Re: # 4 Slat Position Problem | How to they do it with STBY pressure? And do the PTU check, see how they do it with that. (ext > full ext and back) Looks like you have some restricted flow? |
| Re: EMDP intermix | When I check IPC, I’m found that Abex didn’t suitable by effectivity code, and AMM didn’t contains task for Abex pumps. |
| Re: # 4 Slat Position Problem | [quote="sjap":3aaasag1]How to they do it with STBY pressure? And do the PTU check, see how they do it with that. (ext > full ext and back) Looks like you have some restricted flow?[/quote:3aaasag1]With stby pressure result is same. 1-2-3 retract time is same but 4 slat retract time is aprx 4-5 seconds late.today i will replace slat actuator. |
| Re: EMDP intermix | [quote="JKBather":3rnwfopa]When I check IPC, I’m found that Abex didn’t suitable by effectivity code, and AMM didn’t contains task for Abex pumps.[/quote:3rnwfopa] What i meant was this: [url=http://imageshack.us/photo/my-images/827/abexvickers.jpg/:3rnwfopa][img:3rnwfopa]http://imageshack.us/a/img827/4660/abexvickers.th.jpg[/img:3rnwfopa][/url:3rnwfopa] But then you should have both pumps in the AMM. <!– s:? –><img src=”{SMILIES_PATH}/icon_e_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> My company can and do fly in mix-configuration. If you have trouble with the pump, the best way is to contact the MCC of the customer. They have to give you manuals you can work with. This can be engineering statements or related SBs. |
| Re: EMDP intermix | Yea, I read this statement of course, but I think that eff code have priority above this. And in my memory spins statement, that a/c must have one type of emdp. It’s maybe wrong:) but in effectivity box AMM tasks "aircraft with Abex pumps" or vickers. No any word about possibility of intermix, so I feel myself little bit discouraged:))) |
| Re: EMDP intermix | [quote="JKBather":1qa5n1mi]Yea, I read this statement of course, but I think that eff code have priority above this. And in my memory spins statement, that a/c must have one type of emdp. It’s maybe wrong:) but in effectivity box AMM tasks "aircraft with Abex pumps" or vickers. No any word about possibility of intermix, so I feel myself little bit discouraged:)))[/quote:1qa5n1mi] It would make no sence to write down the I/W data if the effectivity code has priority. You should read the introduction of the IPC. |
| Re: # 4 Slat Position Problem | problem solved. |
| Re: AC Plackards Production | we has fabricated these placards by silk screen prinitng you can refer to Boeing standard BAC5316 and it provide the detailed procedure. |
| Re: AC Plackards Production | [quote="738":ruo4cm05]…Does anyone producing itself Interior Placards for 737 ? I mean part145 or part21 organizations or operator.[/quote:ruo4cm05] Part 145 does not count. You need a part 21 authorization! Without this authorization you are not allowed to produce placards for aircrafts. |
| Airborne weather radar signals transmission | Is there any relationship between TCAS, Airborne Weather Radar (PWS mode) & TCAS computer with & without engines running. Means is PWS signals are still being transmitted with engines running & XPNDR in any other mode except STBY? SKK |
| Re: Airborne weather radar signals transmission | [quote="SKK":1fvm7m6s]Is there any relationship between TCAS, Airborne Weather Radar (PWS mode) & TCAS computer with & without engines running. Means is PWS signals are still being transmitted with engines running & XPNDR in any other mode except STBY? SKK[/quote:1fvm7m6s] Saw one of the airlines NG operator SOP having following warning –>1. WARNING: Failure to return the transponder to STBY after landing or selecting any mode except STBY prior to leaving the ramp area allows the radar to operate in the windshear mode creating a radiation hazard to personnel on the ground. This hazard exists even if the radar mode is selected OFF or TEST.2. WARNING: When an engine is operating on an aircraft with predictive windshear, having the transponder switch in any position except STBY will cause a radiation hazard to personnel. This hazard exists even if the radar mode is selected to OFF or TEST.3. BEFORE TAKEOFF PROCEDURE —->Transponder………………………………………………………………………………..TA/RA Rotate selector to TA/RA mode. WARNING: On aircraft with operational predictive windshear, failure to place the transponder to TA or TA/RA prior to taking the runway will prevent operation of the radar in the windshear mode unless the radar is selected to an active mode. Any information with reference to document will help Rgds |
| Re: For ATA 24 Section Return Reference Neutral Point | Team,
I am still researching the return system and overall electrical system layout. The scope of work needed to The areas I still have outstanding requirements to complete this project, can only be satisfied by visiting, a Thank you all for your patience, input, and submissions. Mike I will be obtaining the data I need based on findings at (being arranged soon) facility listed below! <!– m –><a class=”postlink” href=”http://www.artmaintenance.com/BYH.php”>http://www.artmaintenance.com/BYH.php</a><!– m –> |
| Re: EMDP intermix | mmm okay <!– s:| –><img src=”{SMILIES_PATH}/icon_neutral.gif” alt=”:|” title=”Neutral” /><!– s:| –> As I`m understand – no intermix allowed for specific A/C. Will wait for jobs on both EMDP, and big gun will shoot them all <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> |
| Re: AC Plackards Production | Really? "Fuel stick" placard cost about 50$ – and you didn`t find any operator who spent this money for piece of plactic with letters <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: AC Plackards Production | [quote="JKBather":3faci4gs]Really? "Fuel stick" placard cost about 50$ – and you didn`t find any operator who spent this money for piece of plactic with letters <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –>[/quote:3faci4gs] You know the difference between Part 145 and Part 21? You know that installing unapproved parts can withdraw the airworthiness? Your comment implies that the answers of both questions is NO. <!– s:( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:(” title=”Sad” /><!– s:( –>BTW: some MRO also have a Part 21 approval. |
| Re: CFM56-3B2 ENGINE N2 LOCKED | in our case engine was overhauled with very close tolerances |
| Re: CFM56-7B22 EGT indication | I don’t think that calculate is refered to the EEC version. For the CFM56-7B engine, there are four EGT harness and two EGT wire(CJ9/CJ10).Usually, SEL T49.5 is showed by only one channel. That mean, if channel A control, the SEL T49.5 is equal to (S1+S2)/2. If channel B control, the SEL T49.5 is equal to (S3+S4)/2. Of cause, it’s only my opinion. |
| CFM56-7B engine oil pressure high issue. | Dear all:
Recently, we have met some -7B engine oil pressure high issue. First, we replaced the T/P sensor, lubrication unit and used dry air to blow oil supply tube(TGB, AGB and forward sump). Test engine, oil pressure high. Second, we removed exhaust nozzle, oil inlet cover and rear sump oil supply tube. Some carbon particle was found in rear sump oil supply tube. The engineer believe the carbon particle is the root cause of oil pressure high issue. So we replace a new tube and test engine again. The oil pressure decreased about 3 psi in take-off power point, and it’s also higher than the average data. I don’t think we have found the ture root cause of this issue. Have you solved this problem and what about your opinion? |
| Re: CFM56-7B engine oil pressure high issue. | How high is "high issue"? Are the mentioned "average data" the data from this engine or a other source? Do you have trend monitoring? If yes, did the pressure increase slowly or sudden? |
| Re: CFM56-7B engine oil pressure high issue. | The oil pressure exceed manual limit. Some fault message has been showed in system. Usually, in the -7B26 take-off power point, the average data of oil pressure is about 62 psi. But about this engine, the oil pressure is above 72 psi. |
| Re: CFM56-7B engine oil pressure high issue. | Again: Did the pressure increase slowly over the time or was there a sudden increase during the last days?You say that the oil pressure exeed the AMM Limit. 72 psi is according engine operation limits (71-00-00-800-806) "oil pressure versus N2%" chart the highest normal pressure when the N2 is at 81%. I think that N2 is a little bit higher at take off. <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> With N2 at 95% even 92 psi is in the "NORMAL OIL PRESSURE RANGE".So, with vague phrases like "[color=#4000FF:26mzkk67]exeed manual limit[/color:26mzkk67]" or "[color=#4000FF:26mzkk67]Some fault message has been showed[/color:26mzkk67]" you will only get vague answers… <!– s:( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:(” title=”Sad” /><!– s:( –> |
| Re: CFM56-7B engine oil pressure high issue. | Rear Sump Oil Supply Tube Coking.Please see the attachment. |
| Re: AC Plackards Production | Maybe not so good as you know differences between Parts. Can you proof it? That my part145 install unapproved placards? Some operator in my region print interior and exterior placards by himself and feel good, and I have big doubt, that they have part 21approval for placard printing. |
| Re: AC Plackards Production | Feel good? Yeah…, who needs regulations. <!– s:( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:(” title=”Sad” /><!– s:( –> Is that Russian style? |
| Balance panel seal | Dear Friends,
If somebody can help me out in getting the P/N of B737-700 RH side Elevator balance panel bay(#2) seal (like fabric cloth ). Regards, |
| Re: Balance panel seal | AIPC 55-20-00-05 item 121 p/n 69-72899-1. |
| Re: UPGRADED FROM FMC UPDATE 6.2 TO 10.8A | Are the part #’s from the 2 FMC’s that work different from the one’s that don’t ? If they are, maybe the software affects then differently. |
| Re: Airborne weather radar signals transmission | On -700
The windshear mode automatically turns on under the following specific aircraft conditions: PWS turns off when one of these conditions occur – aircraft lands on -700 PWS control doesnt matter if in STBY or TA |
| UPGRADED FROM FMC UPDATE 6.2 TO 10.8A | My company recently upgraded FMCs from 6.2 to 10.2A, all FMCs were identical prior to upgrade. They all had the abeam waypoints when going direct to a waypoint, all FMCs updated clock and date from the Captains clock. After upgrade only two FMCs update from the Captain’s clock, only two have the abeam waypoint feature; any ideas how to solve this problem. Thanks |
| Re: Airborne weather radar signals transmission | Yes fine I agree with info provided by you. But the concern is that if you also agree that weather radar is On as suggested in my early information then it is a great concern on the risk when operating within terminal area with Transponder on XPDR mode with engines running which makes PWS to be ON which has direct impact on ground personnel because of the radiation generated.
Secondly if one airlines can incorporate this as a warning then why does not boeing or airbus provide this information to all of it’s operators, so that the airlines can develop some other procedure to deal with these radiations of weather radar which will or is effecting airlines ground personnels ?? Hope I am able to make my point. MIND you this risk of radiation can be removed by incorporating an alternate procedures & other issue is the Manufactures holding this information which is available on demand only. |
| Re: 737-300 N1 slow spool up during start | Hi,
Thx for the reply, we have no vibrations during start up and there is no binding when turning N1. |
| b737-400 fuel indication problem URGENT | i am having one b737-400 FQIS error code 7 on center tank.. with simmond system.
indicator, two tank unit and compensator (center tank has two tank unit and one compensator only) changed to new, wiring check from indicator to bussing plug done, all good.. but the indicator still have this error code 7 with 0 fuel shown. pls help.. |
| Re: b737-400 fuel indication problem URGENT | On the site i have only a smiths Industries Troubleshooting guide. (see ata 28) I dont have anyting for Simmond. But what does your manual say about error 7? It must give you an answer.? |
| Re: b737-400 fuel indication problem URGENT | [quote="sjap":20v6lqkk]On the site i have only a smiths Industries Troubleshooting guide. (see ata 28) I dont have anyting for Simmond. But what does your manual say about error 7? It must give you an answer.?[/quote:20v6lqkk]manual said its water contamination on compensator, but i have changed the compensator. |
| Re: b737-400 fuel indication problem URGENT | With simmonds (goodrich) digital fuel quantity indicators, the code 7 (normal indicated values) usual cause is: Contamination/water in compensatorYou find the trouble shooting at task 28-41-02/101. It is the procedure 2, but this procedure looks different depending on your A/C SB-status (SB 737-28-1183)What did you do to check the wiring? Resistance? Were the values for the resistance within the limits? |
| Re: AC Plackards Production | Is that Russian style? Have any doubt? <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> Welcome. Some kind of foreign part-145 learn fast with existing here realities.who needs regulations – exactly! With this problem try to fight, with varied success. <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –>You never see placard "Fill with nitrogen only" printed by laser printer and fixed with transparent Scotch tape? It was amazing <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> |
| Re: Airborne weather radar signals transmission | Ok, I now get were your coming from. In the 700 they built it into the logic so the PWS will not turn on when a/c on ground, engines not close to takeoff thrust and WXR off. It is in the after landing checklist for the pilots to turn the radar off. The transponder position does not matter on a 700.
Now a 300 which you are talking about is a whole different ballgame! The PWS can radiate with the radar off and the transponder in certain positions other than STBY as you suggested. I assume the after landing checklist tells the pilots to put it in a position so the PWS will not radiate. I do not have a checklist in front of me right now. Will check on it and post later on findings. CDR |
| Auto speed brake defect and flight spoiler float | Our 737-700 has repetitive defect, spoilers 4 and 5 are sometimes not fully stowed (they are slightly raised) above wing, and aircraft is also experiencing speed brake defects, reports such as speed brake lever does not go to flight detent, lever is reported as too stiff, auto speed brake CB C00440 on Panel P6-2 , row B, Column 9, was found popped out twice. Aircraft now flying under MEL 27-7 auto speed brake inop.
we have checked spoiler ops on ground and found satis. FIM 27-62 task 807, speed brake lever lubricated, speedbrake circuit pulleys checked OK, on ground speed brake ops is OK. but defects repeat in flight. Why would the CB be popping out? Could it be auto speed brake actuator. In 2009 we replaced spoiler mixer and ratio changer and it cleared similar defect. AMM has task spoiler ratio changer no back assembly test, i believe this checks the ratio changer. is there any AMM test to check the spoiler mixer. If necessary, what do you recommend to be replaced first, the ratio changer or spoiler mixer? |
| Re: Auto speed brake defect and flight spoiler float | Replace the spoiler mixer again.
Check all cable tensions too. |
| Re: Auto speed brake defect and flight spoiler float | Sounds like you have a stiff bearing on the left wing cable run when the plane is cold soaked. Remove the mixer, then rotate the ratio changer output quadrants and compare the left to right side. If the left side feels noticeably stiffer, loosen the left side cables and check all the pulleys and the output quadrant. If both sides feel the same then change the mixer. |
| Re: Auto speed brake defect and flight spoiler float | Auto speedbrake actuator is known to have chronic reliability problems. Check out SL-737-27-232
Replace the actuator, and then see where you are with the spolier float. |
| Re: b737-400 fuel indication problem URGENT | [quote="IFixPlanes":2sqqcxmz]With simmonds (goodrich) digital fuel quantity indicators, the code 7 (normal indicated values) usual cause is: Contamination/water in compensatorYou find the trouble shooting at task 28-41-02/101. It is the procedure 2, but this procedure looks different depending on your A/C SB-status (SB 737-28-1183)What did you do to check the wiring? Resistance? Were the values for the resistance within the limits?[/quote:2sqqcxmz]compensator has been changed for four times..yupe, resistance chk done from connector of center tank qty indicator to bussing plug of center tank. resistance all good.. 2 tank unit and compensator, TSD, TSD cable, safe side cable and center indicator, tank harness changed.. only part is the wire from cockpit to TSD wheel well havent change.. no idea what cause the problem. |
| Re: Airborne weather radar signals transmission | Thanks will await your reply. One more clarification confirm that this radiation issue occurs only on 300/700 & not on other series of B737?? Rgds SKK |
| Re: b737-400 fuel indication problem URGENT | Again: Is your A/C pre or post SB 737-28-1183 <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| Re: Auto speed brake defect and flight spoiler float | only popped out auto speed brake control c/b ? ( is this a/c is sfp ? ) ( ı think you must measure all flight spoilers maybe creating short circuit on air than your c/b popped out ) |
| Re: Airborne weather radar signals transmission | The 300 checklist has the crew putting transponder to STBY on parking of A/C. Then turning transponder to TA/RA before taxi. Trying to find information on the wattage output of the normal radar sweep and the PWS sweep. Maybe the PWS sweep is very low, thus just having a small warning about it. I know that the DME antenna actually puts out the most power of all antenna’s including radar at around 400w !! Will post if I find out.CDR |
| Re: Auto speed brake defect and flight spoiler float | occams razor….
The simplest solution is usual the correct one. |
| Localizer Antennas 737NG | Hello, Can somebody tell at which moment the localizer in the vertical fin or the localizer under radome is used? Thx a lot for any comment. Pfalli <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: Localizer Antennas 737NG | Fwd antenna is used when one of these occur: – ILS freq is tuned, VOR/LOC or APP mode is selected on MCP. – ILS freq is tuned, HGS combiner placed down and PRI mode is selected on HGS control panel. – FD switch on, VOR/LOC or APP mode selected on MCP.CDR |
| Re: Auto speed brake defect and flight spoiler float | Re Auto Spd Brk Problems: I agree with Dunny on Auto Spd Brk Actuator R/R. Ensure it is correctly Rigged per MM. Do Splrs 4/5 stow properly during Manual Ops ? Let us know. Tks Jeddy22 Sat, Apr 27/13 |
| Re: Airborne weather radar signals transmission | Thanks will wait update Rgds SKK |
| 737-300 Routine Maintenance Checks – Men-hour Forecast | Dear all,
I was studying the Boeing 737-300 Maintenance Planning Document, and I have found the following estimates for the routine checks : Check 1A – 9,1 MH The above values are those included on MPD appendix A plus the MH for the access opening/closing listed on the same MPD. I guess the above values are extremely low, and do not reflect the reality. For instance, the Check 6C is a very heavy maintenance check, since it include the majority of the structural inspections. I was expecting for the routine inspections a manhour around 20000 MH or higher and not only 1460,64 MH. I am not considering the non-routine items since it is another story. Please, those of you that work on 737-300 maintenance checks (A and multiples / C and multiples), could inform the really estimates that you consider on your companies ? Thanks a lot for your attention, Fernando Vanni |
| Re: For ATA 24 Section Return Reference Neutral Point | Team,
Still working issues but still appreciate this group. I will ensure proper recognition is given to all who have participated here. Mike |
| Re: 737-300 N1 slow spool up during start | Could be a bad pack valve causing turbofan to run with pack switch off. That will for sure cause a slow start. Let us know what fixes it when you can.CDR |
| Re: Localizer Antennas 737NG | CDR
Will appreciate in case you can explain HGS combiner? As pilot difficult to understand this terminology?? |
| Re: b737-400 fuel indication problem URGENT | [quote="IFixPlanes":3djak2az]Again: Is your A/C pre or post SB 737-28-1183 <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –>[/quote:3djak2az]
It’s post sb 737-28-1183 |
| Re: Localizer Antennas 737NG | Will appreciate in case you can explain HGS combiner? As pilot difficult to understand this terminology??
HGS is Heads-up Guidance System. The combiner is the glass you look through while flying that displays flight information. You may not have one installed on your A/C. |
| NOSE LANDING GEAR SERVICE B737 CL | Who knows what kind fluid must be serviced strut nlg.mil h 5606 or bms type.thanks |
| B2 to B1 | Hi we are just converting a B2 to a B1 we need p/n for the fire dection wire harness to convert to walter kidde from S/Donner cant find the number any were thanks mike |
| Re: Localizer Antennas 737NG | CDR
Thanks for the update. Yes we do not have the HGS installed!! But question is still left open when does the 2 different position of the antennas come in picture when you are carrying out ILS? I.e. antenna position in radome & antenna on Vertical Stabilizer. Regards |
| Re: NOSE LANDING GEAR SERVICE B737 CL | See your amm !
BMS 3-32 type II |
| Re: NOSE LANDING GEAR SERVICE B737 CL | I once worked on a 747 that had legs filled with skydrol…. |
| Re: Localizer Antennas 737NG | You can hand fly an ILS approach all the way down to threshold and you will be using the localizer antenna in the vertical. As soon as you select APP or VOR/ILS on MCP (or the other instances listed in my previous post) on an ILS approach it switches to the localizer antenna under the radome. But remember this is only for the localizer antenna. There is only one glideslope antenna and its under the radome aslo.Hope this answers your question.CDR |
| Fiberglass blocks fwd of aft engine mount | Gents,
Does anyone have any experience with these white fiberglass blocks, attached fwd of the aft engine attachment on a 737NG? When you order a new one, you get a brown block of harex-like material, (same p/n). Does this deteriorate in time? |
| MINOR AND MAJOR RIGGING | what is difference between MINOR RIGGING AND MAJOR RIGGING . As some definitions are cited in AMM 20 and 70 likewise any AMM reference for these terms used in Aircraft maintenance. |
| Re: MINOR AND MAJOR RIGGING | Maybe coarse and fine adjustments?
I’ve never seen this in the 737 amm, do you have an example? |
| Re: b737 DELETION OF FLIGHT DECK EYEBROW | [quote="vortex":ak1iiokq]This is information for ATA 56 flight deck window 3,4,5,6 eyebrow iaw 737-FTD-56.04001 SB 737-5619 Has been cancell now is STC ST016305E. hope so help this info for issues about these windows FTD (FLEET TEAM DIGEST)[/quote:ak1iiokq] This FTD was last revised: 18-NOV-2008 ! BTW: the SB was 737-56-[b:ak1iiokq][color=#FF0000:ak1iiokq]10[/color:ak1iiokq][/b:ak1iiokq]19. BTW2: Window #6 <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> |
| Re: b737 DELETION OF FLIGHT DECK EYEBROW | thanks for be alert you are right see yaa regards vortex |
| Re: Battery bus blocking diode | Only thing I can think of would be TR1 and TR2 are at the top end of their load capacity. TR3 helps takes a little off that load. TR1 and TR2 could be overloaded if they have to supply help to TR3. Hence the battery and battery charger take over for TR3 when it goes dead. Only a theory.
CDR |
| Re: Airborne weather radar signals transmission | Still trying to find information. Have not forgotten.
CDR |
| Re: 737-300 N1 slow spool up during start | Hi Super,
No, pack valves are OK! Thx |
| Re: 737-300 N1 slow spool up during start | Korong,
You weren’t lying about how long it takes for parts to get there!! Hopefully that fixes it. Keep us updated. CDR |
| Re: Localizer Antennas 737NG | Thanks for an update. Reds SKK |
| Engine crew alert on UDU B737-700 | Dear all,
Very recently carried out bleeds off takeoff on B737-700. Airport elevation 3000 feet. After takeoff around 2000 feet AGL after retracting flaps when trying to configure the bleeds: – on selection LHS Engine Bleed ON noticed momentarily complete block of LHS engine crew alert block on UPPER DU i.e. Start valve open alert, Low oil pressure alert & oil filter bypass Alerted momentarily – as soon APU Bleed switch SWED OFF the alert went off. – rest of the Bleeds off reconfiguration was done as per the procedure. Can anybody help as to why the Crew Engine alert Block blipped momentarily??? Regards SKK |
| Re: Engine crew alert on UDU B737-700 | Thats a real strange thing that happened. Looks like your DEU had a hickup . If it happened only once keep monitoring it. If it happens more often you have a real problem somewhere where your bleed signals / P5 switching module interferes with DEU / engine signals. |
| Re: Engine crew alert on UDU B737-700 | Strangely its the second time I’ve read about this snag in a week.
One of our aircraft had one side of the crew alert block illuminated prior to dispatch Engine and APU bleed switches were cycled to get rid of the fault. As to why, I have no idea, but will continue to dig for an answer… |
| Re: MINOR AND MAJOR RIGGING | i hdont have example. this was a question to guy during interview for LAE… might be these terms used in B787 because interviewer had recently attended B787 course …. |
| Re: Airborne weather radar signals transmission | Finally some info.
The U.S. Government has established a microwave radiation protection guide of 10 The RF output of the RDR-4B weather radar system is less than 10 mW/cm2; thus, no CDR |
| Odd shaped rivets in wing spars | Hey all,
When doing structural fuel tank inspections in an NG, you will find numerous odd shaped rivets long the wing spars. They are almost pyrimid shaped as opposed to the universal or mushroom head and approx. 5-8 rivets apart – I presume they have something to do with location during manufacture but can anyone confirm this or is there another reason? Many thanks. |
| 737 CL Transponder Programming | B737 Classic question, -300 in particular. I tried a thread search but no answer.
I need to re-program the ATC Mode S transponders due to aircraft registration change. I have the new Mode S codes, but I am unable to locate the info in the AMM 34-53 as to how to re-pin the rack connector. Any help would be appreciated. |
| Re: Fan blades repair | AMM 72-31-02, page 601. Fan Blades Inspection. |
| Re: Airborne weather radar signals transmission | CDR
Thanks for the update |
| B737 main gear tyre bolt inspection | Somebody can tell me if during a B737 CL scheduled maintenance (Daily or other ) is required to open the panel at the center of the cover of external wheel tires? I understand that the bolts are subject to rupture. thanks |
| Re: B737 main gear tyre bolt inspection | No never did it. I’ve never seen it on any checklist. also found never a fractured bolt on a classic in 17 years. |
| Re: B737 main gear tyre bolt inspection | See Fleet Team Digest 737-FTD-32-02003 and 737-FTD-32-07005. |
| Re: B737 main gear tyre bolt inspection | You can slide an open ended wrench between the rim and wheel cover to check them. |
| Re: B737 main gear tyre bolt inspection | I’ve seen one broken tie bolt on a 737-300.
Seen a dozen or so broken tie bolts on 757’s and 767’s in as many years… There is no scheduled task to check them on the 737. |
| Re: B737 main gear tyre bolt inspection | [quote="yeelep":1xspjkmz]You can slide an open ended wrench between the rim and wheel cover to check them.[/quote:1xspjkmz]Ignore what I said, I was thinking about the NG. We have a sign off to visually check the tie-bolts as part of our service check on the NG. Never seen a broken one on a CL, but I know of at least four that have broken on our Ng’s in the last year. |
| Re: B737 main gear tyre bolt inspection | probably depends on your AMP and the type of wheels used…
We have the Buggati wheels on our NG’s |
| BONDING JUMPERS STATUS | Is there any Reference regarding the missing status of Bonding Jumpers installed in Air Conditioning compartment access doors. how many QTY missing is allowed. Kind regards |
| # 2 ENG GEN OFF | Dear all,
# Apu is working Selected to engine gen all gen off lights come off > normal We tried to , # 2 engine gcu , apu gcu , generator control breaker 2 , bus tie breaker 2 , aux power breaker , external power breaker , but fault continued |
| Re: # 2 ENG GEN OFF | Is this a classic or NG?
I am assuming this is a classic. It sounds like you replaced all the major players in the system. (G4 #2 Engine GCU / G5 APU GCU / C802 #2 Engine Generator Control Breaker /C890 APU Generator Breaker /C892 #2 External PWR Breaker). Hopefully the parts you installed are ok and not bad from stock. Does The Right APU GEN BUS come on line if you select it first (before you select the left APU GEN BUS) while you’re connected to the engine generators? Also if you’re on external power, can you select/connect both left and right APU buses? or does it fault in the same manner? If you can select the right APU GEN BUS first, I would check the R281 air/ground relay system. If its stuck in the air mode on the ground, the first APU GEN BUS you select is the only one you can connect. You can check the close coil voltage for the #2 APU GEN Breaker on the M400 panel. If you select the S-1=C and S-2=4 and rotate the overhead DC electrical selector to TEST (or you can use a multimeter). When you push down the right APU GEN switch, you should get a momentary 28vdc on the meter. If voltage is present this will eliminate a lot of LRU’s.[attachment=0:3r03vbrd]<!– ia0 –>m400.gif<!– ia0 –>[/attachment:3r03vbrd][attachment=1:3r03vbrd]<!– ia1 –>APU-PWR.gif<!– ia1 –>[/attachment:3r03vbrd] |
| Re: 737 CL Transponder Programming | Look at WDM 34-53. Should be a block showing how the shorting plug is set up for different codes. So basically if you have an octal S code of 52223113 it converts to 101010010010011001001011 in binary form. First bit corresponds to pin 1 on the shorting plug up to 24. Now here is were it gets tricky. Not sure if all the 1’s need to be shorted together or all the 0’s do. Might have to try one way first to see if you get correct code. You might also have to short them to pin 25, the address bit common. Might check the old one to see if the pins are tied to pin 25.CDR |
| Re: # 2 ENG GEN OFF | When you put APU #1 side online does the a/c go to air mode? APU surge valve dumping? Try putting Stby Power switch to BAT, then put #2 online. If it comes online the R355 is usually the problem.
CDR |
| Re: # 2 ENG GEN OFF | A/c ng sorry i forget to import it. R355 Relay is for classic ? also we replaced r33 master test relay , fault continue. |
| Re: # 2 ENG GEN OFF | R355 is for classic. Is #2 bus actually reciving power and its just an indication problem? Or is it an actual power problem? Did you check for a good ground from generator 2 control breaker pin 16 it looks like. Assuming you swapped out the overhead also.
CDR |
| Re: # 2 ENG GEN OFF | when select # rh apu gen switch # 2 engine gen off doesnt come on but bus power coming from rh apu gen.# 2 ENG gen off light must be came on , gcu braker controlled : / resut is same. |
| speedbrake does not deploy auto on landing | Our B737-700 (winglets not installed) has been experiencing repeat defects. ATA 27 Auto speedbrake does arm during approach when lever put to ARM position, green light iluminates, but upon landing speedbrake does not extend automatically. However, during ground checks per AMM they do extend OK. AACU swapped, auto speedbrake actuator replaced, but no luck. Any tips
Thanks |
| Re: # 2 ENG GEN OFF | [attachment=0:bhsd8oce]<!– ia0 –>ngpower.gif<!– ia0 –>[/attachment:bhsd8oce] |
| Re: Auto speed brake defect and flight spoiler float | aircraft went into C check where ratio changer failed no back brake per AMM check. Spoiler mixer was replaced also as a precaution. Defect cleared since replacements. waiting for component shop findings reports. Thak you for your tips. |
| Re: speedbrake does not deploy auto on landing | Auto Speedbrake module? Maybe a bad switchpack? Looks like you might have to ring out a few wires if the ASM is not at fault! |
| Missing part | Something missing on a 737 ng cockpit. find it:(
[img:360xiwaw]http://img845.imageshack.us/img845/3237/imag1507.jpg[/img:360xiwaw] Removed for lightining strike |
| Re: Missing part | Our 737’s came delivered with ceiling panels…… |
| Re: Missing part | Lightning strikes suck!!! |
| Witness marking/Torque seal | Dear all,
After fastener installed and torqued, must witness marking/torque seal be applied on bolt head..etc?? Any response would be welcomed! Regards |
| Re: # 2 ENG GEN OFF | BPCU D10898A PLUG 15,16,17,7,29 pins tightened fault solved. thx all. |
| Cargo nets | On our 737 we’re always changing cargo nets because the tie down single stud fittings have missing or damaged springs.
These things seem pretty generic to any form of cargo net. [img:1figmir4]http://www.thegoldenrivet.com/photogallery/albums/userpics/2013-06-07_200528.jpg[/img:1figmir4] Anyone have a part number for the springs ? |
| Re: Cargo nets | I can order the above and rob the springs, its not cost effective though…. |
| Re: Witness marking/Torque seal | Think it is in your company MPM. We have Maintenance Tasks which superceed MM that tells inspectors to mark the item if they have too.
CDR |
| B 737 CL PAINT MISSING | Hi all, in this days the National Aviation Authority is doing a lot of inspection on aircrafts . Many time they found paint missing on fuselage or wing l.e. panels or stabilizer. Someone can help me , because I’ve never found an AMM or SRM paragraph to use to dispatch or register in log book ? Thanks in advance |
| Re: B 737 CL PAINT MISSING | Do you not have a non-essential equipment and furnishings category in your MEL ? |
| Re: B 737 CL PAINT MISSING | No, we have only convenience tien for pax cabin. I’m writing a note in AIRCRAFT STATUS list. But I think it’s not correct, because on A320 Family we dispatch in according to SRM. |
| Boeing card 27-086-00-01 RH tab 10 sec time delay failed | Reference to the subject topic, below are the troubleshooting made but snag persist-
/1/Elevator Tab Lock Actuator has been replaced. /2/ Hydraulic line(s) to be checked for leaking, clogged, blocked, twisted or kinked leading up to this component = No discrepancies found in the lines all lines found OK. /3/ Hydraulic line B-nut was slightly opened and checked, hydraulic coming to the solenoid valve. (checked at both supply & return). /4/ Solenoid Valve was replaced again and then further troubleshooting valve was again replaced with previous valves no help. Snag persists. /5/ Groundings checked. All ok as per SSM. Power at all points is available as per SSM. /6/ Relay R782 replaced. Snag persists. Anyone please advice what else we can troubleshoot. |
| Re: Odd shaped rivets in wing spars | Can you please attach some snaps!! |
| Low duct pressure | Hey all ,
we have got serios problem on some of 737 ng a/c. Cruise and Climb phase (other phases normal ) – one engine duct pressure is lower than other engine aprox +- 20 Psi Amazing point is when we selected apu bleed on , precooler control valve indicator automaticly going close ( bleed valve closed position ) Note : sometimes air leaking from small hole on bleed valve. than we replacing bleed valve , when select apu bleed on , bleed valve closed > precooler control valve indicator is normal but low duct pressure is not solving.. i think 2 different faults , Any advice / experience is welcome. |
| Re: Low duct pressure | Check the sense and control lines on the BAR/HSR for leaks by supplying upstream pressure with the APU. If all is well I would suspect the PCCV sensor or PCCV itself. Hope this helps. |
| Re: Low duct pressure | [quote="Boecom":3fewshua]Check the sense and control lines on the BAR/HSR for leaks by supplying upstream pressure with the APU. If all is well I would suspect the PCCV sensor or PCCV itself. Hope this helps.[/quote:3fewshua]
bleed valve stucks open position with this when i select apu bleed on because of bav open pccv automatically going close position. what is the small hole on bleed valve , anyone know that ? why air coming from there too much ? is that bav overpressure or othername fault hole ? i think pccv working because when bav all positions pccv working tests successfully passing , pccv sensor can be restrict air when climb and cruise phases.we will check it. |
| Re: Low duct pressure | Air coming out of weep hole is normal on BAR. Would do what Boecom suggested and check hard lines and braided lines for leaks. There is a braided line coming off the high stage valve that always leaks. Also check lines to 390 and 450, they could also be leaking closing the PRSOV.CDR |
| Re: speedbrake does not deploy auto on landing | FIM 27-62 task 804 , wiring check was done, found high resistance on auto speedbrake actuator. actuator replaced, defect cleared. note this actuator was recently installed about 1 month ago. quality of repairs, pool parts! Thanks for your tips |
| Re: Low duct pressure | Have you accomplished MM 36-12-00-700-801 and 36-11-00-700-801?
[quote="motortek":2iz2i08g]Note : sometimes air leaking from small hole on bleed valve.[/quote:2iz2i08g]If your’re talking about the PRSOV its not unusual, but not desired. It’s air that is leaking by the butterfly shaft or diaphragm. If you’re talking about the BAR, its normal to have a small amount of leakage.[quote="motortek":2iz2i08g]i think pccv working because when bav all positions pccv working tests successfully passing[/quote:2iz2i08g] Based on your symptoms and previous experience, its the most likely culprit. If you’re performing FIM 36-10 tsk 804, ignore step f.(21) "simulate the opening of the precooler control valve sensor". It can pass and still be a bad PCCV, very common. Doing anything other than MM 36-12-00-700-801 can give false results.[quote="super":2iz2i08g]There is a braided line coming off the high stage valve that always leaks. Also check lines to 390 and 450, they could also be leaking closing the PRSOV.[/quote:2iz2i08g]The lines from the PCCV to the 390° sensor won’t close the PRSOV as it will cause the PCCV to move towards open. An excellent guide linked from our favorite 737 website, of course not to be used as reference: <!– m –><a class=”postlink” href=”http://www.mediafire.com/view/?f1sf4gmc71mf2bs”>http://www.mediafire.com/view/?f1sf4gmc71mf2bs</a><!– m –> |
| Re: Odd shaped rivets in wing spars | Sure, next time I’m in the tanks I’ll get a few. At first glance they almost look unformed, but then I realised they are equal spaces apart and on all of our fleet! |
| Re: Low duct pressure | [quote="yeelep":231anwio]The lines from the PCCV to the 390° sensor won’t close the PRSOV as it will cause the PCCV to move towards open.[/quote:231anwio]
yeelep, thanks you are correct. The 450 modulates the PRSOV to close and the 490 closes it all the way. Brain fart!!! CDR |
| Re: speedbrake does not deploy auto on landing | I have changed the same part 3 times before to get a servicable one!!! |
| Re: Low duct pressure | Excessive bleed air temperature – i.e. the PCCV (or associated components) not functioning correctly – will cause the PRSOV to reduce duct pressure. We change PCCV’s and 390’s regulary. The 450 is also a likely suspect, but as the problem on happens during cruise/climb where N2 is high, I would suspect the precooler system. |
| Re: Low duct pressure | Replace the PCV 390 thermostat first. Fails very very often. Else do the 450 also. All other components can be checked on ground. The 390 and 450 only in the shop. |
| Eng fuel Pump change | Hi
Can someone give me any info on how long an engine fuel pump package takes to change on an NG ? ( fuel pump replacement required ) ….and any other hints that may ease the pain…. |
| Flaps will not extend to 40 units at 737CL during landing. | Hello guys. Can someone give me any info about my problem at 737-500 a/c. After flight data decoding found that flaps not extend to 40 units,they stops at 36.4-37.4 units, but flight crew not report any problems. Flap sys rig tests not found any descriptions, check ok , flap position transmitters adjustment is correct. All test on ground is ok. But problem appears from time to time. T/E flap control valve replacement not give results, problem continue from time to time. I will be glad to hear your opinion and advice. |
| Re: B 737 CL PAINT MISSING | Try use SRM 51-10-01. That contains words" repair all scuffed or damaged finish as soon as possible". Usually, I’m use NEF list for metal surfaces finishes with interval to C-check. |
| Re: B737 main gear tyre bolt inspection | I have met damaged bolts on B767 and B737(outb) wheels, you can observe this indirectly by checking tyre pressure. |
| Re: Eng fuel Pump change | 4-5 hours most likely. Take off as a package, if you have proper cradle. If you dont then split HMU from fuel pump, because it is damn heavy as a unit.Dont forget to bleed off fuel pressure and drain or you will get a face full of fuel!!! Not that its happened to me!! <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –>
CDR |
| Re: Flaps will not extend to 40 units at 737CL during landin | The flight data recorder should have a transmitter of its own. It will only be read through the FDR, and can have problems on its own, so the crew would not see any faults. If you have a new style reader, the test is quite simple and quick, if you have an old analog tester, I can not help you. I cant remember where the tests are in the AMM, I am not at work. Maybe someone can get that for you, or you should be able to find it. Good luck. |
| Re: B 737 CL PAINT MISSING | Thanks a lot. I finally have that I want |
| Re: bleed air | [quote="yayoo":31s4lq5g]The crew report Cockpit height change quickly on climb,and we replace the 9TH valve on ENG1,this fault disappear.[/quote:31s4lq5g] 9 th valve stuck in open position, and not close after throtlles advanced >~50% N2 |
| Re: Eng fuel Pump change | [quote="super":3u0g7mrv]4-5 hours most likely. Take off as a package, if you have proper cradle. If you dont then split HMU from fuel pump, because it is damn heavy as a unit.Dont forget to bleed off fuel pressure and drain or you will get a face full of fuel!!! Not that its happened to me!! <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –>
CDR[/quote:3u0g7mrv] Yep thats a good time, 4 to 5 hours. |
| Re: Flaps will not extend to 40 units at 737CL during landin | If the needle is in the white band, and the flaps are indeed at 40 degrees on ground, then you have no problem. If they get stuck somehow, and they do NOT end in the white band, then they are really stucked. That could be a mechanical jam (ice in spindles, worn tracks, rollers etc) Once we had a jammed flap system on a classic due to 1 jackscrew spindle wornout at the end. By hand it was ok, but with lots of force on it it jammed. Trick is to find which one of the 8 is bad. |
| Re: Eng fuel Pump change | Thanks guys… <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: BONDING JUMPERS STATUS | Maybe this link will help SWPM 20-20-00 |
| Re: BONDING JUMPERS STATUS | [quote="djedy79":1q5dfavo]Maybe this link will help SWPM 20-20-00[/quote:1q5dfavo] This doors is a unpressurized fairing |
| Re: Flaps will not extend to 40 units at 737CL during landin | I’ve had a similar snag with one of our Classics. The end result was a few ball nuts on the flap jackscrews had corrosion/contamination and the excessive force to turn them with high air loading on the flaps caused the flap transmission torque limiter to engage and stop flap extension. On an NG I think there is a popup indicator to tell you this happened but on a Classic you have to check each transmission. Service Letter 27-53 makes reference to this issue. Good luck. |
| specific gravity adjustment at 737 CL | Hello friends. Please give me a tip if you know. If we change the specific gravity on engine at 0.01 unit at 737 CL, we have to perform test#6 or other? I once heard that there is no, but can not find a specific reference in maint. manual. Thank you all. |
| Re: specific gravity adjustment at 737 CL | If you change the SG you have different accel/decell times these may be out of limits then, in combination with the rigging of the vsv’s and vbv’s. So always recheck your accel times compared to the other engine and the AMM. Don’t just adjust something if you dont know what effect it has on the engines performance without checking it. |
| Re: Boeing card 27-086-00-01 RH tab 10 sec time delay failed | Does the right tab actuator physically extend while performing the test? IF SO, suggest checking rig or replacing the elevator control tab mechanism.
IF NOT, you have already replaced the solenoid valve and actuator twice, the R782 T/D relay, Checked grounds at (D12968-X2) & (D10529-Pin2), checked 28vdc with flaps down after 10seconds at D10529-pin1, Checked B-system hydraulic pressure. If all good and fault is intermittent suggest replacing the S1051.[attachment=0:3t9rnjc5]<!– ia0 –>tab.gif<!– ia0 –>[/attachment:3t9rnjc5] |
| Re: Boeing card 27-086-00-01 RH tab 10 sec time delay failed | what do you mean, the 10 sec delay failed ?
It took longer than 10 seconds or didn’t work at all ? |
| Re: CFM56-7B candle light | what action is required to be done if candle fire is seen in exhaust plug….. |
| How does work " interlock power" ? | I wonder how does work "interlock power". Mostly i face at chapter 22,auto flight. You can check at AMM 22-11-00 P.34 DFCS – SYSTEM INTERLOCK POWER INTERFACE. If u have an information about this subject, can you share with me.Kindly, |
| Re: For ATA 24 Section Return Reference Neutral Point | Sjap and all who have invested in this forum topic. Today the business office from the ART facility got back in touch with me and plans for site visit appear to be moving forward. He has a disassembled 737 in storage that we may used to finalize a business plan. Mr. Jimmy Winkle in the business office is the person I am working with. I am very excited by this activity! I could not have done it without the support of all here. This project is in its infancy. What this means for all here I would characterize as "Next Generation Bonding". I will work with Sjap and see if he wants to continue posting on this thread or if there is a need to migrate to a separate page.
NEWER INFO: Just spoke with Sjap via mail, for now until such a time we migrate, metadata for project work, will be doing that sometime in near future and will make an official close to this thread. |
| B737 CL FAN DUCT COWL&THRUST REVERS ER ASSEMBLY | Anybody can tell me is COWL AND T/R PN S 315A1701-112,113,114 and 115 need a overhaul over 16500 CY or iaw MPD call for. OC Ref, D6-38278 8-78-03 .what option must be fallows any help………. |
| Re: B737 CL FAN DUCT COWL&THRUST REVERS ER ASSEMBLY | What is the source for the 16500 CYC? |
| Re: B737 CL FAN DUCT COWL&THRUST REVERS ER ASSEMBLY | dim limit from Lufthansa technik |
| Re: B737 CL FAN DUCT COWL&THRUST REVERS ER ASSEMBLY | [quote="vortex":2wkyg88m]dim limit from Lufthansa technik[/quote:2wkyg88m] dim limit? What do you mean? To which dokument did LHT refer? |
| Re: B737 CL FAN DUCT COWL&THRUST REVERS ER ASSEMBLY | so LHT TBO CONTROL HAM WG 62 SITA CODE HAMMDLH ATA PN/OPN DIM LIMIT 78 315A1701-114 OPCYC 16500. In summary this component basically must fallow the MPD direction or sometime it own airline program ?see yaa |
| B737/800NG CABIN HOT | Hi everyone , I need some help regarding one of our 737/800 hot aft cabin temp. (cockpit ok) specially on short flights (one hour flying) .T/S done acc to fim ie:both acm l/h & r/h chkd,trim control vlvs and temp control vlvs chkd ,leak chk done ok ,sensors in the cabin chkd .pleas forward any further T/S or any ideas if anyone experienced this snag. |
| Re: B737/800NG CABIN HOT | If it’s only the aft cabin you’re having issues with i.e. fwd cabin & flt deck are ok, it sounds like either a temp sensor or sticky trim air valve. How have you tested these? If it is only by BITE on the zone temp controller, I would visually check the trim air valve is moving freely and time permitting, swap the aft temp sensor with the fwd and see if the fault transfers. |
| Re: How does work " interlock power" ? | What information are you looking for? Its basically a set of logic that has to be met before you can engage the autopilot. If you have access to MM all the logic should be listed in the desription and operation section of 22.
CDR |
| B 737NG TBV demand position and position signal is disagree | Hi guys, We have a problem on aircraft: during take off to 80 knot or after landing "Engine control" (ENG#1 )light is illuminate and goes off. Description of fault: 1. Recent fault: Msg# 75-10581 or 75-10582. Sometimes we found msg#75-10531 or 75-10532 T/S: 1. EEC bite——– OK. 2. Test #12(actuator test) ——— no fault found. 3. Work was performed acc to FIM 75-23 task 801. All check are OK. 4. TBV ‘ s were swaped between engine’s. Problem is remain on engine#1. 5. We plan to swap EEC’s between engine’s but I think will not result by this step.You have any idea’s about it. |
| Re: B 737NG TBV demand position and position signal is disag | Related eec or harness can be faulty. |
| Re: B 737NG TBV demand position and position signal is disag | Continuity check of wires from eec connectors to hmu was performed. Check ok. |
| Re: B 737NG TBV demand position and position signal is disag | amazing points are
75-10581 > 1 engine single chan and engine control light illuminates for # 1 engine i think firstly replace # 1 engine eec if that not solve |
| Re: B 737NG TBV demand position and position signal is disag | Sorry, it my mistake. Realy msg# 75-10581 and 75-20581. I agree that problem in Hmu. |
| Re: B 737NG TBV demand position and position signal is disag | Probably a faulty TBV EHSV x058x messages are well known for the CFM56-7B HMU. SBE CFM 56-7B SB 73-0188 (SBC CHT1-73-0046) introduces a modified TBV EHSV to reduce x058x faults. |
| Switch Terminal Torque Value | Hello! great technicians,
When start switch, p/n 6600-2849 is replaced, where can I find the switch terminal torque value?? Can I use SWPM 20-30-00 to torque the wire terminal? Please let me know the torque value. Any response would be welcomed! |
| Internal leak on B sys | Hi dears
I did gross internal leakage check According to AMM 29-00-00-790-802 . In Step F-17 amm says that [u:3h2jvx0g]"Twenty seconds after you remove hydraulic power, make sure hydraulic systems A and B have a minimum of 200 psi (1379 KPa) remaining in them. On our A/C B sys pressure drops 150 psi after ten seconds and A sys is in limit.I replaced the B pressure module but nothing changed.Amm advises to use the trouble-shooting , but i couldn’t find anything inside th FIM, FTD or Maintenance tip.What may be the bad parts except Press.Module. Could you please help me about fixing the problem? |
| Re: Switch Terminal Torque Value | Did not see anything in swp 20-30-00. How about 20-50-11 in the maintenance manual (standard torque values). Also read in the ‘sopm’ manual in 20-50-01. paragraph (7) (a) (3). "The fasteners that are number 8 (0.1640 inch diameter) or smaller and are used in electrical or electronic items. Tighten these fasteners to make the joint tight. A specified torque value is not necessary unless given by the overhaul instruction" |
| Apu spu scu starter gen | Good morning guys! Why does the apu needs a spu to convert either 115v ac or 28v dc to 270v dc, then scu uses the 270v dc to convert to an ac voltage before going to the starter gen? Sounds redundant huh? |
| Duct pressure variations | Hi and hello,
as a serious flightdeck builder, iam working hard to get our software Prosim737 to a real as possible level. I working on the bleed system and the duct pressure indicator, and have some questions about the pressure. I already found the duct-ceck excel file, but it does not contain all the needed data. Could you be so kind and tell me the correct duct pressures for the following conditions please? Would be much appreciated:-) Lets assuming both engines and apu are running at idle. Not sure if this is to much effort.. <!– s:oops: –><img src=”{SMILIES_PATH}/icon_redface.gif” alt=”:oops:” title=”Embarrassed” /><!– s:oops: –> ENG Bleed1 ENG Bleed2 APU BLeed Isovalve Indi-press1 indi-press2 with_pack1 with_pack2 It would be intersting, how much the AI systems impact to the duct pressure on ground and in cruize. Regards Thomas |
| APU 85-129H replacement | Hello, we are forced to replace our APU 85-129 H, on our B 737-400. Due to lack of time, I would like to ask you whether somebody have experience and can advise necessary consumables for this action. We are trying to dig from AMM and IPC, but it is job for Sysifos. <!– s:( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:(” title=”Sad” /><!– s:( –> Thank you in advance for your help. Daniel |
| Re: APU 85-129H replacement | Hard to say. Depends on how complete the New apu is. If it is complete you only have connectors, lines and attachments to do and no o rings or so. And some oil, to service it. |
| GPS Brakers | Can somebody tell me where are the brakers for the GPS?
Thanks |
| Re: GPS Brakers | Powered through the MMR’S I believe. |
| Re: B737/800NG CABIN HOT | Eventually the primary and secondary heat ex -changers replaced ,problem solved cabin temp normal and satisfactory ,thanks for any inputs. |
| Re: APU 85-129H replacement | Thanks, I was a bit afraid of this. New APU should arrive this night. Will see after box will open… |
| Re: APU 85-129H replacement | You may have to replace periseal, see IPC 49-00-00-03. BR Rile… |
| Re: GPS Brakers | what are the MMR?
Tahnks |
| Re: GPS Brakers | <!– m –><a class=”postlink” href=”http://www.rockwellcollins.com/sitecore/content/Data/Products/Navigation_and_Guidance/Radio_Navigation_and_Landing/GLU-925_Global_Landing_System.aspx”>http://www.rockwellcollins.com/sitecore … ystem.aspx</a><!– m –>. Check this out. Rgds Jeddy22 |
| Re: GPS Brakers | multi-mode receivers. #1 mmr circuit breaker on p18-1, #2 mmr circuit breaker on p6-1 panel. That is what I cycle when I am missing either left or right gps position. I assumed that is what you wanted to do. |
| Re: GPS Brakers | [quote="argpilot":3m74js66]what are the MMR?
Tahnks[/quote:3m74js66] GPS and ILS Reciever in one box |
| LOCK WIRE ON V BAND CLAMPS | In most areas we lock wire the clamp in order to make it more secure. recently our airworthiness surveyor raised objection on it. Is there any document reference for covering this standard practice of lock wiring the clamps. |
| B737-800 C/B Panel Overview | Hi,
I am trying to find CB Panel Overview from AMM but i cant find it. Does anyone know that which chapter of AMM or other document include this ? I have already thanks to ur replies. |
| Re: B737-800 C/B Panel Overview | chapter 91 |
| Re: B737-800 C/B Panel Overview | Thanks body <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> Its really worked for me. |
| Re: Flaps will not extend to 40 units at 737CL during landin | Once upon a time, we had same problem like this in our 737-400
We worked on it for a long time for fixing it but no help. And we replaced everything except flaps and jask screws <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> than we try to do an examination, full flap on the ground and forced the all jackscrews from our hands and try to find out "Is there any space or jamming on jackscrews ?" And we found a considerable jamming at jackscrew no 2 and than we replaced it. It spends a lot of time to replaced it but problem solved. So maybe you have a problem like this. Do this examination to ur own A/C and maybe u find something important. Good Luck. |
| Re: LOCK WIRE ON V BAND CLAMPS | Wonder why he has an objection against it. We did it on our classic 737 hydraulic return filter housings too. But i just checked the amm for it and it doesn’t mention this lockwire on top of the v-clamp. (amm 29-15-61-402-008)Anyway it could be a company rule or instruction. If hes not happy just cut the wire and hes happy again. Make sure the amm does not mention this wire at this object. |
| Re: GPS Brakers | multi-mode receivers. #1 mmr circuit breaker on p18-1, #2 mmr circuit breaker on p6-1 panel. That is what I cycle when I am missing either left or right gps position. I assumed that is what you wanted to do. |
| Re: Flaps will not extend to 40 units at 737CL during landin | did you send your carriage spindles to overhoul recently? You should measure ballscrews gap between gimbal and end of the balscrews… |
| 737-800 galley power | Hi Everyone Our problem is when any Aft galley equipment etc. Ovens, boiler, worklight is on-power. The energy goes off and comes on contineously for them also there is No power loss for other Aft cabin items for example entry lights. This situation occurs all the time Whenever aircraft is Powered by apu, external power or generators. We have already Changed galley equipments, swapped a few relay in forward cargo bay behind fwd wall. Any t/s recommendations |
| B 737 CL A Check | Hi all, do anyone give me the complete job cards for the A Check on B737 Cl ? We have to confirm or no this check for an airliner and before do it I would read all works required. Thanks in advance |
| Re: B 737 CL A Check | complete list is available in MPD. but exact details is only available from your customer. different airlines have different planning to comply with MPD requisites. you can demand your copy in advance from your customer. |
| Re: B 737 CL A Check | Have a sample ? This my email address so you send me a copy if possible <!– e –><a href=”mailto:gbpalombella@yahoo.it”>gbpalombella@yahoo.it</a><!– e –> Thanks |
| Re: 737-800 galley power | Looks like a loose connector or bad contact or bad ground. Was the galley removed previously? |
| Re: 737-800 galley power | Maybe you can try pulling, one at a time galley "c" , galley "d", or "main bus 1" on the p91 panel (all three phase breakers) to try to isolate which circuit is causing it. The main bus 1 (c815 on my w/d) controls the left recirc fan, lav water heaters, water compressor and more. See if you are also losing them. |
| REMEDIAL ACTION FOR CANDLE LIGHT FIRE | CANDLE LIGHT fire phenomenon is described in B737NG AMM ch 71. I am unable to find the remedial action recommended subsequent upon candle light fire in exhaust plug of CFM56-7 engines ,, during walk around …….. kind regards to all my friends here |
| Re: REMEDIAL ACTION FOR CANDLE LIGHT FIRE | Examine the engine for the cause of the engine fire or an engine that become too hot. (a) If you find that the fire/smoke was located inside the exhaust plug of the engine, do the steps that follow: NOTE: This condition is described as a kind of [b:2rk44tgr]candle fire phenomena[/b:2rk44tgr] due to oil accumulation into the exhaust plug cavity. 1) Do a visual inspection of the flame arrestor. a) If the honeycomb is present and not deteriorated, the engine is serviceable. b) If the honeycomb is deteriorated or missing, do these steps: 1. Remove the oil inlet cover (TASK 72-56-00-000-802-F00). 2. Do a visual inspection of the oil inlet cover, air/oil separator and N5 bearing support for overheat discoloration. 3. If there is sign of overheat, replace the engine (TASK 71-00-02-000-801-F00 and TASK 71-00-02-400-801-F00). 4. If there is no sign of overheat, Install the oil inlet cover that you removed with a new flame arrestor (TASK 72-56-00-400-801-F00). (b) If you find that there was a fire in turbine exhaust area, do the inspection that follows: NOTE: If a wet motoring operation had been performed just prior to the fire incident, the fire may have resulted from residual fuel in the LPT module. Engine dry motoring is required before you can do a new engine start sequence. 1) Do a borescope inspection of the engine modules that follows: a) Combustion Section Borescope Inspection, TASK 72-00-00-200-805-F00 b) SAC ( /1 ) and DAC Borescope Inspection of the HPT Nozzle Guide Vanes, TASK 72-00-00-200-806-F00 c) Borescope Inspection of the HPT Blades, TASK 72-00-00-200-807-F00 d) Stage 2-4 LPT Nozzle Guide Vanes Inspection, TASK 72-00-00-200-812-F00 2) Fuel Nozzle and Fuel Manifold Leak Check, TASK 73-11-04-200-801-F00. 3) Do a check for the presence of fuel in the oil as follows: a) Use the oil condition test kit, COM-7517 to examine the oil. 1. If the viscometer is not available, use a gas detector or do a flash point check of the oil to look for fuel. 2. If the viscosity test is incorrect then fuel is found, do these steps: a. Replace the main oil/fuel heat exchanger (TASK 79-21-02-000-801-F00 and TASK 79-21-02-400-801-F00). b. Replace the servo fuel heater TASK 73-11-07-000-801-F00 and TASK 73-11-07-400-801-F00. c. Do this task: Flush The Engine Oil System, TASK 12-13-11-100-801. 3. If the viscosity test is correct, no fuel is found. (c) If you find external damage to the engine, replace the engine (TASK 71-00-02-000-801-F00 and TASK 71-00-02-400-801-F00). |
| Re: B 737 CL A Check | [quote:2fn6s4yn]complete list is available in MPD. but exact details is only available from your customer. different airlines have different planning to comply with MPD requisites. you can demand your copy in advance from your customer.[/quote:2fn6s4yn]As malikji said. Or ask your planning department. Sound to me it’s more like tasks needed for logbooks <!– s:o –><img src=”{SMILIES_PATH}/icon_e_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> |
| Re: For ATA 24 Section Return Reference Neutral Point | Team
I have got some high profile endorsements for the ideas that will enhance the electrical system architecture. The changes needed will impact many. In doing the research for this project, I have encountered very professional people every step of way. So…the current state of where I am at. I have to start an LLC, finish business plan, have completed several plane inspections on smaller aircraft, met with small core team. The inspection of 737 which I thought would kick off my real work has become the final step to be used as validation. ART has been supplying me with several images to prep my team and I for air-frame walk thru. Upon completion I intend to move forward with sjap in creation of project site. This site is a part of all facets of business plan for recognition and strategic input where needed. There is so much more to this that even I envisioned at onset! Thanks for staying abreast of this topic. Thanks sjap for the continued retention here for this initial request of mine! |
| CFM56-3B BEST RUN UP PROCEDURE | Hi there,well today I have a concern about Start up,motoring,starting best practices to apply on CFM56-3 B737-CL,Anyone can help,thanks. regards to fixplanes.. |
| Re: CFM56-3B BEST RUN UP PROCEDURE | Without naming your concerns my best advice is to follow the AMM. What are your concerns about "Start up,motoring,starting best practices"?Tip: After you set the start lever to idle your eyes should first focus on the FF. The initial FF should not be more than ≈200 kg. That is only a little move of the needle. If the needle moves more than the stated 2 lines on the indicator, you can be quite sure that you get a hot start. |
| Re: CFM56-3B BEST RUN UP PROCEDURE | You should follow training to do this and to react on abnormal situations, you must be trained to do the fire-drill, and take actions when you get a hotstart, hungstart, no light up, starter-valve fails to close, tail-pipe fire, eng fire, apu fire and evacuation procedure for example. Also other non normal situations should be trained, like oil loss, high vibration, stall, surge, etc etc.
Your company should train you officially before you do engine testrunning procedures. Our company sends all testrunners to a simulator training once a year and we are trained on all these drills with an official instructor. |
| Re: CFM56-3B BEST RUN UP PROCEDURE | [quote="sjap":2en5gu01]…Our company sends all testrunners to a simulator training once a year and we are trained on all these drills with an official instructor.[/quote:2en5gu01] I hope that this is normal procedure by every MRO. Doing run ups without regular "worst case" training in the sim can end very expensive in the real world. |
| Re: CFM56-3B BEST RUN UP PROCEDURE | [quote:1nakthu3]I hope that this is normal procedure by every MRO[/quote:1nakthu3]
Unfortunately we work in an industry that governed with an emphises on money. Not all MRO’s provide such training which is a poor reflection on safety and the industry as a whole. It is therefore up the the individual and the quality department to ensure they are confident and have the necessary knowledge to carry out tasks such as engine running, pushing aside peer pressure from above. Good training saves time and money longterm not to mention promotes saftey – something some organisations fail to understand… |
| B737NG Leading Edge Polishing | Dear Sirs, Can you tell me reference from AMM or Boeing SL or any other document where B737NG Leading Edge Polishing procedure will be given and/or approved. Thanks for your responds! |
| Urgent – Speed brake DO NOT ARM light illuminates in flight | Dear all,
I need your help urgently. One of our -800 with winglets has a problem, " speed brake DO NOT ARM" light illuminates during flaps down for takeoff. This light remains on after takeoff and automatically extinguishs during cruise. Auto stow actuator and R897 relay were replaced but this snag is still alive. Any clues would be welcomed! Regards |
| Re: Urgent – Speed brake DO NOT ARM light illuminates in fli | what line number is the a/c ?
Have you seen 737NG-FTD-27-07006 ? |
| Re: 737-800 galley power | Have you tried a new Bus Power Control Unit?
A faulty BPCU can cause load shedding when there isn’t any overload. |
| Re: CFM56-3B BEST RUN UP PROCEDURE | thank to all you guys for the good technical support. Best regards Vortex |
| Re: Urgent – Speed brake DO NOT ARM light illuminates in fli | Dear Dunny,
737NG-FTD-27-07006 is for SFP option-equipped A/C only. We found the wires, W2737-006 & 002 at GD53 severed, and the snag is recified by crimping new terminals. Regards |
| Re: Duct pressure variations | ENG Bleed1 ENG Bleed2 APU BLeed Isovalve Indi-press1 indi-press2 with_pack1 with_pack2 0ff________________off________on________ closed 15 0 15 0 0ff ________________off________ on________open 18 18 13 13 0n________________off________ on________ closed 20 0 20 0 0n________________off________ on________ open 20 20 18 18 on________________ on ________ on________ open 20 20 20 20 0ff________________on ________ on________ open 20 20 18 18 0n ________________off________ on________ open 20 20 18 18 0n________________ on________ on________ closed 20 20 20 20 On ________________off________ off________ closed 20 0 20 0 On________________off________ off________ open 20 20 18 18 Off________________On ________ off________ open 20 20 18 18all in psi, assuming the last 2 rows are with packs on and the first 2 rows with pack offNote that 20 psi on 1 engine bleed on packs off is fluctuating a bit and with packs on its steady 20 psi. The 18 psi values are approx die to pack demand but can be 15 or 14 hard to read sometimes on the needle. The APU bleed is on demand bleed press so during engine start is raises to 40 psi or more but without eng start it drops to 18 to 20 psi |
| Re: Duct pressure variations | HI,
many many thanks for your effort. It will help us a lot. I own a CBT from boeing. In the Bleed leasson, the cbt shows a two times higer pressure on the left duct indictor if the apu bleed and the left engine bleed are on. Not sure if thes are only examples, but it maked sense for me. Any idea? Thanks and regards Thomas |
| Re: Duct pressure variations | 1 engine in idle is 20 psi apu bleed is also low, and rises only on demand. (Not comparable with a 737 classic.) |
| Blocked aft door sill drains | The aft door sill drains on our NG’s drain through some sort of check valve.
This is situated about 20" aft of the potable water tank. Is there any way of accessing the check valve without having to take the tank out ? <!– s:? –><img src=”{SMILIES_PATH}/icon_e_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> |
| Re: Blocked aft door sill drains | Yes through the opening of the aft outflow valve. remove the aft outflow valve and then you can access all this drain stuff. (if you are not too big…) removal / installation of this valve is far less work than the watertank. |
| Re: Blocked aft door sill drains | eh…..surely you cant squeeze through that opening <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –>
?? |
| Re: Blocked aft door sill drains | Yep. With outflow valve removed, and a normal body ( i am 85 Kg , 180 cm) i can get in with arms first and till my middle of my body. Comparable with a fuel tank access panel (the inboard ones), just a very bit smaller |
| Re: Blocked aft door sill drains | I would never had thought it was possible.
Thanks – it should save me from having to remove the tank…. |
| Toggle Switch Cap Cushions | Two questions: 1. Can anybody tell me the location, ATA referernces or part number of the white Toggle Switch Cap-Cushions at the P5 overhead panel? 2. Is there any limits how many can be missed?Thanks a lot if you have any idea for me.best regards, Stefan |
| Re: Toggle Switch Cap Cushions | AIPC is for 737NG:
1. P/N 15PA90-6W for ref see AIPC 49-52-00-01 I am sure that difference to cap p/n between 737Cl and NG doesn’t matter. |
| Re: Urgent – Speed brake DO NOT ARM light illuminates in fli | Remove the little triangle shaped cover thats over the speed brake arm switch.(3 screws)Bottom aft screw can be a PITA,might have to grind down an #2 apex tip then stick it in a racheting 1/4" dogbone.Anyway the wires to this switch or the switch itself may be the problem.Those wires are bent and stuffed into the cutout to fit under the speedbrake handle.Hope this helps,keep us posted! |
| Fuse pins | hi dears,
Recently when i was controlling the #3 and #6 flap fairings for backlash i found an abnormal gap at the forward attachment of the flap tracks. I thought that the bushings were worn. when i checked the amm, I realized that the forward attachment bolt of the flap tracks named as fuse pin in AIPC and the gap limits stated in AMM about this attachments. Also on the aft side of the pylon there is huge green acrossed strut named as fuse pın. why are these parts named as fuse pins. Anyone can guess that they are designed to be broken ın an accident. Am I wright? Is there anyone who have experience or an aprroved document about these parts. |
| Re: Fuse pins | fuse pins are normally installed at critical locations on the wings/spars, the idea being that in a crash they break away cleanly to avoid the wing structure ( fuel tank ) being ruptured.
You normally find fuse fins attaching flap tracks, pylons and landing gear. |
| 737-200 APU Freq’s drop when bleed vlv opened | The APU starts normally and when APU Gen is on-line freq’s are around 408. After selecting APU bleed on, the freq’s drop to 392 then bounce back to approx 408. Last trip, when APU started on the ground, the freq’s dropped to <380 and tripped APU gen off line, when a pack was selected on. Replaced the APU FCU but still getting the indication of excessive load (via freq meter) when bleed valve opened. Could this be the bleed valve and not a fuel problem? |
| Re: 737-200 APU Freq’s drop when bleed vlv opened | Looks like the apu cannot compensate for the sudden load increase, thus suspect the fuel control unit that it can’t catch up. OR, that the APU gets its fuel but does not react fast enough indicating a deteriorating apu? |
| Re: 737-200 APU Freq’s drop when bleed vlv opened | Since you changed FCU already the other possible causes I’ve read are: control air system leaking defective 2 or 3 way solinoid load control valve opening too fast fuel atomizer screen clogged or fuel atomizer defective You need to connect test box to see what fuel and air pressure and also egt are doing when you apply the load to narrow down the list. |
| B737 NG L.E. Devices. | Had the following snag with an aircraft last night: Alternate Flaps selected on and moved the Flap UP/Down switch to extend the L.E. devices (in standby). The L.E. Device initially extend a bit not fully but then stop andill not move move until the alternate flap switch was switched off and then on again. This was tried numerous times with the same result. Note the #1 L.E. Flap actuator has been replaced during maintenance and the Standby Hydraulic Extend fuse has also been replaced during maintenance. The FIM says it could be the Standby Hydraulic Module valve (V51), the hydraulic fuse or the flow regulator. Has anyone else come across a snag like this. Thanks. |
| 737-800 Flight Deck paint colours | Good afternoon, Can anyone out there enlighten me as to what the correct paint spec for the flight deck floor on a -800 should be? Many thanks, Mike |
| Re: 737-200 APU Freq’s drop when bleed vlv opened | Thanks for your inputs. I’m going to replace the APU bleed valve first. Tried adjusting the bleed valve opening rate via adjustment screw but it didn’t change anything. I’ll use your inputs for other ideas if the bleed valve is a no fix and post my results. Thanks. |
| Re: B737 NG L.E. Devices. | i suspect this stby hydr extend fuse. Is it correct installed with the correct unions/checkvalves on it? |
| 737 Classic speedbrake problem | Hallo everyone. I have a question about 737CL. Recently me and my colleagues encountered interesting problem with 737CL speedbrake system. The crew reported that during flight they weren’t able to pull the speedbrake lever to the max availible stroke. In the same time the force necessary to pull the lever was excessive. On the ground the system operated normally. We suspected some freezing of the speed brake control especially in the wheel well area. Since I don’t have expirience in 737CL maintenance I will appriciate any opinion on the topic. |
| Re: B737 NG L.E. Devices. | The fuse was correctly installed (arrow pointing correct way). I think they are idiot proof anyway as the unions at either end are different sizes. I’m off shift now so I don’t know what fixed it. |
| Re: 737 Classic speedbrake problem | Are you sure they do not made this mistake?
[url:2ivob4lv]http://www.sjap.nl/speedbrake-handle-pointer-usage-errors-a-simple-tip-but-often-used-faulty-737-all/[/url:2ivob4lv] |
| Re: 737 Classic speedbrake problem | Sjap, That could explain the inability to get full deployment, but does not address excessive lever force throughout its travel in flight.Technar, Your suspicion is probably correct. We started having the same problem with our fleet about 3 or 4 years ago. We ended up replacing all the wing pulleys, cables and quite a few of the ratio changers on the 30 CL’s we have. Never had a problem since. |
| Re: 737 Classic speedbrake problem | [quote="sjap":jc88rq8a]Are you sure they do not made this mistake?
[url:jc88rq8a]http://www.sjap.nl/speedbrake-handle-pointer-usage-errors-a-simple-tip-but-often-used-faulty-737-all/[/url:jc88rq8a][/quote:jc88rq8a] I guess it’s possible this mistake to be done but in this case I doubt because the crew was very expirienced and it doesn’t explain the great force required for lever movement. We thought about freezing because on the gruond the system operated correctly. |
| CFM56-7b B737NG engine drain system pictures | URGENT!!! Hello all I need urgently some pictures from all angles if possible of the powerplant drain system its located on the fan 6 o’clock position(aerodynamic sta 25) and i also need images of the all other drains on the engine itself not the strut drain. heres are some snips of the images as i would like them. Also the hyd pump ,idg,fuel pump drains. if anyone can send them the sooner the better.
[attachment=0:28nqyb62]<!– ia0 –>71-71.PNG<!– ia0 –>[/attachment:28nqyb62] |
| B737.CL CIC APPLY MLG and NLG | Hey fellas I have a concern about the surface treatment with corrosion inhibit compound over MLG and NLG is mandatory or not in every 1C Check ,looking not fine the MLG/NLG surface after CIC application.
Thanks guys |
| Re: B737.CL CIC APPLY MLG and NLG | corrosion prevention manual 32-10-37 (MLG) and 32-20-37 (NLG) |
| Re: CFM56-7b B737NG engine drain system pictures | Say the magic word |
| Re: 737-800 Flight Deck paint colours | BAC703 – Dark Grey BAC704 – Medium Grey BAC705 – Light Grey All BMS 10-83 TY2 Can anyone confirm? |
| b737-800 failed transfer relay 3 test and tru 1 test | hi guys, how would you go about with this defect? voltage check okay but the dc bus relay r6 and transfer relay 3 seems not to energised. |
| aircraftmech.com shut down? | why has aircraftmech.com shut down? |
| Re: aircraftmech.com shut down? | Because he started another business and had no time to update and maintain the website. |
| 787 | Hi Sjap
Do you know where Boeing do there 787 courses in AMS ? |
| Re: 787 | Yes, there’s 1 running now in Gatwick, i think given by BA. We dont do them at AMS (yet). |
| Re: 787 | I’m supposedly on a Boeing course in AMS starting in April…… |
| Re: b737-800 failed transfer relay 3 test and tru 1 test | Nick7,
I am assuming that You are talking about TR3 XFR RLY R622? If this is the case I would check SPCU (swap if possible). You can also simulate condition for xfr (XFR BUS SW = AUTO, AC XFR BUS 1 = PWR, AC XFR BUS 2 = NO PWR) depin pin 5 from P92 PDP2 connector D11448 and check for gnd in this simulated condition. This would confirm if SPCU internal control is working. If there is no gnd, I would think it is SPCU int sw, or XFR BUS SW S2 or it’s wiring. R6 relay? Can You confirm? Or You talking about R9 DC BUS TIE RLY? If both R622 and R9 are not energized, measure XFR BUS SW S2 if it is providing gnd to the SPCU logic when in AUTO position. Ref.SSM 24-32-11 Please provide feedback, whould be nice to know what was the cause. Regards, |
| Re: Internal leak on B sys | You write: B sys pressure drops 150 psi after ten seconds. Did you mean: B system pressure has dropped [u:2vvigo2i]to[/u:2vvigo2i] 150 psi after 10 seconds? They talk about [u:2vvigo2i]remaining[/u:2vvigo2i] pressure.You can close some systems to check where the pressure is going to: -Flt ctrl switches to off (1 by 1) -Spoiler switches to off (1 by 1) -P/B set or P/B off -Flaps alt switch to stby (with pulled stby pump) so bypass valve moves and lockes out the flap ctlr module. -test it with system A still pressurized, and also with syst A unpressurized.This way you may be able to locate the ""leak"" . |
| Re: Internal leak on B sys | [quote="sjap":2kdxpv9b]You write: B sys pressure drops 150 psi after ten seconds. Did you mean: B system pressure has dropped [u:2kdxpv9b]to[/u:2kdxpv9b] 150 psi after 10 seconds? They talk about [u:2kdxpv9b]remaining[/u:2kdxpv9b] pressure.You can close some systems to check where the pressure is going to: -Flt ctrl switches to off (1 by 1) -Spoiler switches to off (1 by 1) -P/B set or P/B off -Flaps alt switch to stby (with pulled stby pump) so bypass valve moves and lockes out the flap ctlr module. -test it with system A still pressurized, and also with syst A unpressurized.This way you may be able to locate the ""leak"" .[/quote:2kdxpv9b]Hi sjapthanks for your quick reply and sorry for my poor english,but before removing the B sys hyd. power the steps below were performed iaw AMM. ([u:2kdxpv9b]14) Operate all of the control surfaces through a minimum of 10 cycles after the hydraulic fluid is warm. (15) Do these steps to put the airplane in its initial condition: (a) Put the reverse thrust levers in the STOWED position. (b) Put the stabilizer trim in the green band. (c) Set the aileron trim to zero (d) Set the rudder trim to zero. (e) Do these steps to turn off the antiskid system: (f) Make sure the ADIRS is aligned. To align the ADIRS, do this task:Air Data Inertial Reference System – Alignment from the ISDU, TASK 34-21-00-820-802 or Air Data Inertial Reference System – Alignment from the FMC CDU, TASK 34-21-00-820-801. NOTE: The ADIRS must be aligned to enable operation of the yaw damper system. (g) Put the YAW DAMPER switch, on the P5 panel, in the OFF position. (h) Put the A/P ENGAGE switches, on the mode control panel (MCP), in the OFF position. (i) Put the LANDING GEAR handle, on the P2 panel, in the OFF position. (j) Put the SPEED BRAKE lever, on the control stand, in the DOWN position. (k) Put the FLT CONTROL A and B switches, on the P5 panel, in the OFF position. (l) Put the SPOILER A and B switches, on the P5 panel, in the OFF position.[/u:2kdxpv9b] Also after replacement of B sys hyd.pressure module in addition to these initial conditions I tried by pulling both fire handles,pressurizing the A sys and releasing the parking brake. Under this conditions i think that Leak is inside the MLG wheel well but where? I tried this check on 3 different A/C and on all of them B sys is out of limit and pressure drops faster than A sys. If it is possible,Could you please try this leak check to see the result on an A/C? |
| B737-CL task 31-024-00-01 FDR PARAMETER | Hello there, I have a concern about parameter that must be pick it up for a FDR Can I see it or which are been used by the plane,or mus be loaded data and copy on hard copy or media disk or other device.Ref 31-021-00-01 |
| Re: B737-CL task 31-024-00-01 FDR PARAMETER | you can look at individual parameters in real time by connecting a HHDLU to the FDR. |
| Re: B737-CL task 31-024-00-01 FDR PARAMETER | thanks dunny,see ya |
| Re: CFM56-7b B737NG engine drain system pictures | PLEASE!!!!!????? and now i need more heres a list of things i need images for: Engine exhaust system, thrust reversers removed or interior and exterior, deployed t/r’s, all seals of the t/r’s, images of the bullnose seal,fire seals, sync actuator and shafts , locking actuator, blocker doors deployed and stowed and if you can get one removed, cascades close up and away,in the flight station the control stand images of the areas below the control stand where the switches meet. I have the file you had one here downloaded but i need more detailed areas. also need the shuttle valves, rubstrips, latches and its mechanism close ups,if you can get a video of the t/r’s deploying with krueger flap deflector it would help as well. Translating sleeve, Oh and a partridge and a pear tree!!!! LOL
its a huge demand but it’s what i need and right now i dont have access to an NG acft. Oh and by the way i dont need the drains anymore lol i was able to build the graphics without them |
| 737 ng Exhaust system pictures?? | i need images for: Engine exhaust system, thrust reversers removed or interior and exterior, deployed t/r’s, all seals of the t/r’s, images of the bullnose seal,fire seals, sync actuator and shafts , locking actuator, blocker doors deployed and stowed and if you can get one removed, cascades close up and away,in the flight station the control stand images of the areas below the control stand where the switches meet. I have the file form the web here downloaded, but i need more detailed areas. also need the shuttle valves, rubstrips, latches and its mechanism close ups,if you can get a video of the t/r’s deploying with krueger flap deflector it would help as well. Translating sleeve, Oh and a partridge and a pear tree!!!! LOL
its a huge demand but it’s what i need and right now i dont have access to an NG acft. PLease!!!!! Thanks and Merry Christmas! |
| CVR duration? | Hello
Can anyone share how many hours does the CVR records on the 737-800? Thanks |
| Re: CFM56-7b B737NG engine drain system pictures | [quote="bori737":2vljx4i8]PLEASE!!!!!????? and now i need more …[/quote:2vljx4i8] Sorry pal, that does not sound honest to me. Try again with more passion… <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: CVR duration? | Depends on the installed model of CVR. |
| Re: CFM56-7b B737NG engine drain system pictures | <!– s:arrow: –><img src=”{SMILIES_PATH}/icon_arrow.gif” alt=”:arrow:” title=”Arrow” /><!– s:arrow: –> <!– s:arrow: –><img src=”{SMILIES_PATH}/icon_arrow.gif” alt=”:arrow:” title=”Arrow” /><!– s:arrow: –> loOK heRE <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> <!– s:mrgreen: –><img src=”{SMILIES_PATH}/icon_mrgreen.gif” alt=”:mrgreen:” title=”Mr. Green” /><!– s:mrgreen: –> <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> !! loL i REALLY WOULD BE GRATEFUL for some help here its just that all the aircraft near me are flying not in check. Please Help!!! <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –> <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –> <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –> <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –> <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –> <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –> <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –> <!– s:idea: –><img src=”{SMILIES_PATH}/icon_idea.gif” alt=”:idea:” title=”Idea” /><!– s:idea: –> <!– s:idea: –><img src=”{SMILIES_PATH}/icon_idea.gif” alt=”:idea:” title=”Idea” /><!– s:idea: –> <!– s:idea: –><img src=”{SMILIES_PATH}/icon_idea.gif” alt=”:idea:” title=”Idea” /><!– s:idea: –> <!– s:arrow: –><img src=”{SMILIES_PATH}/icon_arrow.gif” alt=”:arrow:” title=”Arrow” /><!– s:arrow: –> <!– s:arrow: –><img src=”{SMILIES_PATH}/icon_arrow.gif” alt=”:arrow:” title=”Arrow” /><!– s:arrow: –> <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> <!– s:o –><img src=”{SMILIES_PATH}/icon_e_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –> <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –> |
| 737CL Engine intermix autothrottle problems | Due to the AOG situations, we performed CFM56-3C1 and CFM56-3B2 engines intermix on one B737-300 and one B737-400. We follow all tasks and instruction but we have autothrottle problem on both A/C now. For engine intermix only available documentations are SB and a few sentences in AMM. Any suggestions or other available documents? |
| Re: 737-200 APU Freq’s drop when bleed vlv opened | Found the load stat had failed in the open position allowing air to bleed off when it should have been closed. Problem is now resolved. |
| Re: 737CL Engine intermix autothrottle problems | Your synchro adjustment on the fuel ctlr box is different on both engines now. You can see this adjustment in the amm. Check this first and then see if the a/t problem is solved. Its no rocket sience but it needs a carefull adjustment and translation from amm to synchro adjustment on the engine. |
| Re: CFM56-7b B737NG engine drain system pictures | I only have this picture. |
| Re: b737-400 fuel indication problem URGENT | Perform visuall inspection of central coax contact #1 connector D880 (with removal contact from coonector). Often, shield of wire is damaged near outer ferrule, as a result: some error code’s on indicator. |
| Re: 737CL Engine intermix autothrottle problems | Check A/T engine’s thrust rating: A/T BITE TEST—–>ENGINES/RATINGS—–> check on page: accordance of configuration engine type on airplane and thrust rating. If A/T engine’s thrust rating are different, need to perform pin’s reconfiguration in E/E compartment for applicable engine. |
| Re: 737CL Engine intermix autothrottle problems | whether in Maintenance Manual already fit? maybe you can set on the control box in the engine. and you can see in the CDU Throttle rigging to make sure your throttle settings and enter the appropriate limits, |
| Is there any angle resolver in speed brake lever ? | Hi everyone,
I wonder that is there any angle resolver in the speed brake ? I mean when we move to speed break 22 or 27 degree, all spoiler goes to certain degree that we moved on or there are basic degrees which is selected only these basic degrees( for example full up position is 48 degree and all spoilers are full degree but in flight detent "35.5" degree, spoiler arre about 19.5 degree so what about other intermediate values ? what about 20 degree position of speed brake lever ?? ) I hope i explaint what i meant! Thanks for ur helping |
| Re: Is there any angle resolver in speed brake lever ? | The flt spoilers just follow the input lever position via the mixer & ratio changer. Mechanically. So any position between down and full up will be followed by the flt spoilers. The fixed measuring points are for adjustments and test only, to make sure they will reach the required angle at that position. |
| why in the CFM56-3 engine using the MEC ? | why in the CFM56-3 engine using the MEC? why not FCU as well as APU or JT8D engine? please explain. |
| Re: why in the CFM56-3 engine using the MEC ? | The MEC is the main engine contrul unit, it is the fuel control unit but also the VSB and VBV control unit in one. It is just a name given to the unit by CFMI. |
| BBJ commercial use | This is more of a cert question but I thought I should try it here. BBJs are designed to fly under Part 135. Has anyone heard of/ worked on BBJ transition to Part 121? I know that there’s a SB 737-21-1149 limiting that with life limits, but I don’t have access to the whole SB. Does anyone know the details? Thank you! |
| Re: 737CL Engine intermix autothrottle problems | You must put same thrust rating for the both engine.In that way you can tell to a/t computer that you have same engine ratings on booth wings.In another case a/t will not operate.On the left side in avionics compartment ,rack E3 you can find socket and according to AMM you can do a pin programing.After that if you perform riging check acorect, a/t will work like new. |
| Re: BBJ commercial use | I looked for you, but access to the document is denied for me. Number: SB 737-21-1149 Rev: 43 (Revision) CURRENT Updates: Title: AIR CONDITIONING – Pressurization Control System – Change Cabin Altitude from 8000 Feet to 6500 Feet at 41,000 Feet Flight Altitude Change Number(s): MC2131MK3011Is this the SB you are looking for?Anyone else? |
| Re: Low duct pressure | It’s common problem on B737NG. Sometimes the problem coming from PRSOV itself which sometimes sticky valve. Depend on the phase of flight and N1 speed. |
| Re: DRIVE LIGHT IS NOT TURN ON | It’s not economical since the pressure switch is in IDG as a unit assy not a LRU. So have to replaced IDG assy to solve problem with pressure switch. |
| b737 400 cargo door strap | hi,
i need to find out pn of Cargo door strap and attachments which is hold the door while door mechanism not func. (red one. i search out on ipc but i couldnt find. thnks in advance regards, |
| Re: b737 400 cargo door strap | [quote="oben":1rgd58i1]hi,
i need to find out pn of Cargo door strap and attachments which is hold the door while door mechanism not func. (red one. i search out on ipc but i couldnt find. thnks in advance regards,[/quote:1rgd58i1] |
| is there any specific antenna cleaning procedure ? | Hi everyone, Is there any specific cleaning procedure for b737-800 ? There is a little bit pitch on LRRA Antennas. I think its comes from during take off and landing from runway in hot days ? I found metal surface Cleaning reference at AMM 20-10-34 ? Is that enough or we have different procedure to cleanin Antennas ?Thank you. |
| is there any specific antenna cleaning procedure ? | Hi everyone, Is there any specific cleaning procedure for b737-800 ? There is a little bit pitch on LRRA Antennas. I think its comes from during take off and landing from runway in hot days ? I found metal surface Cleaning reference at AMM 20-10-34 ? Is that enough or we have different procedure to cleanin Antennas ?Thank you. |
| Re: is there any specific antenna cleaning procedure ? | For reference MM 34-33-11/601: Clean the backplate and connector where there is corrosion on the surface.Use a lint-free cheese cloth and the solvent Hand Clean Metal Surfaces with Abrasives, TASK20-10-34-120-801. I think it is enough. |
| Re: is there any specific antenna cleaning procedure ? | alcohol? water and soap?Normally we wash the a/c with soap and water, also the antennas |
| Re: is there any specific antenna cleaning procedure ? | AMM says that "Acetone" so i understand we can use alcohol… On the other hand u are right we use water and soap to clean aircraft so we clean antennas also. Are we damage the antennas or no problem ? Is there any body have an idea ?? |
| Re: Low duct pressure | One upon a time we have same problem and i dont know why apu bleed affected the PCCV but we found a serious problem which is not related apu bleed. I dont how and why they forget but we found red gap in the 390 F sensor relief port. I think someone changed 390 and forget red gap. When we removed the gap, system works normal now.
Just a little experience. Maybe works on you <!– s:? –><img src=”{SMILIES_PATH}/icon_e_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> we live in possibilities world <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| atc dme tcas suppression circuit | hi guys, how do i know if there is a problem with the suppression circuit of the atc, dme and tcas system? as far as i know, the suppression system only allows one system to transmit at a time since three of these system operates on the same L band frequency. |
| tire camber wear | on B734 i noted a very strange tire wear pattern, i have for both inboard tires wear on outside edges and for outboard tires wear on inside edges (wear of edges adjacent to the strut only), anyone can explain whats going wrong? |
| Re: tire camber wear | Excessive shoulder wear? Anything similar in [url:3kbad511]https://www.mediafire.com/view/?normnus3o4gzwaw[/url:3kbad511] |
| NLG Wheel Well Acces Doors | Hello all, I am facing problem with AFT Access Panel in NLG Wheel Well (B737-400) removal. There is mentioned gasket replacement (if necessary) in AMM. I searched related IPC chapters, but no reference for gasket. Did you have same experience with it, please? If PN available, will be very appreciated. Thanks in advance for help. RGRDS Daniel |
| Re: tire camber wear | Thank you for the info, but i am not looking for tire limits; am asking about the reason having this type of wear, we keep changing the tires due to excessive one side shoulder wear, while the rest of the tire looks pretty good. |
| Re: tire camber wear | We get that sort of wear on new tyres.
Doesn’t seem to affect them as much with the harder compound retreads |
| Re: NLG Wheel Well Acces Doors | We never replace the gasket IN the panel, only the washers which have a gasket inside.
Only inspect the gasket of the panel, it should be intact. |
| fuselage structure | which section of Boeing 737 fuselage is monocoque type? |
| wing to fuselage attachment | how wings of Boeing 737 are attached to fuselage? |
| vortex generators | what is the advantage of vortex generators on tail surfaces? |
| Re: fuselage structure | I think the 41, through 48 sections are semi-monocoque on the 737 aircraft. |
| Re: wing to fuselage attachment | With big bolts and big nuts along with some washers and a load of sealant. |
| Re: vortex generators | They are there basically to reduce turbulence over the elevator and tabs . |
| Re: vortex generators | Thanks very much sir !! |
| Re: fuselage structure | But I heard the cockpit construction is monocoque…plz reply |
| Re: fuselage structure | I could see an argument for that, but I think there is too much sub-structure to call it a monocoque area, I don’t think it meats the criteria. |
| Potable water sys. smells fuel | Hi everybody , there is a problem about water sys. ( from all taps, water smells fuel ) is there any experienced here ? ( 737-800) Will desenfecting sufficient for this problem?replacing filters ? water with fuel really bad guys <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> thanks |
| section 48 of Boeing 737 | Section 48 of -800 is dome shaped and -900ER is flat. what are its advantages and disadvantages? |
| tear stopper | what is tear stopper? where are they installed? |
| Re: tear stopper | A reinforced doubler on the inside of the fuselage skin, termed tear strap, crack stopper strap, or fail-safe strap. A tear strap locally reduces the hoop stress thus causing the bulge stress to become greater than the hoop stress for an axial crack length that is less than the axial crack length for flapping the unstiffened cylinder. Properly designed tear straps are able to induce flapping and contain the damage between two tear straps. Curvature in thin cylindrical shells containing a longitudinal crack is known as flapping. At least that is what I think you were asking about. |
| Re: tear stopper | Ok I forgot the second part of your question. They are located at the frames at 20 inch intervals. |
| Re: tear stopper | thanks a ton sir !!! |
| Re: NLG Wheel Well Acces Doors | Try 32-22-11-02 items 100, 120, or 140 depending what door you need it for |
| Re: BBJ commercial use | Its Boeing proprietary so you have to pay for it |
| GPWS | Good day guys.
We are operating a b737-200 and we are facing a problem with our gpws ,when we tested it give us a internal warning on the gps, please can some one help on this? Thanks. |
| Re: Steering 737 CL | Steering is connected to the rudder system to steer on ground max 7,25 degreess left and right. |That is normal systems behaviour. Also with engines running. As long as the hydr system is pressurized of course.When it is not moving you have selected your hydr pumps in off or the bypass valve pin is installed. At least the steering tiller will move but nothing will happen.Question: are you a/c type trained? |
| Steering 737 CL | Hello, I would like to know why when you are with HYD elect A and B and you move the rudder pedals the steering moves, and when you are with engines running at idle and you move the rudder pedals again the nose steering doesn´t move.Its a B737 CL. |
| Re: GPWS | O.K., we could use some help also. Does the plane have a GPS system installed? Is it GPWS, or EGPWS? Were there recent software, or hardware changes to the GPWS system? What other indications are you getting?
If you don’t have GPS on the plane it could be as easy as a program pin on the box, if you recently updated the software it may think it is supposed to look for a GPS signal. |
| cargo fire detection | aft cargo a loop ınop.In ground we test it several times…but we couldnt take any fault… but in flight; crew told that fault comes…any advises ? |
| teleflex cable | Please explain the construction and function of teleflex cable. |
| Re: teleflex cable | The construction part of your question will be wordy, so I will give you examples and see if that answers your question. Teleflex cables are used to transmit mechanical inputs over a non-linear path. Example: rudder pedal adjust. By pulling the adjust knob and turning the handle you are transmitting a mechanical input to the rudder pedal adjust mechanism and moving the rudder pedals with the aid of a teleflex cable. The cable is fixed at both ends of the mechanism but may bend or move through the adjustment range ( the non-linear part of the movement) but still transmits the mechanical movement of the input to the control knob. If it helps, linear movement under sufficient load would use a torque tube, like in the flap drive system, the input movement doesn’t change physical location of the drive mechanism (the torque tube) the drive motors translate the input to the jack screws. If the physical location of the drive motors changed, or the route of the drive was not a linear path (straight line) then a teleflex cable with sufficient strength could do the task. Do you still want a break down of the construction, or a better explanation of the function? |
| Re: cargo fire detection | Must I ask? What system are you referring to? There are multiple cargo fire detection systems available for 737 aircraft. Can you give more details please, then you might get better answers. Just a thought, hope I am not being an ass. |
| Re: cargo fire detection | the ceiling detectors on the -800 are hopeless.
Problem is there is not BITE history. You’ve got to catch them whilst failed, or you you cant tell which one it is. Majority of faults manifest themselves when the detectors are cold. Carry out the test prior to the first flight of the day, |
| NO THROTTLE RESPONSE INITIALLY ABOUT 1 INCH | Hi Guys, What could be the reason if there is no throttle response during initial about 1 inch movement from Idle? Beyond that engine profile and response is normal. Regards |
| Re: REMEDIAL ACTION FOR CANDLE LIGHT FIRE | thanks for reply . these aforementioned actions are to be performed after the candle fire. My question is what we ought to do if we see candle light fire in the exhaust plug. should it be extinguished with fire extinguisher OR wait till it extinguishes itself due to non availability of air in that vicinity.. regards. |
| ATA WISE ARRANGEMENT OF DATA AVAILABLE HERE | This Forum is very helpful and contains a huge informative and valued data shared by various experienced LAEs worldwide. In my opinion if the data available here be arranged ATA wise then it will be more fruitful and accessible in less time. regards |
| Re: NO THROTTLE RESPONSE INITIALLY ABOUT 1 INCH | This is normal. No worries. |
| Re: ATA WISE ARRANGEMENT OF DATA AVAILABLE HERE | Thanks for your comment. Yes it might be more usefull but also more full with seperate chapters and so on. Maybe i’ll change it someday but for now it works, and many people like it this way.Any other comments are welcome. |
| Re: ATA WISE ARRANGEMENT OF DATA AVAILABLE HERE | I could see achieved post being saved in an ATA chapter format, that would be useful when looking for a subject that may have been covered in a past post. I do like the current format for daily questions, that way no one has to dig through tabs to find what is new. Considering it is a free site that I enjoy reading and posting on and SJAP probably puts a lot of his time and energy into for all of us, I like it how ever he wants to do it. I am thankful to what SJAP has done here, for all of us to participate in, with others around the world. Thank you SJAP! |
| Re: ATA WISE ARRANGEMENT OF DATA AVAILABLE HERE | Thanks you slacker ! Indeed it takes a lot of free time, or work time, you know the saying; [i:30bjya9o]If you do what you love, you’ll never work a day in your life again.[/i:30bjya9o]Thanks again sjap |
| B737-CL FDR HHDLU ADVICE | Hey fellas anybody can recommend to me some or any model of HHDLU to data load from FDR P/N 980-4100-DXUN,Thanks
Best regards Vortex |
| Re: B737-CL FDR HHDLU ADVICE | Hello Vortex: You want to try the Honeywell HHDLU Downloader P/N:964-0446-001. There’s many out there that should be Compatible too. Good Luck. Jeddy 22 |
| Re: ATA WISE ARRANGEMENT OF DATA AVAILABLE HERE | I appreciate what Sjap has put on this Forum. I think we should ALL "donate" to his time. He should post his Paypal A/c # & I’ll gladly oblige. I feel the Forum Members who post questions should also let us all know the outcome/Results of the feedback & whether the "pointers given" helped in solving the Squawks (Snags). Good Forum nonetheless. Thanks Jeddy22. |
| Re: B737-CL FDR HHDLU ADVICE | Hey Jeddy thanks for yours advice,have a nice day. vortex |
| b737-500 mcp failure | Hello Background of this snag/Title: B737 crew experienced an MCP failure during initial descent; resulting in loss of autopilot; f. light directors; auto thrus action taken /MCP replaced ,both FCC replaced .A/C still has the same snag any help regarding this. |
| TAILSKID INDICATOR / WARNING PLACARD | HI 737 Friends
Where in the AIPC ( B738 ) i can find the PN of the tailskid indicator / warning placard ( green-red sticker ) Best wishes Tech-Shark |
| Re: TAILSKID INDICATOR / WARNING PLACARD | IPC 11-21-18-29 |
| Re: b737-500 mcp failure | Have you done a DFCS bite? It may be a flap position switch if it only happens on descent. Maybe an S245 switch. |
| Re: B737-CL FDR HHDLU ADVICE | Your welcome, Vortex Jeddy22 |
| Re: TAILSKID INDICATOR / WARNING PLACARD | Thanks Yeelep |
| Re: crease beam | keel beam is the beam in between airco bays and wheel wells where the apu bleed duct runs through. crease beam is the beam lh and rh at cabin floor level where your air return holes are located and they run all the way from fwd to aft. often corroded at the wet area locations and always full of dust behind the dado panels. |
| cab vortex generators | What is the function of cab vortex generators ahead of pilot windshield? |
| crease beam | What is the difference between keel beam and crease beam? |
| Re: cab vortex generators | Flight deck noise reduction. |
| Emergency Exit 737NG | Good morning all,
had a discussion with colleagues today about the opening of an emergency exit on the 737NG. I use always the red strap to support the door during opening but some guys just unlock it and let it swing open. Hope i don’t ask a question which was asked thousand times before, but i miss the search function in this forum. <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> Thanks in Advance, Bair |
| Re: b737-500 mcp failure | dear friend, try rpl P/N 4051601-937 or 937 IPC 22-11-34-03 CMM 22-11-85..
GOOD LUCK |
| Re: b737-500 mcp failure | CORRECTION LAST,,,4051601-937 SHOULD BE -938
THANKS |
| Re: Emergency Exit 737NG | We just open it with the handle and let it swing upwards without supporting it. When we use the red strap to support it while opening, the person may not be positioned correctly resulting in a uncontrolled body-movement of the person out of the opening with possible injuries. Especially while you hold the red strap, at the end of the travel it is very hard to resist the door forces.Only during heavy maintenance when there might be persons on the wing, you always have to look out of the window first to make sure there is nobody on the wing before you open the door quickly. |
| AIRSHOW 420 | Hi all, i’m looking for the documentation about AIRSHOW 420. Ref: 44-22-40. |
| LOC – G/S INHIBIT ,PRIORITY | Hİ …
YOU KNOW THAT LOCALİZER HAS PRİORİY TO G /S. I WANT TO TEST THİS OPERATİON WHEN THE AİRCRAFT İS ON THE GROUND. DO YOU HAVE ADVİCE ABOUT HOW CAN I DO TEST ? ANY AMM REFERENCE ? I WANT TO SEE THAT ; FİRSTLY LOCALIZER CAPTURES AND AFTER GS CAPTURES. THANKS; |
| Elevator tab painting | Hi dear we found paint damage on elevator tab during C check on a 737-800. we removed it and send to shop. After re-painting weight of the tab was increased and shop was performed the balance procedure iaw SRM 51-61-06-0G-0. According to the SRM we have to add 1 ea balance weight to the balance bay 2.Here is the problem? Should we power-off test flight according to AMM?AMM is not clear about this subject. After balance procedure i follow AMM-27-31-00-710-803. AMM says: [u:20vsyydy](b) For the elevator tab:1) After a replacement of one or both of the elevator tabs.NOTE: A flight test is not necessary if the same elevator tab is removed and installed after being repaired, repainted, and rebalanced: – If it stays within the tab balance limits for CG and weight" i understand from the AMM that if i add balance weight,i have to perform power off test flight. also in the 9th step AMM says NOTE: On-jig rebalance of the elevator tab is necessary after the on-jig painting[/u:20vsyydy] after paint tab balance was performed iaw SRM 51-61-06-0G-0 with static balance jig. But, what is a On-jig painting and how is it done. |
| Re: Elevator tab painting | An on jig re balance is in the shop on a balance rig.
Indeed i see it now in a temporary revision where this is stated. What is exactly the following? " If it stays within the tab balance limits for CG and weight" Does it mean you cannot go out of the limits, (obvious i think) or does it say when you have to add/remove any weights from the balance bay. (which you did) |
| ILS CAT | HOW CAN WE KNOW ILS CAT OF THE AİRCRAFT? |
| Re: ILS CAT | It will depend on the CAT program your carrier got approval for on their aircraft. CAT is more than what the aircraft is capable of, it is getting certification to fly in CAT III minimums that will determine what CAT your aircraft are. Your plane may be CAT III B capable, but without certification, you can’t fly CAT III minimums legally in any airspace that I have ever worked in. |
| B737 CL RANDOM C/B POP OUT | pic report that random c/b pop out during flight and he reset all <!– s:o –><img src=”{SMILIES_PATH}/icon_e_surprised.gif” alt=”:o” title=”Surprised” /><!– s:o –> several o/t related to breakers that pic indicate performed on ground and no finding the c/b do not pop out in the same time,and no related one to each other(map light,flap loud) please if anyone can help |
| Re: B737 CL RANDOM C/B POP OUT | I guess you have a serious problem somewhere in your a/c. It looks like some wiring is making contact to ground. Check all affected systems and see the WDM to see if they go through a common plug or interface. Maybe thats the place where your problem is. |
| TEST FLIGHT | I WILL JOIN TEST FLİGHT <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –>
IS THERE ANY CHECK LİST FOR TECHNİCİANS, OR YOUR ADVİCE TO TAKE A LOOK. REGARDS, THANKS. |
| MTOW TOW | Hİ,
İS THERE A İNFORMATİON ABOUT MTOW TOW etc. İN THE CDU OR İS THE A PLACARD ABOUT THİS OR FCC TEST OR DFCS TEST. REGARDS, ALL ADVİCES ACCEPTABLE, THANKS. <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| Can You imagine future (for coffee brake)? | I’m certifying B737CL and B757 as B1 only. But if You know B737NG, can You imagine "Chip Tuning" for next generation of CFM56-7B? Change Injection Quantity map, VSV, VBV, HPCCV and its Timer map (if CFM56-7B have this staff)? Have You seen No Faults Found during Slow/Hung/Hot start or slow Accel/Deccel troubleshooting that maybe could be rectified by slight modification in engine control plan? Can Specific gravity change, Dynamic rigging for VSV (CFM 56-3) be Great-grandfather for a/c engine "Chip tuning"? Most probably these my thoughts are Short-sighted ore obsolete. Can You see even further? These all are rhetoric questions.As EricTheCarGuy whould say "Have fun and Stay dirty!" |
| Re: Can You imagine future (for coffee brake)? | GOOD JOB Sjap! |
| cargo net | hi,
is cargo net repairable? where is the cargo net inspection in the amm,srm or etc.? thanks regards |
| Re: TEST FLIGHT | Sit back, relax and enjoy your flight !
(if it is a power-off testflight take the amm test with you and follow the amm procedure with the pilots. make sure all steps are carries out accordingly) |
| Re: Can You imagine future (for coffee brake)? | Dont mess with EEC software. Its illegal unless you work for GE / Boeing. Dont do it. |
| Re: cargo net | Yes, they are repairable – see CMM 25-50-01. Inspections can be found in the AMM 25-52-00/201. |
| Re: TEST FLIGHT | [quote="sjap":dzl4qtws]…
(if it is a power-off testflight take the amm test with you and follow the amm procedure with the pilots. make sure all steps are carries out accordingly)[/quote:dzl4qtws] |
| Re: crease beam | whats the purpose of crease beam? |
| Re: crease beam | Its part of the structure. Designed by Boeing. |
| placards and markings | Do u have B737NG all placards and markings pictures and P/n in pdf or similar documents? i will make it quick reference handbook only for training if anyone have this could you send me pm or any link about this? i could not make it in myboeingfleet because it will takes too many times. thanks for your help aircraft engineers <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> |
| FCC A FAİLURE | DOES AMM OR FIM PERMİT SWAPPİNG OF THE FCC A AND FCC B ?
ANY FIM TASK ABOUT THAT _? REGARDS THANKS, <!– s:geek: –><img src=”{SMILIES_PATH}/icon_e_geek.gif” alt=”:geek:” title=”Geek” /><!– s:geek: –> |
| Re: B737.CL CIC APPLY MLG and NLG | SO A LITTLE LATE,BUT THANKS FOR YOUR ADVICE. SJAP Best regards Vortex |
| T/R Non-Locking Hydraulic Actuator Question | Hello Everybody;
I´m recently logged on to this Forum. Referenced to the subjet, I´ve a question about the B737 NG T/R Non-Locking Hydraulic actuators, because on the CMM (Testing and Fault Isolation), there is a Test called [b:33b0fgt2]"1800 Lb Test"[/b:33b0fgt2], in which is requested to mount the UUT (Unit Under Test), with 2 more slave non-locking actuators, and to the UUT must be applied a Tension Load of 1800 Lb. The test is to verify "free movement" of the UUT. If somebody can help me to found an answer, it will be welcome. Cordially; Willy |
| Re: T/R Non-Locking Hydraulic Actuator Question | The CMM is designed for backshop, or off aircraft usage. What you are looking at sounds like a "proof load" for that single actuator, not a system test. That test is to make sure the actuator will not fail under aircraft load when used on a flying airplane. There are lots of things in CMM’s that should not be done on aircraft, only in the shop or testing facility. |
| Re: T/R Non-Locking Hydraulic Actuator Question | Dear Slacker;
Thank you for your prompt reply; Thanks for your help.! |
| Re: T/R Non-Locking Hydraulic Actuator Question | If it is the CMM it is supposed to be done before return to service, yes. The parts you get on the line should already be certified before you get them, you shouldn’t have to do that test on wing. I look forward to seeing the photos. |
| VSWR checks | Good afternoon ladies and gentlmen,
I would like to know how i am able to do a vswr checks using a birdmeter on a 737-200,300 and 400 series aircraft? Do i connect it at the antenna or the transceiver side? apparently, my 737 can check the forward power and reflected using the transceiver. warmest regards. |
| CFM 56-7B…WHAT DOES B STANDS FOR? | Dear members,
i have certification previleges on B737NG /CFM 56-7B a/c. Out of curiosity , i tried to find any authentic document giving info about letter B in cfm 56-7b. i checked on boeing ,cfm,snecma sites ,couldn’t find the same…With regard to cfm56-5b,5c it clearly mentioned in sites as well as in wikipedia that b n c are model specifications..also some engines are cfm56-7b /b1/b2/b3..what does b1,b2,b3 stands for? awaiting your reply guys..if possible with authenticated document reference… PraSAD |
| brakes | hi everybody. i had a problem during preflight inspection. aircraft was set on parking brake. I noticed that the brake №2 was not compressed but other brakes was compressed. I performed the test of the parking brake system. after that i set parking brake several times. but the problem disappered. probably someone can offer in what a problem. |
| Re: brakes | Had hydraulics been applied before you noticed the #2 brake not compressed? |
| Re: brakes | yes,hydraulics had been applied. |
| Re: brakes | If Hyd was already applied I can only see two things that could have been going on: the anti-skid valve for that brake may have been doing something funky, or the brake itself could have been porting fluid for some reason. Everything else is common to both brakes on that gear. If everything worked normaly after you actuated the brakes though, I don’t think anything was actually wrong with the system. |
| Re: CFM 56-7B…WHAT DOES B STANDS FOR? | Hello,
I am busy contacting several sources to find out what the B stands for. |
| Re: CFM 56-7B…WHAT DOES B STANDS FOR? | CFM56-7B series: single annular combustor CFM56-7B/2 series: double annular combustor CFM56-7B/3 series: improved emissions single annular combustor CFM56-7B/3F series: improved emissions single annular combustor and increased EGT CFM56-7BE and 7BE/F series: improved HPC diffuser, HPT and LPT performance <!– m –><a class=”postlink” href=”http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/ec047222b63b6779862578dc00632041/$FILE/E00055EN%20Rev%209.pdf”>http://www.airweb.faa.gov/Regulatory_an … ev%209.pdf</a><!– m –> |
| Re: CFM 56-7B…WHAT DOES B STANDS FOR? | @sjap,
Thanks for reply…awaiting your answer… Regards |
| Re: CFM 56-7B…WHAT DOES B STANDS FOR? | @yeelep,
I read tcds..also read cfm manual… Cfm56-7b. Single annular combustor.. Any info about bump option? How does it work? |
| Re: CFM 56-7B…WHAT DOES B STANDS FOR? | question remains: What does the B stand for. |
| 2 Antennas for VHF-3 | Hello, I have a question. I have a 737-200 with 2 antennas in the Vhf-3 but these 2 antennas don´t work because are disconnected. ¿My question is can remove these 2 antennas? |
| GPS System | hello, I want mount a GPS system for 737-200 and 737-400. but I don´t know which is the best equipment for this airplanes. Can anyone tell me which are the best GPS system for these airplane. |
| Re: 2 Antennas for VHF-3 | If you remove them, you end up with a few holes. You must have a legal way to repair these, especially the one for the connector. Dont you have any engineering to sort this out? Else ask Boeing. |
| Re: Pressurization Stumper | UPDATE:
No troubleshooting done on the smoke removal mode. Only maintenance done was on the heat exchanger. The follow on checks were all good. |
| Re: Fuel leakage afther dry-motoring | [b:9qxcsvf2]If the 737-NG Engine was dry motored without pulling the circuit breaker for the Spar Valve its common to have fuel leaking when your done.[/b:9qxcsvf2]
Usually the leak fuel can be quickly stopped by turning off the fuel pumps, then pulling the circuit breaker Spar Valve related to the engine thats leaking fuel, wait a few seconds, reset the Spar Valve circuit breaker and then turn on the fuel pumps. This will usually resolve problem. [b:9qxcsvf2]The Spar Valve Circuit Breakers must be pulled prior to dry motoring the engine![/b:9qxcsvf2] This fuel leak is commonly seen after an aircraft has been towed from the flight line to the hangar. During the tow, an engine was dry motored to cool the engine down prior to a boroscope being accomplished and the person dry motoring the engine failed to pull the Spar Valve circuit breaker. Reference 737-NG AMM TASK 71-00-00-700-821-F00 for Dry motoring the engine. Ref. Steps F and G. Alternately running the engine will also stop the fuel from leaking, unfortunately this isn’t possible with the aircraft inside of most hangars. |
| g/s capture, autopilot disengage | hi guys, on glidescope capture, autopilot disengage. how do you troubleshoot? what is the cause? is it related to vhf relay? |
| Re: g/s capture, autopilot disengage | What model of 737, have you done a DFCS bite? |
| Re: CFM 56-7B…WHAT DOES B STANDS FOR? | B = BOEING |
| Re: TEST FLIGHT | Hi, in my company we have A320 and MD80 and for this aircrafts exist Flight Test Manual , in which is written the tests required for the works performed (i.e. aileron removal,elevator removal,spioiler removal ecc.). We assist third companies with B737Cl so I don’t know if this aircraft has this manual available. Another my doubt is if this Manual is prepared by airline or is released by Manufacturer. |
| Re: CFM 56-7B…WHAT DOES B STANDS FOR? | [quote="Pfalli":2sgv5hme]B = BOEING[/quote:2sgv5hme] Maybe thats the answer. The answer i got is that it is just a part of the engine number. So only CFMI will know the answer i guess.If the -7 will be installed on an airbus, would it be a -7A then? |
| Re: oil puddling in exhaust plug | i had same problem, with oil consumption 0.18 liter per hour (which is far below limits), an oil puddling observed approximately 2 hours after engine shutdown. we found the crown cover gasket damaged, we changed it and now we have the exhaust clean, however this seems like an ostrich approach as the source of the leak itself remains untouched but at least you do not have the oil down at the exhaust |
| Oil consumption | Hello everybody! i have a question about oil consumption. In company, where i work for, there are ETOPS routes. And we have a logbook, for calculating oil consumption. There we have two bloсks, last oil consumption and average. And so i have a question about last oil consumption. How should i calculate it. From filling to filling of oil tank or only after last filling.Maybe you can give the reference to any document about calculating oil consumption |
| Re: Oil consumption | Normally consumption is calculated in relation to the number of hours flown. For example, a 0.5 qrt difference between departure and arrival after a 2 hour flight indicates a consumption rate of 0.25 qrts per hour – within acceptable limits. The average consumption rate will be dependant upon your company procedure but is as the name suggests – the ‘average’ consumption rate over a given number of flying hours (whether over a calender day, engine cycles etc) as opposed to a single sector. |
| Re: Elevator tab painting | You could have sanded the tab before painting which could have kept weight in control and would have avoided balance weight addition .. |
| idg sight glass replacement | hello can you give me idg sight glass replacement acc to amm for B738? i just found only cmm reference thanks for your help |
| Re: idg sight glass replacement | I do not believe the IDG sight glass replacement is an AMM task. As it is a component, the CMM would normally be used, but first please ensure your Part 145 has the appropriate approval in place to be able to sign off iaw the CMM, otherwise it’s a shop job. |
| panel screw | Hi there,
Does anyone know where can I find one special screw, from RH side of pylon, somewhere near to panel 5852R for example. Is just in the middle and is bigger than anyother around and it seems that not belong to a panel but to the pylon itself. |
| Re: panel screw | Is it not the screw for the bootstrap equipment installation ? |
| Re: Elevator tab painting | Dear sjap and Turbofan
Boeing said currently reviewing AMM 27-31-00-710-803 to further clarify power-off flight requirements in a future revision Regards, |
| Re: panel screw | Dear Maverick,
Is there any pics for our reference? Jeju |
| Re: idg sight glass replacement | Dear Thearas,
I think you had better ask your MPPM whether or not the CMM job is allowed to you. I heard that a certain company’s MPPM allows CMM job if no special equipment and test are required, the component maintenance is not defined as overhaul in CMM and the part remains on airplane. Regards, |
| Re: idg sight glass replacement | yes thats right. We are allowed to do simple cmm tasks in our company provided:-no special tools required -no special skill / training required -no special environment required -cmm available |
| Re: # 4 Slat Position Problem | we are having some problem in slats.
After C- check, in test flight everything is fine. can anyone please help me out with this problem? |
| Re: # 4 Slat Position Problem | Lots of air in the hydr system? |
| Engine Maintenance Methodology | Hello, hope everything is fine with you my friends. i am writing an article in an magazine and i hope you can help me cause i have searched on google and unfortunately i did not find any useful information regarding my Topic. the main Topic of an article is: "Whats the Engine Maintenance Methodology?" which means that what kind of check and procedure we have to perform in order to keep the Gas Turbine Engine Up and Running. please name it. even if you give me some keywords like Borescope, or etc… it will help too. Thanks, i almost forgot i will publish the Article and mention your UserID in that Article as you wish.Best Regards |
| B737 CL HHDLU VERSUS RSU II | Dear fellas anybody can tell me which is much better of these HHDLU V/S RSU II for FDRU.
THANK. |
| Re: Engine Maintenance Methodology | -Daily checks: leakage, oil levels, IDG levels, general visual inspections -Routine maintenance planned: Thourough visual checks, operational checks, functional checks -fanblade lubrication & balancing -borescope inspections -igniter inspections -testruns to verify proper operation within limits -health monitoring (egt marging) and fault code read outs -software checks and updates -compressor water washi think you can make a huge article for your magazine (which magazine?) |
| 737-300 Not moving IAS cursor and altitude windows from | B-737-300
There are not moving IAS cursor and altitude windows indicator ,stoping and not moving when flight director A active . MCP panel ,FCC A and B , FAU was installed for troubleshouting .Defect still exist . can you help . |
| Re: 737-300 Not moving IAS cursor and altitude windows f | when lh flight director is ON and try to moving selector heading and altitude on the MCP panel no changed any indication .From rh flight director its ok. Action taken : MCP panel ,FCC A ,B ,FAU was put fot TBS but no result .Please , help as .Nematullo |
| Re: # 4 Slat Position Problem | I agree with Sjap. We’ve had this many times following maintenance. Often it requires an engine run, i.e EDP pressure to sort it out. |
| Secondary Engine Indications query | Hi,
On the NG series when the engine is shut down normally, at what N2 speed are the secondary indications supposed to go blank? (EGT, Oil Temp/Press, Fuel Flow) Thanks |
| Re: idg sight glass replacement | Totally agree with Sjap. The IDG Sight Glass + Assoc Gasket/seal change is a CMM procedure, but if the Company/Air Operator has set up its DPM (Detailed Procedure Manual) to include acceptable practices confirming to the CMM procedures, why not change the small parts, instead of the NHA Assy, in this case the IDG or CSD saving time + money……Jeddy22 |
| Re: Elevator tab painting | If in doubt, while carrying out a Post "C" Chk Test Flight, why not throw in the Form to carry out this quick Power-Off Chk on the Elev System………..if it passes, your Ok…..Rgds/Jeddy22. |
| Re: horizontal stabilizer tip | hi raghav, i try to explain what we should do after found L/S damage hor. stab. tip; First u should check SRM 55-10-30 A.D:1 PAGE: 110-111 [attachment=1:75badl4b]<!– ia1 –>1.jpg<!– ia1 –>[/attachment:75badl4b] [attachment=0:75badl4b]<!– ia0 –>2.jpg<!– ia0 –>[/attachment:75badl4b]After check limits you have two alternate;(a) For a temporary seal: 1) Refer to Figure 105 (Sheet 2) for the damage limits. 2) Seal the Trailing Edge with aluminum tape (speed tape). 3) Do the permanent repair before 10 flight cycles.(b) For a permanent seal: 1) Refer to Figure 105 (Sheet 1) for the damage limits and blend limits. 2) Remove the damage as given in Paragraph 2.C.(1)/ALLOWABLE DAMAGE 1 3) Do a detailed visual inspection to make sure all damaged material is removed. [b:75badl4b]4) Perform a heat damage analysis. Refer to HEAT DAMAGE EVALUATION, 51-20-03[/b:75badl4b] 5) After you remove the damage, do the steps in Paragraph 2.C.(2)/ALLOWABLE DAMAGE 1 |
| Re: PERMIT TO FLY | hi malik, You must report damage boeing, i think no have any Allowable limits about that in SRM or AMM.. |
| Re: No 1 Window Frame Crack on upper left Corner | • Discuss evolution of window frame Service Bulletins and provide update of changes encountered during validation – #1 Window frame temporary repairs, permanent repairs and preventive modifications – #3 Window frame temporary repairs, permanent repairs and preventive modifications[attachment=0:12tmmbhr]<!– ia0 –>3.jpg<!– ia0 –>[/attachment:12tmmbhr]Fleet Reports ~150 cracked frames Average Finding 23500 flight cycles Lowest Finding 13000 flight cyclesİf u need more help pls write me… |
| Re: For ATA 24 Section Return Reference Neutral Point | I will be making an informative update to all who have viewed this topic and contacting sjap with some enhanced particulars. |
| Re: Allowable limit of antenna damaged by lightning strike | we have same problems many times; Cmm said about that [b:wdfn4zki][size=150:wdfn4zki]No repairs, If damage or failure is noted the antenna must be replaced.[/size:wdfn4zki][/b:wdfn4zki]if u ask about no have antenna in your company stock and your system test passed, you can remove damage little bit and fill damaged area with seal and touch up ( that is unsuitable and temporary ) <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: Allowable limit of antenna damaged by lightning strike | If it works, I think I’d be inclined to just leave it alone…… |
| battery charging on airplane | On a 737-700 airplane,the battery discharged for left the airplane with the battery switch on.It can not to start the APU for low battery voltage.We used external power source and started the APUsuccessful.The battery can be charged by the the battery charger to the normal voltage.For security reasons,we replaced the two batteries and sent to check. Is there has a regulation that the discharged battery must be replaced,even if it can charged up on the plane? |
| Re: Secondary Engine Indications query | N2 :below 15%. The EEC now can not gets power from the EEC alternator and the airplane ac transfer buses also not supply power to the EEC. |
| Re: Secondary Engine Indications query | Thanks Mate |
| Re: CFM 56-7B…WHAT DOES B STANDS FOR? | B=BUMP,has an extended high altitude and temperature rating above corner point takeoff.The /B engine is often used on airplane that run in high plateau. |
| ANTI SEIZE COMPOUND COMPATIBILITY | Hi Good Day , I am in search of a Documented reference regarding compatibility between Nickle Base (Acheson GP460) anti seize compound and Copper Base C-200) Anti seize compound. Tanks in advance to all my professional colleagues here. |
| Re: battery charging on airplane | Following is the extract from SL-24-177…it might solve your query. Battery capacity is a measure of the stored electrical energy that is available from a fully charged battery. As batteries age, they lose the ability to charge to the same capacity as when they were new. In the past the battery manufacturers have provided CMM procedures that allow batteries of reduced capacity, typically 85%, to be returned to service. However, it is important that the acceptance criteria for batteries being reconditioned and restored by periodic deep cycling be 100 % of the Nameplate capacity rating to meet the standby power requirements. regards MJ |
| Re: battery charging on airplane | Thanks for your reply.In MPD,the battery is removed to check on a regular basisIs. Is that means the battery must be replaced whenever it discharged? |
| Re: B737-200 Removal of the wings | well, its an old post but I”ve done that job many times and don’t think cutting is the best way. It’s not too hard to remove in one piece, you will need ground assistnace to hold the wing of course because you have to remove the landing gear first. The wing job is easy, it takes some time but you can do it without problem. speaking of the bolts (after you remove the fairings and disconnected all the things attached to the wings): clean the prc of the main bolts and nuts and lossen them (3m brusch products, rpm chemical, or just an old piece of saw and a little of patience), break the nuts of the secondary bolts (there are some details in this particular job but its not complicated). once you have the wing supported by any kind of external assistance you remove the main bolts and it goes easily out. some tips include make bigger holes inside the wing and fuselage tanks to make more confortable the job. |
| 737NG MEL 28-08：Fuel Temperature Indicator | [b:27ssf4xa]For the 737NG MEL 28-08：Fuel Temperature Indicator[/b:27ssf4xa] May be inoperative provided Total Air Temperature or Ram Air Temperature is substituted as an indication of fuel temperature.[b:27ssf4xa]My question:[/b:27ssf4xa] 1.Why the TAT can substitut the fuel temperature? 2.How do we get ram air temperature? |
| Re: ANTI SEIZE COMPOUND COMPATIBILITY | Can you give the Specification NO or Reference NO? The GP460 Reference NO is D00601 [CP2101], Specification NO is SAE AMS 2518.See the attachment. |
| Re: Engine Maintenance Methodology | You can use several dcuments in your study, which will be useful. First is the MPD-maintenance planning document (it doesn’t matter for which aircraft type). This document shows how the aircraft maintenance is scheduled including the engines. You will see for example at what periods the igniter plugs are checked or oil and fuel filter elements are replaced. Also you can ues the Aircraft maintenance manual to see how the maintenance tasks are performed. The AMM describes also some maintenance actions which must be taken in case of foreign objects ingestion or other nonroutine situation. The most detailed information you can find in the engine shop manual although the MPD and AMM will be enough for your goals. You can use Boeing 737 or Airbus A320 or any other modern jet as an example. |
| Boeing 737 Quick reference guide | Hi friends, I’d like to ask you is there some Qiuck reference technical guide for 737CL and NG? Since I work in the line maintenance but the 737 is not the basic type for us and it is very hard to be in good shape when you don’t regularly work on a given type of aircraft. In the same time we have to handle with some AOG situations on 737 when the engineer have to react very fast. Thats why I was wondering if there is such Quick guide which can help to respond faster. I’ve worked on BAe 146 and for this aircraft there was such booklet which guides you in case of some fault -it gives possible causes, simplified schemes of the aircraft systems so ou can see how the system works without unnessecary details and also fault isolation references. If the aircraft had good maintenance system we wouldn’t need such a booklet. But the 737, especially 737 Classsic is another story. I will appreciate any sggestions. |
| CFM56-3 | Dear fellas, my concern Is about overhaul off wing ,shop intervals for engine rated at 20.000 lbs. CFM56-3 Is on condition monitoring or must be follows the LLPs ?
see ya |
| Re: Boeing 737 Quick reference guide | Hi Technar,
I too have worked on the 146 and know the book you are referring too. The closest thing to the quick reference handbook for the 737 is the Cockpit Companion by Bill Bulfer (only for reference and not to be used in place of current aircraft manuals). The 737 has an excellent fault isolation manual / trouble shooting section if you compare to the 146 so this is usually your first port of call. Hope this helps. |
| Re: CFM56-3 | Yes there are LLP’s And when the engine has no margin left over, it needs a shop visit. Whatever comes first. |
| Re: Boeing 737 Quick reference guide | Yes exactly what you are looking for: [url:yeaqhjbc]http://www.b737mrg.net/[/url:yeaqhjbc]I have this book and its very very handy for maintenance personell too ! |
| Re: CFM56-3 | thanks,dude |
| Scuff plates for Entry/Galley Doors | Hello guys! Today i`m was little confused – can`t find any Allowable Damage for entry doors scuff plates. Only find in NOTE that doesnt "structural component" and i`m make sense that isn`t critical part and can have multiple small dents. Anybody have info about subject? |
| Re: B737-800 C/B Panel Overview | Where is AMM chapter 91…. <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| B737CL JACKING PRESSURE GAGES | Dear fellas I have an issue about AMM 07-11-11 if NOTE: Jacks must have pressure gages and a conversion table to give the pounds of load at each jack point is mandatory or can I use without p.gages? thanks Vortex |
| B737-400 APU GTCP85-129 PROBLEMS | Hi All,
We are stack with various problems on a 737-400 and i will start initially on APU as in subject. Anything else you can think of and i miss? i would like to hear your opinion. Thanks. |
| APU LOW FREQ AND SURGE VALVE | Hi Guys,
737-400 APU GTCP85-129H….starts normal but frequency is constant 385hz. What is causing this? |
| Re: B737CL JACKING PRESSURE GAGES | if you use a plumb-bob and jack the a/c level, all should be fine. Except when you lower the a/c you must be able to see how much pressure you have left during lowering. Especially at the end when the a/c is on its own weight, almost, the tailjack is the most suspicious for coming loose at an early stage and when shifting, causing damage to the a/c. This happened a few times.
On the other hand, if the AMM says it is mandatory, and you use jacks without gauges, you are violating the amm and your employer can fire you when something goes wrong. |
| Re: B737-400 APU GTCP85-129 PROBLEMS | Fuel control? Looks like the speed is not kept at 400 Hz.
Once we had a similar problem and then whe replaced the combustion chamber (?) and it was fixed. The chamber was fully burned away inside… |
| Re: B737-400 APU GTCP85-129 PROBLEMS | Thanks for your input sjap,
We are at a point now that the APU starts normally and both the EGT and FREQ are constant to normal numbers. When we put loads like galley ,hydraul pump and window heat switches to on still everything work normal. The problem is that when the pilot try to start the engine#2 the APU GEN#2 trips hence no start. Next step was to remove the loads mentioned before and the engine starts despite the fact that it takes a while to stabilize. Any other thoughts? |
| Re: B737CL JACKING PRESSURE GAGES | THANKS FOR THE EXPLANATION,,,,,,,,,,
VORTEX |
| Re: B737-400 APU GTCP85-129 PROBLEMS | Change the 3-way solenoid valve, that sounds like the cause of the issues you have described.
Regards Boecom |
| Re: B737-400 APU GTCP85-129 PROBLEMS | Hi Boecom and Sjap,
Last night shift replaced the surge valve as the one installed was robbed from another a/c and today the pilot reported that at base he started the eng#2 with loads on and the only thing he noted is that the apu freq went from 405 to 385hz but engine started and everything went back to normal. |
| Re: B737-400 APU GTCP85-129 PROBLEMS | Change the 3-way solenoid. Also check the pneumatic control sense lines and t-piece fitting which often gets clogged. From what you have described and from my experience, I would say the solenoid is the source of your problems. |
| Re: B737-400 APU GTCP85-129 PROBLEMS | Thanks a lot Boecom i will let you know as soon as we have this part available to install it. Might take a while due to various reasons….. |
| Re: CFM56-3 | Dear fellas I want to share this site below,thanks Vortex<!– w –><a class=”postlink” href=”http://www.aircraftmonitor.com/…/engine_mx_concepts_f”>www.aircraftmonitor.com/…/engine_mx_concepts_f</a><!– w –> |
| Re: APU LOW FREQ AND SURGE VALVE | Is the Freq @ 385Hz after loading the APU Gen ? I believe 385 is the low end where the APU Gen will trip. My suggestion would be to check Both LP/HP Fuel Filters & then adjust the Governor on the FCU to bring your Speed up & to attain 405Hz. Load up the APU to get at least 80-100 Amps, while monitoring EGT….between 620-640 Deg C. To Chk the SBV oper on ground, quickly pull the Indicator Light CB (Acft goes to Air Mode) on the P6 Panel Behind the F/O Seat & have someone hear out the APU increase Speed (Noise Level Incr) while you Montor the APU EGT which should show a small rise…..that indicates the SBV has opened on Grd…..it is normally closed on the Grd….when the APU Bleed Valve is Open. Hope this helps….Jeddy22 |
| Re: APU LOW FREQ AND SURGE VALVE | Hi Jeddy22 , thanks for your reply.
We performed TASK 49-52-41-705-001-D00 and pulled out the LDG light c/b but we cannot hear and verify what the test says so i assume Surge valve might not be perating correctly. At the moment we are at a stage where the APU starts normal and freq is 402 steady and still steady when galley load ,hydrau pump and fuel pump is on. |
| Re: APU LOW FREQ AND SURGE VALVE | Hello Lookilook…….this is in response to very original query………SBV working & FCU question….. Why couldn’t you find out if the APU SBV operated when CB Ldg GR Ind Lts was pulled to get Acft into Airmode….Make sure the APU Bleed Air S/w is in the OFF Posn i.e. LCV Closed/No Duct Px indicated before this Test…else get someone get to the E11 Shelf & hit the Grd Sense, if pulling the CB in the Cockpit does not help.The APU will get "noisier" more than usual & the EGT should rise a tad indicating the SBV opened on Grd. The SBV also dumps on the RHS of the APU (viewed thru the APU Door Cut-out at the bottom). The Gov Adj on the APU FCU is on the top of its body while the bottom is for Accel Limiter valve Cracking Px adj. APU Freq is low, you want to adjust the Gov Adj CW to increase your Freq between 405-410Hz, with NO load on the APU…….i.e. APU Bleed Air OFF & Gen OFF LIne. Ref to T/C49-11-00-705-035-D00 (MM49-11-00, Pgs 521, 524, 527)…….Good Luck ! Rgds Jeddy22. |
| Re: APU LOW FREQ AND SURGE VALVE | Hi Jeddy22,
Thanks for the info, for the surge valve the test we carried out and heard nothing neither the EGT changed as per MM 49-52-41-705-001-D00. even when we put bleed air as per test procedure we did not hear any change in sound or indications in the cockpit. I will have someone to go to to the E11 Shelf & hit the Grd Sense. |
| Re: APU LOW FREQ AND SURGE VALVE | Lookilook: Is this a Hi-Time, tired APU ? Sometimes, it’s better & economical to R/R APU (if Available) than throwing Components (Shot-gunning) it without achieving positive Results. Anyway, Suggest carry out (1) Wiring Chks at 3 Way-Solenoid Vlv Connx D1574. Measure Resistance @ Connx, from Pin A to B. You should see anywhere from 35-110 Ohms, if not R/R the 3 way Solenoid Vlv. (2) Also Chk Pin B to Grd. Repair CCT if not there. (3)With 3 Way Sol Vlv Connx D1574 disconnected, Start & run APU. When APU on-Speed, (after 95%+) Chk for 28V DC @ Pin A. If not present, Chk wiring from Connx D1574 Pin A to APU Connx D452 Pin S….Note: this Connx is on the APU Shroud. (4)It doesn’t hurt to Chk FCU Cracking Px – around 60+/-5 psi. Adjust if low. (5)Check & R/R Proportional Control Valve (if Available). Watch APU EGT indication & Duct Px Flux & see if APU is “Load Topping”. (6)Also doesn’t hurt to going splits…….i.e. Use APU Gen on Line, with Bleed Air OFF, Use a Reliable External Air Start unit (hook up @ RH AIrcon Bay Fwd), Bleed Air ISO Vlv Closed & start #2 Eng. If normal Start, with no APU Gen drop-off, eliminate APU Gen/Electrical Problems……Hope you try that out with a good Electr fella with ya……….Good Luck. Jeddy22 |
| CFM56-3-B1 REMOVAL/INSTALLATION AMM | WHICH IS THE AMM FOR REMOVE & INSTALL CFM-3-1B.THANKS |
| Re: CFM56-3-B1 REMOVAL/INSTALLATION AMM | Dear fellas,I found the AMM 71-00-02 CONF,4.THANKS ANYWAY.
VORTEX |
| Dent mapping. | As per Boeing SRM I have a confusion regarding the dimensions as specified in the manual and the diagram given.
As per the SRM If anyone could elaborate the A & L dimensions for a given dent on the leading edge it would clear my doubt as I found the diagram provided in the manual confusing. As per my understanding the dimension measured span wise on the leading edge is A (width of dent) and the dimension measured vertically on the leading edge is L ( Length of the Dent). Please elaborate if it is the other way round. |
| Re: Dent mapping. | Hi Loumen,
Personally I would say in your example, the spanwise dimension would be the length and the vertical dimension would be the width. I will try and find an example of damage assessment carried out recently and post it for clarity. Generally speaking the length is usually the larger of the two dimensions. |
| Re: Dent mapping. | The attached Boeing 738 SRM says it all. Just don’t guess anything in there. Measure the Depth (Dimen "Y") of the Dent with a Dial Gage & your Width of the Dent along the L/E (Dimen "A") with a Ruler/Vernier Calip. The A/Y Ratio must not be less than 30. Aside from other SRM Requirements called out, i.e the Dent be smooth, not near or at a Rib, No Pulled Fasteners, no Cracks etc etc, if the A/Y criteria is met…your good to go for allowable Dent Damage…..also check if there is a "Repeat" Insp or if you can Hi-SPD Tape or fill that Dent……..Just read in the SRM requirements………Hope this helps…. |
| Re: Dent mapping. | Just looking at the Dent Pic posted, it would appear be out of the A/Y Ratio limits, although looks smooth & not very close to a rib, but the "A" Dimen looks quite wide, so does the "Y’ Dimen. Just my observations. Dimensional Chks, my friend is the Answer & follow the SRM 55…….Jeddy22. |
| Re: Dent mapping. | hi loumen
Generally speaking the length is usually the larger of the two dimensions,for a/y ratio check srm,there is also a limit for maximum depth,if i m not wrong its 0.06 in case of leading edge,damage edge should be 1 inch away from rivet hole or you have to go for repair though a/y ratio is in limit,also check for in which area its falling for limitations & inspection. as per my observation its looking out as its deep. i have some doubt on these kind of srm ref, i discussed with many collegues from different countries they are also not quite sure, if width/depth ratio is within allowable limit,i.e greater than 30,what action you ppls took normally? simply leaving the dent without any inspection or are you filling the dent? there is one line in srm which is bugging me each time when i am refering srm,saying what you mean by "a dent lager than the limits"? for example greater thn 30 or less than 30 or any other limits? |
| Re: Elevator tab painting | not required if weight n cg is in limits as per table |
| Re: Scuff plates for Entry/Galley Doors | Good morning,
see and read Boeing 737-300/400/500 SRM 53-10-01 page 202. kind regards soufiane |
| Re: Scuff plates for Entry/Galley Doors | good morning,
NOTE: The incorrect installation of the SRM 53-10-01 REPAIR 12 PAGE 202 you can do your own repair or you follow the steps as mentioned in SRM 53-10-01 repair 12 page 202 |
| Re: B737-800 C/B Panel Overview | Not AMM body! WDM Chapter 91 |
| Re: Scuff plates for Entry/Galley Doors | i think allowable damage is in SRM 53-10-15 Table 4 İtem 6. Minimum Thicknes has mentioned there. |
| 737-800 Video Syst. | Hello guys
I cant find any reference in WDM can u help me about the deactivation of the video system Thanks.. Best regards.. |
| Finding a seal P/N 737/800 | Hello guys
I’m just trying to find a seal on the wings main flap outboard cutout section, but i couldnt find it in the ipc. Please help me to find the P/N Here is the related pictures [img:2i38c7uz]http://i62.tinypic.com/j0k37b.jpg[/img:2i38c7uz] |
| Re: Finding a seal P/N 737/800 | IPC 27-51-00-11A Item 75. PN: 115A2796-5 It seems like this, isnt it ?
And also IPC 27-51-00-15 Item 95 seems to be. Check this ones. I think you should find these kind of seal at Chapter 27. |
| Re: 737-800 Video Syst. | Isnt it possible to extend them manually ? with MRT… I remember like that but i am not sure… |
| Re: 737-800 Video Syst. | I think that procedure is done with MRT is just to reset the monitors opening and closing. |
| Re: Finding a seal P/N 737/800 | I tried to find in chapter 27 and 57 but no help!!
Man, the references you gave to me is both about the area inboard side of flap. I’m talking about the outer part of flap. I mean cutout side close to wing tip. |
| Re: B737NG Leading Edge Polishing | 737-800 AMM12-40-00 4. Polish the External Surfaces of the Airplane |
| Re: Dent mapping. | [quote="loumen":25auek2x]As per Boeing SRM I have a confusion regarding the dimensions as specified in the manual and the diagram given.
As per the SRM If anyone could elaborate the A & L dimensions for a given dent on the leading edge it would clear my doubt as I found the diagram provided in the manual confusing. As per my understanding the dimension measured span wise on the leading edge is A (width of dent) and the dimension measured vertically on the leading edge is L ( Length of the Dent). Please elaborate if it is the other way round.[/quote:25auek2x] Dear Loument, Per SRM, The length of the dent is the longest distance from one end to the other end. The width of the dent is the second longest distance Hope this satisfies you. |
| speed brake lever sometimes stopped at flight detent | Hi guys,
Flight crew reported that speed brake lever sometimes stopped at flight detent when auto speed brake was activated during landing. Any advise would be welcomed!! Regards, |
| Re: speed brake lever sometimes stopped at flight detent | i am almost sure they made this mistake…pls let us know if it is so.
[url:1lyph54e]http://www.sjap.nl/speedbrake-handle-pointer-usage-errors-a-simple-tip-but-often-used-faulty-737-all/[/url:1lyph54e] |
| Fuel Burn | Twice in the past month the crew has taken off with 6000 LBS in each wing and 15 minutes into the flight they notice they still have 6000 LBS in the right hand tank and 3500 LBS in the left hand tank. Both times they say the cross feed valve was closed. We verified fuel QTY was working properly.
The other day they reported that the cross feed valve light illuminated in flight in the closed position. We could not duplicate that issue but we did find that we could transfer fuel from the right wing to the left wing no matter the position of the cross feed valve. we could not transfer fuel from the left wing into the right wing with the cross feed valve closed. Aircraft is B737-200 which was converted to a cargo aircraft. |
| Re: speed brake lever sometimes stopped at flight detent | autostow actuator.The speedbrake lever retracts to a position 1/2 way between the flight detent and the down detent. |
| Re: speed brake lever sometimes stopped at flight detent | any c/b tripping ? |
| Re: 737-800 Video Syst. | are you check your video system supplementery docs ? |
| Re: Dent mapping. | Thanks for sharing your experience. My doubt has been cleared. Thanks to SJAP for this awesome forum.
Regards, Loumen |
| Re: Fuel Burn | is this a question or a notification ? did you manage to solve the problem? |
| Re: Fuel Burn | Hello Richard: Plz let us know how things turned out with the Flights. Any Fuel Migration (tank to tank) noticed in Flight ? Rgds/Jeddy22 |
| Shakedown Flight- Demo Flight | Hello guys;
Anyone may tell me the difference between shakedown flight and demo flight?? Thanks in advance |
| After Demo Flight | Hello guys;
I just wanted to hear some advices for inspection after demo flight. Like to see the engine faults on CDU, AVM read-out etc.. Thanks |
| Re: Dent mapping. | [quote="raghav":189zdo57]hi loumen
Generally speaking the length is usually the larger of the two dimensions,for a/y ratio check srm,there is also a limit for maximum depth,if i m not wrong its 0.06 in case of leading edge,damage edge should be 1 inch away from rivet hole or you have to go for repair though a/y ratio is in limit,also check for in which area its falling for limitations & inspection. as per my observation its looking out as its deep. i have some doubt on these kind of srm ref, i discussed with many collegues from different countries they are also not quite sure, if width/depth ratio is within allowable limit,i.e greater than 30,what action you ppls took normally? simply leaving the dent without any inspection or are you filling the dent? there is one line in srm which is bugging me each time when i am refering srm,saying what you mean by "a dent lager than the limits"? for example greater thn 30 or less than 30 or any other limits?[/quote:189zdo57] If I understand right the sentence in the SRM says ” a dent larger than the limits” means ” a dent out of the limits” or not?? Sorry if i understand wrong Best regards |
| Re: Fuel Burn | [quote="Richard":3bjlr0qj]Twice in the past month the crew has taken off with 6000 LBS in each wing and 15 minutes into the flight they notice they still have 6000 LBS in the right hand tank and 3500 LBS in the left hand tank. Both times they say the cross feed valve was closed. We verified fuel QTY was working properly.
The other day they reported that the cross feed valve light illuminated in flight in the closed position. We could not duplicate that issue but we did find that we could transfer fuel from the right wing to the left wing no matter the position of the cross feed valve. we could not transfer fuel from the left wing into the right wing with the cross feed valve closed. Aircraft is B737-200 which was converted to a cargo aircraft.[/quote:3bjlr0qj] Hello If I’m right, you dont already need to open the crossfeed valve to transfer fuel from left wing to right wing. If u couldnt do the transfer from right wing to left wing u would need to open the crosfeed. But u couldnt do that. So i think the most possible cause was crossfeed valve about your problem. |
| Re: After Demo Flight | Yes you can do that but if the flight went ok, all parameters where satisfactory then i dont see any reason not to put it back into service.
No problems reported by the pilots ? Nothing found during your daily / preflight ? all routine maint. performed? then you are finished. |
| Re: Shakedown Flight- Demo Flight | it all depends on the test program the pilots are using. This is up to the company to do what they want to do. Except if it is mandatory by some manual of course. |
| Re: speed brake lever sometimes stopped at flight detent | Dear All,
ACMS shows this is real defect, not pilot mistake. Pilot reported everything was OK except that auto speed brake(lever) stopped at flight detent during landing. Until today, no root cause has been found. Hope your any abvise. Jeju |
| Re: placards and markings | Please check out…. Biggles Labelling [control@biggleslabelling.co.uk]. They would send you a sample folder if requested.
Rgds. |
| Re: speed brake lever sometimes stopped at flight detent | Dear All,
Finally, the defect was rectified after spoiler mixer replacement. Anyway, thanks for your advise. Jeju |
| Class C sealant for fuel tank | Dear colleagues,
can one of you describe the behaviour of Class C sealant after application? We prepared a tank panel with dripstick and the sealant around the dripstick base is still flexible and can be pulled easily. All answers highly appreciated. Best regards! |
| Re: Class C sealant for fuel tank | What does to cure time say on the packet? Chances are it either hasn’t been mixed properly or is a bad batch. |
| Re: Class C sealant for fuel tank | Sorry, forgot to say it has been applied already two days ago. Mixture was good. Now we made another sample of a different cartridge… waiting. |
| Re: placards and markings | researching needs more time but that teachs you true way … |
| Re: Class C sealant for fuel tank | If you used PR1826 you’de be flying already. [url:3jn1sucm]http://www.sjap.nl/sealants.pdf[/url:3jn1sucm] |
| Re: Class C sealant for fuel tank | I haven’t used class C sealant in a while, but if I recall correctly, it has a 24 hour work life, and a 72 hour cure. Don’t use it if you are in a rush. Great for long repair projects, not very useful on the line. |
| Re: Class C sealant for fuel tank | IIRC, Class C Sealant is normally for faying, Aero-Dynamic sealant. I would definitely use PR1422 Class B (-1/2 preferably (1/2 hr) set for a faster set/cure or a -2 (2 hrs) if not available). PRC1890 or 1826 is another Fuel Tank Sealant………The "C" Class Sealant normally has a C-12, C-24 and C-48…….the numericals denoting the Time in Hrs to set…….i.e. PR870C-12 & on……Jeddy22 |
| Re: placards and markings | Do you have access to the NG IPC……….look up ATA Chapter11. Hope that helps. |
| Re: B737-400 APU GTCP85-129 PROBLEMS | Hi all,
Any update regarding your problem, do you solve it ? C |
| Re: B737 CL HHDLU VERSUS RSU II | I thinks it’s dependaing wich PN of DFDR you have installed.. Honeywell is using HHDLU and SFIM is using RSU…C |
| Re: B737-400 APU GTCP85-129 PROBLEMS | Hi ,No it did not change anything by replacing the 3 way solenoid but this case was messed from the beginning by bad troubleshooting and no recording of replacements. As i have left the company i have no update apart that they have contacted Honeywell for help and next step was to replace the FCU. Let me know if you are successful. |
| Re: Class C sealant for fuel tank | PR1826B1-4 is my usual weapon of choice…. |
| Re: B737 CL HHDLU VERSUS RSU II | THANKS FOR THE INFO…. VORTEX |
| B737 Wing Thermal Anti Ice | Hey guys,
maybe you can help me. The wing thermal anti ice system of the B737 is equipped with an overheat protection on ground. The thermal valve closes when reaching a temperature of 125°C. I’m wondering how long it takes until the protection triggers. It must be real quick as there is no wind cooling the leading edges of the wings. My second question is about the indication LEDs. When the protection triggers, the switch and valve postions disagree. Thus the light goes from dimmed to bright. As the wing starts to cool down when the valve closes, it open again as the temperature falls below 125°C. When the valve is open again the switch positions agree and the LED is dimmed again. I’d like to know how the frequency of this process is. Is it that fast the LED starts to flicker? Or does the valve remain closed until a certain temperature is reached (maybe 120°C)? In advance: Thank you very much for your help! Best regards, |
| Re: B737 Wing Thermal Anti Ice | hello Tobi,
As far as i know the system does not cycle if i read the schematics corrrect. regards |
| Re: B737 Wing Thermal Anti Ice | Thank you sjap for your quick answer. Unfortunatly, I’m not that familiar with your PM content. So in case of overheat the valve would close and thus the switch go in the off position? I would appreciate if you could explain that a little further. About the overheat on ground, it would be very nice if someone could tell me the duration, maybe someone tried it out himself.Thanks again!Regards, Tiebo |
| Re: B737 Wing Thermal Anti Ice | If the switch has a small triangle it means it is springloaded that way. In this case if you switch S3 on, you make a ground via the PSEU. if due to an overheat the thermal switch closes, it gets a ground via S117 or S118 causing a voltage drop over S3 hold circuit which releases the switch in off. therefore when an overheat occurs you have to switch it on again. It should not cycle. On ground, with a good designed system it should not go into overheat, it is just a safety feature, not a normal system operating sequence. |
| Re: B737 Wing Thermal Anti Ice | Hello Tobi: GROUND MODE ONLY. IIRC, it depends on either Overtemp Switch (in LH or RH Wing) Resistance. If there is a breakdown in its Resistance values, i.e. lower Resistance etc, the trigger/trip-point then is at a lower setting (less than 125*C) & both WTAI Valves will close off earlier/faster. Note that it’s the Air Temp in the Bleed Air Ducts in either Wing that affects the Over-temp S/w Operation. Since the Over-temp Switches are downstream of the WTAI Valves, & when the trip point (125*C or lower is reached, if either O/Temp S/W is defective) both WTAI’s Valves go closed. On ground, with the Cockpit S/w in the ON Posn, both WTAI Valves will cycle to open when the Bleed Air Temp sensed by the O/T Switch in the Wing Duct is less than 125*C & the T/L is at basically at Idle. Also anytime you “guzz” up Power past Grd Idle (logic CCT), both WTAI Valves go shut. Note, this is a Grd only Protective Circuit………..so that one doesn’t “melt” the Slat Skins with Hot Bleed Air while on Grd. Hope that helps……Rgds/Jeddy22 |
| APU GTCP85-129H and GTCP85-129K | WHO KNOWS THE DIFF,BETWEEN THE APU S GTCP85-129H AND -129K B737.CL.THANKS VORTEX. |
| Re: APU GTCP85-129H and GTCP85-129K | Near the bottom of the linked page. <!– m –><a class=”postlink” href=”http://www.b737.org.uk/apu.htm”>http://www.b737.org.uk/apu.htm</a><!– m –> |
| Re: APU GTCP85-129H and GTCP85-129K | THANK VERY USEFUL,YEELEP…AH, WHAT DOES MEAN YEELEP? VORTEX |
| CFM56 VERSION/THRUST RATING A,B,B,C | DOES ANYBODY KNOW ABOUTB737-CL CFM56-3B1 VERSION/THRUST RATING CAT.A,CAT.B,CAT.C,WHERE CAN I FIND,PLEASE,THANKS |
| CFM56 FLAT RATED THRUST | Fellas ,question What does flat rated thrust stand for, CFM56 please Regards Vortex |
| Re: CFM56 FLAT RATED THRUST | [url:36gpuvtn]http://en.wikipedia.org/wiki/Flat_rated[/url:36gpuvtn] |
| Re: CFM56 FLAT RATED THRUST | SJAP, Appreciate that…………. |
| Cmm for engine bleed | Hi dear collegues Does someone has CMM36-13-87, CMM36-12-45. It cmm for high stage valve and prsov at B737ng Or other cmm for prsov valve!!!For me need cutaway of this valve ( better if prsov for 737ng) |
| Re: CFM56 VERSION/THRUST RATING A,B,B,C | DEAR FELLAS I FOUND THIS INFO: THRUST CATEGORY A: CFM56-3-B1 ENGINE NAMEPLATE MODEL OR CFM56-3B-2/-3C-1 MODELS WITH THE MAXIMUM THRUST LIMITED TO 18,500 OR 20,100 POUNDS BY THE FMC OR AFM.THRUST CATEGORY B: CFM56-3B-2 ENGINE NAMEPLATE MODEL OR CFM56-3C-1 MODEL WITH MAXIMUN THRUST LIMITED TO 20,100 POUNDS BY FMC AND AFM.THRUST CATEGORY C: CFM56-3C-1 NAMEPLATE MODEL.( THUST CATEGORY HAVE RELATIONSHIP WITH LLP PROGRAM )REFER TO SHOP MANUAL CHAPTER 5-11-00 THROUGH 05-11-04 FOR FURTHER DETAILS. SELF ANSWERED BY VORTEX |
| Re: b737-500 mcp failure | we had experience with same failure many times in our b737-500 . Boeing recommendation to check all wire bundles behind MCP (you have to remove glare shield to get access for inspection ) after inspection we found l1 & R1 window heat power supply wires are in contact with MCP cables these contact cause build up of static electricity this will interrupt the power of the MCP auto pilot disengage and all MCP window indication will be 888888 and reset can be done only on ground |
| GTCP85-129 ELAPSED TIME INDICATER RESET | Dear fellas Who know how to reset zero of the hours counter indicator after APU replacement GTCP85-129 series on B737-300 thanks Vortex |
| Re: Elevator tab painting | hinge location, or if you replace bushings at any tab hinge location, if you can verify that no other maintenance action, which normally requires a flight test, has been performed since the last flight test.7) After the replacement of a new or repaired elevator tab control mechanism.(3) Dual Hydraulics Failure: Please read the following instructions before you perform the flight test. (a) Sudden dual hydraulic failure or selection of both flight control switches to off or standby will put the airplane in manual reversion and cause elevator movement to a deflection that balances the air load. The intent of the airplane design and Aircraft Maintenance Manual procedures is to have the resultant pitch upset be easily manageable, but if an out of tolerance elevator tab rigging exists on the airplane, the pitch upset could be significant. Flight Crews, especially for check flights after elevator tab maintenance, should be prepared in the event of a large upset. (b) Upset recovery techniques are discussed in the maneuvers section of the Flight Crew Training Maneuvers. These techniques provide good guidance in the case of a large upset. Additional items to consider for a dual hydraulic failure are: 1) Elevator forces will be high and elevator control authority reduced in manual reversion hydraulics should not be restored with large column inputs present (c) If the pitch upset is significant, immediately accomplish the Upset Recovery maneuver found in the non-normal maneuvers section in the Quick Reference Handbook. For example, the use of bank angle in the event of large nose up pitch rate, described in this section, may be beneficial. (d) If performing a maintenance check (where hydraulics are available to be restored), the pilot’s should coordinate the restoration of hydraulics to ensure that column input is small at time hydraulics are restored. Restoring hydraulics with large column input will result in a large sudden elevator command that may generate a pitch upset in the opposite direction. The pilot flying should reduce column input at the time hydraulics are restored by using stabilizer trim or by momentarily allowing the airplane to maneuver. At the time hydraulics are restored, the pilot flying should be prepared to apply column inputs to maintain control as normal column feel forces return.737-600/700/800/900 AIRCRAFT MAINTENANCE MANUAL 27-31-00 Page 598.11 D633A101-ROJ Oct 15/2014step 8 omitted in latest revision |
| Re: B737NG Leading Edge Polishing | i think allowable damage is in SRM 53-10-15 Table 4 İtem 6. Minimum Thicknes has mentioned there. |
| Re: CFM56 FLAT RATED THRUST | More information on the "FLAT RATED THRUST" concept you’ll find accessing the links below:
<!– m –><a class=”postlink” href=”http://www.smartcockpit.com/docs/Jet_Engines_Basics.pdf;”>http://www.smartcockpit.com/docs/Jet_En … asics.pdf;</a><!– m –> <!– m –><a class=”postlink” href=”http://www.smartcockpit.com/docs/CFM_Flight_Ops_Support_B737.pdf”>http://www.smartcockpit.com/docs/CFM_Fl … t_B737.pdf</a><!– m –> Best Regards, |
| TR sleeve removal | dear team
i was working on b737-900 , and i was removing the thrust reverser sleeve . and after removal of the TR sleeve i was instructed to secure the TR actuator eye end . with regards |
| Re: TR sleeve removal | If you apply hyd power to reverse actuator without sleeve installed,they move by turning and when the actuator is moved with hyd power without sleeve,it will need adjustment.but amm does not have any adjustment procedure about this problem.thats why actuator will need shop visit.and also i remember a placard near rod end like"DONT TURN ROD-END" |
| TR sleeve manual operation | Dear team , we know that when we operate thrust reversal sleeve with the hydraulic power the fluid inside the actuators move the sleeve in deploy position, but can anyone explain , that when we rotate the synch lock mechanically with 3/8 drive speed handle , the flex cable rotates and the TR actuators extends , but how the rotary motion of the flex cable is converted to linear motion of the actuators . kindly explain.with regards sahil sharma aircraft mechanic spicejet |
| CDU blank after APU shut down on 737-700 | The CDU will go to black screen after APU shut down,it not always comes to black screen.Based on my observations,if first we press any key on the CDU1 keyboard to make the screen change,then shut down the APU,the CDU1 will not be a black screen.Is anyone encountered this case ? And i know the CDU1 primary power is 115v ac from the AC standby bus ,the CDU2 primary power is AC transfer bus 2.For the battery switch in the ON position,STANDBY PWR switch is in the AUTO position,why the CDU1 can goes to a black screen? |
| Re: TR sleeve removal | It’s to prevent adjustment of the actuator. Rotating the eye-end/piston will give linear adjustment to the actuator. If you rotate the eye-ends with the sleeve off, you will have to re-rig the sleeve. |
| B737NG at low altitude roll control problem | Hi all Last weeks we have next problem: at altitude 55ft by RA and flaps 40 occured uncommanded rolling. If flaps 30- no any problems. Flaps, spoilers, elerons checked… |
| Re: B737NG at low altitude roll control problem | Sounds like a flap position not completely equal to left and right, but i advise you to check this first: [url:3f5mie0r]http://www.sjap.nl/aileron-and-rudder-trim-out-of-limits-check-this-first-737-all/[/url:3f5mie0r]Pls check the aileron cable tension and aileron adjustment first, since this influences the aileron postion and effectiveness, especially with low speeds and flaps not up, causing the a/c to bank at low speeds. There is no MRO task to check the aileron cable tension, so you have a very high change the cable tension is way too low now. |
| Re: TR sleeve manual operation | [url:34vp9geu]http://www.dewaltownersgroup.com/jc/wormdrivegears.jpg[/url:34vp9geu]
The actuator has a spindle inside. |
| b737 structural repair mapping | Hi dear fellas ,my concern today is about the repair mapping there are documents ,guidelines,programs,etc,to control them? (SRM,SIP,SSID,AD,CMR,,,,)ONLY FUSELAGE ATA 53,or whole aircraft.thanks |
| Bucking Bars for Stab Lower Inspar skin repairs. | Hello All,
Does anyone have any experience with using the Boeing designed bucking bar set for reacting rivets for stab lower inspar skin scab patches? The tool set comes under P/N ST1000-A-8252 We currently use our own locally manufactured tooling but would consider buying these if they are any good! Let me know MrFixIt |
| Re: b737 structural repair mapping | I found this reference. Boeing document CAGE Code 81205 Repair Assessment Guidelines – Model 737-100 to -500 DOCUMENT NUMBER: RELEASE/REVISION: RELEASE/REVISION DATE: D6-38669 REV C February 25, 2003vortex |
| Re: Bucking Bars for Stab Lower Inspar skin repairs. | Hello Mr FixIT: Have you tried contacting the Yardstore……Here’s their addr: <!– m –><a class=”postlink” href=”http://www.yardstore.com/browse.cfm/2,412.html”>http://www.yardstore.com/browse.cfm/2,412.html</a><!– m –> Boeing Surplus Store in SEA has tons of these used sets…….but probably you have to go on-line during their Auction. Good Luck ! Jeddy22 |
| Re: Bucking Bars for Stab Lower Inspar skin repairs. | Mr FixIT: Boeing Bucking Bar Sets are pricey………but I suggest you try these fellas at, <!– m –><a class=”postlink” href=”http://www.airspares.com/boeing-licensed-tooling/st1000-a-8252″>http://www.airspares.com/boeing-license … 000-a-8252</a><!– m –>. Believe they fabricate Bucking Bars for Boeing & other Airlines. They would be able guide you to some "Surplus Stores that have this used Inventory @ a much cheaper price…..Most Boeing tooling, including S/M Bucking Bars/Sets are built for the job & ST1000-A-8252 is no different. There was times I could walk in & pick a Bucking Bar for $5 from their Surplus Store in SEA…but they shut the place down. Also try <!– w –><a class=”postlink” href=”http://www.Brown”>www.Brown</a><!– w –> Tools.com Good Luck. Jeddy22 |
| Re: B737NG at low altitude roll control problem | Hello Citrus: Was this a “one-off” incident of Acft Roll with Flaps 40 landing phase & if this Acft is still in Service ? If it is, has the problem recurred. Have Flt Crews mentioned any noticeable Roll (Left or Right), with Flaps UP (0 units) and eventually trimming it out within acceptable limits per FCOM/AFM. Perhaps Check out the T/E I/B Aft Flap for any small jams, slight hung up (not fully going to 40) while extending from 30 to 40 Units.The Acft will Roll to the side which displays a "hung-up" Aft Flap. More info required if you have. Thanks Jeddy22.. |
| Re: Bucking Bars for Stab Lower Inspar skin repairs. | Hey all, I ran across this forum while doing a google search for the ST1000-A-8252 bucking bars for a customer. As Jeddy22 indicated, these bars are specially designed for repairing Boeing 737NG lower horizontal stab skins and they are not mass produced. (In fact, any time you see a "[b:1dn0ize8]ST[/b:1dn0ize8]" tooling part number, it is normally a Boeing internal "[b:1dn0ize8][u:1dn0ize8]S[/u:1dn0ize8][/b:1dn0ize8]tandard [b:1dn0ize8][u:1dn0ize8]T[/u:1dn0ize8][/b:1dn0ize8]ool" number and is often not easily identifiable to anyone outside of Boeing unless you have access to the Boeing drawings or standards.) As anyone who has done so knows, buying "ST" tools direct from Boeing or one of their licensees is typically very expensive.
It does look like Airspares has a Boeing license to manufacture these bars and you can see some pictures of the bars on their website. With that being said, it seems the bars are not particularly special, other than the fact that they have long "handles" welded to them. My guess is that you could locally manufacture these bars at a much lower cost than buying them direct from Boeing. Just my two cents. Also as a clarification to Jeddy22’s post with our website address. There is no "S" in our web address. You can visit us at [url:1dn0ize8]http://www.browntool.com[/url:1dn0ize8] We do stock over 3400 different tools for the aviation industry – primarily sheetmetal and structures tooling. Anyone is more than welcome to visit our website and request a copy of our 180 page master catalog. Best regards, |
| CFM56-3 T/R DEPLOYMENT PROX,SENSOR S925-S926 | Dear FELLAS ANYBODY CAN TELL ME THE VALUES FOR THE PROXIMITE SENSOR ATA 78 T/R DEPLOYMENT PN 10-61226-28,THEY HAVE A FIX RANGE OPERATION OR WORK OR DO NOT.THANKS VORTEX |
| Re: CFM56-3 T/R DEPLOYMENT PROX,SENSOR S925-S926 | Please stop [b:1tezzs2t]SHOUTING[/b:1tezzs2t]! Start to work on the way you ask questions! (syntactic) You find the values to adjust the S925/S926 in AMM 78-34-03/501, but i think you have the wrong proximity sensor PN. |
| Re: horizontal stabilizer tip | inspection after lightning strike has been carried out as per amm chapt 05.But again stuck with srm,as not able to find what should i do next for this kind of damage,as srm 55-20-01 allowable damage 1 Zone 4 – CFRP Solid Laminate Area is talking only about nicks ,gouges, scratches, dents, holes, punctures,delamination and edge erosion.where should i go for lightning strike damage limits and repair for elevator? |
| Re: CFM56-3 T/R DEPLOYMENT PROX,SENSOR S925-S926 | Dear Ifixplanes <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> , Really sorry if I’ve bothered you only I asked my apologies, am sorry, anyway appreciate you value help vortex |
| Re: CFM56-3 T/R DEPLOYMENT PROX,SENSOR S925-S926 | Dear Ifixplane,I have worked as your recommended After having inspected iaw wiring circuit interface wiring diagram 31-31-53 it was found and repaired wiring paths between DFDAU pin G1,D2295A to EAU pin 46,D1458B,then was checked the eau/sensor interface iaw WD78-31-11 found bent pins 17,18,19 in the connector D3040 and pin were repaired,pins51,47 from connector D5132P OK. now working properly the recording (DFDR).already stopped shouting <!– s:idea: –><img src=”{SMILIES_PATH}/icon_idea.gif” alt=”:idea:” title=”Idea” /><!– s:idea: –> <!– s:idea: –><img src=”{SMILIES_PATH}/icon_idea.gif” alt=”:idea:” title=”Idea” /><!– s:idea: –> <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: thrust reverse isolation valve b 737 200 | B737-200 – T/R Iso Valve Light “ON” in Flight. Hello Tidinha: While Browsing thru, noticed your above old Snag & no Report back. I remember having a similar issue where Acft wiring was checked & finally ended up replacing the NLG Air-Grd Switches S529/S530 in the Nose wheel-well, access thru the vertical LH Fwd Press Panel. System tested & snag cleared. Ref MM 78-34-61, Pg 401. Rgds Jeddy22 |
| Re: APU hung start | Hello Stregone: I agree with SJAP on a Cold-soaked APU after an extended Flight. Do your Flt Crews start the APU at say 10K feet before Landing & if they have tried successfully starting it at a lower Altitude while descending. You mention Mobil Jet II Oil for Service. This Oil has a Higher Viscosity & tends to congeal (at Higher Altitudes/Cold Temps with a Stopped APU) than other Type 2 Oils & is known to cause Hard/Hung Starts at Altitudes. If it is Ok with with your Airline/Engineering Dept, I suggest trying BP2380 Oil (Compatible Type 2) for only the APU’s you have on a "Adhoc basis" only if it is an "Oil Lube related problem", & observe the results, Good Luck. Rgds Jeddy22 |
| Re: Boeing 737 Quick reference guide | Thats why I was wondering if there is such Quick guide which can help to respond faster. I’ve worked on BAe 146 and for this aircraft there was such booklet which guides you in case of some fault -it gives possible causes, simplified schemes of the aircraft systems so ou can see how the system works without unnessecary details and also fault isolation references. If the aircraft had good maintenance system we wouldn’t need such a booklet. But the 737, especially 737 Classsic is another story. I will appreciate any sggestions. |
| FMC CDU 737-800 | Dear all we had a strange snag on one of the NG aircraft having ACARS activated .Both the FMC CDUs were frozen on arrival.It came to normal for some time upon CBs re set.Subsequent re racking of computers were attempted.Can anybody tell what is reason for this? Bite message is bus failure.is it some cross talk failure between FMCs or due to any ACARS transmission?. thanks in advance suri |
| Re: Boeing 737 Quick reference guide | Sorry, but i can not resist. <!– s:twisted: –><img src=”{SMILIES_PATH}/icon_twisted.gif” alt=”:twisted:” title=”Twisted Evil” /><!– s:twisted: –> [quote="twinkle":29k6yhmf]…I will appreciate any sggestions.[/quote:29k6yhmf] Any? OK, here is my suggestion: If you need this kind of a book to work on a Bobby – please don´t do it… <!– s:!: –><img src=”{SMILIES_PATH}/icon_exclaim.gif” alt=”:!:” title=”Exclamation” /><!– s:!: –> |
| Re: FMC CDU 737-800 | It has been a while since I read about this, but if you are running version 10.8, I think, then it is a known problem with a buffer between the FMC and ACARS. There was a reset procedure put out quite a while ago that the crews can use legally in flight, or one ground crews can use when the plane returns. You should have some literature on this problem if you look through your manuals. If you cannot find it, post again and I will look and see what I can find. |
| Re: Boeing 737 Quick reference guide | Hello Technar/Twinkle: I don’t recall Boeing printing a B737 Mtce Quick Reference Guide for Line Engineers. They had small servicing Booklets for Quick-Refs only, i.e. Hydr Syst, Eng CSD, Starter Service etc. The APU had a Booklet for T/S. Cockpit Panels layout had a booklet etc. The nearest I have worked is a Boeing Published B747 RMM (Ramp Mtce Manual), which was treated & carried by a Line Engineer for Systems Guide/Reference, Components Locations etc. and this was not used for Log sign-offs. For normal Log releases, we had to get the correct AMM references. Hope this help. Rgds Jeddy22 |
| unknown LED light in Flight Deck | This is a bit of a trivial pursuit question but might be important one day if it was for anything significant that might prevent dispatch. There is a green LED mounted above and OTBD of the Capt. and FO O2 masks. One wouldn’t normally see it as it is mounted below the #2 windows facing downwards. The LED doesn’t appear to be bright enough to provide any sort of illumination for the masks and there is no signage indicating what it is for. Does anyone know what this is for? |
| Re: unknown LED light in Flight Deck | WHAT B737 MODEL APPLY FOR ? |
| Re: tire camber wear | Is there any specific cleaning procedure for b737-800 ? There is a little bit pitch on LRRA Antennas. I think its comes from during take off and landing from runway in hot days ? I found metal surface Cleaning reference at AMM 20-10-34 ? Is that enough or we have different procedure to cleanin Antennas ? |
| Re: tire camber wear | [quote="faari":22zomuof]Is there any specific cleaning procedure for b737-800 ? There is a little bit pitch on LRRA Antennas. I think its comes from during take off and landing from runway in hot days ? I found metal surface Cleaning reference at AMM 20-10-34 ? Is that enough or we have different procedure to cleanin Antennas ?[/quote:22zomuof]
Faari can you pls open a new topic for your question? |
| Re: unknown LED light in Flight Deck | [quote:1u613vt7]The LED doesn’t appear to be bright enough to provide any sort of illumination for the masks[/quote:1u613vt7] They may not be that bright but they are oxygen mask floodlights.[quote:1u613vt7]WHAT B737 MODEL APPLY FOR ?[/quote:1u613vt7]NG’s |
| Re: "Airplane Wiring Systems " Training course | Turkish Airlines have good teachers i think |
| Re: B737-400 APU GTCP85-129 PROBLEMS | Hi All,
We are stack with various problems on a 737-400 and i will start initially on APU as in subject. |
| Re: FMC CDU 737-800 | dear all i am yet get any clues for the FMS cdus problem and procedures for reset.is there any TIPS in the boeing team digest? we have limited access to that .it will be highly appreciable if anybody has answer for this . thanks |
| Re: B737-400 APU GTCP85-129 PROBLEMS | could you check this site if you wanted maybe help, they repair GTCP85-129
<!– m –><a class=”postlink” href=”http://www.alphaaircraft.com/”>http://www.alphaaircraft.com/</a><!– m –> |
| Re: B737-200 Removal of the wings | Mark63,
Its not impossible to do. and |
| white color of panels in P5 overhead | Dear team, kindly advice the exact reason for the white color of some imp panels in the P5 forward over head panel in the cockpit , eg: bleed ctrl panel, hyd etc.sahil The Mechanic |
| N1 positive | Dear team, also advice what is the exact reason , that we say N1 is positive during engine startup. |
| Re: N1 positive | Positive N1 is essential for a normal startup! |
| Re: N1 positive | Hello Sahil: I have my 2 Different Perspective on this. First, when I’m on the Headset, on Eng Start & hearing the Start Vlv/Starter & seeing the Fan turn in the Correct Rotation will call out to Cockpit Crew: Positive N1, or simply N1. They normally acknowledge that. Secondly, when I’m doing the Eng Run, on Seeing N1 Indicator register at least 5-10%, will quietly call out N1…which is that the Fan is “free & moving”, before moving the Start Lever or Start Switch ON (Wide-Bodies). Sometimes there is wind up the tailpipe & on has to be careful not to get into "Eng Rotational Stall" or Hot-Start if the N1 (Fan Speed) is not adequate on moving the Start Lever. Hope this info helps. Rgds/Jeddy22 |
| Re: vibri engraving or rubber stamping | can any one please help me in how to do in-situ balancing of elevator and rudder,what precaution should i take? how to calculate weight of paint removal? |
| Re: vibri engraving or rubber stamping | [quote="raghav":26z7lt40]can any one please help me in how to do in-situ balancing of elevator and rudder,what precaution should i take? how to calculate weight of paint removal?[/quote:26z7lt40] [url:26z7lt40]http://www.sjap.nl/calcu.xls[/url:26z7lt40] |
| Re: N1 positive | hi jeddy ,
as per my observation i have seen that , if the N1 rotates in either clockwise or anti clockwise ,but still there is a positive indication in the cockpit, so may be in the case of strong tailwinds , if the N1 do not recover in the positive direction within the stipulated time , it may cause stater overloading. therefore to prevent as such , we say N1 positive regards sahil/ mech |
| Re: FMC CDU 737-800 | This is what was put out for a carrier I was working for at the time this came up. I am only adding bits that are generic in nature, this is not the whole of the letter as it was intended for the carrier I was working for, so I removed those bits that were specific to that carrier. You should be able to take this information to your engineering people and see if they can find something specific to your configuration, hopefully this helps you.
"The B-737 community has begun to notice several issues with the 10.8A software during Future Air Navigations System (FANS) operations. A condition present in the Update 10.8A Flight Management Computer (FMC) software may cause the FMC software to perform a restart, flashing of the FMC prompt on the MCDU Menu page when using Automatic Dependent Surveillance (ADS), or result in a significant slowdown in its operation. The condition is due to the FMC retaining unused ADS downlink messages in its Air Traffic message queue. These messages can be erroneously retained in the FMC queue after an unexpected loss of the VHF or SATCOM data link between the airplane and the ground. This condition has been reported to occur during operation of the FMC FANS-1 ATC Data Link." "FMC 10.8A/ ACARS Stuck Message Procedures 2. Pull ACARS “CMU-1AC” Circuit Breaker (F/O Electrical System Panel, P6-1// Row E, Col. 8, CO1484). Note: ACARS will not be available with the CMU-1AC CB pulled and thus, aircrew should revert to voice communications. 4. Recommend waiting 20 minutes before resetting (closing) ACARS CMU-1AC CB in order to flush out any stuck ACARS messages. 5. If the FMC issues return after resetting the ACARS CMU-1AC CB, pull CMU-1AC CB and leave ACARS OFF for the remainder of flight. 6. Post-flight of a suspected FMC, 10.8A incident, push and hold RESET button on ACARS Management Unit (Forward E&E Bay, E3-3 rack) for 30 seconds, while the aircraft is powered on, to clear any potentially stuck messages in the FMC/ACARS queue. Note: This step can also be accomplished if the FMC blanks or acts sluggish during preflight. |
| Re: FMC CDU 737-800 | Thank you very much for the info.given.will try and let you know the results. suri |
| Re: FMC CDU 737-800 | Hey, I did some more digging today, there is a Maintenance Tip from Boeing covering this also, it is MT 34-055 if you get those. You also mentioned that you have access to fleet team digest, try 737 NG-FTD-34-10009. I like the MT better, it gives you actions to take, but there is some more information for you. |
| No water in air | Hey Friends, We have a repeatitive write up that there is NO water at galleys in air. Every time we check it on ground, there is sufficient water. We’ve used both APU bleed and air compressor as a source of air. In addition we have checked low level sensor, heater and related components and found OK on ground. Any suggestions would help. |
| Re: engine #2 thrust reverser control and operation | Hello there: Perhaps if someone can explain/elaborate the last 2 Postings below to Bandit’s excellent question………..so if #2 Eng T/R System is inop……one cannot Lock out the #2 T/R for Dispatch per MEL……….?????…… We have locked out EITHER T/R’s when Required. One obviously required for Dispatch. Thanks Jeddy22.Mar 19, 05 – 2:44 PM engine #2 thrust reverser control and operationanybody can tell me why the thrust reverser control for only engine #2 has got the relay r105 (pwr loss sense relay) which when this relay energized ,normal pwr supply for #2 thrust reverser operation will come from 28 vdc switched hot batt bus while the alternate pwr source will come from 28 vdc bus2 Email: <!– e –><a href=”mailto:banditpg@hotmail.com”>banditpg@hotmail.com</a><!– e –>banditMar 25th, 2005 – 6:38 AM Re: engine #2 thrust reverser control and operation It is an airplane certification requirement that at least one thrust reverser must be operable for despatch. Therefore for redundancy, one of the thrust reversers is fitted with an alternate power source. The other thrust reverser does not have an alternate supply because Boeing considers that having it would contribute to extra weight, complexity and reduction in overall reliability. You may notice relay R481 serving the same purpose in the Synclock circuit. Roberto Mora Mar 25th, 2005 – 8:33 PM Re: engine #2 thrust reverser control and operation Wloong, Very good research! Do you know why Boeing has not applied the same redundancy to the NG T/R system? Is it a matter of reliability? Probably the NG T/R system is considered more reliable and that´s the reason because they have not installed an electrical back-up source for any of the engines. Please, can you clarify this matter? All the best, |
| Re: No water in air | Where is there no water? All galleys, toilets? only 1 galley ? try to find where it stops, and where not. |
| Re: No water in air | Change to water px filter on the RH side of the potable water tank. When on the ground, the electrical compressor (if installed) provides pneumatic px, but in the air this is provided by the bleed from the engines/APU. Check the filter and also worth checking for a sticking over px valve. |
| boeing toolbox mobile library | hi guys,
Are there anyone that using boeing toolbox mobile library aplication. ı have download appand found user manual from myboeingfleet forum but ı couldnt find the maintenance data , we have to install. can anybody help me !!! thanks, <!– s:ugeek: –><img src=”{SMILIES_PATH}/icon_e_ugeek.gif” alt=”:ugeek:” title=”Uber Geek” /><!– s:ugeek: –> <!– s:ugeek: –><img src=”{SMILIES_PATH}/icon_e_ugeek.gif” alt=”:ugeek:” title=”Uber Geek” /><!– s:ugeek: –> |
| Re: white color of panels in P5 overhead | Dear Sahil,
These white colored panels critical systems (Fuel, Hydraulic, Air Conditioning/Bleed Air and Electrical) of aircrafts, during fire or smoke condition flight crews easy to find and recognise related systems. The lighter color draws the eye to the 4 critical systems first so that any anomoly is immediately seen.It is visual ergonomics. Erik |
| Re: white color of panels in P5 overhead | Dear Erik,
sorry to interrupt, but can we find some written text in some manual regarding this. Because i m only hearing these reasons, but could’t read anywhere. regards sahil |
| Re: vibri engraving or rubber stamping | Hi fellas,
we got a problem regarding in-situ balancing of rudder post completion of paint job (complete rudder),we have paint added data only,as per srm i need weight added and weight removed,we have not weight removal data,it happened due to lack of communication,is there any hope for balancing of rudder (in-situ)? |
| Right side spoiler stays open | One of spoiler at right wing, stays deploy eventhough others stowe. Ideas ? 737-8 |
| Re: Right side spoiler stays open | [quote="fdau":184ftb09]One of spoiler at right wing, stays deploy eventhough others stowe. Ideas ? 737-8[/quote:184ftb09]
Idea: |
| Re: Right side spoiler stays open | Spoiler actuator replaced.still continued.but was more useful. Then Adjustment applied.ok. |
| CFM56-3B1 ENGINE SHOP REPAIR | Dear fellas, Anybody knows a place to repair CFM56-3B1 in Europe or US, thanks |
| Re: boeing toolbox mobile library | check this <!– m –><a class=”postlink” href=”http://www.boeing.com/boeing/commercial/aviationservices/fleet-services/maintenance-engineering/toolbox.page”>http://www.boeing.com/boeing/commercial … olbox.page</a><!– m –> |
| Re: CFM56-3B1 ENGINE SHOP REPAIR | <!– m –><a class=”postlink” href=”http://www.lufthansa-technik.com/en/engine”>http://www.lufthansa-technik.com/en/engine</a><!– m –> |
| Re: Right side spoiler stays open | You can try to lubricate spoiler mixer it worked on our Aircraft before |
| Re: CFM56-3B1 ENGINE SHOP REPAIR | thanks Ifixplanes |
| Re: Allowable limit of antenna damaged by lightning strike | Hi Sorry it might be a little late for this post.How about a little corrosion in the metallic leading edge of the antenna. Can we sand it? What is the effect?Thx OOzy |
| Re: VSV LEAK CFM56-3CA | Hello Vortex: Bet your looking for Acceptable Leak Limits from either VSV Actuator Drain Line (LH or RH). Plz look up MM 71-70-00, Pgs 610, Fig 604. The "Serviceable Limits" is where I go. Hope this Helps. Rgds Jeddy22. |
| Re: Engine Bird Strike | Hello pmissier: All the pointers on Eng Birdstrike posted earlier are good. However, there is a recommended One-time Borescope Inspection (B/I) of the HPT Nozzle L/E, where remnants of the "Bird" may have passed thru the HPC & lodged/Blocked the Cooling holes along the L/E of the HPT Nozzle, sometimes causing a burn-thru these holes. Higher than Normal EGT is a good indicator, with a likely-hood of an Eng Change. For CFM56-7 Engines, refer to AMM Sub-Task/s 72-00-00-210-115-F00 & 72-00-00-416-091-F00 for a One-Time B/I (within 400-800 Cycles) from the Birdstrike incident. Sometimes the Airline/Operator might decide to do this B/I earlier, i.e. next Convenient layover. Hope this Helps. Rgds Jeddy22. |
| Re: N1 positive | Hello Sahil: Re your comments. During Windy Conditions, the Fan Assy can turn either direction, but once the Starter is engaged, & the N2 (or N3 on some i.e. RR Heavies), the Eng turns, it will pull thru & get the Fan Assy (N1) to turn in the Correct Direction of Rotation, wind or no wind. Once it rotates in the Correct D.O.R………if on Headset, will call out N1 or Positive N1. Rgds Jeddy22. |
| Re: CFM56-3B1 ENGINE SHOP REPAIR | Dear fellas,
In my inquirer found that, the Lufthansa Technik group stopped all MRO activities on the CFM56-3 engine type. <!– m –><a class=”postlink” href=”http://www.lufthansa-technik.com/”>http://www.lufthansa-technik.com/</a><!– m –> |
| How to repair paint damage on composite parts of B737CL | Hello everyone,
There is no problem with radome. I found all information in AMM 53-52-00/701 NOSE RADOME – CLEANING/PAINTING Thanks in advance |
| Re: CFM56-3B1 ENGINE SHOP REPAIR | [quote="vortex":1kshjlvv]Dear fellas,
In my inquirer found that, the Lufthansa Technik group stopped all MRO activities on the CFM56-3 engine type. <!– m –><a class=”postlink” href=”http://www.lufthansa-technik.com/”>http://www.lufthansa-technik.com/</a><!– m –> <!– m –><a class=”postlink” href=”http://www.lufthansa-technik.com/engine-capabilities”>http://www.lufthansa-technik.com/engine-capabilities</a><!– m –> |
| Re: Allowable limit of antenna damaged by lightning strike | hi guys;
As ı know either srm or cmm of these antennas or any other documents dont allow even to paint the antennas so i think that lightning strike to these antennas are highly a reason to change them. Best regards |
| Re: white color of panels in P5 overhead | Dear Sahil
I think there are not answers to these kind of questions sometimes. I think thats a boeing standardization. Those white colours are there to show the schematic about the systems. Thats it. Best regards |
| Re: engine removal/installation | thanks for taking the time to reply.
Unfortunately, that is not what I am looking for. I am looking for in service condition. I understand from the mm that the FCU has bellows that adjusts to altitude and it has silicon oil around it(?) to prevent moisture. This oil somehow drains out of it and water replaces it. Servicing of oil is regularly required to displace the moisture. We weren’t allowed, for some reason, to play with the components on this scrap engine hence my curiosity brought me here. I guess not too many still work with this engine. |
| Re: Allowable limit of antenna damaged by lightning strike | Dear all,
we asked same to boeing,they replied no need to change antennas if the functional test is ok,painting on antennas also not recommended,boeing hasnt any repair scheme on these antennas,they asked us to send antennas to vendors for repair if functional test isnt okie. for pitot probe lightning strike they told us to replace. its always good to raise sr to boeing,no assumtion. |
| Cargo bulkhead panels repair b737-800 | Dear all sjap users,
can you pls help in finding repair reference for cargo ( fwd & aft cargo) bulkhead panels with multiple dents? Also require repair reference for wing leading edge upper and lower surface wear/erosion due to slat movement Urgently require Thanks in advance |
| Re: Cargo bulkhead panels repair b737-800 | [quote="raghav":2k5qvuho]…Urgently require…[/quote:2k5qvuho] As you mentioned in the "antenna damage" thread: Raise sr to boeing! |
| Re: Cargo bulkhead panels repair b737-800 | Dents are allowed on the bulkhead. Holes and cracks can be filled. I dont have a ref but we do it all the time.
Leading edge upper wedge wear is repairable via a SL, we remove the slats and repair them. Look on MBF for a ref there is a SL (or was it an SB) for it i am sure. |
| Re: Cargo bulkhead panels repair b737-800 | thanks sjap,
we are also doing same repair on cargo bulkhead panels for many years but this time we need repair ref. |
| Re: Cargo bulkhead panels repair b737-800 | Dear sjap,
can you pls tell me is it same teflon paint which we use on trailing edge flaps upper surface for wear resistance for wing leading edge upper surface? |
| Re: Cargo bulkhead panels repair b737-800 | Yes its the same paint |
| Re: Cargo bulkhead panels repair b737-800 | thanks for quick response
i am just searching for sl or sb which you mentioned for wing leading edge wear,appreciate if you can help me |
| Re: Cargo bulkhead panels repair b737-800 | 737-SL-57-088-A slat wedge repair |
| Re: Cargo bulkhead panels repair b737-800 | thanks sjap,
Fixed Leading Skins – Line numbers Airplanes its saying only about paint job,what about if wear is deep? AIRCRAFT APPLICABILITY ALSO NOT MATCHING |
| Re: CFM56-3B1 ENGINE SHOP REPAIR | Dear Ifix planes, Do you a engine shop/repair station for cfm56-3b1 ? am not smoking boy,,vortex |
| Re: How to repair paint damage on composite parts of B737CL | paint requirement can be found in Boeing detail drawing |
| Re: CFM56-3B1 ENGINE SHOP REPAIR | No, i do not do the engine shop! <!– s:? –><img src=”{SMILIES_PATH}/icon_e_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> I see the engine shop! |
| CAD 737-800 | Hello All, I am currently working to completely characterize a narrow bodied aircraft in a CAD. The example aircraft being used to base essentially everything off of is the 737. What I am in lack of right now are fastener and bolt locations and placement. I was wondering if there is a good source around here to find pictures of the more uncommonly photographed areas of the plane. It would also help if anybody in regular contact with the 737 (any variation) could share pictures as they can. Examples would be photos of the cargo hold/door, elevators, cockpit, and rudder. Pictures in the process of construction, deconstruction, or maintenance and fasteners clearly visible would be preferable.(If there are questions of specific areas to photograph or share, reply and I’ll explain more details of what I’m looking for)Thank you. |
| Re: CFM56-3B1 ENGINE SHOP REPAIR | Hey dude, I found all these…….. <!– w –><a class=”postlink” href=”http://www.aersale.com”>www.aersale.com</a><!– w –> <!– e –><a href=”mailto:rbray@kalittaair.com”>rbray@kalittaair.com</a><!– e –> <!– w –><a class=”postlink” href=”http://www.VortexAviation.US”>www.VortexAviation.US</a><!– w –> <!– m –><a class=”postlink” href=”http://www.fjturbinepower.net”>http://www.fjturbinepower.net</a><!– m –> will have to make a selection…..thank my friend <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: CAD 737-800 | In genreal it is very hard to photograph fasteners because of the applied protective finish layers as paint, primer, sealant and logos. The best way to inspect a fuselage/parts are when the a/c is stripped just before a paint job.But if you specify which parts you need in close-up, i can make a try to get a picture of it and see if you can identify the fasteners. Best rgrds sjap |
| Re: CAD 737-800 | Hello, Thanks for the reply.Yeah, the common things covering fasteners is what has made a lot of searchable pictures yield no results despite having good location shots. Getting lucky in finding parts under maintenance/ construction is a rare good find. Anyhow, some areas I have yet to find complete fully in frame pictures of are as follows: -Fasteners from cargo floor panels to the cargo floor channels, cargo floor rails, and tracks tie down. -Cargo, entrance, and emergency exits doors scuff plate areas. (There are a few decent pictures of these areas, but not any that have the whole area in frame to tell how many fasteners are being attached to the components underneath) -Im not sure if they are covered or not, but also fasteners from the inside of the cargo hold to the intercostals webs and brackets around the cargo doorsIf you are able to get pictures of these, thank you. |
| 737/800 insulation blanket | Hello guys
I need very urgent help from you İm waiting for your shares Thanks in advance |
| Re: 737/800 insulation blanket | Guys thanks for your cooperation <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –>,
I found the reference. Here it is for the curious ones AIPC 25-80-01-39N. Whats BILGE?? |
| Re: 737/800 insulation blanket | [quote="mek":1hdyizww]…Whats BILGE??[/quote:1hdyizww] [url=http://en.wikipedia.org/wiki/Bilge:1hdyizww]The bilge is the lowest compartment on a ship, below the waterline, where the two sides meet at the keel.[/url:1hdyizww] |
| Re: b737 tires removal for layers at view | That is very helpful! Thank you! |
| float switch splicing | dear members, query is regarding float switch wiring splicing.as per amm after splicing the float switch wires using applicable splice,it asks to use end sealent and cover the splices with sleeve.is it necessary to seal these splices using sealent and sleeve even though we use moisture poroof splices. |
| Re: B737-400 APU GTCP85-129 PROBLEMS | I am sure that problem could be in 3-way solenoid or propotional control valve. you must replase them to confirm. |
| Re: B737-400 APU GTCP85-129 PROBLEMS | I also advise you to perform apu borescope through compressor inlet and combustion chamber to make sure there is no damage of blades and vanes |
| greetings | Dear aerospace Fellas Wishing you a very Merry Christmas! May it bring you joy, happiness and everything else you deserve. Also a happy new year 2015 Sincerely Vortex |
| Re: greetings | Thanks ! |
| Re: B737-400 APU GTCP85-129 PROBLEMS | [quote="kenga":15v8ibki]I also advise you to perform apu borescope through compressor inlet and combustion chamber to make sure there is no damage of blades and vanes[/quote:15v8ibki]
Thanks for the input mate, i left the company some months ago as i did not like the way they work but i managed to bring them in contact with Boeing rep to help them out. |
| Re: greetings | nice picture,,hohohoho |
| Re: greetings | Merry Christmas |
| Re: vibri engraving or rubber stamping | Sorry for the late reply.only way to get out of this situation is jig balancing. I would love to know what you did. |
| Re: greetings | Nice post Vortex, Season’s Greetings to you also. May you have quality time with the ones you love! |
| fuel temperature indication | please advice
why the indication of fuel tempt is specifically taken from no.1 fuel tank on boeing 737-800\900 . if any specific reason kindly explain . regards |
| Re: fuel temperature indication | I think because it is also the source of the apu fuel ? Anyway why should they do it from tank 2 instead. Anybody? |
| APU ON BOEING 737 | 1.In all B737-3/4/5 OM in the limitation section written that the APU Max continous EGT is 710c but as i checked 710 is only for Garrett 36-280 & all APUs installed in our fleet is Garrett85-129 (the max continous EGT is 649c). am i right.if so that mean in our company we damaged all the APUs |
| Re: APU ON BOEING 737 | So the OM is faulty? Maybe someting to report within your company. If all APU’s are operating at that max temp then they are indeed damaged, but normally they are not that hot, only if they are very old and worn inside. Depends if you have an old fleet of APU’s. |
| Re: vibri engraving or rubber stamping | jig balancing done |
| Leak check post engine servicing | Hi Fellas,
Is there any document for the usage of developer to detect leak post engine servicing on B737-Ng? |
| Re: B737 CL HHDLU VERSUS RSU II | Awesome work, thanks!!!
<!– m –><a class=”postlink” href=”http://www.coloradocollege.edu/”>http://www.coloradocollege.edu/</a><!– m –> |
| Greetz for the New Year 2015. | Hello & a Very Happy New Year 2015. May it bring joyous occasions & good times for the Aviation Folks, especially my fellow AME’s. Jeddy22 |
| Re: TR sleeve removal | dear all i got the exact answer why shouldn’t we rotate the actuator rod of tr sleeve actuator: because if we rotate the actuator rod, the actuator rod travels in and out of the actuator cylinder , which will not cause the actuator rod eye end to reach the tr sleeve fitting where the the bolt is attached . which may hamper tr sleeve operation . and if it rotates than the best way is to adjust the length of the 2 actuators in accordance with the top master tr sleeve actuator .regards sahil the mechanic |
| Re: float switch splicing | Hello Anil: Read up on (FAA) SFAR 88 Requirements. Check out; <!– m –><a class=”postlink” href=”http://www.lectromec.com/wire-maintenance/”>http://www.lectromec.com/wire-maintenance/</a><!– m –> Hope this Helps. Rgds Jeddy22 |
| Re: Very hard speed brake lever movement | Hello All: An Old Thread, but curious to know if Skydroll & his team managed to find the answer to a restricted Auto Speed Brake Lever to the 50% Mark along with the Spoilers extension at 50*. Did they re-visit their STC or equivalent to determine the problem. The Load Alleviation System (LAS) was built in with the Blended Winglets to not stress the Wing Box at Higher IAS & High Gross Weights. Any info is welcome. Rgds Jeddy22 |
| Re: oil puddling in exhaust plug | If this valve is faulty it will not do its function and so oil will accumlate in gearbox ,which will cause erroneous oil qty. indication but will not cause oil to go to engine exhaust if oil sump seals are ok?
_________________________ |
| Re: fuel temperature indication | [quote="sjap":258j7ym1]I think because it is also the source of the apu fuel ? Anyway why should they do it from tank 2 instead. Anybody?[/quote:258j7ym1]
we discussed this today with one of my friend and i said the same thing. but he said for one of the model of embraer ‘which model i cant remember now’ they put the fuel temp. sensor in left wing fuel tank but apu takes fuel from right wing. So we dont have the convincing answer yet <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Thrust reverser blocker door | 737-800,
have a blocker door that isn’t sitting flush. All the others are stowed but this one seems to be sitting up by 1/4". Any thoughts ? Thanks |
| Re: Thrust reverser blocker door | The bumpers under the door are installed with shims. Maybe the removal of some shims may help. |
| Re: white color of panels in P5 overhead | The lighter color draws the eye to the 4 critical systems first so that any anomoly is immediately seen.It is visual ergonomics. |
| Re: APU LOW FREQ AND SURGE VALVE | if pulling the CB in the Cockpit does not help.The APU will get "noisier" more than usual & the EGT should rise a tad indicating the SBV opened on Grd. The SBV also dumps on the RHS of the APU (viewed thru the APU Door Cut-out at the bottom). The Gov Adj on the APU FCU is on the top of its body while the bottom is for Accel Limiter valve Cracking Px adj. APU Freq is low, you want to adjust the Gov Adj CW to increase your Freq between 405-410Hz, with NO load on the APU…….i.e. APU Bleed Air OFF & Gen OFF LIne. Ref to T/C49-11-00-705-035-D00 (MM49-11-00, Pgs 521, 524, 527)…….Good Luck ! |
| Re: APU LOW FREQ AND SURGE VALVE | Guys,
Thank you very much for the input on the subject. Thank you |
| Re: GPS System | When you have problems with the annoying signal that bother you sometimes from the base station, while you don’t have any good idea to do with that, then you may need a cell phone signal jammer to help you get rid of such things. Or maybe you own a car, and you don’t want to be interrupted by other interference from other vehicles when you are on the phone in your car, then you may need a car remote control jammer, which can work well as a nice assistant. Or if you are trying to avoid of being stalked by others, then you may need to pick up some powerful anti-tracking items to help you to get rid of such conditions. Most of them will be provided on jammerinthebox.com, there always can be suitable for you or just meet your demand perfectly. For we have been researching and kept improving the quality in this field for decades, all of them can be professionals in the market, you will need them. |
| Re: GPS System | Try WAAS and GNSS………<!– m –><a class=”postlink” href=”http://en.wikipedia.org/wiki/Wide_Area_Augmentation_System”>http://en.wikipedia.org/wiki/Wide_Area_ … ion_System</a><!– m –> <!– m –><a class=”postlink” href=”http://en.wikipedia.org/wiki/Satellite_navigation”>http://en.wikipedia.org/wiki/Satellite_navigation</a><!– m –> Read up & decide what suits your Pocket & Requirements. Rgds Jeddy22 |
| Re: Engine Maintenance Methodology | The GP460 Reference NO is D00601 [CP2101], Specification NO is SAE AMS 2518.See the attachment. |
| Re: fuel temperature indication | Greetings, If I’m not mistaken, the fuel temp indicator being designed to pickup from main tank 1, was initially a design element for the 200. It was designed that way because the hydraulic system B heat exchanger was larger and therefore could potentially heat the fuel in main tank 2 more rapidly causing erroneous readings when taking density into effect. In the NG the heat exchangers are exactly the same size or volume rather, and therefore the the logic behind the design for the temp indicator is antiquated like other elements in the NG.
Hope this helps |
| FMC Synchronization Problem | Greetings, I was hoping for for some airborne troubleshooting help.
Recently I had an FMC failure I couldn’t resolve. I programmed an RTA for a fix about 5 hours away to catch up to schedule. The RTA correction was for about 13 minutes. New RTA cruise speed was .80M from an ECON Mach of .76. Here’s the problem, Left PFD magenta selected speed changes to .80M and Right PFD select speed remains at .76m. Both FMCs indicate RTA cruise mode. I engaged autopilot B and autothrottle begins to throttle back to .76M. I engage Autopilot A again and it speeds up to .80M. Indicated airspeed was equal between PFDs and ISFD. No QRH lists apply for this problem. I chose to switch FMC source select switch to both on Left and back to Normal. The result was that Right PFD select speed began indicating .78M. I selected ECON cruise mode and right PFD remained .02M behind Left PFD. What do you all think went wrong? Any pointers? |
| ZONE TEMP light on 737-800 | When we shut off the APU and use the BAT power only,the ZONE TEMP light for control cabin will on,for the fwd cabin and aft cabin will off.I known it is a normal conditon,but why the ZONE TEMP light for control cabin is on only? |
| Re: ZONE TEMP light on 737-800 | You can found answer – difference at ssm21-61-11 and 21-61-13 |
| Re: ZONE TEMP light on 737-800 | I can not found the difference, can you tell me the details? |
| Re: ZONE TEMP light on 737-800 | firt off all u must know why zone temp lıght illuminate ? when power come or goes ? 28 v dc battery bus supply elec. other zones because of that theirs lamps are not illuminates but control cabin system needs 115 v … |
| the control wheels slow to return neutral | 737-700 airplane,hyd on,when we move the control wheels to the left to the end and then realse,the control wheels slow to return neutral,but move to the right is normal. operating force is ok,only the control wheels slow to return neutral when move to left. Can anyone give me some troubleshooting advice？Thanks. |
| Re: the control wheels slow to return neutral | Check your centering mechanism, if the springs are still ok and tension is ok. Check the centering roller inside the mechanism too. You may disconnect the input rod to the spoiler mixer, if that helps it is ready for replacement.If all is ok, then i suspect your LH input torque tube bearings are at the end of their lives..It is a very often common problem. Replacing the LH torque tube with an overhauled one solves the problem.See this article too: [url:xdxfkjm0]http://www.sjap.nl/chattering-slight-binding-of-aileron-control-wheels/[/url:xdxfkjm0] .and this: [url:xdxfkjm0]http://www.sjap.nl/temporary-solution-for-heavy-aileron-input-forces-737-all/[/url:xdxfkjm0] |
| Re: the control wheels slow to return neutral | is your control wheel needs high force with related hyd systems off position ? |
| Re: the control wheels slow to return neutral | We have do not check the control wheel force with hyd systems off.We disconnect the ACBA and ACBB cables,the back to centering is better as turn the captain control wheel,but after reconnect the ACBA and ACBB,the control whell back to centering slow when turn left,turn right is ok.
I have a question: |
| Re: the control wheels slow to return neutral | i think this possibly seems to be related with Aileron transfer mechanism which is located only under F/O side wheel well… There is a spring which is named torsion spring inside the transfer mechanism. Check this out. Probably it helps. |
| Re: ZONE TEMP light on 737-800 | if you inspect SSM 21-61-11 and SSM 21-61-13, you can see that p5-10 Air Conditining Panel logic diagram. In the control cabin part, you can see that how many possibility that illuminates zone temp light. On the other hand, when you look at fwd zone part you will that logic thats illuminates FWD CONT light is depends on PRIMARY FWD ZONE FAULT and BACKUP FWD ZONE FAULT. If you know some logic circuit, you will realise that this 2 condisiton makes the exthinguish the FWD ZONE CONTR. Its also same like AFT ZONE.
I think it helps <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: the control wheels slow to return neutral | Hi all,
Any update regarding your problem, do you solve it ? |
| Re: the control wheels slow to return neutral | [quote="areeba":3gpyhxya]Hi all,
Any update regarding your problem, do you solve it ? |
| Re: ZONE TEMP light on 737-800 | But with the BAT power on only,the PZTC have lost power,what it the logic circuit input from ZPTC? |
| Re: the control wheels slow to return neutral | We check the control friction with HYD on and OFF,all is ok.Re-adjust the ACBA and ACBB cables,return neutral a slight improvement.But the crew report control wheel high force to turn,we can not find the high force on ground test. |
| Re: the control wheels slow to return neutral | If its only in during flight, you still have a problem in your left input torqeu tube in the wheel well. Replace it. There is moisture inside the bearings which forms ice during flight, causing heavy forces in flight only, not on ground. Again, read this: [url:1zlxeo6k]http://www.sjap.nl/temporary-solution-for-heavy-aileron-input-forces-737-all/[/url:1zlxeo6k] |
| Re: ZONE TEMP light on 737-800 | How to oprate this logic in WDM21-61-11,the input and the output conected？ |
| Re: How to repair paint damage on composite parts of B737CL | You can use AMM 51-21-99 ( DECORATIVE EXTERIOR PAINT SYSTEM – CLEANING/PAINTING )
You must sure have accaptable paint in your store, before touch up from composite part u sure no have any damage. ( Tap test inspection ). |
| Re: Dent mapping. | Hi Mek, This item really very difficult and complicate. SRM Rev.52 have operate 20 f/c for dents at a rib chord. i will open new topic about that soon…i try to explain: —you find your dent[b:27pzywem] L[/b:27pzywem] and [b:27pzywem] Y [/b:27pzywem] ( Definition of Dent Dimensions Figure 103 ) —find for area number [b:27pzywem] 1-2-3-4[/b:27pzywem] ( Allowable Damage Limits for Leading Edge Skin Dents Figure 104 ) –for example your dent [b:27pzywem]area 1 [/b:27pzywem](a) Dents are permitted in [b:27pzywem]Area 1 [/b:27pzywem]as shown in Allowable Damage Limits for Leading Edge Skin Dents, Figure 104/ALLOWABLE DAMAGE 1. 1) For dents that are more than the limits shown in Allowable Damage Limits, [b:27pzywem]Figure 107[/b:27pzywem]/ALLOWABLE DAMAGE 1, fill the dents as given in 51-70-01.that is mean go figure 107 : A/Y:30 OR MORE AT EACH POINT ALONG THE LENGTH OF THE DENT Y = 0.08 INCH MAXIMUM |
| Re: GPS System | Hello, hope everything is fine with you my friends. i am writing an article in an magazine and i hope you can help me cause i have searched on google and unfortunately i did not find any useful information regarding my Topic.________________________________________________________________ [url=http://www.chess-rivals.com/:2usql4a9]play[/url:2usql4a9] |
| VHF COMMUNICATION CONTROL PANEL. 737-500 | Why on frequency display of VHF Com. CP G7406-04 "DATA" signal is illuminated during of flight?
Yours faithfully. Zabarzin |
| Re: Oxygen generator AD 2012-11-09 R1 | Self response. 737-FTD-35-12001. <!– m –><a class=”postlink” href=”http://beaerospace.com/products/oxygen-systems/passenger-oxygen-systems/safe-lav-cds-oxygen-delivery-systems/”>http://beaerospace.com/products/oxygen- … y-systems/</a><!– m –>. Vortex |
| Re: Dent mapping. | I am not sure what you are looking for here, but that damage looks out of limits two ways. I would like to have more numbers like max width, max length and max depth, but that rib chord pretty much makes it to where you can’t fill it, if that is what you are wanting to do. |
| Re: the control wheels slow to return neutral | Please check if the cables were replaced several months ago, the cable tension will lost and causing the control wheels slow or hard to return neutral. So please check the tension of the control cable. |
| Speed trim | Hi guys,
I have some problems with "speed trim" on A channel ( B737CL). I have replaced the FCC A and servo trim motor and after 2 days without fault, today, the "speed trim" has occured again, and … again on A. Now, during DFCS CURRENT STATUS interogation, I have next faults : Speed trim servo-M255 ( already replaced) |
| Re: the control wheels slow to return neutral | I assume the problem has been sorted by now, however aileron/spoiler problems are for some strange reason a favorite of mine.
My opinions about the possible culprits mentioned so far. Some other causes of aileron issues that I have come across: Here’s my methodology of troubleshooting most aileron writeups. I’ll preface it by saying that most times when I get the plane it has been written up/signed off a couple of times already. Between and during the next steps there is much pretend piloting at the control wheels and asking the person I’m working with "what do you think, does it feel different?" |
| Re: the control wheels slow to return neutral | [quote="yayoo":3ec2lzzm]I have a question: We disconnect the ACBA and ACBB cables,the turn the captain control wheel,the F/O control wheel turns too,is that normal?If normal,is the F/O control wheel turns through the lost motion device?[/quote:3ec2lzzm] Yes, its normal. When turning the captains wheel with those cables disconnected the f/o’s wheel is back driven by the right side body cables and lost motion device. |
| Re: the control wheels slow to return neutral | [quote="yayoo":7hkwd5ky]We have do not check the control wheel force with hyd systems off.We disconnect the ACBA and ACBB cables,the back to centering is better as turn the captain control wheel,but after reconnect the ACBA and ACBB,the control whell back to centering slow when turn left,turn right is ok.[/quote:7hkwd5ky]Without being there and seeing/feeling the issue, that would scream Aileron transfer mechanism to me. You have mostly isolated it from the captains wheel by disconnecting the cables. Any issues with the Aileron transfer mech. will be masked by the PCU’s driving the f/o’s control wheel. |
| IDG oil low, after servicing rising | Hello everyone,
I have the case of 737-700 with oil on the bottom of left hand side of fan case and thrust rev after flight. After check IDG oil found low, but could not locate the leak. Serviced IDG (all iaw amm, slowly and pressing vent valve often, not overserviced). After subsequent flight IDG oil level slightly increased, and still oil evidence on the bottom of lh side of th engine. Thank You in advance for answering. Best Regards, |
| Re: IDG oil low, after servicing rising | Hi everyone,
I located the leak today, I musted misread IDG oil qty or done it too early after shutdown. Best Regards, |
| Crew Oxygen Check drop greater than 100psi | Dear all,
Today during my pre-flight test I noticed a drop of around 200psi when conducting the oxygen test. For what I know that may be an indication of air being mixed the pressurized oxygen. korisko |
| Re: Crew Oxygen Check drop greater than 100psi | Not per se a "no-go" but something you have to clarify before flight: Did the pressure recover to a level near the initial value or did it stay 200 PSI below? If the pressure recover, the valve on the O2 bottle is not in the full open position. (in fact it is near close!) A slightly open valve gives you the correct pressure reading but really slow flow. Next time take some deep breaths and find out if you get enough O2. This would not be possible if the valve is only a bit open. |
| Re: Crew Oxygen Check drop greater than 100psi | At my Airline anything over 100 psi is absolutely no-go. 200 psi is practically guaranteed to be a partially open bottle. The problem with not having the o2 bottle open has gotten so bad that we are now required to have two mechanics during o2 servicing, one does the work while the other witnesses the opening of the bottle and ops check. When we do the ops check we test two masks simultaneously with the same 100 psi max drop requirement, I’ve never seen more than about 25 psi drop. We are supposed to be getting modified bottles with a new moron proof valve design that has a positive indication when fully open. |
| Boeing 737 800 APU with no rotation during start | A Boeing 737 800 has an APU, P/N: 3800702-1 with no roration during start and APU FAULT LIGHT on P5 fwd overhead panel. After ECU BITE we found these msg: 49-41248 & 49-41254. Starter converter unit and Starter-generator have been replaced, once at time and still the problem is there. Some times the APU starts for 2 times and fails to start at third attempt. Please provide any help. |
| Re: apu ‘no rotation’ | A Boeing 737 800 has an APU, P/N: 3800702-1 with no roration during start and APU FAULT LIGHT on P5 fwd overhead panel. After ECU BITE we found these msg: 49-41248 & 49-41254. Starter converter unit and Starter-generator have been replaced, once at time and still the problem is there. Some times the APU starts for 2 times and fails to start at third attempt. Please provide any help.
We check the AfT turbine rotation and we found ok after APU fail TO start again. |
| Re: white color of panels in P5 overhead | There is actually a more specific reason than the previous answers.
The white panels all have functions that are overridden by operation of the fire handles. This is the ultimate reason that the panels are a different colour. |
| Engine Start timing – one engine slower | Hi Everyone,
During one engine start it takes ~25s from 0 to 24% N2, on the second engine the same takes ~10s more. All start cycle becomes slower ~10s on the second engine, and takes ~70s if I remember correctly. Still well within 120s though. During first start of the day the difference looks slightly greater. What might be the reason? FIM gives T/S for slow N2 accel to idle or hung start, but I am not sure if it applies to the time from the start sw to GND, or only after fuel lever to idle. Is there any place I can find detailed timings of all cycle with limits? Is there any way to check starter health except magnetic chip detector inspection? Thank You in advance! Best Regards, |
| Re: Boeing 737 800 APU with no rotation during start | No feedback to my issue. The problem has been solved with replacement of SPU & SCU simultaneously. |
| Re: Engine Start timing – one engine slower | If you have sufficient ductpressure and you are still above 30 PSI after pressuredrop during starter valve is open, you should use TSM 80-07 Task 802. Starter health check can be done when installed at the other engine. <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: Boeing 737 800 APU with no rotation during start | After APU resting over night, fail to start again in the morning with fault code 49-41012 . We puted back the old SPU and SCU then APU started normal and fails again during second attempt with fault code 49-41254. Replaced both SPU and SCU agin,APU started normal 4 times. Up to now seems we have an intermittent fault. If anyone had experience before with this issue, please share your experience with me. |
| B737,300 DUCT Pº DIFF. FASE OF FLIGHT | Dear fellas mechs where can I find duct pressures in different phases of flight of B737 CL ie landing,cruiser,, thanks vortex |
| Re: B737,300 DUCT Pº DIFF. FASE OF FLIGHT | AMM 36-11-05 PB100 |
| Re: B737,300 DUCT Pº DIFF. FASE OF FLIGHT | dear Ifixplanes Appreciate that my friend for your info.very sharp
vortex |
| Coffe maker B737-CL Removal & Replacement | Dear fellas does anybody know AMM reference to remove and replacement of coffee maker(PN 3510-0044-07 B/E Aerospace) from B737-cl,thanks |
| Re: Boeing 737 800 APU with no rotation during start | No APU Rotation Shutdown fault code is very critical ! you must define which section is defective , start sys , fuel sys , other electical sys etc.1- check all connectors about corrosive , damaged etc ( especially Engine wire harness problem , Airplane wire harness problem ) 2 – check apu fuel line 3- listen igtiner plug’s working 4 – listen rotation at starter generator 5- check pop outs 6 – if all of them normal try apu ecu than apu dmm |
| Re: Speed trim | Hi guys,
The problem was a faulty "M1192 STABILIZER POSITION SENSOR "A". |
| Flight Length Specific Tasks – FLS9-2 | Hi all,
Does anyone have any experience of carry out the FLS9-2 inspection tasks at approx 35,000 TAC? It appears there is a significant amount of NDT required on the wing structure. Any common findings? Thanks for your help? MrFiXiT |
| Re: Coffe maker B737-CL Removal & Replacement | Hello Vortex: You have 2 indicators right there. The C/Maker P/N and the Galley provider B/E Aerospace. Look up the Acft Tech Records & get a MMS (Mtce Manual Supplement) and/or an STC Listing indicating this Model (P/N) C/Maker Removal/installation on your Acfts/Fleet. You can then quote this STC Para for the R/R for the C/Maker. I don’t believe you’ll see the R/R in the AMM Chapt 25. Hope this helps. Rgds Jeddy22 |
| Re: Engine Start timing – one engine slower | Hello Maro: Are you using the APU as your Bleed source for Starting either Engs. From what I gather from your Posting, the second Engine Start (either #1 or #2) is always slower to spool up. Can you achieve "Max Motor"on either Eng, before introducing Fuel/Ign or is it Slow to accel after Fuel/Ign. Try using an Healthy Air Start Unit (A.S.U.) if Available & see the difference then on Spool up times. Also if safe enough, try Cross-Bleeding the "Suspect" Engine. It may also be possible the APU is "Load-Topping" during the Second Start & will Require Attention. Hope that Helps. Jeddy22 |
| Re: Engine Start timing – one engine slower | Hi Guys,
Thank You for replies. I have limited possibility to do components swapping. I checked Chip Detector on starter with no finding though. We always start engine #2 first using APU, than engine #1 using APU. First start of the day when starting second engine (#1 in this case, #2 running already) always takes longer, last time up to 75s (engine #2 already running, same cycle takes less than 60s on engine started first – #2). On the duct press indicator, after start valve open, pressure rise is around 5 PSI more during second engine start (eng #1 start when #2 already running). We put fuel lever at 24% N2 – but it is slow to spool up from "start valve open", from 0 N2. Now – we started only engine #1 (eng #2 not running) with APU – and start normal without delay! So I guess it is to do with bleed or bleed logic. Jeddy22, what do You mean by APU "Load-Topping"? Thanks again! Best Regards, |
| 737ng steam oven replacement procedure | Dear friends! Please suggest the procedure for replacement for steam oven? Thereis no in the AMM. Can I use the CMM for galley as a approved document? |
| Re: 737ng steam oven replacement procedure | Yes you can use the cmm as official document, it will not be in the Boeing amm, since it is a customer option on what galleys / ovens you buy. |
| Re: Engine Start timing – one engine slower | your source is single because of that first engine choosing not important , we kn0w our apu bleed source enough for engine start so your start valves (on of them ) can be stuck at open position a few seconds …
First start # 2 engine than wait aprox. 2 minute than start # 1 if result successfuly # 2 engine start valve can be faulty. |
| Re: Engine Start timing – one engine slower | check the hsr and its reserver press line on the oppsite eng. |
| Re: Engine Start timing – one engine slower | [quote="yayoo":2tohdkxl]check the hsr and its reserver press line on the oppsite eng.[/quote:2tohdkxl] hsr = hydraulic system reservoir ??? Can you explain the relation between the mentioned items and an slow starting engine? |
| Re: Coffe maker B737-CL Removal & Replacement | Thanks Jeddy22,good approaching,,,,, vortex |
| Re: 737ng steam oven replacement procedure | ok. But i have some misunderstanding, any specific galley don`t designed for special aircraft, for example 737-800, and CMM don`t have information about step-by-step removing of oven. Is it neccessary to service the aircraft vater system for testing? |
| Krueger flaps | Hello friends! In maintenance very often it is happen some problem. Imagine this situation, on 737cl all TE and LE flaps are retracted to up position and hydraulic system is INOPERATIVE absolutely and outboard leading edge flaps (kruger) are extended because of gravity. At the same time I need to open thrust reversers for borescope inspection. At that it is not possible to retract with hand pressure! Is there any way to retract the LE flaps to continue the work? Maybe is it some check valves? |
| Re: Engine Start timing – one engine slower | The HSR=high stage regulator.Please check the the reverse flow mechanism and downstream pressure sense line on the HSR for the right engine.When eng2 started and you start eng1,the bleed air from APU may come out from the HSV on eng2#. |
| Re: Krueger flaps | Yes.
Use this method. It works. |
| Re: Métropole Marseillaise | This is a bit of a trivial pursuit question but might be important one day if it was for anything significant that might prevent dispatch. There is a green LED mounted above and OTBD of the Capt. and FO O2 masks. One wouldn’t normally see it as it is mounted below the #2 windows facing downwards. The LED doesn’t appear to be bright enough to provide any sort of illumination for the masks and there is no signage indicating what it is for. Does anyone know what this is for? |
| Re: Métropole Marseillaise | It is to light up the oxygen masks panel (captain and FO) if the cockpit is fully dark. Best regards, Stefan |
| Preconditioned air and running a Pack | Can anyone verify that if you have ground preconditioned air hooked up and running that you shouldn’t operate the apu and pack at the same time. Also is there any difference between a classic and NG? I had heard it’s okay to do on a classic but not an NG. Thx |
| Why are there two APU generator switches? | Why are there two APU generator switches? The manual says that it is because there are two Bus Tie Breakers.
However, on at least the 767, there are also two Bus Tie Breakers, but only one APU generator switch. Hypothetically, if there were only one switch, could you alter airplane logic to cope with having only one switch without significant hardware and software modifications? |
| Re: Engine Start timing – one engine slower | Hi Everyone,
So, finally I got the chance to do some swapping and testing. The cause of the delay was Start Valve. I guess finally it will go bad at the end, last start (first start of the day, after two days with no eng running) took ~85s, it took ~15s for Start Valve to open (from Eng start switch to GND to Sart Vlv Open Light ON), and ~50s to spool it up to 24% N2. Thank You all for replies and support! Best Regards, |
| Re: Engine Start timing – one engine slower | [quote="motortek":bwgki0j6]your source is single because of that first engine choosing not important , we kn0w our apu bleed source enough for engine start so your start valves (on of them ) can be stuck at open position a few seconds …
First start # 2 engine than wait aprox. 2 minute than start # 1 if result successfuly # 2 engine start valve can be faulty.[/quote:bwgki0j6] Bingo ! |
| Re: Crew Oxygen Check drop greater than 100psi | It should be a no-go until maintenance personnel have made an assessment.
Is it not world practice to replenish oxygen from the remote fill port (NG)? Replenishing from the remote fill port would negate the need to ever touch the oxy bottle physically. |
| Re: boeing toolbox mobile library | You need a my boeing fleet login with a subscription to the app data.
Nothing is free in this world, and these two things are definitely not free. If you want the data, your company must pay. It’s an excellent, user friendly app! All aircraft manuals available, your company can add company literature into it too. |
| Re: Engine Start timing – one engine slower | [quote="IFixPlanes":3qngs47w]…Starter health check can be done when installed at the other engine. <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –>[/quote:3qngs47w] Bingo – 10 days earlier <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: Engine Start timing – one engine slower | Hi Guys,
Just to clarify, it was Start Vlv on the engine wchich was starting slow which was the cause (not opposite). The thing is, sometimes during second or third start of the day delay was minimal. When I started engine #1 first and I wrote there was no delay, this was the case – that it was second or third start of the day. In any case, happy to find the cause. Thank You again for replies! Best Regards, |
| CFM56-SERIES Borescope training class | Dear Fellas.
Anyone know a good training class center for Borescope inspections CFM56-Series.thanks. |
| Re: Crew Oxygen Check drop greater than 100psi | i think the person who installed the crew oxy bottle misundestand "quarter turn rule" and closed too much valve of bottle so pressure decreases immediately and increass again <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: Preconditioned air and running a Pack | i think it may be damaged duct when u use same time preconditioned air and packs… |
| how is a coaxial coupler works? | A Display unit takes data from 4 coax couplers. If one of them does not work, what happens? fluctuating ? |
| Re: how is a coaxial coupler works? | *First letter for coax coupler 1 from DEU 1, GG A * Second letter for coax coupler 2 from DEU 1, GG B * Third letter for coax coupler 4 from DEU 2, GG A * Fourth letter for coax coupler 3 from DEU 2, GG B.c1 backup c4 c2 backup c3when lost both of them primary and backup you can not use these couplers functions … |
| Re: Preconditioned air and running a Pack | users are not same ng with classic because uf that result can be a little different. |
| Re: how is a coaxial coupler works? | It is still go on to display bacoliiiii <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –>) |
| Overwing Exit Flight Lock solenoid | Any ideas how long it takes to change ?
AMM states it may be easier to take the door off – is this required ? Thanks |
| Re: Overwing Exit Flight Lock solenoid | I couldnt understand ur question. What do you mean with "time" ??? Write it clear |
| Re: Overwing Exit Flight Lock solenoid | [quote="scetin61":tr8rba0q]I couldnt understand ur question. What do you mean with "time" ??? Write it clear[/quote:tr8rba0q]
question is clear sir .. dunny u can remove it without remove door but your working area is limited , first remove related door than replace your selenoid quickly … |
| brake bleeding adapter | Hi, can anyone help me with the part number of brake bleeding adapter for measuring pressure in the brakes at the bleed port of steel brakes by connecting a gage of B737NG. |
| Re: brake bleeding adapter | Just the adapter on the brake unit?
p/n F72977-64 adapter assembly Regards, F. Petter |
| Re: APU hung start | What was CURRENT FAULT in APU BITE? If APU has been attempted in flight start successfully, it may cause APU hung start on ground having fault code 49-31171. Hydaulic lock in fuel flow divider may be the reason… |
| Re: N1 positive | Agreed to Jeddy22…However AMM 80-00-00 says SPEAK WITH GROUND PERSONNEL TO MAKE SURE N1 BEGINS TO TURN COUNTERCLOCKWISE. N2 starts to rotate when starter engages to N2,, but N1 is free & not attached to anyone..Telling N1 positive tells that aerodynamic coupling b/w N1 & N2 has come into action….If N1 is not positive, captain is not going to operate engine lever to induct fuel as aerodynamic coupling has failed..Start up will be aborted… |
| Re: speed brake lever sometimes stopped at flight detent | Faced this problem on a 737-900ER..Speed brake operation was normal upto FLT DETENT position & no movement after that..on inspection found AUTO SPEEDBRAKE ACTUATOR overheated..was able to operate speedbrake normally after 3 hrs. cooling..but in just 2 cycles again got heated..Finally AUTO SPEEDBRAKE ACTUATOR was replaced & snag rectified.. |
| Re: Emergency Exit 737NG | Go thru cabin crew manuals…or safety briefing card….Door has no role of red safety strap while opening….it is used during door closing to pull it towards urself.. |
| Re: Very hard speed brake lever movement | Faced this problem on a 737-900ER..Speed brake operation was normal upto FLT DETENT position & no movement after that..on inspection found AUTO SPEEDBRAKE ACTUATOR overheated..was able to operate speedbrake normally after 3 hrs. cooling..but in just 2 cycles again got heated..Finally AUTO SPEEDBRAKE ACTUATOR was replaced & snag rectified.. |
| Re: unknown LED light in Flight Deck | this is a oxy mask floodlight ( AMM # 33-14-00 P & P ) . It is given to assist pilot to use oxy mask in case of power loss. U can chane it’s brightness with DOME LIGHT switch. If u make cockpit a dark place i.e. cockpit dead condition…u will find it bright & nicelly focussed on oxy panels… |
| Re: brakes | it seems cavitation in the system…several times brake operation released it & then ops became normal |
| Re: vortex generators | Dear Saavi…go thru a/c cofiguration deviation list book..It is included in that & reason also given there… |
| SPEED BRAKE | Hi there,
Is there any speed restriction for extend the SPEED BRAKE??According to FCOM only limitation for Speed Brake : Thanks for your helps… Regards |
| Re: engine start | it is due to position of start v/v due to which we prefer E#2 for start up… It is preferred due personnel safety…if needed ,,can give detail briefing |
| Re: SPEED BRAKE | Normal flight operation flap settings are up when thats up position speed brake lever stop mech is not allow flight crew move speed brake lever beyond to flight detent position , when u change to flap settings it changes to selenoid moves to stop speed brake lever stop mechanism.When the speedbrake lever is at the FLIGHT detent (35.5degrees), flight spoilers 2, 3, 10, and 11 move 19.5 degrees and flight spoilers 4, 5, 8, and 9 move 24.5 degrees. When the speedbrake lever is full up (48 degrees), flight spoilers 2, 3, 10, and 11 move 56 degrees and flight spoilers 4, 5, 8, and 9 move 65 degrees. At flight 48 and 65 degrees speed brake using is not safety ! because of that only one restriction is here … |
| Re: engine start | brake systems feeding from rh side systems apu systems using lh main tanks when u start engine 2 maybe balancing them Pilot preference/habit etc. |
| Re: brake bleeding adapter | Hi Petter, Thanks for your reply.recently we broke all the four adapters in the kit which made the kit for Autobrake Test U/S. Regards, Mfinger. |
| Re: SPEED BRAKE | Dear Motortek
Thanks for your reply |
| CPCP | Hi friends! Where can I find this document CPCP-CORROSION PREVENTION AND CONTROL PROGRAMS. |
| Re: CPCP | Ok, well it is up to the carrier to get a program approved in the U.S., and then the document may be part of the MM or it may be a separate document depending on the carrier. So a better question may be what your country considers a requirement, and where your carrier has this program in their documents. |
| Re: Overwing Exit Flight Lock solenoid | Yes, for replacement of Overwing exit flight lock solenoid ,its better to remove the door for better access. Completion of work will take about 6 hrs . |
| Re: vortex generators | thanks for taking the time to reply. |
| Re: Overwing Exit Flight Lock solenoid | 6 hours <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> |
| Re: vortex generators | they are to be removed on the max…. |
| Re: Overwing Exit Flight Lock solenoid | 6 hours ? we can replace 1 ea hmu and two flight lock selenoid with 6 hours <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: Cold in cocpit | I would say that l/h bleed tripped off due to the high required airflow in the system after wing anti ice selection resulting in a high precooler outlet temperature (> 254°C is the trip point). Was the isolation valve open at that time??? |
| Pack ram Air System | Dear all, I have found in the aircraft maintenance log and MEL regarding ATA 21-5 in description the maintenance crew written as 21-5 L PACK ILLUMINATED ON RECALL,
I had discussion with them asking what is the relationship between actually 21-5 PACK RAM AIR SYSTEM and the PACK ILLUMINATED ON RECALL, their answer it is the logical system connection after they done the Maintenance (M)[b:3erwhm4i] B737-800/900 AMM 21-00-00/901 [/b:3erwhm4i]action locked open the Ram Air Inlet Door, I tried to find the relation but fortunately can’t find it even the Operational (O) doesn’t says about it except operation not conducted in gravel/slush covered runway and etc.. But in the Cockpit it was always PACK illuminated when you push the Annunciator Panel and extinguished when you push the Master Caution light, in which I understand for this that we have single channel operation. Does anybody can explain are there any relation between PACK ON RECALL and RAM DOOR INLET LOCK OPEN POSITION. Thank for your valuable information. |
| Re: Pack ram Air System | Hi mate , first of all if your related ram air door open and close functions are working with pack zone controller test your mel reference is false …When you push system annunciator panel if a pack light illuminates that means one packs controller’s (primary or standby) is not working exactly.when u need to check them second push for ann. panel it must be extinguish ( that mean other controller system is working ) these faults true mel ref is 21-32 Pack Temperature Control System(s) (Electronic Pack/ Zone Controller)Pack temperature controllers working asLH : RH STAND BY AND L PACK RAM AİR CONTROLLER RH : LH STAND BY AND RH PACK RAM AİR CONTROLLERif lh lost lh pack ram air controller rh ptc take control.Than we must know pack temperature controllers are check the pack compressor temperature by modulating the ram air flow.The primary heat exchanger receives bleed air from the flow control shutoff valve. As the bleed air goes through the heat exchanger, ram air removes heat. The cooled bleed air goes to the compressor section of the air cycle machine. Lastly if your problem is about really ram air system (ram air actuator seen not working because of that ram air door is not closing u need to dispatch a/c iaw mel etc ) u know mel maintenance section says disconnect and stow connector of ram air actuator , At this position if you push related ann.panel your pack light will be illuminate because " im here " message is not comes from ram air actuator so that pack zone controller recording this even as fault and illuminates pack when push ann panel at any time. |
| Apu Oil Leak | [list:2mfftojn]Hi guys! I had recently to t/s an APU (GTCP) oil leakeage and I found a lot of oil coming out from the accessory gearbox trough the so called (it is written on it) "case vent". Due to some connectivity issues, I cannot access our local network so… no access to CMM or IPC. I don’t know how this Case vent works ( i suppose is venting air…) and how serious is the problem. Did anyone of you have this kind of problem before? Do I have to ask APU replacement? Many thanks![/list:u:2mfftojn] |
| Re: Apu Oil Leak | u check magnetic plug ? could u try barascope inspection … |
| B737 CL: GPS antenna resistance | Hi guys!!! During EGPWS self test LEVEL 2 we have external faults: "Terrain awareness-position error" & "Terrain clearance floor position error". Which value of resistance at GPS antenna (from your experience) ? Because, I can’t find value of resistance in MM or other technical documentation. 1200 Ohms is a normal resistance of GPS antenna? |
| Re: Cold in cocpit | We had a same problem with our 800, but after TRIM AIR PRESSURE REGULATING and SHUTOFF VAlVE replacement pilots do not complain about the cold in the cockpit. Before : Pack/zone temperature controller’s, zone trim air modulating valve, cabin temp sensor were swapped but without result. |
| Re: B737 CL: GPS antenna resistance | i think experienced resistances are not safety sir ! if fcc to antenna wiring ok you must replace antenna … |
| Re: B737 CL: GPS antenna resistance | I found specification of GPS antenna. IAW above document resistance of antenna should be 50 ohm. GPS antenna should be replaced. |
| Re: B737 CL: GPS antenna resistance | Can you add document |
| Re: B737 CL: GPS antenna resistance | I can not upload file |
| Re: Crew Oxygen Check drop greater than 100psi | i have experience about this fault. If u call me, i can say open the bottle fully and quarter turn back to close. bacoxygen <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| B737NG CBT from LH. | Does anybody have information about B737NG computer based training made by Lufthansa? I heard that such cbt. exist but never had a chance to find more info. Since Boeing AMM part I does not provide in depth system description and operation of a/c systems which is crucial for successful trouble shooting. Thank you in advance! zorotech. |
| Re: Apu Oil Leak | Problem solved by… replacing the APU. The problem was at negative pressure vent port. |
| Re: Apu Oil Leak | good choice replacement of apu <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> hahaha : ) |
| Bleed trip off light | Does anyone know where the P/N of the 490 deg switch can be found? I had a look in Ipc 36-* and is not there… Thanks! |
| Re: Bleed trip off light | 737NG IPC 36-11-08-01 item 15 737Classic IPC 36-19-15-03 item 140 |
| Re: Bleed trip off light | Many thanks!!! |
| Needs Rudder Trim 1.5-2 at Cruise | After take off aircraft bank to right, for the stable flight when a/p engaged control wheel turn left for 3 unit.Crew needs to Rudder trim 1-1,5 unit for stable control wheel . We checked cable tensions and found loosen and tightened but No help. Spoiler looks good condition. What is the main problem for you? |
| Re: Needs Rudder Trim 1.5-2 at Cruise | [quote="airsamet":1dc495fo]After take off aircraft bank to right, for the stable flight when a/p engaged control wheel turn left for 3 unit.Crew needs to Rudder trim 1-1,5 unit for stable control wheel . We checked cable tensions and found loosen and tightened but No help. Spoiler looks good condition. What is the main problem for you?[/quote:1dc495fo] The problem for me is the poor description of the complaint. CL or NG? Aileron adjusted checked? Rudder adjusted checked? Any work on the F/CTL in the last days? Which cable had low tension? Spoiler "looks" good? … |
| Re: Needs Rudder Trim 1.5-2 at Cruise | After takeoff you say? That is with flaps 5 usually. Check your flaps. Especially the inb flaps inb seals. Or any other obvious damage. Flaps give trim problems if not correctly adjusted or malfunctioning. And also check your aileron cable tension. This tension is ALWAYS too low. Because there is no MPD task for it to check tension. Pl sreport back and indeed, als fixplanes says, explain more in detail. |
| Re: Needs Rudder Trim 1.5-2 at Cruise | Dear! Airsamet the problems are not far from spoilers or ailerons either the spoiler is floating or aileron trim tabs problem put your flap up and pressurize both hydraulic and put all control surfaces neutral if things are ok move control wheel left and right check aileron trim tab correct movement |
| No autoland | "No autoland" msg on the center lower display unit…checked the wiring every thing related to it ok but the msg still exist |
| Re: Needs Rudder Trim 1.5-2 at Cruise | If you have a floating spoiler you would get different roll moments with different flap positions! |
| Re: No autoland | [quote="Haile":3emfxkrg]…checked the wiring every thing related to it ok but the msg still exist[/quote:3emfxkrg] Why do you not do the fault isolation according fault code 221 201 00 ? |
| Re: No autoland | I’m assuming you’ve done the ‘reset latches’ procedure in the AMM ? |
| "Thud" at 8000′ and Approx 2.0 PSID – Equipment Cooling? | Hello,
We have been experiencing a "Thud" or multiple "Thuds" on a B737CL on decent at about 8000′ above field level and approximately 2.0 PSID. We have removed the automatic flow control valve to clean and lubricate it originally and then finally replaced it. We are still getting some verbal reports that this is still happening. At this point we are suspecting that there is something going on with the equipment cooling ducting, but as of yet have been unable to check. Any help, or previous experience with some type of similar snag would be appreciated. Thanks, |
| Re: "Thud" at 8000′ and Approx 2.0 PSID – Equipment Cooling? | What PN (flow control valve have) do you use? IPC 21-58-31 allow several PN. Look at the nomenclature. The specification number 10-60704-3 to -6 have a delta p operating range that would match to your problem (2.0 to 2.8 psi). You have to search at a other point if you have a -7 installed because delta p operating range is 0.7 to 1.1 PSI. The valve is already changed, so i would change all the body drain valves in section 41 (IPC 51-41-13-01) next. |
| AUX BATTERY CHARGER PROBLEM!!! B7378 | Hi guys,
Last night, we replaced battery charger. We followed the AMM and removed electricity ( APU,GND powers are OFF) and also pulled two CB [Battery Shield, J9 A3 (C01209) AUX BAT CHARGER and Power Distribution Panel Number 1, P91 E3(C00922) AUX BAT CHGR] but when we removed the cable which is attach to the AUX BAT CHARGER, we relaised that voltage exist on then (+-). How come it is possible ?? <!– s:shock: –><img src=”{SMILIES_PATH}/icon_eek.gif” alt=”:shock:” title=”Shocked” /><!– s:shock: –> Unless you removed the cable from battery(AUX), you see 28 V DC voltage. AMM doesn’t say that " Remove the cable from battery". Is there anybody which has got same experience like that ? Or what is wrong with that ?? Is this an systematical failure ??? thanks for your attention. |
| Re: AUX BATTERY CHARGER PROBLEM!!! B7378 | You wrote that you followed the AMM. But AMM orders to set the BAT switch to OFF not the APU and GRD power! Did you set the BAT switch to OFF? |
| Re: AUX BATTERY CHARGER PROBLEM!!! B7378 | yes we did. |
| Re: AUX BATTERY CHARGER PROBLEM!!! B7378 | you must set stand by power switch to off position ! dual battery rccbs are working because of that 28 v bat bat bus dc can activating automaticly. |
| Fog like formation from air louvers. | Hi friends,
Thanks for all your knowledgeable comments on my past questions . I would like to know what is the most probable cause for fog like formation from air vents/louvers on a hot (42-44 degree. C) dry summer day. I have also observed heavy condensation and have heard of annoyed passengers complaining of water dripping from the louvers. is this specific to the 737 or is common on Airbus too? What is a solution to this problem. Aircraft in question is a 737-800 |
| Re: Fog like formation from air louvers. | [attachment=0:29gvy2r5]<!– ia0 –>2015-06-19_18.17.18.jpg<!– ia0 –>[/attachment:29gvy2r5] |
| Re: Fog like formation from air louvers. | check your water seperator… |
| Re: "Thud" at 8000′ and Approx 2.0 PSID – Equipment Cooling? | Hello B737noNG: Have you checked if this "thud" can be reproduced on the ground with say, #1 Eng running only & pressurising the Acft say to 2.0 psid or lower whenever the Auto-Flow Control Valve in the E&E Bay closes. With Acft Pressuirsed on Ground, Check the RH Side Airframe where you believe the "thud" may be coming from, while gently & safely accelerating #1 Eng up & quickly bringing T/L back. Are you sure it is not an Eng Compressor Stall because of one sluggish VBV ? Also using the APU only, while running the RH Air Pack in High or Auto, switch off this Pack & see if you hear this thud or any other unusual noise/sound from any blow-back. Try Switching from the Grd Eqpt Supply or Exhaust Fan from Normal to Altn one by one & see if this brings on the "thud" & note when switchover happens. Good Luck & Let us know what you find. Thanks. Jeddy22 |
| Re: Fog like formation from air louvers. | or the water spray nozzle ?
Is there an abnormal amount of water being dumped by the water collection manifold into the air conditioning bay ? |
| Side Tone (733) | Help! Not getting any side tone from Pilot’s side or FO side vhf comm. Could this be an amplifier problem? What is the correct ohm rating required for headset usage? Comms work fine, just no side tone. Annoying Thank You for anyone that can help with this! (from Pilot/Engineer A&P/IA on VIP 733) |
| Structure B-737 200 | Hai There,
A haven a question regarding the structure of a B-737 200. If the aircraft needs to be dismantled for repair is it possible to remove the wings and the empennage, to make it transportable and move the aircraft over the road to an repair station. I have some experience with the Fokker F-28, in de old days Fokker had working parties at standby to recover the aircraft all over the world, if not total loss, for transport to the Netherlands. Looking forward to any answer Regards to your all |
| Re: Structure B-737 200 | Hello All: Read articles below on Subject posted over 3 years ago……. Hope this Answers your query. Rgds Jeddy22B737-200 Removal of the wingsPostby ivanvbm » 26 May 2012, 23:32 Dear Forum’s Users,I need to remove the wings of a B737-200. Then will be transported by ground in trucks, the fuselage and wings. I would like to know if somebody has already carry out this job. I have experience in B737-200 maintenance but this job is atypical, do not appears in any technical publication from Boeing.Any idea is welcome! Thank you for your attention. Ivan B. ivanvbm Posts: 2 Top Postby sjap » 27 May 2012, 09:18 sjap Posts: 599 Top Postby Dunny » 27 May 2012, 16:34 If you want them off, you’ll have to cut them off. Dunny Posts: 126 Top Postby ivanvbm » 28 May 2012, 06:26 ivanvbm Posts: 2 Top Postby sudavia » 06 Jun 2014, 03:56 |
| #2 Stuck Start Lever | I had a stuck #2 start lever that would stop just before dropping into the idle detent position. The crew reported the bind 4 times and then it completely went away. We performed a GVI and fod check of the area with no luck. Has anyone ever seen this gripe before. Thanks, Billy |
| Re: #2 Stuck Start Lever | check a/t switch pack |
| Re: #2 Stuck Start Lever | classic or NG? makes a big diff…
Classic? Check the cable drum in the pylon. Often the bearing is corroded. Or the push-pull cable is worn and stuck inside. |
| Re: #2 Stuck Start Lever | It’s an NG and very new airplane. Currently has just over 400 hours. We also checked switch pack, but didn’t see any noticeable discrepancies. |
| Re: #2 Stuck Start Lever | when it stops before idle what is engine parameters ? if same with other one ? someone changed your a/t rode assy length..
You must do Thrust Lever Adjustment and Thrust Reverser Position Adjustment Test, AMM |
| Re: No autoland | first u must Digital Flight Control System – Operational tests ? |
| Splitter Fairing condition (engine inlet) | Hello Everyone,
737-700, CFM56-7B MPD task 72-020-01/02 – "Detailed inspection of engine inlet and fan blades" with 1yr interval iaw amm 72-21-00-220-801-F00 calls for inspection of: Now, originating from this inspection finding has been raised about Splitter Fairing condition, with reference to Engine Shop Manual, and decision has been made that splitter fairing has to be replaced. Below few pictures of splitter fairing in subject: Could I ask for Your opinion: is the splitter fairing detailed inspection/replacement really neccesary at this time? Inspection scope was very specific, and it does not include splitter fairing. Isnt it task which would be normally performed during engine overhaul? Another thing, this inspection was carried out last year without this finding in the same MRO. I am in doubt if such condition could develop in 1 year, and there was nothing last year after 13 years of operation. The aircraft is underutilized, not an airliner. Any comments? Thank You in advance, |
| Re: Splitter Fairing condition (engine inlet) | It doesn’t look too bad to me. If you don’t have to inspect it, and you replace it, then you can say the MRO has to pay for it. The manuals says "for damage" but that is too general. Then you can ground every a/c. Its is only light surface damage, not structurally degrading the strenght of the part. I say dont replace it or let the MRO pay for it. Or ask GE if this condition is acceptable.In my experience we never replaced this anytime. (in my 16 years of experience with the NG) The only thing to be a good reason to replace the splitter (but not the fairing !) is this:[url:2fa34pvv]http://www.sjap.nl/stage-1-booster-vane-assy-outer-shroud-abradable-coating-damage-737-678900/[/url:2fa34pvv]So NOT the splitter fairing for such things on your photos. |
| Re: Splitter Fairing condition (engine inlet) | Hello Sjap, Thank You for Your reply.
I do share Your opinion. To justify themselves MRO printed task from Engine Shop Manual – "Splitter Fairing Inspection" where it says that if there is any corrosion signs in "mounting area" (which is back area where are bolts holes) or in contersunk cutouts, part is not serviceable. But MPD does not call or refer to ESM, only to the scope of inspection in AMM. I will follow it up and try to clear the issue. Thank You again for Your answer. Best Regards, |
| EDTO – APU – CT5ATP | Hi, Can anyone explain about CT5ATP on APU? |
| Re: EDTO – APU – CT5ATP | weighted average APU corrected exhaust gas temperature. |
| Reverer Control Module | Good day all,
is it possible to replace the o-ring of the pressure line fitting on the reverser control module. (737NG) Thanks for your help, brgds, Bair |
| Re: Reverer Control Module | Is it the o ring on one of the unions? It must be replaceable. It should be somewhere in the ipc. or is it an oring inside / intergrated within the module? |
| Re: Reverer Control Module | It´s the o-ring on the union of the pressure line.
You can find the o-rings of all other unions, i.e. return, stow, deploy, in the ipc but not that of the pressure port. So i think we have to replace the assy. Can´t give you a ipc reference at the moment, i am in my off days…<!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> Thanks for your help, Bair |
| Fuel leakage afther dry-motoring | During heavy maintenance after dry-motor eng #2 fuel is leaking from de fuel-pump pad drain, iaw AMM leakage can occur during eng start. Because the airplane is in the hanger the engine testrun wil take place next week my question is if anybody has any experience whit this kind of leakage. Wil the leakage stop afther running the engine idle for 5 minutes. |
| Re: Fuel leakage afther dry-motoring | Quite common to see it. It will stop after a few minutes of running, but unfortunately once they start doing this, you’ll quite likely see it again at some point in the near future.
Boeing and CFM say as long as the leak stops within 5 minutes you are good to go. If the fire services get called ( and they often do ) you end up losing control of the situation, and all bets are off. Ultimately, only fix is to change the pump. CFM have a reliability issue with seals inside the pump. |
| difference chromel between alumel | what is the difference chromel between alumel? |
| Skydrol leaking from System A | I’m currently troubleshooting an apparent hyd leak from system A. I’ve heard there’s a possible issue with all 737’s and their frangible fittings. The landing gear configuration is on a 737-900 series gear, NG. Just wondering if anyone has heard any issues with the fitting as well. Skydrol has run down the complete port side from somewhere in wheel well area. |
| Re: Skydrol leaking from System A | first off all install theree pins to landing gears than pressurize a sys and take landing control lever up wait than off wait than down .if your frangible fittings are faulty you can see dynamic leak on them ( theirs packings can be deformed because of them it causes leak ) othereven is if frangible fittings are normal your landing gear fuses can be faulty secondly check them. |
| Re: Fuel leakage afther dry-motoring | There are some events reported during engine start regarding fuel leaking from engine drains in Boeing 737 Fleet. This event was thoroughly discussed with Boeing Company and the Technical Branch . This leakage limit is stated in attached document, “AMM 71-71-00 Engine Vents and Drains Inspection” TASK 71-71-00- 200-801-F00. According to this; “Leaks from the drain can occur on an engine that does not operate or during an engine start. These leaks are not abnormal, and may stop after the engine operates at idle power for 5 minutes.” The most probable reason of this situation is that the seal of components operating with fuel pressure do not reach to thermal stability in the expected time period during engine start. For that reason, fuel leakage from the engine drain is supposed to stop within 5 minutes with the engine running at idle power after engine start. Some airline companies, such as Thomas Cook and Ryanair, have reported that they had this situation more often. Boeing Company and the airlines have reached a consensus that although this is an unacceptable situation for flight operations, the results of enhancement studies of CFM Company should be hopefully waited for the solution. |
| Re: Fuel leakage afther dry-motoring | It happens very often. Many parts were ordered aog and many times an a/c was grounded and many times i put this manual under the nose of my coworker: don’t panic. RTFM. "O yes sorry i thought it was a no go…" See this old article, yet needed everyday: [url:1ivj6kup]http://www.sjap.nl/cfm56-7-static-fluid-leakages-737-678900/[/url:1ivj6kup] |
| Re: difference chromel between alumel | [url:3ukpk67j]https://www.google.com/search?q=what+is+the+difference+chromel+between+alumel&ie=utf-8&oe=utf-8[/url:3ukpk67j] |
| Re: Skydrol leaking from System A | That was it. Repacked it, "dummy swung" and no leaks. |
| what is this?? 🙂 ##photos are uploaded again## | hello guys. i am sharing some photos from 737ng. can anyone tell me whats the aim of these parts located on the airplane fuselage? i suppose that they are there to install additional antennas but i cant find any info about them in any document or in the internet.
thanks in advance…. [img:hb9tp8dx]https://imageshack.com/i/idNroKpUj[/img:hb9tp8dx] [img:hb9tp8dx]http://imageshack.com/a/img537/2401/pc0Bx6.jpg[/img:hb9tp8dx] [img:hb9tp8dx]http://imageshack.com/a/img673/6821/U6PoUx.jpg[/img:hb9tp8dx] |
| Re: what is this?? 🙂 | Can anyone else see the images? I do not see them. |
| Re: what is this?? 🙂 | No i cant see the images. Please try to attach jpg files or another link to the images. |
| Re: what is this?? 🙂 ##photos are uploaded again## | Normally they are for the radalt antenna,s (fwd to send, aft to recieve) These look as if they are not in place. Or they are and painted over , what is not allowed. You should have more of these fwd or aft on the fuselage, with real antennas because you must have a radio altitude indication. |
| Re: what is this?? 🙂 ##photos are uploaded again## | [quote="sjap":3horuxqt]Normally they are for the radalt antenna,s (fwd to send, aft to recieve) These look as if they are not in place. Or they are and painted over , what is not allowed. You should have more of these fwd or aft on the fuselage, with real antennas because you must have a radio altitude indication.[/quote:3horuxqt]Of course we have rad alt. Antennas on our aircrafts totally four antennas for rad.al. 1 and 2. And i know that its forbidden to paint any antennas as per any aircraft documents. Except u have some boeing letters. Anyway rad. Al. Antennas are not installed at these locations i share the photos of. Then can u find any reference about these additional rad. Altimeter antenna place. Are you sure about they are for additional rad. Altimeter antennas. İf any airline install antennas to these locations where is the indicator it indication will be in the cockpit for rad altımeter 3 ?Thanks for your interest.. |
| Re: what is this?? 🙂 ##photos are uploaded again## | Maybe this are provisions for a 3-rd RA. It could be ordered by the customer who ordered this plane at Boeing first, and then the line nr was taken by your airline. Then the provisions are already there, with blank plates installed. Or this plane has some other history at a previous operator. Or it is a provision for another system that your airline does not use. I would not worry about it. |
| B737CL APU GTCP-85 | Hi there! We have some probs with APU.
1. problem#1. The first problem was that we couldn’t start apu. Apu egt pointer stuck at 400 c and when after some time auto shutdown with no overspeed or other indications occured. We replaced FCU- not help, after we replaced combuster chamber. It helps but we come with another problem |
| Re: B737CL APU GTCP-85 | I have same problem 2 years ago. 1st – check p/n FCU and combustion chamber, because its parts must used together. 2nd – check tube between t-fitting and FCU. At our case, i found loose tube at 12 o’clock of APU. |
| Re: B737CL APU GTCP-85 | Tnx for you reply. We will check the tubing. Fcu and combustion chamber match each other |
| Re: B737CL APU GTCP-85 | Have you checked the pneumatic sense lines are clear, not just the T-piece? It is possible that the FCU was fail on fit (or at least not functioning the majority of the time). Also, check the turbine by looking down the exhaust and check that the shaft moves freely using a broom handle (gently, so as not to damage the turbine blades – assuming they’re all still there <!– s;-) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;-)” title=”Wink” /><!– s;-) –>
You have replaced most of the common suspects, next step would be a borescope or 3 bolt fix…. Hope you get it sorted, keep us updated if you find a definitive fix. |
| Re: what is this?? 🙂 ##photos are uploaded again## | Ask your tech records department for the purchase options or mod history of the aircraft. As Sjap says, almost certainly for a 3rd RA. Either it has been de-mod’d by your airline or previous operator, or never installed in the first place and came from the factory as an option. |
| Re: B737CL APU GTCP-85 | Hi Becom!
We’ve done control air leak check( check the pressure line for the control air from orificed tee) No leak was found. 3 bolt fix??? What do u mean? |
| Re: B737CL APU GTCP-85 | And about fcu. The apu eventually starts from 3- 4 attempt. When apu operate all parameters are in limit and you can apply any electrical and pneumatical load. How it can be that fcu not functioning most of the time? Or u mean during start? The fcu cracking pressure checked and found OK. |
| Re: what is this?? 🙂 ##photos are uploaded again## | we have these extra rad alt pads on our new build -800’s.
Often wondered if anyone ever used this option. |
| Re: B737CL APU GTCP-85 | [quote="wonaknow":wr3d0ktr]And about fcu. The apu eventually starts from 3- 4 attempt. When apu operate all parameters are in limit and you can apply any electrical and pneumatical load. How it can be that fcu not functioning most of the time? Or u mean during start? The fcu cracking pressure checked and found OK.[/quote:wr3d0ktr]
You said in your earlier post that generator frequency was fluctuating and pneumatic duct px was 0-10 psi, post FCU replacement? You have replaced the 3-way solenoid, PCV, bleed air valve and checked the sense lines and t-piece fittings. Either it is an ongoing fuelling issue, or the APU has internal damage (which of course you should determine during your borescope). To be honest, from what you have said, it sounds like a 3 bolt fix (APU change!). Or at least from my armchair <!– s;-) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;-)” title=”Wink” /><!– s;-) –> |
| Re: B737CL APU GTCP-85 | Hi Become,
I think we sorted problem with Gen fluctuation after combuster chamber replacement as the all parameters are nornormal if Apu starts.)) I said IF because it starts after 3-4 attempts. |
| Re: B737CL APU GTCP-85 | Good to hear you got it fixed <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| 734 MLG Side Brace | Is the MLG side brace a Hard Time Item? |
| Re: EDTO – APU – CT5ATP | 737NG-FTD-49-04005 The article provides an interim action to monitor APU EGT parameter CT5ATP (average APU EGT recorded from the last 20 main engine starts), and to perform APU borescope inspections if CT5ATP exceeds 1125.5F/607.5C. |
| Re: 734 MLG Side Brace | As far as i can remember we replaced the complete gear incl sidebrace for time. |
| Reverser (right sleeve couldnt deploy on eng1) | There is s832 code on eau. left sleeve is ok but right sleeve couldnt deploy. we manually deploy then try to stow with hydq. it was ok. should we go on with s832 code? or we go with right sleeve dont deploy with amber rev sign on upper deu? |
| Re: Reverser (right sleeve couldnt deploy on eng1) | Was the system open? Then you have air in the system. If it moves to closed, after opened manually, then it is air. Just keep trying multiple times. Also do it on the stby hydr power, see if that helps. |
| Re: Reverser (right sleeve couldnt deploy on eng1) | we tried with the standby system ( we think fuses reset) but same condition. when we want to do cycle , we saw that stow sensor mechanism didnt move.. ( bracket dont move on target) does it mean actuator problem ? |
| Re: Reverser (right sleeve couldnt deploy on eng1) | A so it does not unlock. Is the synclock working? Looks like it doesn’t unlock. |
| Re: Reverser (right sleeve couldnt deploy on eng1) | Hey SJAP, is the target on the sync lock the one that the spline cracks on? Would that cause this fault? I don’t have a manual to look at right now, but this sounds familiar. |
| Re: Reverser (right sleeve couldnt deploy on eng1) | Yep thats the one. [url:12e9e3sp]http://www.sjap.nl/737-ng-thrust-reverser-activation-and-test-737-678900/[/url:12e9e3sp] |
| Re: Reverser (right sleeve couldnt deploy on eng1) | thanks for replies. maybe locking actuator problem as i see. i will write the result |
| Re: Reverser (right sleeve couldnt deploy on eng1) | open sync lock c/b re-test again. |
| Re: 734 MLG Side Brace | Thanks for response. |
| Re: Reverser (right sleeve couldnt deploy on eng1) | check sync shafts condition,swap sync shafts with opposite t/r half,remove air(bleeding) and operate t/r. |
| Re: difference chromel between alumel | nice reply sjap thank you <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> |
| Re: Reverser (right sleeve couldnt deploy on eng1) | Had a lock lever shear last night…. Any idea how/why they shear…. It wasn’t through any maintenance action on our part.
…. And if it’s sheared once is it likely to do it again? |
| RIVET | Hello dear colleagues. I have misunderstanding of SRM. During a periodical inspection of wing it was found, that a rivet on upper surface is loosened. The rivet belongs to nacelle fairing. According srm 51-00-04 page 1 nacelle isn’t primary structure. However, a rivet is permanent fastener and i can’t apply srm 51-10-00 for this occasion. Moreover it attach secondary structure for fairing attachment and i guess rivet penetrate into fuel tank. As i understand there is possibility to dispatch aircraft with loosened fasteners acc.srm 51-10-00, but it isn’t applied to rivets. My question is, can i open deferred item on the rivet and dispatch aircraft?Which part of srm should i use? Any suggestions will be appreciated.Thanks.Photo added. |
| Re: RIVET | I don’t know the SRM, but as long as it does not leak any fuel, ill suggest to tape it with some high speed tape and defer it until next heavy maint check where you can enter the tank. Or contact Boeing about this question and see what their solution is. |
| Re: RIVET | thanks for your opinion.I think so too. but there’s one small snag if i open dmi i should use document. |
| Re: RIVET | Yes thats true. Then you can still go to Boeing and ask them if you may defer it. or do you have an engineering dept which can do this task for you? |
| Re: Reverser (right sleeve couldnt deploy on eng1) | true problem solved with the syncro shaft and as i see lock lever |
| Re: difference chromel between alumel | thx |
| Re: Reverser (right sleeve couldnt deploy on eng1) | thanks for confirmation,cheers!! |
| Re: CPCP | hi fellas,
do we need to do cpcp at internal surface of krueger flaps ? is there any document who can tell where should we apply cpccp and where shouldnot? |
| Re: CPCP | Yes its in the CPM (corrosion prevention manual), as far as i know. There is stated where to apply CIC. |
| Re: CPCP | thanks sjap!! i just have a look on mbf . |
| Re: CPCP | Ok, it is there i just checked. It is a document for many types (727,737,747 etc) |
| T/R bLOCKER DOORS | Hi fellas,
I want to know how to differentiate between aluminum and composite blocker doors of thrust reverser? thanks |
| B737 CL R/H Pack Trip during Taxi ONLY | Hy all,
Did anyone of you encountered this kind of problem? Thanks a lot!!! |
| one reverser fault again | Eng 2 reverser fault valve module rh switch pack delay relays eau replaced. fault continue with rh reverse not go full.Reverse sometimes delays for stow or deploy.but never go full. eau faults full of sensors and hyd iso valve thank you. |
| Re: one reverser fault again | did you try full travel manually? |
| Re: one reverser fault again | there is not a movement problem…its about delay problem. when you want to deploy reverse , sometimes deploying on time , sometimes delays..and from cockpit you cant hear a sound while trying to make full reverse( dont go full) |
| Re: one reverser fault again | reverse control module replaced again. this time reverse is ok. surprised. |
| ACMS: mnemonic code??? | Hello colleagues We need help to solve some problems with ACMS (Aircraft Conditioning Monitoring System) (ACMS is necessary to check max vertical acceleration of landing (MAX VAC LAND) or vertical gravity touch down after flight by pilots) :– ACMS recordings could be checked in LANDING REPORT in LAST FLIGHT REPORT item of ACMS MENU. But "VAC" -vertical acceleration is it correct for understanding at value of overload condition after landing ???- Also, ACMS values may be acceptable from ALPHA MENU item of ACMS MENU . But checking of every single alpha parameter (including vertical G) in this menu required a special MNEMONIC CODE which is unknown.We have tried VGTD VGMX VRTG VACMAXLA but its always INVALID code.For info: DFDAU p/n2233000-815-1 |
| egt red and amber band limit and autopilot | Hi, I would like to know how long can an engine withstand when the egt is in the red and amber band respectively, in other word how long can you fly with the egt in the red and amber band. Fcom does not state anything regarding this topic. Another question is how much force interms of psi would be required to forcefully disengage the autopilot? Cheers |
| Re: egt red and amber band limit and autopilot | On B737 NG: When CWS is not the active mode, the pilot can mechanically override the autopilot actuator. A force of approximately 25 pounds on the control column or wheel can override the actuator. If both channels A and B are active, approximately 50 pounds of force is necessary to override the two actuators. The relief valve opens when override pressure goes to the detent pistons. |
| Re: egt red and amber band limit and autopilot | See AMM (PP) 71-00-00/601:
TASK 71-00-00-800-804-F00 |
| Re: egt red and amber band limit and autopilot | Thanks for the reply. Would you mind telling which documents are you referring to? I would assume you need 50 lbs of force to disengage the autopilot during approach with both command a and b engaged right? I actually do not have AMM, could you please just give me the minutes how long the engine can cope with when egt is in red and amber band. Cheers |
| Re: egt red and amber band limit and autopilot | ExhaustGasTemperature (EGT) Limits: (1)Ground start: 725 degrees C (1337degreesF). (2)At takeoff power, the engine EGT limitis 950 degrees C (1742 degrees F). NOTE:Takeoff power is permitted for a total of 5minutes. (3)There is no time limit for EGT below 925 degrees C (1697 degrees F). (4)A transient EGT indication to 960 degreesC (1760 degrees F) is permitted for a maximum of 20 seconds.The EGT maximum continuous limitis the start of the EGT caution range. Continuous operation of an engine with EGT more thant his value could cause damage to the engine.The EEC supplies the EGT maximum continuous limit value.The limit shows in amber. The amber band is the EGT caution range. Continuous operation of an engine with EGT in this range could cause damage to the engine.The amber range shows as an arc between the maximum continuous limit and the EGT redline. EGTStartRedline The EGTstart redline is the maximum limit for the EGT during an engine start on the ground. The redline shows only during the ground start.The EGT start redline goes away when the engine goes to idle. This redline does not show in flight. |
| Re: egt red and amber band limit and autopilot | Yes, it is correct that need 50 lbs (or more) of force to disengage the autopilot during approach with both command a and b engaged. Document: AMM SDS 22-11-00 DFCS-AUTOPILOT ACTUATOR-FUNCTIONAL DESCRIPTION-MECHANICAL OVERRIDE |
| Re: egt red and amber band limit and autopilot | Thanks heap avionic. You are the man. |
| nose wheel vibration | during taxi and take off nose wheel vibration |
| Re: nose wheel vibration | Examine the nose wheel tires for flat spots,worn areas, or damage |
| Re: T/R bLOCKER DOORS | If it is mentioned in the IPC, you are allowed to instell them. The composite blocker doors are just lighter and less vulnerable for cracks, i guess. |
| Re: B737 CL R/H Pack Trip during Taxi ONLY | Are you sure the PCV is 100%? You may try to activate it open and see ig the problem re-occurs. I real life, my experience is 50% of all flying PCV’s are defective, and nobody knows, until you do the PCV check durign scheduled maintenance. And defective means they do not close, so they are always cooling.Once we found a devective #1 PCV because the NGS system was complaining it cold too cold air.. |
| Re: ACMS: mnemonic code??? | Mm cant help you except for this:
[url:kev9d0pi]http://sjap.nl/forum/viewtopic.php?f=1&t=892[/url:kev9d0pi] |
| Re: B737 CL R/H Pack Trip during Taxi ONLY | Hello: Did this RH Pack Trip problem start after the #2 Engine was Replaced. Can you Duplicate this Trip problem either just using APU or #1 Eng Bleed air as Source, without running #2 Eng. Check all your "Muscle" or Sense Lines at the #2 Eng PRSOV or HP Controller for looseness or sometimes not hooked up right. Also Check your the #2 Pack "reference" Line that goes back to the Engine. Is this Problem rectified by now or still causing problems. Any info is welcome. Thanks. Jeddy22. |
| Re: ACMS: mnemonic code??? | Thanks. Yes, I agree that downloading of flight data parameters is official source of information but we have two aircraft where alpha code’s above are not percieved. We download flight data once at 2-3 days, but airplanes fly to some airports with ”difficult” rumway and pilots wants to know G load promptly. |
| Re: nose wheel vibration | just change them, more often than not its, tyre imbalance. |
| MAX RATE vs MAX ANGLE in FMC and FD on takeoff | Hi, Does anyone know the speed of the MAX ANGLE option in the FMC? I know that MAX RATE is flap up maneuvering speed + 50 knots to mach 0.76 Another question is the flight director on takeoff. Lets say the flight direction is off when I push TOGA for takeoff, what can I do to make the flight director bars to pop up beside turning on a flight director? Cheers |
| Re: nose wheel vibration | Check the nose steering torque links for grease also, and the steering collar, if those are low on grease, they can cause a shimmy. It should be either the lube or the tires, if that doesn’t fix it, you have a big problem. |
| Brake temperature monitoring system | Dear colleagues, We have problem with brake temperature monitoring system on brakes #1 and #2. After flight: brake’s temperature #1= 4.3 unit; #2=4.6 unit; #3= 1.9 unit; #4=1.7 unit and brake’s on L/H MLG are realy hot. But sometimes we have the normal indication at brake temperature approximately 1.7-1.9 unit’s on all brake’s. Brake Temperature Monitoring System (BTMS) – BITE Test was performed. No fault’s. AACU fault history after several flight’s (when brake’s temperature #1= 4.3 unit; #2=4.6 unit;)= TEST END. NO fault’s. Do You have any idea? May be need to change some pilots…. <!– s:-) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:-)” title=”Smile” /><!– s:-) –> |
| Left Pack INOP | Hi guys… it’s me again…<!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> It seems that the most shitest faults oocur during my shift…<!– s:( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:(” title=”Sad” /><!– s:( –>( <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> Now, I have a Left Pack problem- at 32 deg is loosing the control (both, auto and manual) of the Temp. Duct protection is activated and Mix Valve goes to full cold. Ok. I am suspecting a duct temp ctrl problem or wire problem. Anyway, somebody has asked for a Cab Temp Ctrl but this did not solve the problem. I have replaced the ACAU, tested the duct sensors-less the 190 F – and the problem persists exactly in the same manner- at 31-32 C the duct protection is activated. Now, what is interesting is the fact the manual is saying that both Air Cond and Duct OVHT will illuminate but in my case I have only Air Cond… I have swapped Air Mix valves and the problem persists. The Pack valve is remaining open and this means the 250 F is not closing so there is no fault here. The only faulty stuffs could be, the 190, wires or … something else. <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> And something else, very useful I think-when I am pulling the OVHT CB, the problem disappear, that thing made me think the problem is only related to the duct temp sensors and eventually the duct ovht relay. Do you have any ideea regarding this???Many thanks! |
| Re: Left Pack INOP | Have you checked visually that the TCV’s (both primary and stby) are operating correctly i.e not binding when moving etc?? |
| Resetting flight director on RNAV approach | Hi, I am just curious why do we have to reset flight director when doing non precision approach such as RNAV. 1. what happens if we do not reset it. 2. if we set go around altitude before 300 feet below the missed approach altitude and before final approach fix, would the airplane start climbing. 3. if we do not reset flight director on RNAV approach and press toga, what would happen and what happens if we reset FD and press toga? Cheers |
| Re: Left Pack INOP | Yes, You right that Air condition (master caution) and DUCT OVHT light should be illuminate at the same time. You need to check wire continuity from TB504 YB9 to D656 contact 13 (duct ovht light) at P5-17 CABIN TEMP control panel. TB504 YB9 to D656 contact 13 are depending of airplane effectivity. About LEFT A/C pack : I think that OVHT protection is operate properly. Could You clean the heat exchangers, because protection is activated at high temperature (31-32 C). |
| Re: B737 CL R/H Pack Trip during Taxi ONLY | Hi,
The problem came from a faulty turbofan valve-it couldn’t modulate properly. |
| Re: Left Pack INOP | please open fwd cargo aft access panel for inspect air condition system flex. hoses for leak. |
| Re: Resetting flight director on RNAV approach | any comments would be appreciated. |
| Re: Left Pack INOP | There were two failures: – duct limit sensor and the Duct OVHT both lamp relays. Press to test was functioning but lamp units were faulty and did not get signal from the OVHT relay from the ACAU so I had to replace the Ctrl Panel. Still, I have now another problem-after replacment of the 190F , Duct limit and anticipator… is too cold in the cockpit. So, I have to check now the Cab Temp Sensor and the fan, otherwise the fault might be connected to my old problem (somehow…).Thanks for the answers!! |
| Re: Left Pack INOP | @ avionic You are right but… with just one exception: the system should be protected in Automatic mode- the temp should not exceed 30 deg ( the mix valve should modulate enough to cold to avoid reaching 31-32 deg and overheating) but in my case it actually did and returned AIr Cond ( the Duct OVHT was inop but at that moment I did not know…). |
| Re: Resetting flight director on RNAV approach | [quote="tuablinl":13o5hfru]any comments would be appreciated.[/quote:13o5hfru] You may find it rough, but i will quote the startpage:[quote:13o5hfru]Welcome to sjap.nl, the website for 737 [u:13o5hfru][b:13o5hfru]maintenance technicians[/b:13o5hfru][/u:13o5hfru].[u:13o5hfru][b:13o5hfru]This site is developed to exchange maintenance experiences, tips, tricks, warnings, handy documents and other smart stuff to work easier, smarter and faster with the 737.[/b:13o5hfru][/u:13o5hfru] If you know anything to prevent damage, to simplify a maintenance task, where to find any inspection hotspots, how to prevent errors or something not specifically mentioned in the manuals, send it in via this website to share it with other 737 technicians all over the world.[/quote:13o5hfru]Highlights are done by me.Maybe you get answers at <!– m –><a class=”postlink” href=”http://www.pprune.org”>http://www.pprune.org</a><!– m –>! |
| ASH TRAY on exterior side Lavatory door | why subject ash tray is declared NOT an NEF ( Non Essential Equipment and Furnishing) item in MMEL? what i understand that subject ash tray is a NOGO item isn’t it ? |
| Re: Left Pack INOP | Ok. Now coming with info about the "too cold in the cockpit": it was the Ctrl Cab duct anticipator sensor; replacement has solved the problem. |
| Re: Left Pack INOP | Great updates Balauca, thanks for letting us know what you found. |
| Re: ASH TRAY on exterior side Lavatory door | All items, which are related to the airworthiness of the aircraft and not listed in the MEL, are automatically required to be operative.But does the ashtray has an effect on the airworthiness of the a/c?our MEL says this: 25-20 Exterior Lavatory Door Ashtrays May be inoperative or missing. Interval Cat D, required 0. |
| Re: ASH TRAY on exterior side Lavatory door | Our MEL allows up to fifty percent missing, 10 day deferral. Over fifty percent 3 day deferral. The interior side door ashtrays are a nogo. |
| Re: ASH TRAY on exterior side Lavatory door | thank you very much for your valued feedback guys. |
| NOSE WHEELS OF CLASSIC AND NG | Hi guys,
The nose wheels of B737-300 and B737-700/800 are interchangeable aren’t they ? |
| Re: NOSE WHEELS OF CLASSIC AND NG | At my last carrier, which had both NG, and classic, you could put an NG nose tire on a classic, but NOT the either way around. |
| Re: NOSE WHEELS OF CLASSIC AND NG | [quote="slacker":3j1d0c93]At my last carrier, which had both NG, and classic, you could put an NG nose tire on a classic, but NOT the either way around.[/quote:3j1d0c93]
Same here. Altough they changed all wheels to a single p/n (NG) to be used on all a/c. To prevent errors. |
| Re: NOSE WHEELS OF CLASSIC AND NG | I will appreciate if someone provide any Documentary reference like AMM or SL or MT. Thanks in advance |
| COOLING OF HOT BRAKE ASSY | Hi guys Is it recommended in AMM or any SL / MT to use Air-conditioning van for cooling the hot brake assy during post arrival ? AMM advises to let it be cooled at normal temperature and don’t approach the tire if it is too hot. Thanks in advance for sharing ur valued knowledge and experience. |
| Re: NOSE WHEELS OF CLASSIC AND NG | IPC ? It could be in there, to see x ref or I/W data |
| Re: COOLING OF HOT BRAKE ASSY | Why would you do that for? To remove it? |
| Re: COOLING OF HOT BRAKE ASSY | it is not recommended to cool the brakes with an external cooling source. <!– m –><a class=”postlink” href=”https://www.youtube.com/watch?v=lUMuOyMTQ8Y”>https://www.youtube.com/watch?v=lUMuOyMTQ8Y</a><!– m –> A I know brake temp is a problem of A320 aircraft if the A/C is not equipped with brake cooling fan.A/C can not be released if the brake temp is out of limit |
| Re: COOLING OF HOT BRAKE ASSY | No not for wheel replacement. I mean what to do if we see smoky mist coming out of brakes during post arrival ? Should we attempt to cool it or let it cool at normal temperature ? |
| Re: COOLING OF HOT BRAKE ASSY | Normally brakes do not smoke unless there is grease or oil spillage. Just let it cool down normally. And the smokey mist is not normal, i think there is too much grease on the axle, underneath the brakes. The axle should be greasedvery VERY THIN and often we had brake fires/smoke due to too much grease on the axle, or not cleaning it during a wheel change. Also surplus grease coming from the bearings may cause this.See this:[url:1mban93o]https://youtu.be/tzw9UlwlgHU[/url:1mban93o] |
| Re: NOSE WHEELS OF CLASSIC AND NG | you’ll probably find, that due to the heavier weight, the tyre ply rating is larger on the NG.
therefore, NG wheels can fit a Classic, but not the other way around. |
| Re: COOLING OF HOT BRAKE ASSY | thank you very much |
| Recall Pack Light (b738) | hi, we have a problem with l/h pack. when we disconnect the connector from TCV pack light does not illuminates while pressing the recall and cockpit temperature is too cold in cruise. we swapped both acau, pack&zone cont. , all sensors, stdby tcv,flight deck trim air modulating valve replaced, both panels swapped and replaced tcv nothing changed. wiring checked controlled no fault observed. A/C does not open tcv or stdby tcv anyway. pack temperature is nearly 15 degree. <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –>Thx for your help. |
| Re: Recall Pack Light (b738) | i think your ducts leaks air because of that enough hot air is not coming ..first off all open fwd cargo aft access panels and check all ducts about leakage. |
| Re: Recall Pack Light (b738) | TCV does not open anyway |
| What is meaning of TOB | HI Dear Friends. Though this site is exclusive for B737 but hopefully intellectuals of this group will solve my query. I came across an Acronym "T.O.B" while releasing B777 with EEC NORMAL MODE INOP. I have searched a lot but unable to find the meaning of TOB. Following is the Extract From B777 DDG for EEC normal Mode INOP. Item # 4 in the following procedure reflects the term TOB.73-21-02 Electronic Engine Controls (EEC) Normal Mode OPERATIONS (O) NOTE 1:Derated and/or reduced thrust takeoffs, and takeoff thrust bumps are not allowed. NOTE 2:Thrust rating protection is not provided in alternate mode (for manual thrust settings) and maximum rated thrust is reached at a thrust lever position less than full forward. 1. Increase the ETOPS engine inoperative critical fuel reserves by 1.2%. 2. Base performance on EECs operating in alternate mode. 3. Position both EEC Mode switches to ALTN. 4. Selection of TOB (if available) is not allowed. Select TO for takeoff. 5. For takeoff, engage autothrottles and arm VNAV.thanks in advance….. |
| Re: What is meaning of TOB | Acronym TOB is mistake, correctly is TO-B. see some links below: <!– m –><a class=”postlink” href=”http://www.avsim.com/topic/418654-to-b-setting-resets-to-to/”>http://www.avsim.com/topic/418654-to-b- … ets-to-to/</a><!– m –> <!– m –><a class=”postlink” href=”https://www.flightglobal.com/news/articles/boeing-powers-up-thrust-bump-testing-for-ge90-212144/”>https://www.flightglobal.com/news/artic … 90-212144/</a><!– m –> |
| Re: What is meaning of TOB | Thank you very much AVIONIC for your valued information and guidance. |
| Re: Recall Pack Light (b738) | pls check d44161 connector |
| Re: Recall Pack Light (b738) | We have same problem 1 year ago (PZ controllers, sensors, TCVs were checked and replaced, heat exchangers were cleaned —–all actions without result). Trim air pressure regulating and shutoff valve was replaced. Problem is solved. |
| Re: Recall Pack Light (b738) | Check Trim Air PRSOV during pack operation. Good Luck! |
| ATA 35 – passenger oxygen mask auto deployment | Dear All, last week one of our 737-900ER experienced passenger oxygen mask auto deployment during top of climb at 37000 feet. As per the flight crew there was no cabin pressurization issue, all normal, there were no cabin altitude warnings, no horn, master caution light illuminated and overhead PASS OXY ON light was illumintaed. the masks had dropped automatically and passengers used the masks, generators used up. Pilot reuced the altitude as per procedure. there is a FIM task related with this scenario. we carried out FIM, as a precaution we replaced the pressure altitiude switch, replaced the manual mask deployment toggle switch, due to nil spare relays we swapped the auto and manual relays R322 and 323 and then normalised them, the PASS OXY ON light extinguished and did not illuminate. hence could not get the PASS OXY ON light to illuminate on ground. wiring and insulation checked all satis. hence could it have been intermitent fault. the only item we have not replaced as a precautinary is the overhead oxygen panel in flight deck.
Did anyone experience similar report. i saw a similar thread on AVSIM (simulator website) . Any recommendations. |
| Re: ATA 35 – passenger oxygen mask auto deployment | currently we are waiting for spare relays R322 and 323 to repalce them. |
| A320 AMM and TSM IN PDF FORMAT | Greetings of the day dear friends I am in search of A320(CFM56-5A) AMM in PDF format.These documents are normally available in ADOC NAVIGATOR. I will appreciate if any of honored member of this forum advise in this regard. |
| Re: ATA 35 – passenger oxygen mask auto deployment | I see several reasons for it: 1. If you have air data tester, do an a check altitude pressure switch for understanding reason (which was removed). 2. Wires. Do you check visual inspection of wires behind P5 panel from manual deployment toggle switch and from alt. pressure switch to auto deploy relay? 3. Pilots mistake. <!– s:-) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:-)” title=”Smile” /><!– s:-) –> Ask pilots: Why did you do it? May be for experiment? <!– s:-) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:-)” title=”Smile” /><!– s:-) –> Lockwire was broken of the toggle switch cap after flight or not? Tell pilots that fligh data recorder downloading shows activation of manual deployment switch and look at the reaction of theirs. It may work… <!– s:-) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:-)” title=”Smile” /><!– s:-) –> |
| Re: Recall Pack Light (b738) | LEFT FMS replaced and failure solved. The TCV taken "PACK IS OFF" information from FMC. Related cable is ground in FMC box <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –> |
| t/r problems | Good day dear colleague. On our 737 ng problem concerning thrust reverser. Sleeves of eng#2 deploy after 5sec. 1. engine accessory unit replaced 2. module replaced 3. t/r latch relay r479 & r477 swapped 4. sequence relayR496 & R495 swapped 5. shuttle valve swapped. 6.time delay module swapped. eng#2 thrust reverser ops test performed. NOTE 1: NO ANY TIME DELAY IS OBSERVED DURING RETRACTION PHASE. NOTE 2: HYDRAULIC POWER WASN`T SWITCHED OFF DURING RESET OF EAU. after reset of eau reverser operates without problem and operates only 2 cycle . problem appears when you try to deploy reverser 3rd time and present until reset. any suggestion will be valuable. |
| Re: t/r problems | related a/t switchpack seen faulty.. |
| Re: t/r problems | Have you ever had such problem? Could you tell me more info… |
| Re: Recall Pack Light (b738) | [quote="airsamet":2q2t07e7]LEFT FMS replaced and failure solved. The TCV taken "PACK IS OFF" information from FMC. Related cable is ground in FMC box <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –>[/quote:2q2t07e7]
Where is the WDM or SSM? |
| IDG and accessory gearbox | Hi all, I have a question regarding the IDG and Accessory gearbox. I am just confused how these two work together and what are their functions. So, the purpose of the IDG is to convert variable RPM from engine speed to a constant of 24,000 rpm. What about accessory gearbox? I understand that IDG is coupled with the engine, so IDG works whenever the engine is running. My questions are: 1. Does the accessory gearbox turn the IDG or it is the other way around? 2. What does the accessory gearbox do for the aircraft and its system? 3. Does the IDG have other functionalities beside maintaining constant rpm? Cheers |
| Re: IDG and accessory gearbox | 1. The gearbox is driven from the N2 shaft which in turn drives the IDG. 2. The AGB provides a mechanical connection between the engine and IDG, engine driven hydraulic pump, EEC alternator, N2 sensor, fuel pump package, lube unit, scavenge oil filter, hand drive pad and starter. 3. Generating electricity. |
| Re: Recall Pack Light (b738) | usefull information, thanks samotelli <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: Engine Maintenance Methodology | Basicly there are 4-5 main systems or procedures whcih used to monitor the engine’s health, example, on CFM56-7 models they are: – trend monitoring – borescope inspection – lube particals analysis – vibration monitoring systems Those systems which are specifically related to engine.Hope that share the link with your article. All the best |
| P 3-1 F/O Panel problem | Hi everbody My a/c is 737-800 NG and the MRO performed E/O about cabin altitude and takeoff warning lights installation. In this EO they have tto replace P 3-1 F/O panel the PN:233A2222-54 is effective for our a/c and it can be replaced acc to EO but there is a hole for headup display. Now the MRo do noe eccept to install this panel because of this hole. Do u know anyting about installation of this panel with hole. Can we install it or not? I could not find anything in the AMM. Thx. I |
| Re: AUX BATTERY CHARGER PROBLEM!!! B7378 | Olur öyle arada… |
| Re: cockpit panel | under this ”+” there is lighting connectin point. |
| Re: P 3-1 F/O Panel problem | First question, does your aircraft have heads-up display installed? I am guessing no, and that leads to my second question. If no is the answer, why did your carrier order a panel with that hole? Third question, if the hole is not needed, do you have authorization to plug/fill the hole? These are questions that will need to be answered by whatever authority wrote the E/O, you can not just tell someone to put a panel with a hole in it on an aircraft most of the time, they need authorization to do so. I say put the panel in, but I do not have the authority over your governing body. |
| Re: MAX RATE vs MAX ANGLE in FMC and FD on takeoff | Hi,
I couldnt understand ur question clearly but i can tell u something about MAX ANGLE and MAX RATE. When you flying IFR and engaged VNAV, ıf u select MAX ANGLE, aircraft try to climb at MAX ANGLE as it can. On the other hand if you selected MAX RATE, depending on your fuel cost index, it will clibm as MAX RATE but consider the fuel cost also. But this is just simulator information. Maybe it may different. I hope it helps. |
| Re: t/r problems | T/R control module was swapped again, i think that 1st module was defective. Target on lock actuator was adjusted and after that problem was cleared. |
| Re: t/r problems | switch pack. that’s only thing left which is not replaced <!– s:? –><img src=”{SMILIES_PATH}/icon_e_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> |
| Re: t/r problems | put the stby rud switch on position and deploy the reversers with standby hydraulic pump, is it the same 5 sec delay ? |
| Re: P 3-1 F/O Panel problem | First question, does your aircraft have heads-up display installed?
Answer 1) No There ısnt headup sys. I am guessing no, and that leads to my second question. If no is the answer, why did your carrier order a panel with that hole? Answer 2) The engineer ordered wrongly because nobody think that the higher P/N is get some problem like this Third question, if the hole is not needed, do you have authorization to plug/fill the hole? We dont need this hone but we dont have any authorization to plug or cover it. Question ) Now panel is effective acc to EO but only there ıs a useless hole on ıt. I wonder ıf is there any clue or offer about to ınstall thıs panel as ıt be. or why we can not ınstall effectıve panel wıth hole These are questions that will need to be answered by whatever authority wrote the E/O, you can not just tell someone to put a panel with a hole in it on an aircraft most of the time, they need authorization to do so. I say put the panel in, but I do not have the authority over your governing body. |
| Re: t/r problems | Guys everything is ok.After steps i’ve mentioned above the defect is elliminated. |
| Re: Engine Maintenance Methodology | The Maintenance Planning Document – in short. This document is unique to each aircraft.
But overall, a Maintenance Organisation needs an approved exposition outlining a system of maintenance that complies with regulations of the relevant Authority/Authorities. So really, you should start by analysing the regulations regarding aircraft maintenance in your area, then work your way down to the requirements for engine maintenance and condition monitoring. |
| AVM nonsense | Hi everybody, we are fighting with a quite usual problem right now. After a C check, during engine run we’ve lost left engine vibration indication on a 738. Self test was done and we received sys fault 21. Replaced AVM three times with serviceable ones, no change. Also those AVMs tested on different (newer) planes, all normal. We’ve checked all wiring, replaced CC vib. sensor, N2 tacho, no luck. Any ideas?
Thanks, |
| Re: AVM nonsense | Connector on backside of AVM box? Any mods done were wiring was changed, rerouted? All connectors on engine tightened? Try to swap DEU’s maybe the signal is not getting through? |
| Re: AVM nonsense | All connections checked, DEUs swapped, no change. Recently we installed an older AVM that used on a 737-300 and everything was normal. But newer units gives fault 21. |
| OXY OVERBOARD DISCHARGE INDICATOR MISSING | Hi dear Friends Good day: Is there any reference available for dispatch with DISCHARGE INDICATOR GREEN DISC MISSING ONLY? Oxygen pressure in Cockpit as well as on cylinder is satisfactory only GREEN DISC found missing during walk around. Thanks and regards…….mj |
| Re: OXY OVERBOARD DISCHARGE INDICATOR MISSING | " May be damaged or missing" acc MMEL. |
| Oil in APU Gearbox | When i removed a starter on a GTCP85-129 APU, 2+ Liters of oil drained out. This happened after a failed start (no light off). Is this normal? |
| Re: Oil in APU Gearbox | AMM 49-41-11 PB401 call for a container with 4 Liter capacity and give you this note: "NOTE: Oil may be released when the starter motor is removed from the mount pad." |
| Re: OXY OVERBOARD DISCHARGE INDICATOR MISSING | Hello MJ: Check out FAA MMEL 35-3-5 – is a Cat "C" (10 Days) MEL, which states the Following: Overboard Discharge Ind Disc – Number installed : 1 Number Required for Dispatch : 0 (Zero). Disc may be Missing or Damaged. Hope this Helps. Rgds Jeddy22 |
| Engine start | What could be the cause of slow start on cfm56-3 engine when hot, after fuel start lever is raised. If engine does not cool for about one hour after operation, it may not start. |
| Re: Engine start | How many hours are on the engine? What are the EGT and fuel flow once the engine is started? Are there any other indication differences between the engines once they are both running? Has the specific gravity been checked? There are a few things that could cause this if the engine is still good, bad cable rig comes to mind, but you might give more information to get a better answer. |
| Re: Engine start | Engine has about 49530 hours. Fuel gravity setting on MEC is checked and adjusted. All parameters are normal compared with the other engine. Engine operates normal apart this starting problem. |
| Re: Engine start | If it starts within 2 minutes, its fine.(within limits however very long…) Did you do accell decell runs? > all within limits? Did you do a bleed check? and checked bleed components? Also check you starter valve, it may not be fully open ? I assume the available bleed press to start is sufficient. But then again, assumption is the mother of all f***ups. so make sure its ok. Is the engine margin still ok? Or is it running a little hot?[img:3bkocfad]http://i.kinja-img.com/gawker-media/image/upload/s–1QTjR58A–/1392905439649605409.gif[/img:3bkocfad] |
| Re: Engine start | ur engine needs barascope insp.. |
| Re: PSEU light on – intermittent fault | hey everyone;i was wondering about how you fixed this problem,because i have been experiencing the same kind of problem,but my sensor is s1011. I did everthing but in flight we r getting the same fault(s1011 senses on ground up in the air) and generating/triggering the false sinkrate/hard landing report when IVV (vertical velocity) > -600ft/s.any ideas?rgds |
| Re: PSEU light on – intermittent fault | [quote="tunchair":3qtksw6f]hey everyone;
i was wondering about how you fixed this problem,because i have been experiencing the same kind of problem,but my sensor is s1011. any ideas? rgds[/quote:3qtksw6f] if any mlg seen on ground in the air (s1011 rh mlg ) * Check gd2076-ac ( AL0706R ) If that’s condition is good your mlg wire harness d46016p can be faulty ( you know harness has got a metal conduit u can not see into of them ) i think thats some cable internally chaffed ( especillay w8236-3201R-18 -ka1- W8236-a-r wire red cable for s1011 sensor ) when you decide to replace mlg wire harness dont use old terminal blocks on j0033 junction box replace them (s1011 and t393 r inb anti-skid xdcr terminal blocks ) |
| Re: Congratulations !!!!!!! | Thank you ! I have to adapt to the new standards: mobile & responsive, new SEO standards etc.Thanks for your support ! sjap |
| why is there a hole on passenger windows ? | <!– m –><a class=”postlink” href=”http://wingtobody.net/ata-56-windows-training-articles/”>http://wingtobody.net/ata-56-windows-training-articles/</a><!– m –> |
| Re: why is there a hole on passenger windows ? | Dear wtb this paragraph may be help to you.B737 56-21-00 1. General A. Passenger cabin windows are located between the fuselage frames in those areas of the cabin where passenger seating is provided. The passenger cabin windows consist of outer and middle structural panes (Figure 1). The innermost pane is nonstructural and is mounted in the cabin sidewall lining (SIDEWALL PANELS – REMOVAL/INSTALLATION, PAGEBLOCK 25-21-46/401). The outer and middle structural panes are each capable of taking the full cabin pressurization load. Failsafe structure is ensured by the middle pane which is designed for 1.5 times the normal operating pressure at 70 degrees Fahrenheit. The outer pane is made of stretched acrylic for increased strength. The middle pane is made of a cast acrylic. The inner non-structural pane in the sidewall lining is made from polycarbonate. B. The windows are designed as plug type windows subject only to the pressure acting on them. The outer pane of stretched acrylic plastic is rectangular in shape with rounded corners and a beveled outer edge to fit the window frame. The pane is curved to fair with the fuselage contour. The middle pane made of modified acrylic plastic sheet is similarly shaped like the outer pane, but with an unbeveled edge. The middle pane is contained in the window seal. A small breather hole is located near the bottom of the middle pane. The window seal is a molded ethylene propylene seal with [/b]six alignment tabs, staggered beads, and an integral masking feature which is removed following installation. Bonding is not required on installation of the seal. C. Windows are designed to preclude fogging and frosting by means of multiple pane construction with interveining cavities essentially isolated from cabin interior air conditions. D. A passenger cabin window plate (plug) may be installed in place of the outer and middle panes in those areas of the passenger cabin where seating is not provided |
| Re: why is there a hole on passenger windows ? | Dear WTB. After having read the page (the link) I found it very informative and educational, pretty sharp.Regards vortex |
| fresh tag or card meaning | Dear fellas. Anyone know what fresh tag or card in regards to aircraft spares,thanks |
| Re: fresh tag or card meaning | [quote="vortex":3ss2tlei]Dear fellas. Anyone know what fresh tag or card in regards to aircraft spares,thanks[/quote:3ss2tlei] Is a "mean?" missing there? More details would be helpful too! |
| 733 Digital TAT error code 4 | Hi all, Got a 733 digital TAT gauge that is showing a single 4 on the display on power up. Can anyone tell me what this error code means? Thanks ROb |
| greetings seasons | to SJAP and all guys from aerospace world, This time of year brings festivities and family fun. It is a time for reminiscing and looking forward. Wishing you wonderful memories during this joyous season. Merry christmas and happy new year Sincerely Vortex <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: greetings seasons | Thanks Vortex, And thanks to everybody who contributes to this forum. Thanks for all your input and support. I wish everyone a safe and healthy newyear ! [attachment=0:24n0m2vo]<!– ia0 –>airberlin-737-800-wl-d-abml-14-christmassantaairberlinlrw.jpg<!– ia0 –>[/attachment:24n0m2vo] |
| B737-300QF cab.px fluctulating | Dear all, We have this issue on our a/c. During all phases of flight cpt. report fluctulating cab. px. This issue is feelable by himself. Outflow valve has been replaced nil fix. Always when I put PCP mode selector to auto and switch to FLT pos. Valve going to close but near close position start drifting up and down but there is still movement to close pos. Till is fully close. On manual mode valve running smoothly. CPC????Any idea?Thanks Tomas |
| Re: fresh tag or card meaning | Self answer Fresh tag basically means the issuing of a tag to a product just after perform an OH,SV,INSP,REP.see additional information following the link about tags FAA regulations(am no familiar with EASA regs). <!– m –><a class=”postlink” href=”http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%2020-62E.pdf”>http://www.faa.gov/documentLibrary/medi … 20-62E.pdf</a><!– m –> <!– m –><a class=”postlink” href=”http://fsims.faa.gov/WDocs/Orders/8130-2E.htm”>http://fsims.faa.gov/WDocs/Orders/8130-2E.htm</a><!– m –> <!– m –><a class=”postlink” href=”http://www.faa.gov/aircraft/air_cert/production_approvals/14cfr_amendments/qanda/part21/21L/”>http://www.faa.gov/aircraft/air_cert/pr … art21/21L/</a><!– m –> <!– m –><a class=”postlink” href=”https://www.gpo.gov/fdsys/pkg/CFR-2011-title14-vol2/pdf/CFR-2011-title14-vol2-sec91-417.pdf”>https://www.gpo.gov/fdsys/pkg/CFR-2011- … 91-417.pdf</a><!– m –> <!– m –><a class=”postlink” href=”http://www.faa.gov/documentLibrary/media/Order/FAA_Order_8130.21H.pdf”>http://www.faa.gov/documentLibrary/medi … 30.21H.pdf</a><!– m –> hope so this help,ah thanks fixPlanes for supporting. Vortex |
| Re: AUX BATTERY CHARGER PROBLEM!!! B7378 | İt’ s because of you ARE from TZX <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> <!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> |
| Re: AVM nonsense | it seems wiring problem ?? or change deu again togather..maybe short cut on deu s or installation failure |
| Re: AVM nonsense | 1- Do this task: CDS BITE Procedure, 31-62 TASK 801. Do the corrective action for related DEU and DEU data maintenance messages that you find.2- Check resistance of W5156. ( D3228 a4 to b4 + D3228 a4 to grd )3 – Check eec recent faults.4 – Check 737-SL-77-015-F for p/n INTERCHANGEABILITY5- Remove all avm data then run engine again. |
| Re: Recall Pack Light (b738) | Hey Noomi, why did you quote me in this post and not give me credit for the quote? |
| Re: Engine start | I had the same defect….pilot reported slow start on eng #2…aprox 12 secs for lightoff after fuel lever raised.We found the ignition harnesses badly corroded…both the supply and output to the igniters…replaced both igniters/harnesses…subsequent runup-lightoff in 3secs.. |
| Re: B737-300QF cab.px fluctulating | No one? <!– s:( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:(” title=”Sad” /><!– s:( –> |
| Re: fresh tag or card meaning | [quote="vortex":1b69bupu]… ah thanks fixPlanes for supporting.[/quote:1b69bupu] Why so sarkastic? Do not make your problem to my problem! I did not found the word "fresh tag" or "fresh card" in the linked dokumentation. If you use inproper wording and when you are not able to descripe your problem, you must expect question for details about it. Key words like "Overhaul dokumentation", "airworthiness approval", "Certification" or "Form 8130" would help more then internal designations. |
| Re: B737-300QF cab.px fluctulating | Yes try the CPC. Or the panel itself? |
| Re: B737-300QF cab.px fluctulating | CPC replaced. On one way was OK but was same problem. Panel works fine duringnall testmI don’t think the problem is there. But which parameters can change btw leg no.1 and 2…. We really don’t know. |
| Re: B737-300QF cab.px fluctulating | Was it not that the CPC switches from channel every flight ? Or am i mixing up with the NG. Try to swap the cpc with another a/c? |
| Re: why is there a hole on passenger windows ? | thanks vortex for your post , you are quite polite …
regards, wtb |
| Re: why is there a hole on passenger windows ? | do not mentioned,,,,,,,,,,,,,,, regards vortex |
| Re: B737-300QF cab.px fluctulating | hello dear, I’m an avionics I have done some troubelshooting on many systems and I have mate an essue like that fluctulating on the air conditioning system about air temp indicator when puting the air temp source selector on suply duct cont cab, however there was no problem on the other switch positions, so i changed the control pannel because the problem was on an electronic compenante of the indicator. I think that the problem is not on the cpc , on leg1 => cpc1, leg2 => cpc2, so the active controler change every flight, so try to change the control pannel my be it works <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| B737-800/900 NOSE WHEEL AXLE NUT GAP | hi dear friends. While performing Transit check of our third party customer B737-800 and B737-900 I observed following on axle nuts of LH and RH nose wheels. 1. there was a more gap between Axle nut and nose wheel bore flange on LH nose wheel axle nut as compared to RH nose wheel axle nut. 2. both axle nuts were seated properly. one axle thread visible on both axles. no other abnormality observed. 3. no crew observation regarding any sort of vibration on nose wheels. 4. Both these aircraft are new and recently delivered to operator. 5. I have attached the snaps of both nose wheels first attachment is of RH side and the second attachment is of LH axle nut in which the gap is prominent. Thanks in advance for sharing your valued knowledge and experiences. Regards MJ |
| Re: B737-800/900 NOSE WHEEL AXLE NUT GAP | What you have there is two different p/n wheels. The right one looks to be a Bendix wheel while the left looks like a Goodrich. |
| Re: B737-800/900 NOSE WHEEL AXLE NUT GAP | Dear Yeelep . Pls notice the gap between axle nut gap and LH wheel bore flange is much more as compared to RH wheel. Is it normal to have such gap if they are of different manufacturer ? |
| Why boeing choose number "7"? | Hi friends,
A good info for you. You may curious. <!– s8-) –><img src=”{SMILIES_PATH}/icon_cool.gif” alt=”8-)” title=”Cool” /><!– s8-) –> <!– m –><a class=”postlink” href=”http://aviotechs.com/why-did-boeing-choose-the-number-7/”>http://aviotechs.com/why-did-boeing-cho … -number-7/</a><!– m –> |
| Re: B737-800/900 NOSE WHEEL AXLE NUT GAP | In my opnion there should be no gap. The nut should be seated against the ring. What you can do is to re-check the torque of the nut. It looks like it is turned backwards too much ? You will not feel anything or notice anything during operation with a loose nut as long as it is secured. In time the bearings will wear out and you may have a failure. I suggest to recheck the nut torque. Its only a few minutes of work. And the fact that it comes from the factory is another reason to re-check it. The production process may be disturbed, renewed, people replaced, newly-trained, whatever. Just check it to be sure. |
| Re: B737-800/900 NOSE WHEEL AXLE NUT GAP | [quote="malikji":2ie1x1rl]Dear Yeelep . Pls notice the gap between axle nut gap and LH wheel bore flange is much more as compared to RH wheel. Is it normal to have such gap if they are of different manufacturer ?[/quote:2ie1x1rl]From a quick look at cutaway drawings in each wheels CMM, I would say yes it is normal.[quote="sjap":2ie1x1rl]In my opnion there should be no gap. The nut should be seated against the ring.[/quote:2ie1x1rl]I see no gap there, though the picture quality isn’t that good.[quote="sjap":2ie1x1rl]And the fact that it comes from the factory is another reason to re-check it.[/quote:2ie1x1rl]Very unlikely these wheels are original to the plane. |
| Systems Maintenance for ac operating in sand enviroment | Hi All,
I am quite sure some time ago I went through procedure listing tasks to carry out periodically when maintaining aircraft operating in sand/dessert enviroment. All was summarized in one larger task, eg. heat exchangers cleaning, blowing elevator pitot system etc.etc. Unfortunately I can not recall where or which chaptr I seen it. Anyone knows what I am talking about and where to find it again? Thank You in advance for Your replies. Best Regards, |
| means ENG ATT on CDU ? | Dear fellas. What does the acronym ENG ATT that CDU is displayed during ground test DFCS?, reference B737-cl AMM 22-11-01,pag.544,Thanksvortex |
| Re: means ENG ATT on CDU ? | Page 544? OMG, if you do not mention the Airline, it is not helpful. I find it in our AMM on Page 556! Anyway, it means "engage attempt" ( locked in off). |
| Re: means ENG ATT on CDU ? | Appreciate that IFixPlanes.(DLH) Vortex |
| Re: Systems Maintenance for ac operating in sand enviroment | Dear friend, check this EXTREME DUST OR SAND CONDITION – MAINTENANCE PRACTICES (CONDITIONAL INSPECTION) 05-51-21 201 Extreme Dust or Sand Conditional Inspection TASK 05-51-21-212-001 201 B737 CL GOOD LUCK. Vortex |
| Oxygen generator AD 2012-11-09 R1 | Dear fellas. Who knows about the installation of supplementary oxygen AD 2012-11-09 R1 ?, this AD requires installation of supplemental oxygen system to replace the oxygen generator located in the lavatories passenger airplanes. Thanks. vortex |
| Flight director problem B737 300 Avionics req. | Dear all, He have report that during cruise FL320 A/C want’s to start climb without any reason. FD on Cpt. Side want’s to climb and on F/O’s is crossed on middle. No climb no descend on F/o’s. Problém was Only on channel B.Channel A working normally. Only on one way. Leg back to homebase on B channel without any problems. DFCS bite c/o no findings. Inflight fault "0" Where a/s should received info for climb. ADC? Or FCC? Thanks |
| B737,CDU CRZ-PBOV MEANING ? | Dear fellas. at the a/p disconnect during the beginning of the descent the FMC, CDU shows this CRZ-PBOV that means ?., B737-CL,thanks Vortex |
| Duct press indication high during take off and climb | DEAR SIR
I AM A BOIENG 737-800 technician. Experienced our aircraft have pneumatic problem right duct press indication high until max (80psi) during take off and climb,health check found abnormality on prsov after rectification problem solved but approximately 4-7 days the snag again persists, we have done so far rectification cross change all component, dual press indicator, press tranducer 440,450,490 sensor, high stage regulator, highh stage valve, bar, precooler control valve all sensing line make sure no leak. only after replacement of prsov problem solved, but failure always repeat as before, until 14 times replacement prsov. *OBSERVED DUCT PRESSURE DIFFERENCE, TAKE OFF AND CLIMB LH 40PSI AND RH 80 PSI, cruising, descent both duct press normal. *F/L 370 duct split L 40,R 80 N1 96% /Carried out high pressure run up of Engines and found LH P duct pr.normal .N1 Vs duct press.also carried out fault isolation procedures 36-10 Task 803. EXPECTING YOUR VALUABLE SUGGESTION Best regards Minto darwono |
| Re: Duct press indication high during take off and climb | Yes, the PRSOV many times fails, or it is not repaired sufficient in the shop. Depends on the shop experience and capabilities too. Get used to it. ALL 737’s get bleed problems after a while, all parts are deteriorating faster than you suspect. A new 737 will get bleed snags 1 to 1.5 years after entry into service. See the webiste under ata 36 for many tips n tricks and manuals and guides related to this. |
| Anyone experienced digital clock issues around 3 feb 2016 ? | Anyone experienced digital clock issues around 3 feb 2016 ? We had a lot digital clock failures, all around 3 feb last week. It may have been caused by the GPS system sending out the wrong time, 13 microseconds off. But not that i know of on the 737, it was on E190’s this time. But if you had any on 737 please let us know on this forum.[url:2e1iqqu6]http://www.sjap.nl/gps-error-may-have-caused-digital-clock-errors/[/url:2e1iqqu6] |
| Re: Oxygen generator AD 2012-11-09 R1 | be careful !! , oxy generator in the lavatories has 2 outputs , passennger oxy generator has 4 outputs… |
| Re: Why boeing choose number "7"? | thanks a lot for your information… |
| Re: B737,CDU CRZ-PBOV MEANING ? | I found this meaning for CRZ-PBOV, Cruiser-Pitch Bar of View,iaw DFCS BITE ABBREVIATIONS B737 Maintenance training manual.22-29-006 Pag.070. Vortex |
| Re: B737,CDU CRZ-PBOV MEANING ? | Correction PITCH BAR OUT VIEW instead of pitch bar of view |
| Re: Duct press indication high during take off and climb | Already try all tips and tricks results same problem still exist, try to swaped prsov with eng number one and also try swaped prsov from another airplane,problem still same after approximately 4-7 day (high duct pressure until max 80 psi during take off and climb) Question: is the engine pnemuatic source it self have a problem? Expecting your valuable suggestion, thankyou |
| Re: Duct press indication high during take off and climb | Check the control pressure sense line for leaks. there are also a plug on PRSOV which need to be swapped while replacing. if the plugs are missing then the pressure goes to 80 psi |
| Re: Duct press indication high during take off and climb | See 737-SL-21-073-B ATA: 2100-00 16 February 2015 SO hope help Vortex |
| NLG oleo extension (NG) | On the 737 classics I noticed the NLG oleo extension reduces when aircraft is loaded, but on the NG the oleo extension gets very low when loaded, until maybe you see less than 3cm of the chrome area. More drastic than the classic. I’ve seen this many times on the NG (sorry, never managed to do a press / ext chk in this condition). But when all pax are off or fuel not too much, extension looks normal… |
| Re: NLG oleo extension (NG) | Yes what you see is normal behaviour. No worries. |
| Re: NLG oleo extension (NG) | Has anyone ever checked the pressure / extension with a/c heavily loaded? Any writeup from Boeing regarding this low NLG extension when heavily loaded? |
| Filling of Maintenance documents | [b:2du7wa7f]Kind time of day, colleagues[/b:2du7wa7f] I appeal to you with the original request .. I am working on the Boeing 737 Cl & NG as A&P Technician and I have always been interested in international experience is correct paperwork. I mean how to make the correct documents to replace or adjust the units. How to record defects in the workorders. Or, for example, how to record the whole procedure to eliminate Lighting strike damages. I read the findings of the inspectors sometimes very often meet strong differences or errors. Help me to share your experiences. Maybe someone has documents how to do it or the status of the aircraft. I’m concerned about any information. Thanks to everyone who responds!Boeing GO-GO!!!) |
| Re: Anyone experienced digital clock issues around 3 feb 201 | not on 737 series but on all airbus side we take same problems … |
| Re: Anyone experienced digital clock issues around 3 feb 201 | Airbus issues a TFU (31.21.00.004) to this behavior. Problem will be temporarily solved tomorrow because it is a "February" item. So – 11 months left to correct the software. |
| inbord aft lower flap tracks. | Just help me .. I have a funding in lower flap tracks 2EA ..
I can’t know if this a corrosion or wear .. It just like a missing coating .. but I don’t have any ref. For missing coating |
| Intermittent grinding noise from ENG#2 | Wierd deffect:
Capt reported : Action taken : Any one have any idea or experianced it before ?!! |
| Re: Intermittent grinding noise from ENG#2 | I think is it normal |
| Re: AUX BATTERY CHARGER PROBLEM!!! B7378 | i think the dual batt rccb closed . |
| Re: inbord aft lower flap tracks. | Inboard flap track may be worn see CMM. Coating missing is no problem. Mostly 10% may be worn, and they are often declared worn while they are not. Do you have the p/n? |
| Re: Intermittent grinding noise from ENG#2 | Grinding noise while flying….it must be something else. More like a different kind of vibration. Or a vibrating part near eng 2. Could be anything. If possible try to t/s with bleeds on/off, anti-ice on/off, vary with rpm etc. |
| Re: Filling of Maintenance documents | Part 145 administration should be described in your MOE. |
| patch on fwd lower fuselage. | Hello friends,
One lease airplane of my fleet equipped two patches on lower fuselage like attached photo, but no information about this. Just assme modification or provision. If you have any idea, pls share with us. |
| Re: patch on fwd lower fuselage. | This are not patches for any damage. This must be factory incorporated due to other provisions which where not installed during manufacturing. I have seen this before on new a/c. Boeing must know what it is for and why it is installed on some a/c on the line.Or does your a/c have another unknown history at any other operator? |
| Re: patch on fwd lower fuselage. | It seems that this aircraft was planned with the Microwave Landing System. On BA A320 Aircrafts there are two antennas for the MLS at this location. But i’m not sure if the 737 has this option. |
| Re: patch on fwd lower fuselage. | THANK U JEFF,ARE THEY ON ALL A/C OR NOT ALL? |
| Re: B737,CDU CRZ-PBOV MEANING ? | thank you sir, i have seen this message but i didnt get the meaning.thank u to share with us |
| Re: B737,CDU CRZ-PBOV MEANING ? | you are welcome, vortex |
| Re: B737,CDU CRZ-PBOV MEANING ? | thanks @ vortex, in ATA Chapters ,why tail skid is in chapter 32? is it a part of LANDING GEAR |
| tail skid | in ATA Chapters ,why tail skid is in chapter 32? is it a part of LANDING GEAR.please share the ideas with me |
| Re: tail skid | because on airplane types with retractable tail skids ( eg 767 ), the hydraulic supply is part of the gear up/down circuit. |
| Re: tail skid | some -800/900’s come with a two position tail skid. Operation is a function of landing gear lever position
never seem one though, must be a customer option. |
| Re: tail skid | thank u dunny.i get the point |
| Pressurization Stumper | During flight (cruise) for system check with the left pack selected to HIGH the cabin pressure rate increases vice decreases. They also stated the systems check good on deck and there are no failures called out. All our ground checks passed with no indications of flow issues all air conditioning checks were performed with no duplication of discrepancy stated. |
| Re: Pressurization Stumper | Hello DSengine! If I understood correctly during the test pressure rate increases instead of decreasing.1st question is it NG? If,yes-Did they test the smoke removal mode?
For operating pack in the smoke removal mode: Left or right pack switch – HIGH |
| Re: Pressurization Stumper | Thanks engineer, sorry about that, NG and I do not think the smoke removal. I’ll follow up in the morning. |
| Re: B737,CDU CRZ-PBOV MEANING ? | because is part of process during take off as warning mean if tail touch the runway, also see ch 29.
vortex |
| Re: Fuel leakage afther dry-motoring | it is not abnormal, in cold weather the seal shrink, cause the fuel to be leak.after 5 min.the seal does its job. |
| APU no acceleration shutdown | goodevenning friends, we did everything what the FIM says and we did boroscope in turbine blades found ok.i dont know if there is another cause the Fim doesnt specify.if you have experience on this issue , share with me. |
| Re: Pressurization Stumper | smoke removal mode can cause cabin pressure decrease and increase if you dont put recirculation fan to off.check again when it is off |
| Re: APU no acceleration shutdown | Is it the classic? Replace the combustion chamber, it might help. I had this once on an old APU. Is it NG? Replace FCU, or is that already done? Please come up with more details. |
| Re: patch on fwd lower fuselage. | I saw only 1ea airplane of my fleet has this shape. I will check any document for microwave landing provision. Thanks all. Jeff. |
| Re: APU no acceleration shutdown | Hi. I also assume the fuel control device such as flow divider or fuel pump. Some component was operated by fuel pressure. Looking forward any update. |
| Re: APU no acceleration shutdown | Hello guys in my case I hv same remark mnt message 49-41010 no acceleration shut down which happen after long flight it maight be start on second attempt or 3rd attempt or not at all the Fim 49-40 provid all the steps followed by possible cause on the ground as well as on on the air but I remind you to start ur trouble shooting from Step "F" (before you starting replacing or swapping the possible cause units) which states intial evaluation which means Bit to check if the problem still exist and to check CT5ATP value is greater than 653 centigrade, if it is you need to stop trouble shooting and check 737NG-FTD-49-04005 which is developed from Honeywell |
| Re: APU no acceleration shutdown | Thank u Still doing on step f,737NG-FTD-49-04005 what is that? |
| Re: APU no acceleration shutdown | @roha CT5ATP value is greater than 653 centigrade.did you get this number in the FIM? |
| Re: APU no acceleration shutdown | [attachment=0:21poyvx4]<!– ia0 –>IMG-20160416-WA0007.jpg<!– ia0 –>[/attachment:21poyvx4] |
| Re: APU no acceleration shutdown | 737NG-FTD-49-04005 what is that? It is a document prepared from Boeing fleet team digest article |
| Re: APU no acceleration shutdown | thank u it is 800c.we are planning to replace APU |
| Re: APU no acceleration shutdown | Sir plz dont confused with apu starting EGT coz I seen 800c is too much even after 653c boeing recommend removal for apu with in the next 200hr |
| Re: APU no acceleration shutdown | Check this |
| b737 before departure and after arrival check list ? | dear friend ?
For b737 technicians, is there a check list on your hand to check aircraft before dep and after arrival ? for cockpit cabin and external ? |
| Re: b737 before departure and after arrival check list ? | yeap, dailly and transit checklist |
| Re: b737 before departure and after arrival check list ? | ınfact , ı didn’nt mean this.. except Daily check , as a company procedure.. we are not doing daaily check after every flight cycle ,isnt it .. |
| Service Bulletin | Dear All,
What is the fastest way to find out if a specific Service Bulletin has been performed or not in an Aircraft? Tks! |
| Re: Service Bulletin | Ask the technical operator of this aircraft. |
| PACK light and new fim procedure | hello engineers/technicians of best airplane in world
i used to fix pack light fault do a pack/zone temp. controller bite test procedure for find faulty part of system by illuminated lamp on box. now this bite procedure has removed from related fim and this subchapter has changed as `there is no bite procedure for 737-800/900` something like that. do you realize that?? and what we should do after pack light illuminated?? |
| Re: PACK light and new fim procedure | We use MBF Maintenance performance toolbox, its certainly in there.
First place to go is the Pack/Zone temperature controller, and carry out a BITE test. Invariably on the -800 it will be a duff TCV |
| Re: PACK light and new fim procedure | it was my ref. problem sorry |
| B737NG Walkaround Guide.. | [size=150:ar7qege2]B737NG Walkaround Guide from smartcockpit.com [/size:ar7qege2]
Link: [url:ar7qege2]https://drive.google.com/open?id=0B69_NtleuUBTYVA0RnlxeGlxY1k[/url:ar7qege2] <!– s:ugeek: –><img src=”{SMILIES_PATH}/icon_e_ugeek.gif” alt=”:ugeek:” title=”Uber Geek” /><!– s:ugeek: –> |
| Re: b737 before departure and after arrival check list ? | Before EVERY flight, there is the preflight checklist. Done by maint or crew, depends on your company procedures and station. Then, every day there is a daily / overnight check, whatever your company calls it. |
| Re: white color of panels in P5 overhead | [size=150:2tnjjf9a]Yup, 4 light grey OVHD panels are the primary system control panels that are directly related to an engine failure.[/size:2tnjjf9a]
[img:2tnjjf9a]http://imageshack.com/a/img923/3782/0ghUAp.png[/img:2tnjjf9a] <!– s:ugeek: –><img src=”{SMILIES_PATH}/icon_e_ugeek.gif” alt=”:ugeek:” title=”Uber Geek” /><!– s:ugeek: –> |
| Re: b737 before departure and after arrival check list ? | What is checklist designed based on ? Is there a boeing manual ? |
| ground spoiler pressure fault | morning all, the pseu light comes on,and i cleaner the pressure suitch plug ,i reset the pseu,the second time comes light comes on.the problem can be pressure suitch or ground spoiler control valve.can i change both or one(control valve or pressure suitch)?share the experience |
| B737-CL MCP FROZEN DISPLAY A/P DISCONNECTEDIN FLIGHT | Any help please. When the aircraft goes into clouds in a flight the MCP keeps last information, HDG, attitude and speed a/p disconnected, what happens? thanks |
| LOC And G/S in display not shown | Hi Colleagues I have a little problem, during approach, in the ferst pilot ND display disappears LOC and G/S pointers? but autopilot works properly, MMR work properly. After landing LOC and G/S pointers appear. I did test autopiliot, MMA1 and 2, LOC and G/S. all of tests pass. |
| Re: LOC And G/S in disple not shown | Sorry! guys This is problem in Boeing 737NG |
| B737-200 APU autoshutdown. APU module cb out. | B737-200 APU auto-shutdown due to cb trip in APU control module in EE compartment. Any suggestion? the APU cont module was replaced and it happened again. actually AOG as engine gen 2 deferred MEL. |
| Re: apu 737 200 | check the bleed duct below in the dog house, check the surge valve operation, check bleed valve. do not use both packs on ground, only one. <!– s:| –><img src=”{SMILIES_PATH}/icon_neutral.gif” alt=”:|” title=”Neutral” /><!– s:| –> |
| Re: apu 737 200 | may be check Magnetic Drain Plugs |
| Re: B737-200 APU autoshutdown. APU module cb out. | CB trip means too much current. Wire chafing or moisture somewhere? |
| Re: apu 737 200 | Check the date when the question was asked. Maybe the a/c is already retired. |
| Re: ground spoiler pressure fault | Hello I seen same problem which stated like pseu light on bit message 32-52109 with some D………… pin gnd and no gnd veification leads to pressur switch on interlock but we changed pressur switch and all gone ……..check me |
| Re: apu 737 200 | [quote="sjap":6xpy3bdg]Check the date when the question was asked. Maybe the a/c is already retired.[/quote:6xpy3bdg]
<!– s:lol: –><img src=”{SMILIES_PATH}/icon_lol.gif” alt=”:lol:” title=”Laughing” /><!– s:lol: –> |
| Re: ground spoiler pressure fault | the same.we changed pressure suitch thank u |
| DO YOU KNOW WHERE I CAN FIND THIS ITEM ON AMM? | [attachment=0:1z0t2e6r]<!– ia0 –>IMG_9611.PNG<!– ia0 –>[/attachment:1z0t2e6r]
HI GUY… DO YOU KNOW WHERE I CAN FIND THIS ITEM ON THE APPLICABLE BOEING MANUAL? (AMM-SRM-IPC) |
| Re: DO YOU KNOW WHERE I CAN FIND THIS ITEM ON AMM? | ANOTHER IMMAGINE |
| Re: DO YOU KNOW WHERE I CAN FIND THIS ITEM ON AMM? | Are you able to share pictures with more resolution? Are you able to tell us if the aircraft is a CL or an NG? Are you able to give this information without SHOUTING? |
| Re: DO YOU KNOW WHERE I CAN FIND THIS ITEM ON AMM? | It is a ram air inlet scoop for cooling the area between the apu door and the blankets on the door. It is on the NG. I guess in ATA 53 or 49. |
| Re: DO YOU KNOW WHERE I CAN FIND THIS ITEM ON AMM? | It provides air flow between the insulation panel and bulkhead, not the door. Ref. SDS 49-10-00-010. |
| Re: DO YOU KNOW WHERE I CAN FIND THIS ITEM ON AMM? | Yeelep, yes your right, not the door. Thanks for the update. |
| pack temp sensor | [attachment=0:3q8nbjwu]<!– ia0 –>Capture.JPG<!– ia0 –>[/attachment:3q8nbjwu] hi,,,good morning all… the pack outlet temperature sensor in b737-8/9 are on the high pressure water seperator assemblies.and it is giving feedback to the pztc from that position.but my doubt is that,,the air is cooled further by the turbine before it is supplied to the manifold…so this sensor should come after the turbine rt…in this location, how it sense the pack outlet temp… please explain…as i didnt get the logic for this thanks in advance… |
| Re: DO YOU KNOW WHERE I CAN FIND THIS ITEM ON AMM? | I saw this apu compartment air circulation inlet scoop in ch 49 amm part. 1 if you are still searcing for a reference. So look over there <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Service Bulltens accomplshment | Dear Sirs, Please advice how to evaluate service bullten, if it’s not mandatory. If it is left on operator desicion, besides safety and economic, what else should be take into consideration to perfrom or not perform SB. Thanks |
| Re: Service Bulltens accomplshment | The operator decides to implement an SB or not if it is not mandatory. If it is more economic, comfort, reliable etc its all up to the operator or owner of the aircraft. Sometimes it is recommeded by the manufacturer, sometimes it increases your value of the aircraft. The decision is made considering costs, downtime, profit, reliability issues, material availability etc. So many factors to think about. |
| Re: APU R&R | we just installed an h model apu in a 300. I think its in crooked. the isolator on the right side is not completely in the mount and the flange on the bleed air duct is not lined up. it seems to be 1/4 inch off. the technician installed the clamp and torqued it but I can see where the flange is still off. |
| Re: Pressurization Stumper | The troubleshooting continues, with updated flight information; it is only with the RIGHT Pack selected to HIGH FLOW mode. The other pack operates as required during the flight check. All ground checks pass. |
| Re: Question of the MEL 33-11 | I was reading the FAR 91.113 and 25.1389 but I think that they don’t answer completely the Pusan question. I have the same doubt but I could not find the answer in any document. I think that the 737Inst answer is the nearest but I am looking for a regulatory and written answer. Could someone help me? Thank you very much. |
| 737 classic hydraulic fluid transfer | Hallo friends, I have the following question: How fluid can be transferred from hyd. sys. A to sys. B and vice versa on 737 classic? I needed to tranfer from A to B. I tried the following steps: 1. EMDP A on. 2 Brakes pressed. 3. EMDP A off and EMDP B on (waiting for sys.A pressure to drop to zero). 4. Brakes released.I tried several times this procedure without any success. I’ve heard that there is an unofficial procedure (not described in the AMM). I’ll be gratefull for any information on the topic. |
| Re: 737 classic hydraulic fluid transfer | Yes, it is an unofficial way to transfer hydraulic. Source is the Maintenance Manual 29-15-00/101 info about the possible cause of fluid transfer from A to B. Once there was a Maintenance Tip (MT-29-007) which describe also the amount of fluid that will transfered: "Approximately 5 fluid ounces can be transferred per cycle"[u:34fku436]5 fluid ounces are around 150 ml ![/u:34fku436] So, to transfer a significant amount of fluid you have to do is more than "several times". EMDPs do not like this… <!– s:( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:(” title=”Sad” /><!– s:( –>[u:34fku436][b:34fku436]The best and official procedure is to drain system A, fill system B and find the reason for the transfer.[/b:34fku436][/u:34fku436] |
| Re: 737 classic hydraulic fluid transfer | I use this all the time. It works.
[url:3vgecggs]http://www.sjap.nl/transfer-hydraulic-fluid-from-a-b-or-b-a-to-equalize-reservoir-levels-737-all/[/url:3vgecggs] |
| LAV faucet cartridge retainer removal tool | Anybody got the part number (or any suggestions) of LAV faucet cartridge retainer removal tool..
Something like this, |
| Age Exploration Plan Depot | Can you tell me how many man-hours it typically takes to perform the Age Exploration Plan Depot (AEPD) inspection on a 737 or specifically, the P-8A configuration? |
| Re: Age Exploration Plan Depot | do you mean Poseidon ? |
| AUtopilot | SCNARIO
Condition # 1. A/P (A) Engaged Can anyone help to tell why is this happening as it is completely opposite to FCOM or AMM information. |
| Re: B737-CL MCP FROZEN DISPLAY A/P DISCONNECTEDIN FLIGHT | We fix the problem by complying Honeywell Service Bulletin 4051601-22-0035 (Pub. No. C21-1142-074) Reason. Modification J to Mode Control Panel (MCP), Part No. 4051601-932, -935, -936, -937, -938, -939, -940, -945, reduces the susceptibility to static discharge from the airplane windshield when encountering cloudy conditions favorable to “St. Elmo’s Fire”. Typically, MCPs encountering such conditions will exhibit autopilot disconnects, 50,000 feet in the altitude window, and a non-resettable altitude alert warning. The other windows will either be blank, unreadable, or displaying all 8’s. Sometimes, No. 2 Course will be the only display not affected. However, No. 2 Course may be the only display that is blank,unreadable, or displaying all 8’s. This condition is non-resettable. Removal and reapplication of power (power reset) will re-establish normal operation. Modification J will significantly reduce these types of squawks. by vortex,thanks |
| Re: B737-CL MCP FROZEN DISPLAY A/P DISCONNECTEDIN FLIGHT | Thanks for the update Vortex. Interesting issue. Keep sharing your experiences ! |
| Re: NOSE WHEELS OF CLASSIC AND NG | Dear All,
Not all nose wheels interchangeable for B737CL and NG. Leading Engineer of B737NG |
| Re: B737-CL MCP FROZEN DISPLAY A/P DISCONNECTEDIN FLIGHT | Sure I will SJAP. have a <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> nice weekend vortex |
| Re: Brake temperature monitoring system | Dear All,
The 737NG (FCTM) Flight Crew Training Manual Section 6 contains numerous suggestions to help minimize brake temperatures. |
| Teledyne dfdau fail | Good night friends I would like help from you about Teledyne dfdau pn : 2233000-815 . It’s with the light dfdau fail and showing the fault " DAP COM FAIL : 301 " .it also not atualize MANDATORY software and the ACMS software . I wonder if this failure and dfdau module. I appreciate the attention required . |
| Re: Teledyne dfdau fail | Unless your FDR or QAR is playing up, I’d just ignore it.
Ignorance is bliss. |
| B737-700 MLG Shock Strut Seals Replacement | Hello All,
We have an intermittent leak from MLG Shock Strut. We are going to replace active seals with spare seals iaw AMM Task 32-11-21-960-801. Does anyone of You have experience with repacking of MLG Shock Strut Seals? I have few questions: -In what condition usually are spare seals? Did anyone find spare seals not serviceable during this job? This is low utilization aircraft and MLG OH was done like three years ago. Do they replace all seals including spare during LG Overhaul? -IPC 32-11-21-03 – What do following abbreviations mean: RING-[b:37k1n43l]AGT[/b:37k1n43l], RING-[b:37k1n43l]ACT[/b:37k1n43l], RING-[b:37k1n43l]ACGTL[/b:37k1n43l]? I was thinking that ACT stands for "active" but than can not figure out what are other abbreviations than? -IPC items 70, 75, 80, 90 – do those items include set – seals plus backup rings, cap in case of active dynamic seal? And how sets of spare seals are different from sets of active seals? -IPC 32-11-21-03 item 80 and 90 – Dynamic rings – in which case would we use "OVERLENGHT PART NUMBER"? -What would be the difference time wise between only dropping spare seals and replacing all seals? -From Your experience, You have any tips, recommendations, what could be difficult etc. during this job? (I mean for experience maintenance personnel, but not necessarily performed this particular task) Sorry if I asked anything obvious, I but do not have experience with this task personally neither. Thank You in advance for support. Best Regards, |
| Re: Teledyne dfdau fail | But when we put the FDR switch on P5 panel for light test "off" to not light goes off , and the FDR does not work . thanks for listening. |
| Re: Teledyne dfdau fail | Are both the Mandatory and ACMS software correctly loaded ?
Cant find the fault DAP COM FAIL : 301 any document. The CMM does refer to the DAP as the Data Acquisition Processor, some I’m guess its either stuffed or the not receiving data correctly. In essence, the DFDAU is probably buggered and needs replacing. |
| Re: AUtopilot | no takers for this |
| Re: AUtopilot | Ok, I will try and help if I can. Some things that will draw a response might include what type of 737, NG, Classic. What types of bite checks you have done, I might want to know if a DFCS bite showed anything. Which axis of force is being applied, pitch, roll or both. Anything you may have read that confused you, that would be nice to know. General and vague question are no fun for some people to ponder, details makes it more fun to play in the game. I may just be speaking for myself, I don’t know, try it out and see what you get. |
| Boeing737CL fule indicator problem | Hello my friends, I hew a very interesting fault, aircraft in boeing 737CL, during flight, in right fuel indicator shows "0" fuel and after a certain time shows correct fuel quantity, according FIM sensor or wireing problem, who are faced with this problem,? |
| Re: Boeing737CL fule indicator problem | CL & FIM does not work! Do you have an error code? |
| ACMS codes for 737 NG | Hello guys [b:1gprg3oh]Firstly I know that this topic is opened for many times before[/b:1gprg3oh], I saw them all. But they have invalid web site links at all. So anyone can help me here to get the whole list of ACMS alpha label call up and their meanings for 737 NG airplane? Thanks in advance, I appreciate for your kind infos. |
| Re: ACMS codes for 737 NG | Try downloading the xls file. The link works just fine |
| Re: Service Bulltens accomplshment | Thanks a lot |
| Apu gtc129 | Defect : apu hung start egt 500,when low oil press light go off and then apu shut down.
Action:replace fcu,clean low fuel filter ad high fuel,filter,replace 3-way solenoid,replace proportional valve, found problem still,please help me to trouble shoot apu, |
| Re: Apu gtc129 | Try to replace the combustion chamber and the fuel nozzle.(its an assy) The same snag happened to me once and we replaced the chamber and it solved the problem. The comb chamber looked ok on the outside but it was deteriorated on the inside causing performance probelms and no startup (it ignited but then it stopped again, just like your apu does) |
| Re: apu 737 200 | [quote="Ibsen":2aa778l9]check the bleed duct below in the dog house, check the surge valve operation, check bleed valve. do not use both packs on ground, only one. <!– s:| –><img src=”{SMILIES_PATH}/icon_neutral.gif” alt=”:|” title=”Neutral” /><!– s:| –>[/quote:2aa778l9]
why only one? |
| Re: Boeing737CL fule indicator problem | Indicator constant 0 and error code 7 We performed a TBS a related with the error code 7 |
| Re: Boeing737CL fule indicator problem | Reason no found any remarks. Fault code 7 stay illuminate |
| Re: Boeing737CL fule indicator problem | [url:xk10u285]http://www.sjap.nl/fuel-quantity-indicating-system-ts-microguide-737-34500/[/url:xk10u285]
Mabe this helps? |
| Engine abnromal start | Dear technicans,mechanics, engineer and all clever guys <!– s:geek: –><img src=”{SMILIES_PATH}/icon_e_geek.gif” alt=”:geek:” title=”Geek” /><!– s:geek: –> . Need your help! During Engine start approximatly at 13 second EGT goes to 695C, F/F – 225, N2 rised 36-38 % – at this point engine was shut down by cap.1. Could you advise – was it hot/hung start or it was normal start?2. Is it possiable to make dependence of EGT/FF/N2 for normanl condition?3. The TAT was 36 could it be cause of hot start?4. How long it takes for engine to get to IDLE? Thnak you in advance. Alles gut[quote][/quote] "Viam supervadet vadens" |
| Re: Engine abnromal start | 1: looks like a impending hot start, i assume 737 classic? Else (on the NG) the EEC would have shutoff the fuel at 525 degrees by itself.to prevent going it to go beyond 725.
Max starttime till idle is 2 minutes iaw amm but thats way too lonmg if that happens. But first you must know: Pls let us know. regrds |
| Re: Engine abnromal start | Yes it was 737CL, EEC on -7B has automatic shutoff.
There wasn’t any record on abnormal bleed pressure. Could the low pressure from opposite engine cause such thing? Also no information on was were the packs off or on. The weather conditions were normal. Many thanks and regards [quote:1hq3isrx]"Viam supervadet vadens"[/quote:1hq3isrx] |
| NG Belly Panel Antenna Bonding | Howdy, first post here, but it’s one of those nagging questions that pops up over and over again, and I’d like to seen an answer once and for all from more experienced mechanics:
How the heck do I successfully bond-check antennas mounted to the composite belly panel between the AC bays? I”m specifically talking about the Marker Beacon and DME #1 & 2 antennas. The AMM says to bond-check it to the airplane structure, but the structure is paint on top of composite for about five feet in every direction, making a satisfactory bond check all but impossible. What exactly am I supposed to do here to meet the bonding requirement for installing these antennas? |
| Boeing tire mixing instructions ? | Hello colleagues , when replacing wheels on MLG 737NG ,we are faced with an interesting case. The wheel came to replace, had another tire manufacturer than another tires, and a larger number of grooves. Also visually had 2 cm smaller diameter in comparison with the diameter of the adjacent wheel (it was new too) , but although all parameters were correct 44,5*16-21 , and wheels had same pressure. Boeing p/n same on both tires. According to the IPC, these tires are interchangeable. According to the AMM that describes the need to check the wheels and brakes manufacturers, they must be the same, but does not say anything about the tires . According to the documents there are no obstacles to the installation of this wheel. If anyone experienced in tires intermix , I will be grateful if you share a reference or thoughts on this. On airbus we have tire mixing instructions in AMM. |
| Flight spoilers problem | On two new aircrafts ( 1-2 years old) we have same problem. Two Flight spoiler do not move down position with handle at FWD position. On first aircraft(FS 5 and 10) PFMD all steps from FIM27-61/802. All adjustments is satisfactory. Next step its replace mixer. But at first times this defect not confirm after 2 hours on the ground, test passed and a/c dispatched. Next defect confirmation, after 2 hours on the ground – FS operate correctly. But after performed Speed Brake Solenoid Operated Valve Test – FS again not move to dawn. Replaced relay R00965 – not help. After removed this relay FS still at up position. PFMD disconnect connector D40024P on LH wing, only FS 5 still at up position, FS 10 moved to down. Found corrosion and heat damage on this connector(D40024P and D40024J). Power get from pin 34 (spar valve) to pin 53 (FS 5). On next a/c problem is same, but FS 4 and 11. But connector on RH wing D40034P/D40034J. It may be good info for you. |
| Boeing 737 Manuals | [b:353iodeo]Boeing 737 Manuals[/b:353iodeo]
[b:353iodeo] Fastest growing Aviation Community.[/b:353iodeo] <!– m –><a class=”postlink” href=”https://www.amevoice.com”>https://www.amevoice.com</a><!– m –> [b:353iodeo]Boeing Manuals Section[/b:353iodeo] <!– m –><a class=”postlink” href=”https://www.amevoice.com/forum/18/manuals/”>https://www.amevoice.com/forum/18/manuals/</a><!– m –> [b:353iodeo] Study Material Section [/b:353iodeo] <!– m –><a class=”postlink” href=”https://www.amevoice.com/document/”>https://www.amevoice.com/document/</a><!– m –> Thanks and Regards |
| Re: Boeing 737 Manuals | Everything you want to know about Boeing: <!– m –><a class=”postlink” href=”https://www.myboeingfleet.com”>https://www.myboeingfleet.com</a><!– m –> |
| Re: Boeing 737 Manuals | Just a warning. I am sure Boeing will contact you if you publish Boeing documents online. I had issues with them 2 times in the past. Since then i publish only material that is made by myself or others, but not by Boeing or GE. Be carefull. |
| Re: Boeing 737 Manuals | Just to clarify the warning from sjap: The warning is pointing to the user amevoice! My Link is the official place to get manuals and you have to log in. (if you are authorized <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> ) I forgot to marked my last posting as sarcastic… |
| Re: Boeing tire mixing instructions ? | We have mixed noseweheels in the fleet. See picture. I didnt see different main tires but we have only a deal with Michelin as far as i know so thats only one manufacturer. But still then they may deliver different types which are approved for use on the 737, intermixable. |
| B737-CL PAX SCRATCH WINDOW REPAIR KIT | Hi. I have a question about B737-CL PAX window surface scratch polish repair kit, any AMM,CMM,OTHERS to perform the task ? thanks vortex |
| Re: B737-CL PAX SCRATCH WINDOW REPAIR KIT | AMM 56-21-00/801 – PASSENGER CABIN WINDOWS – REPAIRS |
| Re: B737-CL PAX SCRATCH WINDOW REPAIR KIT | appreciate that IFixPlanes have a nice weekend. vortex |
| iphone myboeing fleet | is there anyway to access myboeing fleet with iphone? i think impossible |
| Split of thrust levers during cruise | Hello guys!
I have a question about operation of autothrottle system. After engine#2 replacement we observe split between thrust levers. A/T doesn’t disconnect. Can condition of engines be the cause of split? Because engine#2 after overhaul the other has worse characteristics. |
| Re: iphone myboeing fleet | Maybe because there is a flash part in it and apple and flash are enemies. |
| Re: Split of thrust levers during cruise | yes. When its a classic you will have a split if you didn’t properly do the partpower rigging, vsv and vbv rigging, accell and decell test etc. it is very important to do the adjustments to match both engines. |
| Re: Split of thrust levers during cruise | Yes, it is classic.Thanks for quick reply. I got it |
| EGPWS (GPWC) – All lights illuminated | Hello, I am curious if anyone has seen this condition before? We have a Mark V EGPWS that was giving us issues with locking up/inop on panel, with a Terrain Fail indication of PFD, and all 7 lights illuminated on the front of the computer. This unit was PN. 965-0976-003-212-212, but is now PN. 965-0976-003-222-222, mod. 3 after we accomplished the Honeywell S.B. 965-0976/1690-34-0133. This unit was giving us intermediate fails before and after the S.B.. We also had purchased another computer and installed it , but it went complete fail, and would never come back to life ( currently out for repair ). This condition normally goes away with a CB cycle, but not always. We have swapped the Terrain/radar relays into different positions, and checked grounds, verified connections, updated the one computer, GVI’d pins. I also purchased two relays, and will put them in as soon as we receive them.Thanks , J |
| Re: Flight spoilers problem | Thank you vitaly! |
| 737 NG air conditioning sys operation | Question on air cond. packs. On A/C of Ryanair we switched on both packs when bleed source was the APU and the IGV of the load compressor moved to closed position and reduced the air flow to the pneum. sys as if the APU bleed switch was off. Is this valid for all 737NGs or it is some option incorporated in the ECB software? When only one pack was on the sys operated normally. |
| 737 NG tires wearing | Interesting observation on Ryanair aircraft. Very often the tires wear very asymetrically. At one place the groove is almost disappeared and at another place the groove is significant. This phenomenon happens very often. It is related to both MLG and NLG tires. The tires are Goodyear. I haven’t seen such unequal wearing of the tires on other types of aircraft. Several times we changed almost new tires because of this strange wearing. Please share your expirience. |
| B 737 CL Ground Spoilers | Boeing 737 Classic At which position of the Speedbrake lever the ground spoilers start to raise on the ground? Some sources say only at UP position, others – FLIGHT DET. So what is the truth? Thanks in advance! |
| Re: Cargo bulkhead panels repair b737-800 | [quote="sjap":qz81gyyj]Dents are allowed on the bulkhead. Holes and cracks can be filled. I dont have a ref but we do it all the time.
Leading edge upper wedge wear is repairable via a SL, we remove the slats and repair them. Look on MBF for a ref there is a SL (or was it an SB) for it i am sure. Can u give us a reference? |
| SB 34-2454-02 Static Pressure To Pitot | Hİ dear all sjap user;
A few days ago, they bring me a SB, thats basically check of fucntionally ADM if they calculates and send right information to the all other systems (via ADIRU to TCAS). In this SB, instructions say that give static pressure at same time to both pitot probe and static ports. (give 1013 MB to pitot and static ports). First i was thinking that it could damage the ADM of pitot probe to give static pressure. Next step, it says supply 460 MB static pressure to pitot probe and static ports. So we asked Boeing about that, could that damage ADM of pitot probe? Boeing says if i dont give static pressure to pitot probe, i may damage the ADM of pitot probe and read wrong values. So we did it like boeing said. What do you think about this ? Have you ever supplied static pressure to Pitot Probe and seen any abnormality ? Supply static pressure to pitot probe damage the ADM ??? |
| Re: SB 34-2454-02 Static Pressure To Pitot | I don´t see the problem since all the ADM´s are the same P/N. |
| APU difference CL & NG | By comparing the MM procedure between the NG & CL, the NG MM does not mention: 1. Close aft service door during APU operation 2. Let the APU operate at no load for xx minutes before introducing bleed & packsAny thoughts on this? |
| Re: B 737 CL Ground Spoilers | It opens just before come to the flight det. |
| RDR 4000 weather radar system | Dear All
I’m avionics Engineer and now i’m involoved in the proceess of weather radar selection for new fleet. 1-Any issue related RX/TX removal/ installation inside of Radome. Thank you Mostafa Beyrami |
| ATA36 BLEED PRESS VAR during MES | Hi Gents, we are facing problem 737NG : DURING ENG 2 START SUDDEN PX DROPS FROM 38PSI TO 15PSI IN BOTH BLEED DUCTS WHEN ISOL VLV OPN, WHILST ONLY IN LH BLEED DUCT WHEN ISOL VLV CLSD. – BLEED PX DROP LASTS 2-3 SECS WITH ALMOST REGULAR INT 10-15 SECS – BLEED PX DROPS ACCOMPAINED WITH AUDIABLE BANG EFFECT, SOURCE OF THIS BANG IS ALL ALONG APU BLEED DUCT. – APU INPUT MONITORING DATA THROUGH CDU -MES SWITCH 1 (NO CHANGE DURING PHENOMENA), IGV POSITION AROUND 90 DEG`S, SCV POSITION > 90 DEG`S AFTER PX DROP TO 30 DEG`S THEN AGAIN > 90 DEG`S (LOOKS MORE OR LESS LIKE APU COMP PROT THAN ROOT CAUSE, AS THIS PHENOMENA OCCURES ONLY DURING ENG 1 START) – BLEED PX DROPS OCCURED ONLY DURING MES ENG 1, IRRESPECTIVE BLD ISOL VLV SW POS. PRSOV, WTAI PHYSICALLY CHECKED CLSD, APU BLEED VLV OPN, ENG 1 START VLV OPN DURING THIS PHENOMENA, APU SCV OPENS AFTER LOUD BANG, APU ALREADY REPLACED – NO EFFECT… |
| Acronym IFF | Hello my friends I would like to know the meaning of the acronym IFF in boeing 737? What system is this? Thank you |
| Re: Acronym IFF | May be IFF Identification Friend or Foe vortex |
| Re: Acronym IFF | hope so help.
vortex |
| Re: Acronym IFF | should be ATA 23 communications ,about this definition, interlacing 1 Scanning technique for raster display in which all odd-number lines are scanned and then all even. 2 IFF technique in which pulse trains of different modes are transmitted sequentially (to achieve enough transponder returns per scan it is rare to interlace more than three modes).vortex |
| Re: Acronym IFF | Thank you my friend. But I am attaching photos of the manual That has the IFF n.1. I would like to know what this is. Thank you very much. |
| Re: ATA36 BLEED PRESS VAR during MES | Check your PRSOV reverse flow protection and check the 5th stage checkvalve it could be jammed open. It happend before. Ty to open the start valve cb and then put eng start sw in GND, your APU bleed should rise to 35-40 PSI for MES while startvalve stays close. (you fool the system) If it doesnt continue with T/S on your start switch signal for MES. |
| Re: ATA36 BLEED PRESS VAR during MES | Thank You Jean-Paul for advice! Unfortunately or fortunately (depends on the point of view) the related aircraft moved to another station… |
| flight engineer | dear all, i want to ask you,what is the requirements to be a flight engineer? any training needed to do? |
| B737-NG HPT BLADES | Hello,
On the Borescope Inspection of the HPT Blades, there is a sentence that says: I don’t know how this looks. If anyone can help me with an explanation or picture, I would be all too grateful. |
| Re: flight engineer | check this out. <!– m –><a class=”postlink” href=”http://www.cvtips.com/career-choice/flight-engineer-training-how-to-become-a-flight-engineer.html”>http://www.cvtips.com/career-choice/fli … ineer.html</a><!– m –>vortex |
| Re: B737-NG HPT BLADES | You mean the leading edge of the HPT rotor blades .
My opinion is that if there is no other damage found as described in this same chapter, all blades are ok except the oxidation/discoloration. Then it must be really (obvious) discoloured of oxidised, and then you must inspect it again after 400 cycles to make sure it does not become more or worse. I have no picture of this as an aexample, do you have one? |
| Re: Acronym IFF | Indicated Fuel Flow maybe? because the page said IFF No.1 on Engine Control Panel. When the STBY Bus is available, only #1 Indicated Fuel Flow may be energized?
Thanks. |
| resolution on Rock well W/R WXR2100 system | Hello friends
Have you experienced any issue regarding low resolution or low precision in low altitude of WXR2100 system? Cheers |
| Re: resolution on Rock well W/R WXR2100 system | the WXR2100 multiscan radar is a clever bit of kit. It automatically reduces ground clutter and gives you a far cleaner looking display.
It will basically only show weather that is a threat to your current path, which often leads pilots to think its not working correctly. I have the operators 200 page guide but its 5Mb…. |
| Re: Acronym IFF | Identification, friend or foe (IFF) is an identification system designed for command and control. It enables military and national (civilian air traffic control) interrogation systems to identify aircraft, vehicles or forces as friendly and to determine their bearing and range from the interrogator. IFF may be used by both military and civilian aircraft. |
| Re: resolution on Rock well W/R WXR2100 system | [quote="Dunny":dhzzt2wc]the WXR2100 multiscan radar is a clever bit of kit. It automatically reduces ground clutter and gives you a far cleaner looking display.
It will basically only show weather that is a threat to your current path, which often leads pilots to think its not working correctly. I have the operators 200 page guide but its 5Mb….[/quote:dhzzt2wc] Thanks Dunny <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: resolution on Rock well W/R WXR2100 system | In manual mode, automatic features that are designed to prevent inadvertent thunderstorm top penetration (temperature based gain, overflight protection, geographic thresholds) are disabled.
This matter does not make an issue for the pilot? |
| OXYGEN SERVING INSITU | i am in search of mini. pressure requirement in oxygen cylinder before servicing. |
| Re: OXYGEN SERVING INSITU | the requirements are in the Flight planning and performance manual section 2.2.15. depends on bottle temp and number of crew.
We have a company technical instruction the carry out oxygen system maintenance when we get below 1000 psi. |
| Re: OXYGEN SERVING INSITU | thanks alot dear |
| Speed Brake Extend Light | Why could a speed brake extend light seem to come on "late" while doing the GWPS check on an FCF? |
| Re: AUtopilot | Both pitch & roll as per AMM 10lbs of force. Type NG DFCS bite does not show anything. Sorry, for delayed reply…. |
| Re: AUtopilot | Are you still having the problem? Has anything been changed? Running off the top of my head, I would do some DFCS library tests on the Mode Control Panel and if you have a spare available I would like to swap it out and see what happens. I don’t have a system schematic in front of me, but the MCP seems common to all things you list. Let me know if the problem is still active and I can dig into some books when I get time. |
| Re: Residual duct pressure (10psi) after isolating left duct | Thanks a lot! Your answer sounds good to me. But the instructor is still in doubt. I was not exact enough with my description above. The instructor told me, that the pressure is always right at 10psi. Not "in between" something. Still a little kind of magic to me. Best regards, Blubb |
| Re: Residual duct pressure (10psi) after isolating left duct | yes there is always some leakage, if it is 0 to 10 psi this is normal, as soon as you switch on the pack on that side it will drop to 0 because you demand flow which is not present. The 10 psi buildup can be ignored and be handled as normal system behaviour. There are always some sense lines and internal valve leakages / clearances allowing a small amount of air passing through. |
| Re: CFM56-7B VSV manual closing | If you are preserving it you must crank it on a certain moment. If you then use the CDU to tell the a/c you are doing a engine wash, it will command the VSV’s to open position once you are starting to crank it. |
| Residual duct pressure (10psi) after isolating left duct | Happy new year to all!
Hopefully i am allowed to state my question here, even if i am only the user of the system – but after doing a lot of research i still have no answer: Condition: The checker asked what pressure i expect to be indicated on the left duct. But in fact it was somewhat about 10 psi. He told me, that this was the same with all 737-800 in which he tried this out and he (nobody!?) has an explanation for that… Sholud the prsov’s be a 100% close? Or is there always (or often?) a rest of pressure leaking through the valve even if the switch is in position close? I thought, that you are the guys who may have an answer to this! Best regards, |
| CFM56-7B VSV manual closing | [size=150:2xjq9uxq]Hi all I have an urgent question if you could help we’re now make an CFM56-7B engine preservation but in the task he mentioned SPL-2178 fuel pump to close the VSV we don’t have such tool now ,so the questionis there any other procedure closing VSV without operating the engine and without this pump?thanks alot <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> [/size:2xjq9uxq] |
| Re: Residual duct pressure (10psi) after isolating left duct | No its not exactly 10 psi. Its in between 0 and 10 depends on the condition of many parts together. Plus the tolrance of the transmitter, the indicator etc. Even our testrun manual states that with bleed off, the duct press may be between 0 and 10 psi. |
| contacts/pins partnumber | Hi, I m very new to Boeing fleet.i was trying to find out the part number of contacts inside connectors.Connector p/n is mostly accessible from equipment list,but when i was trying to find out of contact p/n found a lot of difficulties.example equipment number of connector D438 OF WDM of oxygen system.i found the p/n of connector(BACC45FT10-5S) but could not find out the contact p/n from the same connector. kindly help and sorry for my bad english thks |
| Re: CFM56-7B VSV manual closing | Thanks for your interest ,but kindly note that due to damage of fan blade set we can’t motor the engine Also the VSV are in the open position and we want to close itFinally is there any technical reference for this procedure As alternate for using fuel pump?Thanks in advance |
| Re: contacts/pins partnumber | Hello Mjay,
Ref. Boeing SWPM (Standard Wiring Practices Manual) Chapter 20-61-11 BACC45FT – Bayonet Coupled Connector: You need 5 size 20 sockets (2020) (only 3 used in D438) You have wire size 20 and 22 in connector, so remember to select proper setting on the crimping tool for each wire size. I will leave contact P/N identification for Your exercise assuming You have access to SWPM (Pg.51, Para 4 CONTACT PART NUMBERS AND DESCRIPTION) If You do not have access to SWPM let me know. Good Luck, |
| Re: CFM56-7B VSV manual closing | Sorry i dont know of any other method. You may try to manually close the vsv actuators with disconnected hoses to relief fuel press. Just try to move both actuators by hand to the closed position. And if you remove the damaged fan blades you are able to turn the rotor? then you are also able to cranck the engine. It is possible to cranck it without fanblades, i did it sometimes. Just remove all of them. |
| B737-700 sync lock shaft tubing removal/installation | Hello Guys,
Is there any problem in removing and reinstalling sync lock shaft tube (between mid and lower actuator) with shaft without aircraft power? (procedure ask You to apply retract pressure with lock device/connector installed on the module when installing) "To correctly rig the sync shaft, hydraulic pressure must be applied to the retract side of the thrust reverser actuators when the sync shaft is installed." I want to remove tube, change seals and backup rings, reinstall tube. Anyone done this job before? Thank You in advance for any comments. Best Regards, |
| Re: B737-700 sync lock shaft tubing removal/installation | Yes. Stow the sleev with hydr press. Check adjustment and measure clearances of edges and targets. Write it down. Then best thing to do is to unlock sleeve, move the sleeve manually (turn on synclock) aft halfway. This is to relief all preloads and tensions anywere. Remove all hydr press / reservoir press etc. Then remove the shaft and tube. Make sure the sleeve / actuators DOES NOT MOVE. Reinstall same parts with new o rings. Connect the flex shaft the same position as it was removed. Then if everything is installed, move the sleeve to stow by hand (turn on synclock) Apply hydr press and cycle the sleeve many times make sure all air is removed and sleeve operates smooth and equally to the other sleeve. If the sleev does not move the first time it is air trapped. It happens all the time. Just keep trying. Else move the sleev by hand from stow to extend and back. Then in the stow position check the adjustment of the sleeve / targets. Or compare with preious measurements. Good luck. use common sense too. |
| Re: B737-700 sync lock shaft tubing removal/installation | Hello Sjap,
Thank You very much for Your prompt response. So the square part of sync lock shaft can stuck in the actuator with the load and I might have problem to remove it, correct? You wrote:"move the sleeve manually (turn on synclock) aft halfway(…) to relief all preloads and tensions anywhere"; Is moving sleeve aft by 10 inches enough to relief loads? It is inboard half of T/R, I could open T/R to 45 deg position for access to mid actuator lower coupling nut. But on inboard T/R half I have to watch not to hit the wing, so AMM gives me only 10 inches. Thank You again for Your time. Best regards, |
| Re: B737-700 sync lock shaft tubing removal/installation | Yes 10 inches should be enough. As long as the preload springs are relieved. And indeed the square part of the flex shaft which goes into the actuator is normally no problem als long as there is no preload or any other tension on it. If you can remove it tension free, you can install it the same way. And then you have nothing to worry about for the adjustments. |
| SWPM splice selection for a broken wire | Hi, I have problems using the SWPM. Could you tell me the steps to follow to find the splice that do I have to use to repair a specific wire¿? e.g. W0018-5501-20 It’s giving me a headache!!tks in advance <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: SWPM splice selection for a broken wire | W0018-5501-20
W0018 = Wire Bundle Number [b:2fjj89nd][u:2fjj89nd]Step 1: Wire Identification[/u:2fjj89nd][/b:2fjj89nd] -Go to: WDM 91-21-11 WIRE LIST, [b:2fjj89nd][u:2fjj89nd]Step 2: Repair Identification[/u:2fjj89nd][/b:2fjj89nd] -Go to SWPM 20-10-13 REPAIR OF ELECTRICAL WIRE AND CABLE, [b:2fjj89nd][u:2fjj89nd]Step 3: Splice Selection[/u:2fjj89nd][/b:2fjj89nd] -Go to SWPM 20-30-12 ASSEMBLY OF SPLICES, Perform this exercise for different types of wires (shielded wire, twisted pair etc.). Good Luck, |
| Re: AUtopilot | Yes problem is still existing no change in status |
| Re: SWPM splice selection for a broken wire | Thanks a lot maro12!! I´ll practice with it! |
| Rudder main pcu force fight test | AMM 27-21-00-700-824-002 (737/800)
In this test, when we come this step; low press light comes on but stby rud on light doesnt illuminate. Is there any experience? We are trying to do this test because of main pcu replacement |
| Re: Residual duct pressure (10psi) after isolating left duct | [attachment=0:2hxnggop]<!– ia0 –>bav.JPG<!– ia0 –>[/attachment:2hxnggop] |
| Re: Rudder main pcu force fight test | Yes make sure you are doing exactly what the test says. Do not skip any part of this test, and make sure all other cb’s are closed. So no interference with other configurations like a jacked aircraft or other cb’s pulled. Push in every pulled cb and do the test again. it is very sensitive with other cb’s not mentioned in the test. Boeing assumes you are doing all amm tasks as standalone. But in practice we have a lot other sustems cb’s pulled for maintenance, and this can disrupt your tests. See if that works. It should. |
| Re: B737-200 Removal of the wings | I am part of a team who wish to take the wings off a B737-200 to move it from an airport to a reserve by truck, it will be put on display and obviously never fly again. I am a heavily experienced B737-200/300/400/500 line and heavy maintenance LAE, but have never needed to remove a wing as it is not required. Apart from the main wing to centre section bolts (within the centre and wing tanks), I remember there being countless hi-lock fasteners through the laminated lower wing skins. I cannot remember the upper skin fastening. Which i imagine will require removal too? There is no information within the MM, but I believe there may be information within the recovery manual, anyone have a copy? Can someone with the experience in wing removal give some more information regarding the upper and lower skin or other attachments of the wing to the centre section. Would prefer to remove the wing, minus engines, flaps and MLG without destructing the wing by cutting. Any help much appreciated |
| 737-900ER Pressurizaton system | Hi,
On a flight from Denver (5000′ ASL), with a Cruize ALt of FL250 and LAND ALT of 100′ woud there be any reason why the scheduler would pressurize negatively all the way to FL200? Some engineers are telling me I should have set my landing alt at 5000′ but if we’re landing at SL, the scheduler should pressurize accordingly no? Maybe I’m mising something…that’s often the case <!– s:-) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:-)” title=”Smile” /><!– s:-) –> thanks Acheo |
| mel 33-11 | Hello all
On mel 33-11 there is a big difference between single lens wingtips and double lens wingtips, on the single lens wingtips the red nav light can be inoperative for only 3 days (cat B item) while on the double lens wingtip the red nav light can be inoperative for 10 days (cat C item) For the green nav light there is no difference… Anyone know why this is? Thanks in advance. Gerrit |
| Re: mel 33-11 | that’s right and anyone didnt know why this option gave us diffrerence mel days..
if u have one inoperative red nav light > 3 days cat b please change all single lens a/c to double lens : ) cuz u know their lamp replacements are too difficult.. |
| Re: mel 33-11 | All Cat C in our MEL:
33-11 Wing Tip Position Lights 33-11 Wing Tip Position Lights |
| Re: B737-200 Removal of the wings | Thanks for the information sjap. I am now in contact with Michiel and he is supplying me with great information. I will add my experience when we start |
| 737-400 TAPE REPRODUCER MODIFICATION | Can anyone help me I need the hook up list for the forward toilet bulkhead tape reproducer Part RD-AX7308-01 there seems to have been a mod incorporated which has changed the wiring and it no longer conforms to that in the Wdm nor can the operating airline supply any information I need the pin location numbers for the following wires going to connector D01507 at the reproducer . The wires are identified as W9001-9014-22 . W9001-9013-24R , W9012-24B W9001-9011-24B and 9008-22,9007-22, 9006-20, 9005-20 9004-20, 9003-20, 9002-22 9001-22 Any help would be much appreciated |
| Re: NG Belly Panel Antenna Bonding | The panel you mentioned is composite but if i am right there is a flamespray layer on it for conductive purposes, so it should have electrical conductivity to ground. The flame spray aluminum layer is between the composite and the paint. There should be spots for the bonding to make contact, ie inder screw attachments for example, where there is no paint applied. Same as for elevator surfaces (composite with flamespray layer) for statis discharger conductive purposes too. Same principle i think.Sorry for the late response but today i got an answer from another colleague with this practical information.Regards sjap |
| CFM56-7B Borescope inspection analysis | Good day everyone, I am a final year Aircraft Maintenance engineering student. I have chosen to write on Borescope inspection analysis of CFM56-7B and it’s technical maintenance. I’ll like to use this medium to request for information, materials, and ideas that can help me with my project especially of Fan, compressor, and turbine blades identification and markings during borescope inspection. Any aid materials will be appreciated by me. |
| 737NG Cockpit Panel Help – BER and Unserviceable Part Needed | Hello,
Does anyone here know where I can find BER or Unserviceable 737NG Cockpit Panels? I need unservicable parts for a 737-800 simulator. I need names, contacts, vendors etc… Possibly repair shops who have any of these that are not airworthy. I am looking mainly for the P5-13 Electric Meters Module, P/N 285A1840-8 to be exact. Thank you. |
| Bump felt in control wheel | We had pilots complain about a slight bump in the Captain’s control wheel at about 6 units left. We are unable to trace the source of the bump however. Strangely it goes away when the F/O control wheel is removed. Was able to move the bump to a different position of turn by adjusting the F/O backlash but it got too tight. |
| Re: Bump felt in control wheel | Yes always such a slight bump or binding feeling ? Put some lube (wd40) on the fork assy. Hard to reach, but a handy tool (very large wd40 spray nozzle for example) you can reach it from the underside. see this topic:[url:1igw6ulk]http://www.sjap.nl/chattering-slight-binding-of-aileron-control-wheels/[/url:1igw6ulk] |
| Re: Bump felt in control wheel | Well, the problem went away after lubing in the F/Os control column. I guess the bump was somehow translating across to the Pilot’s side. I still don’t get it because it was never felt in the F/O side. |
| FLIGHT ENGINEER | morning all, which guidebook or link .the flight engineer can use to perform his job. regards |
| Re: FLIGHT ENGINEER | check this :http://www.cvtips.com/career-choice/flight-engineer-training-how-to-become-a-flight-engineer.html |
| Re: 737 NG tires wearing | Tire pressures might be the most important issue on this kind of wearing. Low or high pressures out of limits can be the problem. One side will wear faster if pressure is high and the other side may wear if pressure is low for the same tires. But i do not remember which sides <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Rotation of N2 caused by turning N1 | Dear All, could anybody tell what is the reason that turning N1 is causing rotation of N2. It is clear that they have only aerodynamic connection, but somehow rotating of N1 by hand turn N2. Thanks in advance! |
| Re: Rotation of N2 caused by turning N1 | Friction over the bearings. |
| Re: 737 NG tires wearing | some help……… <!– m –><a class=”postlink” href=”https://www.goodyearaviation.com/resources/pdf/aviation_tire_care_3_2017.pdf”>https://www.goodyearaviation.com/resour … 3_2017.pdf</a><!– m –> vortex |
| Re: Rotation of N2 caused by turning N1 | good call……… <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: Rotation of N2 caused by turning N1 | [quote="vortex":r5rzd4ky]good call……… <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –>[/quote:r5rzd4ky] means what? |
| Re: 737 NG tires wearing | [quote="vortex":m4b3o8ev]some help……… <!– m –><a class=”postlink” href=”https://www.goodyearaviation.com/resources/pdf/aviation_tire_care_3_2017.pdf”>https://www.goodyearaviation.com/resour … 3_2017.pdf</a><!– m –> vortex[/quote:m4b3o8ev] Google is your friend… <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> |
| Re: CFM56-7B Borescope inspection analysis | if you furnish an email adress i can furnish to you complete CFM borescope course and some documentation on material used on LINE
lolo |
| B737-CL landing gear lever jammed in the up position | Any reason inflight for landing gear lever jammed in the up position there is a procedure ? thank vortex |
| Re: B737-CL landing gear lever jammed in the up position | Lever jammed in UP? Sounds like a jammed cable or cable-drum? its a pure mechanical connection to the gear ctrl valve. Or something inside the lever assy ? What did they do to get it down? |
| APU testing | Hello, everybody, I am at a university research project and we want to test an apu. The model is GTCP36-280 and is controlled by a FADEC. We have access to generic test cells. What is the problem with the fadec? Do we need a special test bench? I only have experience on testing engines that do not use a fadec.Thanks! |
| Re: APU testing | If you have the schematics, you should be able to simulate all power sources and interfaces for the fadec. It must think its installed in an aircraft so all parameters it needs must be there. Or if you are able to re-program the fadec than you may fool it by simulating inputs it needs. (for example apu inlet door open , fuel valve open, fire handle not pulled etc..) |
| Re: APU testing | Thanks for your reply! As i understand it means that we need the fadec to conduct the test? |
| Re: APU testing | yes the FADEC is the controller or the "boss". Without it it will not work. (Full Authority Digital Engine Control) the words say it all… |
| Re: APU testing | Ok this is clearly thanks for your help. Do you happen to have the corresponding technical manual for the GTCP36-280 model, or do you know the reference? That would really help to clear things out.Thanks!!! |
| Re: B737-CL landing gear lever jammed in the up position | By QRH check list, by removing A system pressure, LG transfer valve CB off, then manually extended, safe landing……
vortex |
| Re: APU testing | Any help for the reference for the testing of the gtcp36-280?
Thanks in advance! |
| 737NG ATA Chapters | Hello All,
Where can I get all the ATA chapters for the NG in electronic format? I need them for use in a flight simulator. Thank you, |
| b737800 air condition temperature indicator | Greedings chaps,
we have a electrical problem with aircond. panel temperature indicator. When packs are off or on , temperature indicator show lower temperature in all positions(control cabin, pass zone, supply duct etc. ) the terrible thing is, *when you push master caution, temperature indication drop, then after reset , it is normal. all possible components are replaced. (panel, bulbs, indicators etc. ) have you ever faced this kind of snag? <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> |
| Re: b737800 air condition temperature indicator | sounds familiar….have you checked the bonding of the overhead P5 panel, in particular the strap that connects it to the fuselage frame. |
| B737 NG Thrust Reverser Defect | B737 NG thrust reverser will not deploy correctly on EMDP and Standby pump. The sleeves only move about 6 inches back when deploying the thrust reverser during engine runs with EDP pressure. No EAU faults are logged. Could this be the thrust reverser shuttle valve? |
| compass calibration method B737 all | How many ways exist to calibrate (or "swing") an aircraft compass ? Vortex |
| Troubleshooting | Dear friends, Who knows the link can i find the system troubleshooting guide information Best regards, |
| Re: Troubleshooting | airplane model ???????
vortex |
| Re: B737 NG Thrust Reverser Defect | have you checked the T/R control valve module ? the pressure may be bypassed. |
| Re: B737 NG Thrust Reverser Defect | have you tried bleeding it ?
What maintenance was done prior to it stopping working |
| Re: Troubleshooting | @voltex Its b 737 ng |
| Hours required for avionic SBs | Hi can anyone help who has access to myboeingfleet for 737Ng aircraft supply the man hours for accomplishment of SB 737-31-1604 SB 737 31-1655 SB 737 -34-2613 |
| Re: Troubleshooting | we’re getting closer….
now which ATA ? |
| Re: b737800 air condition temperature indicator | so what was the outcome ? |
| Re: Hours required for avionic SBs | Hello ZOOM,
SBs You are referring are not accessible for everyone: [i:2ii68ajs]"This service bulletin contains information proprietary to Boeing and specific customers. Access is granted only to the companies that own the airplanes listed in this service bulletin’s effectivity, as recorded in Boeing’s Airplane Configuration and Tracking System" [/i:2ii68ajs] In Boeing SB You can find Manpower information in CHAPTER 1: PLANNING INFORMATION -> PARA.G: MANPOWER. Boeing gives You: When estimating time spent on SB Boeing does not include "wasted time": [i:2ii68ajs]"The table below shows an estimate of the task hours necessary to do this modification for each airplane. Therefore on top of the TOTAL TIME given by Boeing, You need add "wasted time". Now if You are an MRO quoting SB for customer, You need to be really careful. Someone who knows job on the aircraft needs to study SB and estimate "wasted time". If You quote too much customer might question it; if You quote not enough, at the end You can loose money overshooting hours. You will need to justify to customer why he needs to pay more than quoted. Some companies use standard calculation, for example Time Quoted = Boeing time given in SB x 2 (or different numbers) it saves time on study SB Work in detail. You need to adapt the process which suits best Your company and your company policies. Hope this helps. Best Regards, |
| Re: compass calibration method B737 all | Hello Vortex,
As far as I know there are two ways (included in AMM): -Calibrator procedure (TASK 34-23-00-820-801), -Taxi/Tow Around procedure (TASK 34-23-00-820-802). You need to do calibration in "compass swing area" (isolated from electromagnetic fields). Personally I never done "Calibrator Procedure", I always go with aircraft to compass swing area and we tow or taxi it around through adjustment points. I never came across any other procedures not included in AMM, but it might be possible that such procedures exist (like compass manufacturer documentation as reference). Remember to use non magnetic screwdriver when You adjust compass screws. I seen people going close to compass with "snap-on" screw driver, very bad, compass jumps around than needs a lot of time to stabilise, adjustment like this is pointless and can damage the compass. Hope this helps. Best Regards, |
| Re: compass calibration method B737 all | Thanks maro12 for you information, it works.
regards vortex <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: 737NG ATA Chapters | There are apps for that:
[url:3ofd65x6]https://itunes.apple.com/us/app/ata-chapters/id1035387102?mt=8[/url:3ofd65x6] and [url:3ofd65x6]https://play.google.com/store/apps/details?id=com.sjapp.adtest1[/url:3ofd65x6] |
| Re: Troubleshooting | [attachment=0:3ov3gknq]<!– ia0 –>Capture.JPG<!– ia0 –>[/attachment:3ov3gknq]amm part I page 153 to 200 |
| Re: Troubleshooting | You are looking for the FIM ? The page you show is the fault reporting manual, not troubleshooting manual (FIM). |
| Rubber damage on the oil tube | [attachment=0:1s9rkwuk]<!– ia0 –>1.jpg<!– ia0 –>[/attachment:1s9rkwuk]
See the picture,rubber damage on the engine oil tube. |
| Re: Rubber damage on the oil tube | Does the tube have a CMM, you may find better inspection/repair instructions in there ?
AMM 20-10-52 seems to have what you’re looking for, but given they classify the rubber coating as a fire seal, I think you’re going to be out of luck. |
| Re: b737800 air condition temperature indicator | [b:13gyowf1]Revision Description [/b:13gyowf1] Changed 0.001 ohm to 0.0035 ohm the Status and Operator Action sections.[b:13gyowf1]Reason[/b:13gyowf1]: The maximum resistance for a ground block to the structure to which it is attached is 0.001 ohms. For each bond interface, the resistance across the interface should not exceed 0.0005 ohms. Review of the ground path described in this FTD indicates 5 junctions; two jumpers, the junction between the drip shield support bracket to dripshield assembly and the ground block to structure. Therefore, maximum resistance from GD506 to primary structure should not exceed 0.0035 ohms. Applicability All 737-600/-700/-800/-900 airplanes [b:13gyowf1]Description [/b:13gyowf1] Several operators have reported seeing the temperature indicator move when master caution is recalled, while the annunciator switch is being pressed. One operator has also reported the temperature indicator moving to zero when either air conditioning pack switch is placed in the HIGH position. [b:13gyowf1]Background [/b:13gyowf1] During troubleshooting it was determined that high resistance between ground block GD506 and airplane structure can cause temperature indication to vary under certain conditions. There are several different ground types installed in GD506 which, when the resistance to ground is too high, will affect temperature indication. [b:13gyowf1]Status [/b:13gyowf1] A quality investigation was accomplished in Boeing production where it was determined that, in some cases, the resistance of the ground path from ground block GD506 to the airplane structure is higher than 0.0035 ohm. Personnel have been advised to make sure the bonding instruction on the installation drawings are followed. Interim Action None [b:13gyowf1]Final Action [/b:13gyowf1]As described in Status, Boeing production personnel have been advised to make sure the bonding instruction on the installation drawings are followed. Operator Action Operators who experience movement of the temperature indicator when master caution is recalled or during any other operation may wish to measure the resistance between ground block GD506 and airplane structure. If the measured resistance is above 0.0035, Boeing recommends operators correct the condition. |
| Re: Rubber damage on the oil tube | Its not for strength. Just protection. As a temp repair u may use this red rubber tape heat resistant vulcanishing type.Then order a new tube and plan it for replacement. At least thats a common sense repair. AOG is the simplest way ofcourse…but thats not you want i guess… |
| Re: Rubber damage on the oil tube | If you wanted a bodge, you should have said so….. <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –>
RTV106. |
| Re: Rotation of N2 caused by turning N1 | The engine air flow is form N1(Fan,LPC) to N2(HPC,HPT), to N1(LPT). |
| SWPM Training | Dear all
I wish to be a better mechanic and was wondering if there is any training theory notes that can help me use the SWPM more effectively, accurately and efficiently. I am still fairly young in my career, but as a result of aircraft reliability, and working on the line, I rarely get to repair electrical wiring and/or equipment. I will build myself some test leads too, at some time in my career and I’m sure this will help me. If I were to build myself some test leads, what would be the best way to go about it? What would you recommend? |
| Re: Why are there two APU generator switches? | Haha. I am really showing my age and exposure to the 737 in this post! Fleet type commonality was/is the obvious answer. |
| Re: SWPM Training | For test leads we just use LONG wires (kept on a small drum / spindle) and some multimeter connections with different adapters for the different pins/socket sizes. This way you can measure from any plug to any plug anywere on the plane. (so use LONG wires, 1,5 x length of the airplane). But of course only if you know exactly from which pin to which pin you are measuring with the WDM with you all the time.And use it only for analog signals. Digital stuff etc will not work this way. Good luck |
| Re: SWPM Training | Databus cables are just copper wires.
Whilst you cant test for voltages, you can test for continuity, shorts to ground, insulation resistance etc like you can on a standard copper wire. ……unless your databus cable is a fibre optic |
| Re: SWPM Training | Thanks sjap and dunny, that helps.
Most of my senior colleagues have a set of test leads using old or left over bms wire and pins/sockets. They’ve crimped pins or sockets on one end, and alligator clips on the other. They are very neat and excellent for wiring checks at the equipment racks and other connectors around the place. I only dislike the reel idea because it isn’t handy and very cumbersome. We had/have the reel solution, but this was wholly rejected by all the B2’s for the aforementioned reasons. I have managed to narrow down a number of usable wire from the SWPM to make my test leads. It’ll be just a general spec wire, single conductor, anywhere between 20 to 24 gauge. What stands to be the hardest bit is finding different sized sockets and pins. To the WDM I shall go. I will try to find some connectors that have 20 gauge single conductor unshielded wires (almost impossible, I know) and pick out some sockets and pins of different sizes. |
| Re: SWPM Training | I happened on a rather interesting trouble shooting guide for wiring faults, not sure how to post it here though ?
Hey, SJAP how do we upload stuff here, or do we have to send it to you directly ? I’ve a mountain of 787 stuff that you might find of use as well |
| Re: SWPM Training | instead of using a large reel of cable, use the airframe as a return path, through a resistor of a known value. For instance a 47 Ohm, you can then differentiate between continuity and a short to ground |
| Smoke from exhaust | Hello fellows I have one question about smoke from exhaust plug on b737 classic after engine shut down. Is it normal or not, i know that for NG it is ok. Thanks in advance. I can’t find any references in maint docs. |
| Aux Battery High Amps | We have an issue on one of our Auxiliary batteries. with power off, and standby power on, with the Battery switch in the on position, Aux Battery Amps are drawing high, and with APU power on and the AUX Battery Charger in charge mode its charging the battery at OVER 100 amps (about 107). the battery chargers are rated at average 50 amps in charge mode but will not supply more than 65 amps. this is kinds stumping me as there is a circuit breaker rated at 100 amps that comes off of the charger. Has anyone else had anything like this before. we are currently looking at the RCCB as a possible cause. |
| Re: Aux Battery High Amps | Hi Navy2010,
Did You perform any troubleshooting? When You switch power on and observe this +/-100 amps, try to: -pull "RCCB REMOTE" CB on SPCU (on my diagram it is pos. A4 – check for position of this CB for Your aircraft effectivity), check if current indication changed, if yes -> it might be SPCU (constantly giving ground to RCCB logic); -if indication did not change, with above CB opened (we make sure that RCCB is not commanded close), have someone in EE bay and ask him/her to pull "AUX BATTERY CHARGER" CB, this one rated 100 amps on J9, and check how current indication change; if there is still charging current, I would suspect RCCB. Let us know the outcome. Best Regards, |
| Flight deck preparation | Hello everybody I am interested where could I find a list of all switches/knobs [u:1mbfl1iq]position[/u:1mbfl1iq] in the cockpit of a B737NG when the pilot receives the airplane from the maintenance crew. I mean how do they have to leave the cockpit set? Do they have an official check list for all the buttons/switches/levers/etc.? Where could I find it please? |
| Re: Flight deck preparation | Hello masster,
Ref. Your Company procedures. Best Regards, |
| Re: Flight deck preparation | Thank you for reply. I don’t work for an aviation company so I don’t have access to any procedures. My interest on flight deck preparation has another reason. I’ve built at home an almost exact replica of a fixed base flight simulator for B737NG. I have all normal checklists for it. It’s missing only the flight deck preparation, meaning the initial position of all buttons/switches/levers/etc. I hope there is some sort of checklist for the line maintenance crew. They should handout(?) the flight deck only after they set everything according to that checklist. Moreover, I’m expecting the flight crew to double check the flight deck status from cold and dark. I hope that my request is more clear now. |
| Re: Flight deck preparation | Hello masster,
When maintenance personnel arrives aircraft before first flight, before switching power ON has to make sure configuration is safe (for example someone did not leave elec hydraulic pump switch on, so hydraulic will not kick in right away and sudden flight controls movements might take place), also configuration is in accordance with aircraft manufacturer recommendations/instructions and just use common sense (You will not leave landing light switch ON when light is not required) – here maintenance personnel uses Their knowledge and experience. After Power Up the aircraft, maintenance personnel configures cockpit for the crew (this I mean can be written in company procedures) – things like: align IRS, galley/cabin power ON, Emergency Lights ARM, packs ON, etc. Pilots arriving the aircraft anyway doing Their Checklist (Preflight/Postfilght Scan), and this is described in FCOM – Flight Crew Operation Manual. I found one in internet as example so I guess it might be posted here: [url:2m741da5]http://www.737ng.co.uk/737NG%20POH.pdf[/url:2m741da5] See "Normal Procedures" – "Preflight and Postflight Scan Flow" and further down "Preliminary Preflight Procedure – Captain and F/O". This reading should give You some overview. Best Regards, |
| Re: Why are there two APU generator switches? | What stands to be the hardest bit is finding different sized sockets and pins. To the WDM I shall go. I will try to find some connectors that have 20 gauge single conductor unshielded wires (almost impossible, I know) and pick out some sockets and pins of different sizes. |
| Re: Flight deck preparation | Thank you. I’ve managed to acquire the AngleOfAttack’s 737 Training DVDs and indeed there is a so called "originator" checklist for the cold and dark flight deck (first flight of the day). The link to Hungarian FCOP helped a lot too. Cheers. |
| Re: Flight deck preparation | There are a few options for you:
1) If you are developing a procedure for your company, the best people to approach is your company chief pilots themselves. They would be happy to help, and have a degree of responsibility and duty of care to assist. 2) If you just want to learn how to leave it for them, you will need a Flight Crew Operations Manual (FCOM). 3) The best way is to remember to put the switches BACK to where they were set before they were disturbed by maintenance crews as required by AMM procedures which usually say "return aircraft to normal condition" or something similar. This is what I do. |
| Ifr 6000 test set message | Good night I wonder what is the meaning of the message (s reply timing) during the transponder test in the ifr 6000 test set. Thank you |
| Re: Ifr 6000 test set message | Good Day Alisson2,
I suggest You google IFR 6000 Operation Manual and do some reading (available in Internet). In the meantime… XPDR – S Reply Timing Test verifies Mode S Reply: "Test Set interrogates UUT (Unit Under Test – Transponder system we are testing) with UF4." UF4 – (Uplink Format 4) is a short, ground station request for altitude. It is initialised by ground station. So we are simulating interrogation in certain format and checking if aircraft answer is "on time" (checking reply delay) and if aircraft is answering in proper format. "The Test Set interrogates UUT with UF4, 6 dB above MTL (Minimum Threshold Level), verifying reply is received with the same address and correct format. 128.00 μs (±0.25 μs) for Mode S Measurements outside this tolerance result in a FAIL and are identified by an arrow. NOTE: Range delay is 2.03 ns/ft (6.67 ns/m), calculated from the values in the Setup Menu." For more Ref.IFR 6000 Operation Manual and other accessible sources. Best Regards, |
| Re: Ifr 6000 test set message | Good day maro12 thanks for the explanation. |
| Re: Aux Battery High Amps | What i dont understand is how there can be more than 100 amps when there is a breaker C1209 (Aux Batt Charger) is rated at 100 amps. And now we are having issues with Main batt as well. RCCB works as advertised. SPCU works. Standby Power and DC Power checks are good. We swapped with known good parts. The battery chargers are throwing faults. We even swapped them initially to make sure. Only thing we havent done that I have suggest is to read directly off of the terminals of the battery charger to ensure it is giving off as many charging amps as the P5-13 says it is. Is it possible that maybe the P5-13 is wrong and if not then we might be looking at a wiring issue. What related to wiring would cause excessive amps |
| Re: Aux Battery High Amps | If there are any other electricians that want to chime in please do. Also with supplying charging (positive) amps. What determines the rate of charge. Does the battery pull amps or smdoes the charger put out a nominal amount based on current capacity and then trickle charge close to max. I only have about 5 years of electrical and avionics experience its not much. And wmcould there be something else giving us a false reading on the p5 meter panel while the chargers supply their normally rated amount.
Any advice is welcome as this aircraft is hard down. |
| Re: Aux Battery High Amps | Hi Navy2010,
Did You have a chance to swap P5-13 panel? Maybe there is a problem? Best Regards, |
| Re: Aux Battery High Amps | For how long amps are so high? Battery chargers cycle is controlled by battery temperature, charging battery with 100 amps… I would think that state would not last long, resulting in some protection to work, and battery temp would go up rather quickly and cut charge.
"During Basecharge mode and Overcharge mode, the maximum battery temperature the charger |
| Re: Aux Battery High Amps | FOR GUIDANCE ONLY ==========================================+++========================================== !!!HIGH VOLTAGE AND CURRENTS. DEATH LIKELY IF NEGLIGENT. PROCEED WITH EXTREME CAUTION!!! ==========================================+++========================================== QUESTIONS 1)What maintenance or flight crew procedure was being followed that lead to this fault discovery? 2)Have you consulted the applicable FIM if there is one? 3)Have you checked the maintenance documentation for history? 4)What components and LRU’s have you changed thus far? 5)What is the voltage and current draw on the Main Battery indications from the overhead panel in the various configurations? 6)What is the voltage and current draw on the Auxillary Battery indications from the overhead panel in the various configurations? 7)What is the voltage and current draw on the INV indications from the overhead panel in the various configurations? 8)Are the Battery Charger LRU lights ON or OFF? 9)Is the ELEC light illuminated upstairs on the overhead panel? 10)How long until the BAT DISCHARGE light comes on?SUGGESTIONS 1) Yes, you’re going to need to compare ACTUAL voltages and currents to INDICATED/SENSED. 2) As you said – THE CHARGER CIRCUIT BREAKER SHOULD POP if it is doing its job properly. You should check here first because it is an *easy check. You need to check the breaker for: – HOW MUCH CURRENT it is allowing downstream in the different conditions you mentioned in your initial post, and, – WHAT VOLTAGE IS PRESENT at the circuit breaker. 3) If you are able to, you should measure VOLTAGE and CURRENT at other parts of the circuit AT and UPSTREAM of both batteries, in the normal, and different configurations you mention. 4) Once you have attained all of that, you MUST sit down and analyse that information to make sense of it and diagnose the cause or possible causes. This is best done over a cup of tea, during or after your lunch/dinner break. You should have suggestions 1 thru 3 completed before completing this suggestion. Remember your human factors training and manage your time and effort correctly.GENERAL SUGGESTIONS 1) To cover your arse, are you able to check on another airplane to see if it behaves the same and make comparisons? You could indeed be chasing your tail. 2) CROSS CHECK PART NUMBERS fitted to the airplane against the AIPC. 3) I suggest you include the Main Battery circuitry in your troubleshooting unless you have conclusive evidence to suggest that part of the DC circuit isn’t faulty.TOOLING Voltage meter (Recommend Fluke Digital Multimeter 187, an equivalent or better) Ammeter (Recommend Fluke Clamp Meter 374, an equivalent or better)COMMENTS -I’ll be back with more suggestions after I have had a proper look at the diagrams and have read the system notes but I really need answers to the above questions. -Generally (depending on your specific aircraft circuit), the Battery Charger will charge the battery at approximately 38A DC or 50A DC continuously, for a time. -Generally (depending on your specific aircraft circuit), the Battery Charger will sense an over current at approximately 75A DC. Edited: |
| 737-800 window heat problem | Hi friends, I have urgent question. I had problem with the heating of the RH windshield. When the control switch is set to ON the idication for OVERHEATING illuminates immediately. I made BITE of the relevant WHCU and it gave TEMP SENSOR. I switched over to back-up sensor and made BITE again. This time it gave P5-9 PANEL/POWER CTR. I swapped the LH and RH WHCUs the fault stayed on RH. Then I swapped the P5-9 control panel with panel from another A/C-the same result. I didn’t have ground time for further T/S.The question is why if the system is switched over to the back up sensor the BITE always gives P5-9 PANEL/POWER CTR? Obviously the problem is in the window or/and in the wiring. Probably this message P5-9 PANEL/POWER CTR when the system operates with the back up sensor means that this sensor is faulty also? I will appriciate any information on the topic. |
| Re: 737-800 window heat problem | Hello Technar,
Can You please confirm if after switching over to back-up sensor, during the BITE on WHCU the R FWD Window Heat Switch on P5-9 PNL was in ON position? The message "P5-9 PANEL/POWER CTR" means there is no Control Power to WHCU, this power goes from CB through the switch on P5-9 to WHCU pin 5 (in FIM first step is to measure this power). This power will not be there if: -CB is open, I went through the AMM, FIM instructions and actually I did not see clear step to put switch on P5-9 panel to ON for the BITE. "P5-9/CONTROL POWER" -> "INDICATES NO WHCU CONTROL POWER due to open circuit breaker, control switch turned off (initiated BIT only), P5-9 failure, connector or wiring problems" Best Regards, |
| Re: 737-800 window heat problem | Hallo maro12, Yes the switch on the p5-9 was ON. On the last night shift colleague of mine checked the continiuty of the wiring between the WHCU and both window sensors. He confirmed that the normal sensor had open circuit but the back up sensor was OK. After that he switched on the system and everything was OK (operating with the back up sensor). i have no explanation why. The only thing he did was to remove the WHCU and to measure the resisance of the wiring from the shelf to the sensors. May be using jumpers cleaned the sockets of the shelf. For me it is compete mystery why the BITE gave me p5-9/power control fault when the sys was on the back up sensor. |
| Re: iphone myboeing fleet | Contact with boeing and use toolbox remote |
| Re: iphone myboeing fleet | There is an iPad app, "Boeing Toolbox Mobile Library". Not supported for iPhones though. |
| Re: 737-800 window heat problem | "For me it is compete mystery why the BITE gave me p5-9/power control fault when the sys was on the back up sensor." ____________________________ I think there was just an intermittent problem in the shelf connector of WHCU, related to power supply from P5 panel. When your colleague reracked WHCU, they just remove oxidation layer on the contacts and fault gone) |
| B737 CL wearing anti static band on E&E compartment | Anyone know any reference on wearing the anti static band/strap in LRU handling electronic equipment. Thanks Vortex |
| Re: B737 CL wearing anti static band on E&E compartment | For the NG its in AMM 20-40-12 |
| Re: B737 CL wearing anti static band on E&E compartment | Thanks Dunny for your information, I made some research and found this Boeing SOPM 20-12-02 Handling of Electrostatic Discharge Sensitive Devices… <!– s:idea: –><img src=”{SMILIES_PATH}/icon_idea.gif” alt=”:idea:” title=”Idea” /><!– s:idea: –> <!– s:idea: –><img src=”{SMILIES_PATH}/icon_idea.gif” alt=”:idea:” title=”Idea” /><!– s:idea: –> |
| Is there an allowable limit of trim | Is there an allowable limit of aileron trim a pilot can use and keep flying with. When does it become a downer. Have a condition where pilot had to keep 1 unit right for 12 hour flight. How much trim is considered a sloppy aileron. And where can I find that in writing. Thanks |
| Re: Is there an allowable limit of trim | Hi, if you have the access to myboeingfleet you can look in the 767-FTD-27-06002. It’s for 767 but i think it’s possibly to find this info for your aircraft. This is the part of the FTD
Status One unit of rudder trim will result in 0.3% decrease in fuel mileage. We do not specify in service aileron and rudder trim limits for the 767 airplane. Airlines should determine their own definition of “excessive” trim. Stable cruise. .8 Mach number. Equal engine thrust. Fuel loading laterally balanced. Hold wings level with control wheel and note turning tendency. Apply rudder trim to maintain constant heading. Apply aileron trim to maintain wings level. Trim limit, 1/2 unit aileron and or 1 unit of rudder trim, also ball slip indicator must be less than 1/16 inch from center. Operators may want to verify that proper trimming of the airplane is being performed as above to compare the in-service trim requirements vs the Boeing flight test requirements. |
| Re: Dom Oxygen Aural Message | Could You please elaborate? "Dom" or "Don", what actually this abbreviation stands for? "D" for Decompression I am guessing, but "on" or "om"?
I am assuming You have PRAM Machine installed interfacing with PA. In most cases You can customise indication/chimes/pre-recorded messages. Simple way of option selection is pin programming of responsible box, other way is software options. Go to Maintenance Documents of the PRAM and find procedure for options selection. If it is not included in Boeing AMM, see Docs of PRAM manufacturer e.g..CMM. You would have to check how system was set up initially during installation and what options were selected, and if any changes followed. Options would be specified by Operator before delivery. If it was Boeing installation, Boeing should include this info in AMM effective for Your Aircraft, if it was Mod, You would have to check installation Docs for options. Best Regards, |
| Re: DEU Questions | Does the CC GGA connect directly to the DU’s in the cockpit, or is there an LCD interface that it connects to?
Does the GG CCA mount directly to the DEU motherboard or is it a standalone assembly that just takes inputs from surrounding circuitry? If so, what data format does it take? A429, or a manufacturer specific data protocol? Does it require a specific power supply? If yes, what is the P/N, and how does it connect? Can a single GG CCA drive all 6 DU’s simultaneously, and if yes – will this decrease its lifetime if it used on all displays? Thanks, |
| components with the same part number | dear friends, who knows document use to know the parts have the same part no. for swapping the part,if the fail part is no go item.for exmple master caution light ,sensors |
| who knows this? | the qualified personnel without authorization can fly as flight engineer and the captain release the A/C? |
| Re: Smoke from exhaust | Yes its pretty normal. Look for oil leaks at th aft sump area this may cause some smoke. Asl long as your oil consumption is within limits its ok to operate. But closely monitor the oil consumption to be on time if the leakage becomes bigger.. |
| Re: Is there an allowable limit of trim | There are limits in ch 27 amm for max trim values.
And first of all re-check the aileron cable tension, it is for sure too low. Adjust it, adjust the ailerons to 0 and youlle be fine again. |
| Re: Is there an allowable limit of trim | lateral trim problems can be cause by many aircraft systems (i.e. aileron rigging, rudder rigging, flap rigging, etc.). TheAMM is intended to help the operator identify and correct lateral trim issues. Boeing does not have any trim limits for flight conditions other than those listed in Table 501. |
| Re: P5-6 PN 1019439-1-001 BLANK IN FLIGHT | [quote="FaiJai":zh3ukqnu]Hi,
Check out FTD article 737NG-21-16002. It describes this defect in detail. FaiJai[/quote:zh3ukqnu] Thanks FaiJai. I just checked MBF n got the FTD. Also, Boeing issued an FOTB last year for this problem. |
| Re: Is there an allowable limit of trim | boeing thinks aileron trim is economic issue, not safety matter. |
| DEU Questions | What is the P/N of the GG CCA in Hoenywell DEU P/N 4081600-930?
Thanks, |
| Re: DEU Questions | 4081850-1901
Best Regards, |
| Re: DEU Questions | Hi Maro12,
I sent you a PM. Thanks, |
| Don Oxygen Aural Message | [list=][/list]Got a problem. Not sure if the NG 737s have this feature or not. With Oxygen switch placed from Normal, into the On position, Don Oxygen Lights come on and the HiLo chime comes on 3 times throughout the PA system. All other indications are normal. The problem is the "Don Oxygen" Aural message does not go off through the PA System.Any Ideas? |
| Re: Don Oxygen Aural Message | Sorry for the typo I fixed it.
The problem is that it is not listed in our AMM and I am not entirely sure if we have a PRAM installed. We habe the chimes going through our ICS CSUs. |
| Re: who knows this? | The captain can onyl release a preflight inspection if the company has procedures installed for that, or for special occasions as described in the preamble of the MEL. Further he cannot release the a/c to service since he is not a part 66 (easa) licenced engineer. |
| Collins MCP Subassemblies | Hello,
How does the Collins MCP P/N 822-1567-101/102 split up? Is the front panel with all the switches and displays its own assembly? If yes, what is its P/N? Thank you, |
| xmas greetings | Dear friends. I’m wishing you all guys the blessings of a wonderful Christmastime and I hope you feel all the job this holiday season has to offer. Merry Christmas and happy New Year Vortex <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| GPS light illuminate on recall (737-800) | Good day all boeing lovers,
Now I’m facing a problem "GPS light illuminate on recall (737-800)". Herewith I share the resume of t/s: Ref FIM 34-58 task 802: *Bite MMR#2,found No Red Lt Ill.LRU OK. *IRS Mode Selector Unit check found no Fault Code Appear. *MCDU check and compare output data from GPS#1 and GPS#2 found DATA Same/No Different. *check for Clock#1 n Clock#2 found No Abnormalities. *Cross Change IRS Mode Selec Unit with other A/C problem still exist, part back to ori *Try to replaced MMR 1, problem still exist, part back to ori *Try to replaced MMR 2, problem still exist, part back to ori *Try to replaced IRS MCU with PN 69-37399-13, problem still exist, part back to ori *Inspect Both GPS Antenna connector no found Corrosion/Water trap. Can you help me to solve this problem? I count on you… |
| Re: GPS light illuminate on recall (737-800) | Good Day Novansky,
Have You done any wiring checks? As per SSM 34-58-11, GPS fault logic, after recall GPS light will illuminate if: (GPS 1 LABEL 273 BITS 26-28 SET OR NO UPDATE FOR 6 SEC) OR (GPS 2 LABEL 273 BITS 26-28 SET OR NO UPDATE FOR 6 SEC). I do not remember what info is carried on Label 273 from top of my head, but I suspect it is "GPS Fault" status sent by MMR. You checked both systems and they both look working fine, so maybe one of the databus connections to IRS MASTER CAUTION UNIT is faulty? (Which would meet condition "no update for 6 sec"). As the same databus gives input to FMC, and You wrote that all FMC info from GPS looks OK, I would inspect carefully IRS MASTER CAUTION UNIT connectors D2271 and D2269 and do con checks (i/r + o/r) of the databuses MMR1->IRS MCU and MMR2->IRS MCU. Let us know the progress on T/S and any findings. Thank You. Best Regards, |
| Re: GPS light illuminate on recall (737-800) | Dear Maro12,
My team was performed wiring chk "only" between IRS MCU to ground. Not the db conn MMR->IRS MCU. And when my team try to do system test of GPS, ref AMM 34-58-00/501 it not go as well as the AMM. Thanks for the suggestion to wiring chk the connection between MMR->IRS MCU, I’ll forwarded to my team ASAP. Warm regards, |
| Re: GPS light illuminate on recall (737-800) | Hello Novansky,
You also can use Arinc429 databus reader to check status of Label 273 bits 26-28 from MMR1 and MMR2 and check databus activity on IRS MCU connectors. This would show You wchich MMR or MMR databus gives the trouble. Best Regards, |
| Re: GPS light illuminate on recall (737-800) | Hi Maro12,
Can you tell me the specific name of A429 databus reader? Your info might help us so much. Regards, |
| Lavatory Smoke’s CB pops out prior after landing | Dear Boeing lovers,
Here I stand to ask you about problem "Lavatory Smoke’s CB pops out prior after landing". The summary of troubleshooting as follows: * All lavatory smoke detector replaced. The problem still exist, after landing the CB always pops out. On ground system test of each detector was normal. Please kindly share ur experience if u had this problem, or ur suggest will be the most helpful for us. Warm regards, |
| Re: GPS light illuminate on recall (737-800) | Hi Novansky,
There are many Arinc429 Databus readers available, from siple ones to more advanced where You also can simulate (transmit) labels. An example of the task where Boeing ask You to use 429 reader and gives You example Part Numbers is altimetry test of ADMs: please see AMM TASK 34-11-00-780-802 Altimetry System Test Para C. Tools/Equipment for details. In the links below also some exmples: [url:1adrk8hj]http://www.avionteq.com/document/Avionica-RSU-Manual.pdf[/url:1adrk8hj] [url:1adrk8hj]http://aeroexpress.com/wp-content/uploads/2014/10/Bus-Master-UsersManual-9_13_05-Rev-A3.pdf[/url:1adrk8hj] In Your case from info You provided, both GPS systems give position, clocks get the input, FMS gets the input, I would look for some poor connection in wiring, bad crimping, bad contact etc. With A429 reader You will be able to check if any of MMR actually gives set Label 273 bits to Fault, or if there is an input to MCU at all. Good Luck, let us know findings. Best Regards, |
| Re: GPS light illuminate on recall (737-800) | Sorry, I just noticed in first link I sent is description of Avionica RSU 1 and only FDR application. This is quite powerful tool, I used actually RSU 2 for FDR data live read, data extract, Arinc 429 Tx/Rx, You can use it for EFB download etc. capabilities depend on applications (Software) You purchase.
Here how it looks on supplier page: [url:360wcmdt]http://avionicainc.com/products-3-4-2-2/#top[/url:360wcmdt] Anyway, I guess for Your problem You do not need such powerful tool. Best Regards, |
| Re: Lavatory Smoke’s CB pops out prior after landing | Hello Novansky,
Check wiring for short circuit, c/o insulation tests… Best Regards, |
| Re: GPS light illuminate on recall (737-800) | Dear Maro12,
Noted FYI and maybe we will do wiring check as ur suggestion or will check M469 Annunciator and Dimming Module on P6 its related to master caution unit refer to SSM. So, any other suggestion in case of our problem? Coz u said it don’t need such a powerful tool. Regards, |
| Re: Lavatory Smoke’s CB pops out prior after landing | Hi Maro12
Can you tell me the specific method how the insulation test is? Regards, |
| Re: GPS light illuminate on recall (737-800) | Good Day Novansky,
Use multimeter, non specific. Best Regards, |
| Re: GPS light illuminate on recall (737-800) | Hello maro12
Noted FYI and thank you, will be shared to my team on duty tonight. Regards, |
| Re: GPS light illuminate on recall (737-800) | Dear maro12
After inspect GPS antenna #2 found coaxial cable connector (TNC right angle type) broken at K-Grip sleeve missing 3 grips of 6 total. Is it possible to be the root cause? Regards, |
| Re: GPS light illuminate on recall (737-800) | Dear Novansky,
From information You provided: [quote:2hv0f04o]When both of the MMR’s circuit breaker open, the GPS light not illuminate anymore (after approximately 10s). -You are writing "anymore", why? Did it work before? a)If Yes, do the annunciator lights test and check if lamps are ok, b)If lamps are ok and GPS light does not come on when You open both MMRs CBs, the problem is somewhere at the indication side of the circuit. Lets review the facts: With both MMR CB pulled, both databuses coming to IRS MCU are not active, FAIL and FAIL condition is met and GPS light should come on after 6-10s. I would concentrate on indication part of the system, from IRS MCU to begin. Also from information You provided, I am assuming GPS systems are working fine, but to double check there are few more ways to confirm it, as example: -FMC SENSOR DATA and/or FMC SENSOR STATUS (depends on a/c config) show GPS(MMR) status, see below video regarding this check: [url:2hv0f04o]https://www.youtube.com/watch?v=X14FnZYMZtU&index=46&list=PLSlru5PbHgUH8AMT4PB48nlHXHqNME7TC[/url:2hv0f04o] You said that GPS position shows, BITE on MMRs is ok, therefore, as antenna circuit is tested during BITE, I would exclude this from possible causes (of course I do not know all details and I might be wrong). Also, You mentioned before: [quote:2hv0f04o]when the IRS MCU Electrical Connector cleaned up the GPS light on recall solved[/quote:2hv0f04o] I really would not expect the cause was in "dirty connector", not in this location. I would look really closely there, inspect all area really in detail, pushback pins, broken connections, loose contacts etc. You mentioned You replaced IRS MCU, what was the system behaviour with new IRS MCU? Pay attention to details when troubleshooting. Good Luck. Best Regards, |
| Re: GPS light illuminate on recall (737-800) | Dear maro12,
Last night, my team has replaced the gps coax ant #2 d/t sign of damage and it solved until now on transit. We always monitor if the problem comes on again. Regards, |
| one way interchangeable | hi guys, im new at this forum, hello every one. im preparing an information document about IPC codes. and i need some help about one "way forward interchangeable"or "may replace but not be replaced" . At the IPC front matter there is an explanation as: [color=#BF0000:5qz78m4r]The term one-way forward when used where the originally installed or delivered part is the part being replaced means either the original part or the replacing part may be used. In cases where the term one-way forward is used where the originally installed or delivered part is the replacing or newer part, only the new part may be used. Operators are not locked into the new part number where the old part was originally installed. Future maintenance may use either part. Only when the new part was originally installed are operators required to use only the new part[/color:5qz78m4r]and i could not understand first two sentences. I understood like this: if the originally (does it means at fabric, production phase) installed part is the old part number, both old and new part number can be installed.and in this case for example we changed the old part number with new one, after a while it broke down again and we wanted to change it but only the old part number avaliable, but the part on aircraft is new one because we changed before. now is it interchangeable again? can we install the old part number instead of the new part? if the originally installed part is the new part number, then only the new part number can be installed.its so complicated for me. can any one help me? |
| Re: one way interchangeable | [quote="hussein":1axfu80e]hi guys, im new at this forum, hello every one. im preparing an information document about IPC codes. and i need some help about one "way forward interchangeable"or "may replace but not be replaced" . At the IPC front matter there is an explanation as: [color=#BF0000:1axfu80e]The term one-way forward when used where the originally installed or delivered part is the part being replaced means either the original part or the replacing part may be used. In cases where the term one-way forward is used where the originally installed or delivered part is the replacing or newer part, only the new part may be used. Operators are not locked into the new part number where the old part was originally installed. Future maintenance may use either part. Only when the new part was originally installed are operators required to use only the new part[/color:1axfu80e]and i could not understand first two sentences. I understood like this: if the originally (does it means at fabric, production phase) installed part is the old part number, both old and new part number can be installed.and in this case for example we changed the old part number with new one, after a while it broke down again and we wanted to change it but only the old part number avaliable, but the part on aircraft is new one because we changed before. now is it interchangeable again? can we install the old part number instead of the new part? if the originally installed part is the new part number, then only the new part number can be installed.its so complicated for me. can any one help me?[/quote:1axfu80e]hello hussein”one way forward interchangeable” is the same thing with the ”may replace but not be replaced by”. it means that: if xxxx-2 is one way forward interchangeable with xxxx-4; you can use xxxx-2 or xxxx-4. if existing part on aircraft is -2 you can use -2 or -4. but if existing part is -4, you have to use -4. |
| Re: one way interchangeable | [quote:1qpylmne]hello hussein
”one way forward interchangeable” is the same thing with the ”may replace but not be replaced by”. it means that: but if original part is -4, we can use only -4. |
| Re: one way interchangeable | following.. |
| WQAR Data Engineering Application System | An introduction of WQAR Data Engineering Application System for 737-NG.
To manage your B737 –NG fleet flight data, upload WQAR raw data (single flight WQAR data of rar or zip format only) for free use at <!– m –><a class=”postlink” href=”http://tmptest.vicp.net:9091/lwdemo/”>http://tmptest.vicp.net:9091/lwdemo/</a><!– m –>. User name: yfht88, |
| Re: WQAR Data Engineering Application System | If interested, pls feel free to contact at: <!– e –><a href=”mailto:flightdataprocess@126.com”>flightdataprocess@126.com</a><!– e –>, or <!– e –><a href=”mailto:3146599539@qq.com”>3146599539@qq.com</a><!– e –>. or call: 86-017725017286. |
| Re: WQAR Data Engineering Application System | For the formal version，manually up load WQAR raw data is not needed, system will read your WQAR raw data automatically and all programs are automatically completed. |
| B737-800 Ignition transfer switch | Hi everybody. I am currently having an airplane to redelivery with this Ignition transfer switch mod incorporated via a DER mod. However in the provided documentation there is no ELA change data, not even a simple note stating that it’s insignificant. Do anyone know if this mod affects the ELA? Thanking in advance for the assistance. |
| Re: B737-800 Ignition transfer switch | You will find the ELA changes in the related SB chapter I. |
| NEW MEMBERS READ THIS FIRST ! (ANTI-SPAM rules) | Due to the massive amount of spammers on this forum, i decided to manually approve new members one by one. So if you register, i will check your whois and email, and then approve or reject your registration.Despite 5 security questions you have to answer , i still have to approve your registration manually.If you are in a hurry, please send me an extra email to <!– e –><a href=”mailto:info@sjap.nl”>info@sjap.nl</a><!– e –> so i can approve your registration with extra priority.Thanks for your cooperation !Best regards, sjap |
| 737 Max | Anyone got their hands on one yet…. ?
Done the course, but wont be seeing one for a while yet. |
| Re: ACMS codes for 737 NG | How to go to ACMS alpha call up page on 737NG. It seems our fleet doesn’t support ACMS call up feature.. |
| Eng 1 MES Bleed Duct Press low while ENG 2 ok (APU source) | Good Day All,
737-800 I am facing following situation: Starting Eng#2 as first (APU Bleed Source, APU Bleed Press without loads around 17psi): -> Engine 2 Start Sw to GND -> observing IGV position on APU input monitoring going to 90deg -> Bleed Duct Press rising to around 35psi and N2 rising, reaching max motoring around 25%N2 quite quickly (around 22 sec) = All Normal Eng#2 running, Starting Eng#1 (APU Bleed Sourc, Bleed Duct press around 17psi): -> Engine 1 Start Sw to GND -> observing IGV position on APU input monitoring going to 90deg -> [b:4r097p3t]Bleed duct press not rising staying around 17psi[/b:4r097p3t], N2 rising, struggling to reach max motoring 22% -> LOW DUCT PRESS FOR MES What could be the cause that when starting Eng#1 with APU Bleed, Duct Pressure is not increasing while IGV pos is open? can air press go out through Bleed Air Regulator if ACAU would not command it close, or through 450F thermostat if faulty? Or APU check valve partially closing? Anyone experienced similar situation? Thank You in advance for Your thoughts on the issue. Best Regards, |
| Re: Eng 1 MES Bleed Duct Press low while ENG 2 ok (APU sourc | Hi Maro12 We experienced the same issue.My suggestion is check the following components suspected to have leakage on ENG 2. 1、HIGH STAGE REGULATOR 2、HIGH STAGE VALVE 3、FLEXIBLE LINE P/N:16135-81 Hope useful to you! Nation |
| Re: Eng 1 MES Bleed Duct Press low while ENG 2 ok (APU sourc | Hello Nation,
Today we started Eng#1 first with Isolation Valve closed, Duct Pressure from APU (Left needle) during MES was satisfactory, reached around 37psi after Start Switch to GND, max motoring over 25%N2 in good time (around 24 sec) – All OK. That means problem is on Eng#2 side. I will definitely take Your advice, and check items You listed on Eng#2 with next opportunity. Thank You very much for Your feedback, I appreciate it a lot. Best Regards, |
| Re: ACMS codes for 737 NG | If you have access to Myboeing fleet, codes are under enginnering drawing ARD-AHMA81-916. If you do not have Myboeing fleet access ,give me your email address I can send you a pdf format list. |
| Re: ACMS codes for 737 NG | If you have accesss to Myboeing fleet, codes are under an engineering drawing ARD-AHMA81-916. If you do not have Myboeing fleet access I can email you a pdf format list. |
| Re: ACMS codes for 737 NG | On our fleet , press the menu button on the MCDU press the LSK 3 next to ACMS press the LSK 2 next to Data Display press the LSK 1 next to Mnemonic display enter code. example( FSK1P and FSK8P )flap skews 1 and 8. |
| Re: WQAR Data Engineering Application System | [quote="gorge":2smpdg5n]An introduction of WQAR Data Engineering Application System for 737-NG.
To manage your B737 –NG fleet flight data, upload WQAR raw data (single flight WQAR data of rar or zip format only) for free use at <!– m –><a class=”postlink” href=”http://tmptest.vicp.net:9091/lwdemo/”>http://tmptest.vicp.net:9091/lwdemo/</a><!– m –>. User name: yfht88, Any one interesting about this WQAR application for troubleshooting & fleet monitoring <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> |
| Gear Retract Braking Pressure | Good Day All,
B737-700, LH MLG WW blade seals inside surfaces show signs of friction wear from contact with the tire. Rubber residual show on surrounding area, also LH OUTB Tire shows signs of friction wear. Looks like Gear Retract Braking pressure does not stop the wheel during retraction. Does any of You know by any chance what should be the Gear Retract Braking Pressure value measured on brake quick disconnect when LG Lever Up, or could support me with reference. I can see in AMM TASK 32-41-00-710-802 Gear Retract Braking – Operational Test, but it is only observing wear indicators movement. Did anyone faced similar issue before? Thank You in advance for any suggestions. Best Regards, |
| Re: Gear Retract Braking Pressure | You can put brake press measuring indicators on the brake bleed port, select gear up (with pins of course) and then see what the pressure is. But in general, blade seals wear a lot in common, and lots of times they think it is a problem, while it is normal wear of the seals.. But to check it i would do the procedure with the indicators to make sure. |
| Re: Gear Retract Braking Pressure | Good Day Sjap,
That is exactly what we done, but we were looking for any reference what value should we read. We read LH:420psig, RH:450psig; AMM does not specify value we should read, so I did not know if it is too low or not. In order to find out the answer, I compared measured values with DFDR data from two other 737NG (massive help to have shop on-site). As right after the brake metering valves are pressure transmitters which sends Alternate Brake Pressure to DFDR, on the DFDR graph right after gear UP discrete changing state, You can read Alt Brake Press value for RH and LH gear, until First Officer puts LG Lever to OFF during "After Take-Off Checklist". On DFDR data I could see values in range: 1st compared Aircraft recorded range LH:465-520, RH:465-515, 2nd compared Aircraft range LH:510-535, RH:450-500. As I still was looking for any ref. in documentation, I looked up Brake Metering Valve CMM. Apparently there is separate test which checks this output pressure called "De-Spin Actuator Operational Test", which You do on the bench. This test specify, that with Gear UP Hyd pressure between 1500-3000psig applied on "De-Spin Actuator", output pressure from the valve must be between 500 to 575 psig. If this output pressure out of range, there is the way to adjust it by adding or removing shims in the De-Spin Actuator. Probable causes of incorrect pressure could be also damage of some other internal parts (spring, ball bearings or lever, binding between components). Next step will be check DFDR data for affected aircraft. But with all of this information, I am considering measured pressure on brakes quick disconnect as acceptable. Thank You anyway for Your answer, much appreciated. Best Regards, |
| HOW TO READ THE LANDING REPORT OF 737 | Dear All
Can Someone please guide me as to how to read the LANDING REPORT that we get from the ACMS function THANKS FAIYAZ D |
| Wires – SWPM | Hi, I have question regarding to SWPM, AMM. What kind/type/system ( excluding engine and coax) wires are not allowed to repair with splice. I checked SWPM and it’s not clear at all. Thanks |
| cabin pressure on ground | When doing pressure checks on the ground. Aircraft pressurizes to 4 psi once pacs is turned off. pressure decrease more than 1000 feet in 38 seconds, which is out of limits. We have checked all door seals, nose wheel well panels, hatches, found some leaks and fixed them. However aircraft still decreases in 38 seconds. The bilge drains had one popped as well. taped up all drains with wash tape, same result. Was wondering which valve should close once pacs is turned off to keep aircraft pressurized. Have been working this gripe of a few days now with no joy. Any suggestions would help thank you. |
| Re: cabin pressure on ground | I remember there was another limit in the amm, in where you have to measure the time vs delta-pressure left, but i cannot remember the 1000 ft limit. What amm ch was it? My eperience is that you do right, check all bilge drains, door seals and any other opening for excessive leaks, but always managed to get it within limits. I doubt the 38 sec / 1000 ft limit, not sure of it |
| Re: HOW TO READ THE LANDING REPORT OF 737 | <!– m –><a class=”postlink” href=”https://mp.weixin.qq.com/s?__biz=MzAwNzkyMTg1Mg==&mid=2247488040&idx=1&sn=ca5574d7f8d47552197b62dedc0216a9&chksm=9b779bfbac0012ed18601d50d76d7bca58cbe04570616d75fbd8fb41c39959c2664085a2024b#rd”>https://mp.weixin.qq.com/s?__biz=MzAwNz … 5a2024b#rd</a><!– m –>
<!– m –><a class=”postlink” href=”https://mp.weixin.qq.com/s?__biz=MzAwNzkyMTg1Mg==&mid=2247488011&idx=1&sn=d34de0c526dc3cb0c3a28232cd22aee7&chksm=9b779bd8ac0012ce0da66d3eb7795b53d7472841c85f8304f2074da96aa3e5b3a11511c4e87c#rd”>https://mp.weixin.qq.com/s?__biz=MzAwNz … 1c4e87c#rd</a><!– m –> <!– m –><a class=”postlink” href=”https://mp.weixin.qq.com/s?__biz=MzAwNzkyMTg1Mg==&mid=2247487954&idx=1&sn=39148807ec6ff778a2d8c6043a8459c4&chksm=9b779801ac0011172f53412022382e362c7d4261ac024e6cdfac5b95ea131bc42d5169067b79#rd”>https://mp.weixin.qq.com/s?__biz=MzAwNz … 9067b79#rd</a><!– m –> |
| Re: cabin pressure on ground | So turned out to be FCPS sensor was bad causing relay to send constant power and keep a valve wide open causing pressure to dump that was fun trouble shooting lol. Thanks for reply |
| Re: cabin pressure on ground | Hello Bronster,
I was trying to understand nature of the fault You were facing, would You mind to write which sensor do You mean? What FCPS exactly stands for? Which relay do You mean? Outflow valve was wide open? So cockpit valve position indicator was showing different position than actual? Thank You in advance for feedback, Your experience could help others in the future troubleshooting in case similar fault occur. Best Regards, |
| Re: HOW TO READ THE LANDING REPORT OF 737 | Is the link valid ? yayoo? |
| Re: Wires – SWPM | Review throughly SWPM 20-10-13 and referred there chapters (eg. for 777 Primary Flight Control System 20-14-11).
Best Regards, |
| Re: Wires – SWPM | Thanks Maro, but i have not found anything useful. |
| Connectors | I am new to this forum.
I am looking for a list of all electrical connectors on a 737. Does any one know where a good place to start would be? Does Boeing publish a list of all connections to LRUs, Firewall forward, and back to the engine? Thanks, Anthony |
| Connectors | I am new to this forum.
We are looking for a list of all Electronics Connectors firewall forward and back to the engines of a 737. Does anyone know where to find this information? Does Boeing publish anything like that for public use? Thanks, Anthony |
| landing gear lever very hard to move | Dear Members, today on 737-800 a/c captain made a report about landing gear lever very hard to move from UP position to OFF position during selection. please advice.Thanks, Anil |
| Re: landing gear lever very hard to move | how was it ground ? hard to ? |
| Re: HOW TO READ THE LANDING REPORT OF 737 | [quote="sjap":1950qc4r]Is the link valid ? yayoo?[/quote:1950qc4r] … no |
| Re: Connectors | boeing published all m w/w connectors informations(pins connectors etc ) but not engine side … you use wdm for it .. that is so easy :S |
| Re: landing gear lever very hard to move | The handle is not doing anything more than moving a cable to a drum which in turn moves a rod which in turn moves the piston on the LG selector valve in the LH wheelbay ceiling. If it was hard to move: It was not pulled out enough and then moved. The selector valve could be stuck but that never happens, especially not just after TO. The drum shaft through the pressure deck could be sticky. Replace the pilot. It probably was used to airbus or other a/c with small gear handles. |
| Re: landing gear lever very hard to move | [quote="sjap":kcygaf96]The handle is not doing anything more than moving a cable to a drum which in turn moves a rod which in turn moves the piston on the LG selector valve in the LH wheelbay ceiling. If it was hard to move: It was not pulled out enough and then moved. The selector valve could be stuck but that never happens, especially not just after TO. The drum shaft through the pressure deck could be sticky. Replace the pilot. It probably was used to airbus or other a/c with small gear handles.[/quote:kcygaf96] replace pilot <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> hahahaha |
| Re: HOW TO READ THE LANDING REPORT OF 737 | Landing
Report Acronyms and Abbreviations Header Data Acronym Description Units Report Data Acronym Description Units Airborne(1=in air,0=on ground) Nose gear(1=ground,0=air) Left main gear(1=ground,0=air) Right main gear(1=ground,0=air) Airplane Type Codes Code Description |
| 737 battery on with fiel tanks open | hi I would like to know, why the airplane must be electrical systems off while the fuel tanks remains open? thanks. |
| Re: 737 battery on with fiel tanks open | Hi, You are not allowed to have power on when you have the fuel tanks open due to the safety reasons and because there are Flammability Zones around an Airplane with the open Fuel Tanks. Mainly, the reason why you are not allowed to have power is due to the electrical faults and wiring problems , these two possible situations can cause sparks which can ignite the fuel vapours. For more info. you can read AMM: 28-11-00 / PB. 201 (B737-NG) and also find useful information in the following article: <!– m –><a class=”postlink” href=”http://www.boeing.com/commercial/aeromagazine/articles/2011_q1/3/”>http://www.boeing.com/commercial/aeroma … 2011_q1/3/</a><!– m –>I hope to be useful to you. Regards, Octavian |
| Re: Gear Retract Braking Pressure | Here is an illustration of the gear up brake pressure.
[img:3h9s5isr]http://i68.tinypic.com/fwi0za.jpg[/img:3h9s5isr] [img:3h9s5isr]http://i64.tinypic.com/wb8ehd.jpg[/img:3h9s5isr] If you are swinging the gear, a quick check is to try and spin the wheel while it retracts. The ~500psi begins when gear handle is UP. Cheers |
| Re: Eng 1 MES Bleed Duct Press low while ENG 2 ok (APU sourc | So what fixed it? |
| Re: Eng 1 MES Bleed Duct Press low while ENG 2 ok (APU sourc | Hi Tweakjr,
Aircraft had to depart so I did not have time to do any additional inspections/testing. Since that time the aircraft is in operation, probably will be looking on this issue during next longer maintenance input. Best Regards, |
| Re: 737 battery on with fiel tanks open | But if the tanks are open for a long time, and forced ventilated for several days, and the vapor is all gone, and the fuel remains are cleaned from the tank, and you did a test with the LEL meter and concluded there are no vapors anymore anywere, you can apply power again to the a/c. This happens during long D-checks for example. There is no danger involved if you have the above situation. But then again it may be company policy or local regulations.We did this in the past too, and there is not any reason you can not do this since all danger of explosion is eliminated. |
| Re: 737NG ACMS alpha code | Hello, I need get the alpha codes again, the link above is kit working. Thanks. |
| Re: ACMS codes for 737 NG | Hello, I tried to download the xls file, but I couldn’t, Firefox tries to install a bar or an extension, and If I do install it, I can’t get the xls file. Can anyone share it? Thanks |
| 737NG aileron control wheel stiff in roll axis | HI, ONE OF OUR 737-800 (WINGLETS), OPERATES DAILY TO THE DESERT. DURING LAST 12 MONTHS WE HAVE RECEIVED MANY PILOT REPORTS RELATED TO HEAVY CONTROL WHEEL FORCES IN ROLL AXIS, SUCH AS : 1) AILERON CONTROL WHEEL STIFFNESS, ESPECIALLY AT FULL RANGE TRAVEL 2) SPEEDBRAKE HANDLE STIFFNESS. 3) AILERON INPUTS ARE VERY HARD WITHOUT AUTO PILOT. DIFFERENCE IN AILERON TRIM UNIT IS ONE. 4) AILERON TRIM DISPLACED 1 UNIT TO THE RIGHT ON F/O CONTROL COLUMN WITHIN CAPT INDICATES ZERO CENTER. 5) FLT CONTROL STIFFNESS PERSISTS IN ROLL AXIS AND SPEED BRAKE HANDLE TO FLT DETENT.NOTE: CAM FOLLOWER BEARING REPLACED AUG 2017, DEFECT PERSIST. SPOILER MIXER AND RATIO CHANGER REPLACED OCT 2017, DEFECT PERSIST.6) LATEST REPORT 3 JULY 2018 AND TROUBLESHOOTING AS BELOW: DURING PRE-FLIGHT CHK, FLIGHT CONTROLS NOTED TO BE STIFF IN THE ROLL AXIS WITH HYD SYS PRESSURIZED. AILERON CENTERING MECHANISM CENTERING SPRING ADJUSTED, FORCE TEST C/OUT SATIS. DURING PREFLIGHT CHKS, FOLLOWING WAS NOTED, AFTER HYD SYS PRESSUIRZED, CAPT FLIGHT CONTROL POSITION CENTERED/ F/O FLIGHT CONTROL 1 DEGREE OFFSET. T/SHOOTING C/OUT BODY CABLE AA & AB FOUND SATIS. ROLL FORCE TRANSDUCER WIRE BUNDLE CHECKED IF TOO TIGHT FOUND SATIS. AILERON TRANSFER MECHANISM INSPECTED FOR EXCESSIVE FRICTION. FOUND SATIS. CONTROL COLUMN U JOINT & SUPPORT BEARING INSPECTED FOUND SATIS. TENSION CHECKED ON CABLES ABSA & ABSB. FOUND SATIS, SAME ABOVE CABLES INSPECTED FOR CONDITION & BLOCKAGE. ALL FOUND SATIS. LEFT AILERON DEFLECTED DOWN WHILE RIGHT IS FLUSH WITH HYD SYS PRESSURIZED. RIGHT WING SPOILER PANELS 8/9/10/11 DEFLECTED.ANY RECOMMENDATIONS ARE APPRECIATED. BRGDS |
| Re: 737NG aileron control wheel stiff in roll axis | I was going to say spoiler mixer, but it appears you’ve already replaced that… |
| Re: 737NG aileron control wheel stiff in roll axis | Maybe the vertical input axis bearings in the weheel well are contaminated with sand? of corroded? See similar complaint at: [url:166ta5f4]http://www.sjap.nl/temporary-solution-for-heavy-aileron-input-forces-737-all/[/url:166ta5f4] |
| Re: 737NG aileron control wheel stiff in roll axis | I would start with attaching a straight edge across the control wheels and making sure all for contact points touch with verifying the trim pin fits free. . Address this first. A couple things to try check if A/S-4 fits in the Xmas tree with hyd on, use flight control hyd switches turning them off and on individually and checking A/S-4 .Could be pcu’s fighting. Do the pogo adjustment check. If that’s all good your ailerons should be in the neutral rigged position. If they are and the spoilers are still up make sure all the wheel rig pins fit free. The only way for the spoilers to be deflected at this point is thru the ratio changer input .Do the ratio changer input rod adjustment check .If that’s good remove the spring cartridge turn on hyd and see if the spoilers stow.This could be a bad spring cartridge. As far as the stiff speed brake lever. It could be an electric actuator going bad. Any reports of auto speed brake inop? Or the fwd speed brake mechanism going bad. I would address the to symptoms separately. Good luck |
| Re: 737NG aileron control wheel stiff in roll axis | Thanks all. We replaced the aileron power lower control assembly P/N 251A1661-13. The lower spacer P/N 69-41223-2 in this assembly was also found cracked. So far no further pilot complaints. much appreciated. regards |
| Re: Eng 1 MES Bleed Duct Press low while ENG 2 ok (APU sourc | Hi All,
I have the aircraft in my hands again for some time. What I could manage to do so far is swap High Stage Regulators, no change, problem still exists. What we could notice, is that with ENG 2 running, Isol Vlv Open and ENG 2 Bleed Switch in OFF, problem is not there, Engine 1 starts OK. Now I am thinking that it can not be the leak in ENG 2 High Stage Regulator/High Stage Valve when with ENG 2 PRSOV closed (ENG 2 Bleed Sw Off) problem is not there <!– s:? –><img src=”{SMILIES_PATH}/icon_e_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> Reverse flow protection in High Stage regulator should close High Stage Valve (as APU bleed for MES shall go up to around 37 psi). But I am also trying to find the answer what is happening with ENG 2 PRSOV when ENG 2 is running, ENG 2 Bleed Sw ON, Isolation Vlv OPEN and we are starting ENG 1 from APU <!– s:?: –><img src=”{SMILIES_PATH}/icon_question.gif” alt=”:?:” title=”Question” /><!– s:?: –> From what I see on the schematic and from reading, PRSOV on ENG 2 (running), during ENG 1 start from APU with Isol Vlv open, shall also close as downstream sense line will supply APU MES press to chamber B of PRSOV against BAR control pressure which shall be 20-28 psi (according to health check). Anyone? <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> Thank You in advance. Best Regards, |
| Re: Eng 1 MES Bleed Duct Press low while ENG 2 ok (APU sourc | Hello All,
Yesterday I leak checked ENG 2 Precooler Downstream sense line (line which actually sends precooler downstream pressure to High Stage Regulator and PRSOV chamber B for reverse flow protection). Part of this line is Flexible Line P/N: 16135-81 mentioned previously by Nation, I found this line leaking a lot. For what it looks from schematics, if this line is leaking, during ENG 1 start ENG 2 reverse flow pressure coming to High Stage Regulator and PRSOV is bled, and in consequence High Stage Valve nor PRSOV would not close letting ENG 2 Reverse Flow Condition. I will not be able to do Engine Run for some time, but I hope replacing Flexible Line will fix the problem. @Nation – Thank You very much for sharing Your experience – spot on! I appreciate it a lot! Best Regards, |
| Fwd Left pax door indication | Had an issue with a fwd entry door indicating on the door warning module on touchdown. (737-800)
Looking at the schematics the forward left entry door has both an entry door sensor S199, and entry door switch S1147. Its the only door on the airplane with the extra switch. Why doesn’t the other doors have this additional switch ? |
| Re: Fwd Left pax door indication | Good Day Dunny,
Ref.SB 737-52-1159 R01 Basically operators reported diversions and turnbacks due to Fwd Entry Door air leaks and airctaft not pressurizing. There was no indication on the door annunciator pnl that the door was not fully latched. Adding S1147 prevents extinguishing of Fwd Entry Door light on door annunciator pnl when Fwd Entry Door are not fully latched. Most probably operators reported that problem mostly on Fwd Entry Door, might be that Fwd Entry Door sometimes have to be opened/closed in rush by the crew before departure for operational reasons. I am sure that Boeing would prepare SB for other doors if needed/required. Hope this helps. Best Regards, |
| Re: Fwd Left pax door indication | Thanks for the info
Surely the other doors get opened as much and are subject to as much wear Just seems a tad strange that they only added it to one door. |
| Re: Fwd Left pax door indication | Hello Dunny,
I am sure we all seen that the crew have to open Fwd Enrty Door again after boarding completed for different reasons. Accessing aircraft for maintenance usually through Fwd Entry Door, etc. Best Regards, |
| Re: Fwd Left pax door indication | The fwd entry door is the biggest and heaviest one, and the hinges and mechanisms tend to wear out much more due to the heavy load of the door. My experience is that it is possible to close the door, but due to the upper hinge wear the upper aft guide latch may be turned but not into the recess. So the door looks closed (from the inside) but the upper half is still an inch inward and not flush with the fuselage at the aft latch. The fwd latch is always ok, the aft upper latch isnt. So you may close the door normally and it is still not flush at the upper half aft side. That gives a false idea of a closed door while it is not. The original switch may then be closed so the cockpit crew thinks it is ok.The others doors are much smaller and lighter and especially the aft doors move in a horizontal line which wears out the hinges much less. The fwd rh door is smaller and lighter as well and so far it may not have caused so many issues with th hinges as the big lh fwd door,So the extra switch is a typical boeing solution. Not making the hinges stronger but installing an extra switch to monitor the latch.(do you remember the flap input cable switch at the aft rh side under the cabin floor on the 737 classic? Typical a boeing solution. Making a switch to monitor if the cable breaks giving you a flap bypass situation. pfff) I always refer to this boeing solution: Its not looking for the headache cause but gives a pill against the headache. Problem solved. <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Re: Fwd Left pax door indication | Good answer and makes sense now… <!– s:D –><img src=”{SMILIES_PATH}/icon_e_biggrin.gif” alt=”:D” title=”Very Happy” /><!– s:D –> |
| Thrust reverser deactivation with leaking actuator | If one of the thrust reverser actuators has a leak, can the aircraft be despatched by following the TR deactivation MEL? As per the system schematics, hydraulic pressure is not supplied to the reverser during normal operation, except during deploy and 10.8 seconds after stow command. Yes, hydraulic might still drip but its whatever’s in the line, not from the system… |
| Re: B737-CL MCP FROZEN DISPLAY A/P DISCONNECTEDIN FLIGHT | In the late 1990s or early 2000s I thought I came about and SB or SL regarding MCP freeze when flying through precipitation. It was caused by either #1 LH and or RH windshield not having their wire mesh bonding under the aerodynamic sealant. The wire mesh normally gets thrown away during sealmat replacement. There’s supposed to be 1 wire mesh at each of the 4 edges of the windshield |
| Re: Thrust reverser deactivation with leaking actuator | Yes youre right. The lines are without pressure. I would do the same |
| NG cabin ROC fluctuating | There’s been quite a few reports during cruise cabin ROC fluctuates, about 500ft/min. Duct pressure is stable. Ground pressurisation check found satisfactory within leak rate limits. CPC bite shows low in flow / hi leakage.Any idea what could cause this? |
| Re: NG cabin ROC fluctuating | vacuum toilet use can cause a brief change in rate of climb |
| Re: NG cabin ROC fluctuating | Definitely not toilet usage, it happens throughout, even without toilet being used… |
| Re: NG cabin ROC fluctuating | I would have thought +/- 500ft cabin alt ROC would have been able to be felt in the ear.
Are the pilots reporting an actaul cabin alt change or just the needle on the gauge fluctuating ? |
| Re: NG cabin ROC fluctuating | This defect has occurred on several aircraft, definitely not indication, most pilots don’t really complain if it’s 500fpm , but there was one which went up to almost 1000fpm & everyone (that means pax too) complained of ear discomfort. Can’t be CPC either cause changed to alternate as still the same. |
| Re: NG cabin ROC fluctuating | just check temperature control valves. |
| Re: NG cabin ROC fluctuating | How about the pack flow control shut off valve or the Trim air PRSOV, but of these have a pressure regulating function. |
| Re: Connectors | JT8, CFM56-3, -7? |
| Re: NG cabin ROC fluctuating | suggest to check the cargo door seal per FIM 21-31 Task 823 step B (6). |
| Prox sensor Failsafe mode | 737-800
Have a NLG air/ground prox sensor (S1015) showing as in Failsafe Mode on PSEU. Anyone have an explanation as to what this actually means ? Ta |
| Re: Prox sensor Failsafe mode | You should find your answer in FIM 32-09 Task 802 |
| Part number sun visor sliding window | who do you know about p/n of sun visor roll at sliding window LH side ? |
| Re: 737 battery on with fiel tanks open | [quote="OCTAVIAN":28wpb71u]Hi, You are not allowed to have power on when you have the fuel tanks open due to the safety reasons and because there are Flammability Zones around an Airplane with the open Fuel Tanks. Mainly, the reason why you are not allowed to have power is due to the electrical faults and wiring problems , these two possible situations can cause sparks which can ignite the fuel vapours. For more info. you can read AMM: 28-11-00 / PB. 201 (B737-NG) and also find useful information in the following article: <!– m –><a class=”postlink” href=”http://www.boeing.com/commercial/aeromagazine/articles/2011_q1/3/”>http://www.boeing.com/commercial/aeroma … 2011_q1/3/</a><!– m –>I hope to be useful to you. Regards, Octavian[/quote:28wpb71u] Thanks for the link. |
| 737-800 fuel hose repair. | Dear Members will you please let me know if there is any limits or any repair available for FUEL HOSE outer flexible red color shield used on SERVO FUEL HEATER p/n- AE713733-1 IPC REFERENCE 28-22-51-01A ITEM 30; used for CFM 56-7B26 ENGINE, B737-800 A/C .
B’regards, |
| Re: 737 battery on with fiel tanks open | [quote="OCTAVIAN":1hoj8i82]Hi, You are not allowed to have power on when you have the fuel tanks open due to the safety reasons and because there are Flammability Zones around an Airplane with the open Fuel Tanks. Mainly, the reason why you are not allowed to have power is due to the electrical faults and wiring problems , these two possible situations can cause sparks which can ignite the fuel vapours. For more info. you can read AMM: 28-11-00 / PB. 201 (B737-NG) and also find useful information in the following article: <!– m –><a class=”postlink” href=”http://www.boeing.com/commercial/aeromagazine/articles/2011_q1/3/”>http://www.boeing.com/commercial/aeroma … 2011_q1/3/</a><!– m –>I hope to be useful to you. Regards, Octavian[/quote:1hoj8i82] Thanks for the link. |
| Re: Part number sun visor sliding window | Ref.IPC 25-11-21-26, 25-11-21-27
Best Regards, |
| Lav A no water supply (BBJ) | Hi, after few hours in air, the water supply to Lav A stopped. No water to faucet nor to toilet flush. tried to set Lav A water supply & SOV to different positions, no help. There is no signs of water leak as water quantity does not drop irregularly. ***This is BBJ model, the water manifold supply water to Lav A, galley, guest lav. Only Lav A has problem.Is it possible water supply & SOV failed in CLOSE position?Any thoughts, guys?Thanks, |
| Re: Lav A no water supply (BBJ) | Is the problem still present? Do you have any water pressure at other locations? Just to make sure the pressurization of the tank is ok. If present, i suggest to loosen the water connection slightly at the coupling near the lav where it comes from the water tank to see if the pressure reaches the fromnt of the plane. Normal 737 have the water supply line running above the ceiling panels to the galleys etc. (al least i know of of th fwd RH galley where the supply is above the front galley ceiling) try to acces the supply line and from there start troubleshootinh towards the failed components |
| 737 fan blade article | Hey everybody,
Here an article about the failing fanblade on the SW plane form Phillynews.com: [url:1rutq7j0]https://l.facebook.com/l.php?u=http%3A%2F%2Fwww2.philly.com%2Fphilly%2Fhealth%2Fscience%2Fsouthwest-flight-1380-engine-blade-ntsb-20181120.html%3Ffbclid%3DIwAR0WrDiAzW6KcvcG2wTTXcHBXBE-tQS_uBmfV2bXXBsm_EhSOLGZ8CohOkE&h=AT2ZEEdrK3dl4eR9Ozw5rYgv-ndTK6nY0RjYCv3WcukwTgXnYxG95RDBu2OvJS-Gm9ibp5oPIIlZo_2HtBmrE8ElFPeMwguI0PLka2ePDr7OyPU039kv9EVjSvtItlVy4qQSsQ[/url:1rutq7j0] |
| Re: Lav A no water supply (BBJ) | Hi Flyday,
Do You have Cabin Outfitting Manuals (AMM Supplement, IPCS, etc.)? Do You know which outfitting center done the cabin? Can You share this info? BBJ1,2 or 3? How Galley and Guest Lav You mentioned are situated in the cabin? Dependent on outfitting center water system might be modified in many ways on BBJ, including for example IR SOV, extra filters etc. but if You have original Boeing Lav A module, I would guess water sys was not changed so much there. I would find AMMS (You should have it with Your documentation) and see how system looks and what is on the way which could fail. Water line is in the ceiling like Sjap mentioned (BBJ usually no difference up to the modules, but than in the Lav module might be different things) and if You have water pressure in Fwd Galley (You did not say that galley is in front, I assumed it, correct me if I am wrong) I would think that pressure is ok. Best Regards, |
| Re: Lav A no water supply (BBJ) | Thanks for reply. Yes, it is original Boeing Lav A. Nothing wrong on the other galley, lav. pressure, water flow. Only Lav A has problem. On the ground, the problem still there.Will anyone have water supply & SOV CMM? I am going to try to remove the SOV and check the flow. Any other idea?I have attached the layout of the water/waste diagram for ref. |
| Re: Lav A no water supply (BBJ) | Hi Flyday,
It looks pretty straightforward. First logical step would be to check if water ok on the input to SOV (maybe try to bypass it for test). I had a case with complaint with a low flow to one of the Lavs after several hours of flight with request to check heating elements on the water hoses (on this particular ac all water hoses in cabin had heating elements controlled by built-in thermostats, like standard Boeing hoses in waste tank area). One of the ideas was that water in the line might freeze up after several hours in the air in certain conditions, and with heating elements/thermostat faulty. But after check heating elements/thermostat found to be ok, and after further discussions we found this probable cause rather unlikely. Unfortunately I do not know if and how the problem was fixed at the end. Let us know. Best Regards, |
| Re: Lav A no water supply (BBJ) | Thanks Maro12. Ya, looking at schematic, fairly simple system.As the supply&SOV is a pure mechanically operated valve, that is why I am wondering if the SOV is the cause, ie failed in close position(supply off) in a sudden. If not, I am out of idea why. In this case, seems water supply tube doe NOT have heating element. And it is NO flow not low flow.That is why asking for CMM. |
| Re: Lav A no water supply (BBJ) | Hi Flyday,
I see Your point, I would look for CMM also, unfortunately no access now. I also agree that probability that this valve failed closed itself from open position is very low (manually operated 4 way valve), but still this is the easiest step to check at this moment and worth to see if You have water into the valve. You mentioned that You were trying to move the SOV valve in different positions, and if this did not change anything, even less likely there is water in. If not, than we look further. Is Fwd galley at aprox same station as Lav A (in front of P6 back wall) or further back? If is is on same sta, I would say pressure is ok, but still needs to be checked, as I might be wrong of course. To check it You would need to remove ceiling panels: cockpit entry and/or above fwd entry and check for water presence there in line somehow like Sjap mentioned, although couplings might be installed on hoses joints, which I think can not be just slightly loosened, and You would not like trying to remove it with water pressure – I am not sure if You can loosen it, maybe Sjap could tell more on that one. Did You do any major maintenance which required access and Lav A/Fwd Galley removal lately? Did You see if water is coming out from fwd drain port? (I am thinking what would happen if drain valve started to leak through, although low probability also I would think) Best Regards, |
| Re: Lav A no water supply (BBJ) | Good Day Flyday,
It is also worth to go through FIM 38-10 Task 803 to check all items which could degrade water system pressurisation like: Also to access a little more Lav A supply line, removal of oxygen box would be an option. Best Regards, |
| Re: Lav A no water supply (BBJ) | SOV removed and checked serviceable. Now water supply seems back to normal without any part replacement. ****I should check water flow BEFORE SOV remove/install (possible air lock?)The Lav A is right FWD of Door 1L at STA 290 apprize, while Lav Guess is right AFT of Door 1L at STA400 Galley is then right after Lav Guess at STA 490. ***Refer to water tap pointNow seems problem pointing to icing/frozen tube? But I have no clue why as Lav Guess & Galley work normal.Will need to wait another 10+ flight to see if problem comes back. |
| Re: Lav A no water supply (BBJ) | I would rather point towards water system pressurisation.
On BBJs it would be even more difficult to cause line to freeze, as they in most cases have additional soundproofing which makes another layer of thermal insulation. Boeing lists it as probable cause, but I would say it would most likely happen on ground in cold weather without air conditioning running, in flight in my opinion probability of that happening is very low. From what You wrote, Lav A is most forward situated water tap point, therefore it is possible that in case of water pressurisation system decreased performance, in certain conditions water would not get there. The causes might include air leaks in tank pressurisation system as well as restricted water flow in water lines. It is just my guess. Could You confirm if the issue was also there when water tanks were completely full? Best Regards, |
| Part number of contact – socket | Could anybody help me to determine Military standard part number of the contact socket: socket is used in B/E Aerospace Water Boiler Rail (P/N 416-0201-27) connector P/N CDC00E16S-1S-M02. I have size (16), dimensions in mm and BIN code (Black-Blue-Blue) of socket and tried to find it in Boeing SWPM, Airbus ESPM and Google for datasheets but with no success. Rail CMM 25-30-11 gives P/N C050600 which is useless for me.
[url=https://ibb.co/Rh5h3fm:29u6a91s][img:29u6a91s]https://i.ibb.co/JxhxvV4/1.jpg[/img:29u6a91s][/url:29u6a91s] |
| Re: Part number of contact – socket | Hi Conhulio,
From what I could find at this moment, see below connector supplier contact: [url:leszni0j]http://www.airelectro.com/contact/[/url:leszni0j] If I were You, I would write them or call them to ask connector contact datasheet / MIL ref. Best Regards, |
| P5-6 PN 1019439-1-001 BLANK IN FLIGHT | As subject, 737 NG P5-6 PN 1019439-1-001 blank in flight ( flight alt window blank), pilot can not change flight altitude in flight, flight went back.
Anyone experenced this matter? |
| Re: 737 NG air conditioning sys operation | apu bleed pressure lower while both pack ON. It’s normal |
| Re: Recall Pack Light (b738) | Pls see AMM SDS 21-60-00, "The TRIM AIR switch is in the ON position for normal operation. This causes the Trim Air Pressure Regulating and Shutoff Valve (PRSOV) to open and regulate the pressure in the trim air ducts to approximately 4 psi above the cabin pressure". if PRSOV fail, no trim air to cabin, makes cabin cold. |
| any engineers from FLY DUBAI? | hello,all,
Any engineers from FLY DUBAI? Pls email me at <!– e –><a href=”mailto:3146599539@qq.com”>3146599539@qq.com</a><!– e –>. Thanks. gorge. |
| Re: P5-6 PN 1019439-1-001 BLANK IN FLIGHT | Hi,
Check out FTD article 737NG-21-16002. It describes this defect in detail. FaiJai |
| Re: Lav A no water supply (BBJ) | I would guess the water supply line is sitting next to the skin and freezing. I have seen this happen on ours after long flights. There may be insufficient insulation at that location. |
| Re: Lav A no water supply (BBJ) | [quote="maro12":1v8wyozt]I would rather point towards water system pressurisation.
Could You confirm if the issue was also there when water tanks were completely full? Best Regards, Problem does not exist when tank is full. |
| Re: Lav A no water supply (BBJ) | [quote="700Ctech":1ftnmot1]I would guess the water supply line is sitting next to the skin and freezing. I have seen this happen on ours after long flights. There may be insufficient insulation at that location.[/quote:1ftnmot1]
Thanks for input. That would be a case, but remotely possible as for Lav A where MEC close-by? |
| Re: Lav A no water supply (BBJ) | Quick update: Recently in 2 more than 7 hours flights, problem does not exist.So far, no positive finding, no part replaced.No more problem. <!– s:? –><img src=”{SMILIES_PATH}/icon_e_confused.gif” alt=”:?” title=”Confused” /><!– s:? –> |
| Re: Lav A no water supply (BBJ) | Hi Flyday,
Thank You for feedback. Did You notice any anomalies in compressor operation, when no bleed air (I mean time and frequency of activation)? I do not see Your drawings anymore, but I am assuming water pressure cut-out switch is still there on modified system (placement of this switch might also be important). Considering only compressor line at this moment (no bleed), I would think that if this part of the line would not keep the pressure: 1. it would take longer for compressor to pressurise the tanks, 2. compressor would run more frequently. And as this line have a common section with bleed, You verify this part of the line at the same time. Just an idea, maybe worth to do some observation there. It is easy, and might give some clues. Also, can You confirm that after affected flights, after landing on ground problem still existed? (situation before You serviced tanks and after). My reasoning: @700Ctech, Best Regards, |
| Re: NG cabin ROC fluctuating | As per FIM last manufactured Airplanes got this problem due to TCV. They still modulating and causing ROC fluctulation. |
| Re: Thrust reverser deactivation with leaking actuator | Well leak has to be within limits as actuators are constantly pressurized even after deactivation. In company has been a problem where they asked Boeing and they confirm it. |
| Re: Lav A no water supply (BBJ) | [quote="maro12":8wyyotqp]Hi Flyday, Did You notice any anomalies in compressor operation, when no bleed air (I mean time and frequency of activation)? Also, can You confirm that after affected flights, after landing on ground problem still existed? (situation before You serviced tanks and after). Maro12[/quote:8wyyotqp] Hi Maro12, did not chk compressor ops. seems ok? on that flight, problem was still there after landing, even 30 minutes later.We recently had a 11 hours flight, no problem at all. |
| Re: Lav A no water supply (BBJ) | Hi Flyday,
Let me recap (correct me if I am wrong): -Problem started in flight after several hours, water level was running low, -After landing, even 30 min on ground, problem continues (before water servicing). Next questions I would ask: When exactly problem went away? Was it after water servicing? Was it after any specific action on the aircraft/system? Did You notice exact water level when problem appeared? Did You go as low as during affected flight in water level during recent flights? Let’s observe. Best Regards, |
| 737 NG auto speed problem | Hi friends, I have problem with auto speed brake sys of NG. When deployng on landing the auto speed brake actuator drives the lever to up position and then it continues to run. The actuator is changed with no result. Apart from this sometimes the actuator is not able to push the lever from FLIGHT detent to UP detent. The force necessary to pull the lever manually through the full range is within the AMM limits. |
| Re: 737 NG auto speed problem | And the test with the module in the EE comp. Does it pass the test? Try with disconnected actuator, just loose from the mechanism. Does it work then? Still looks like a heavy control cable to mixer problem? |
| Re: 737 NG auto speed problem | Hi Technar,
If actuator is still operating when handle is raised, it means internal switches supplying RAISE coil in actuator did not open. This might be caused generally by internal switches fail closed, or actuator is not raised enough to open the switches. You replaced the actuator, so with high probability eliminated internal switches fail close case. The actuator would not rise enough to open internal limit switches because: reaching external mechanical limit before internal limit switches open, or would not have power to overcome mechanical load to reach extended limit. Do the Speed Brake Throttle Switch Test TASK 27-62-00/501 latest revision, and see how system behaves. First thing I would do, is to check actuator disconnected from mechanism as per Sjap instructions. This is new actuator so it should work properly – it should extend fully and motor should stop. Second thing I would check actuator adjustment as per Installation procedure, Ref.AMM 27-62-31/401 latest revision. I would also have a closer look on the control cable to mixer forces, as per Sjap. Furthermore I would check power in to the actuator (between pin 1 and 7) with multimeter and proper test lamp to check how it works with some load. If actuator can not overcome normal operating forces, might be due to power quality to actuator. This power comes from Auto Speed Brake Module through R708 Spdbrk Actuator Enable Relay and R01010 Diode. I would check R708 resistance when energised (check relay on the bench), diode and measure wiring. Auto Speed Brake Module might also give lo power out, if You have possibility I would arrange to swap it for testing. I would also ask: -When deploying in landing, does the lever go to full mechanical stop (You can not move it any further back by hand, even small amount of movement – apart of cases when not able to push from FLIGHT detent to UP detent)? -After deployed during landing, when does actuator stop to run (what action do You do to stop it)? I am also thinking, if actuator is still running against mechanical resistance many times, how long it will stand without failing. Let us know the findings. Best Regards, |
| Re: 737 NG auto speed problem | u must try another actuator .. |
| Re: 737 NG auto speed problem | I agree with motortek. I suspect faulty spare actuator. My idea is that the actuator is not able to overcome the friction of the system. When this occurs during landing the actuator stops before reaching UP detent. In this moment the pilot grabs the lever und pulls it to UP detent. This action dissynchronizes the positions of the lever and the actuator – the lever reaches the UP stop while the actuator has not reached its up limit switch. This happens because they are operated simultaniously. In normal practice this never happens. What I wanted to try is during the test when the actuator is driving the lever towards UP detent me to move the lever slowly towards DOWN detent. In this way the no-back mechanism will allow the actuator to reach its UP position. Then I would set the lever to UP pos. thus synchronizing both the actuator and the lever. Of course this wouldn’t solve the problem with the unability of the actuator to overcome the lever and the system. I didn’t have chance to try it becausee the aircraft moved to another base. If i get further information I will share it . |
| Re: Lav A no water supply (BBJ) | [quote="maro12":1a644ciu]Hi Flyday,
Let me recap (correct me if I am wrong): -Problem started in flight after several hours, water level was running low, -After landing, even 30 min on ground, problem continues (before water servicing). Next questions I would ask: When exactly problem went away? Was it after water servicing? Was it after any specific action on the aircraft/system? Did You notice exact water level when problem appeared? Did You go as low as during affected flight in water level during recent flights? Let’s observe. Best Regards, |
| Re: 737 NG auto speed problem | As expected after second actuator replacement everything is OK. |
| spoiler actuator(9) not fully retracting after replacement. | 737-900 BBJ Dear Sir, After confirmation about the interchangeability of the flight spoiler PCU part no. P665A0001-01 and P665A0001-03 , we followed AMM 27-61-51-000-801 for removal and installation of the same.During the operational check, with the speed brake lever fully down, we found that the spoiler surface (spoiler no.9) was not fully in down position. We cycled speed brake control lever through its full cycle to bleed the spoiler actuator. But the condition persists.As per the spoiler actuator adjustment task 27-61-00-820-803, gap check with the flap surface was carried out and found out of limits as per the table given. We found the gap between the trailing edge of the spoiler panel and the flap near the center line of the spoiler actuator to be 37mm as against the value 6.10mm (min) and 7.62mm(max).We tried to adjust the clearance by turning the piston rod on the spoiler actuator, which we did up to the maximum as per the task. Operational and Gap check carried out again and the condition still persist (spoiler surface no.9 not fully flushed and the spoiler pcu not fully retracted).any suggestions plz. |
| Re: spoiler actuator(9) not fully retracting after replaceme | Does it move down when turning the ctrl wheel the opposite way? Then is might me the cable adjustment or pickpup adjustment. (the hex inbus on the actuator) You have the rod adjustment, the cablke input and the pickup adjustment on the actuator. The combination of these are important. it is alwas possible to get it in range finally. |
| Arinc 429 on operational tests. | Good Morning I would like to know the difference between installation test, system test and operational test. and I would like certify that a system is receiving Arinc 429 bus parameters when performing an operational test. thank you. |
| Re: spoiler actuator(9) not fully retracting after replaceme | did u try adjutment procedure with allen screw on pcu ? |
| Eng1 Fire Detection | We installed a new fire loop (core) harness. No ENG1 illumination on the handle. No horn (on batt power only. Ext does get a bell horn). Nor hi-lo chime and master warning light.
We have ENG 1 IDG removed. Could this cause an issue? We are not getting any faults on the associated LRU. We even swapped the loop to the other side to ensure the gripe wouldnt follow and it didn’t. |
| R/H PACK TRIP OFF LIGHT ILL DURING DESCEND (B737CL) | Dear Fellas, We had a problem with R pack trip off lite ill during descend on B737CL and below are the T/S summary : Summary of Troubleshooting:1. 27 FEB 2019 Replaced R/H Turbofan d/t found damage. 2. 27 FEB 2019 R/H heat exchangers cleaned with nitrogen. 3. 01 MAR 2019 Checked and retightened duct overheat switch. 4. 02 MAR 2019 Replaced R/H turbofan rubber hose d/t broken. 5. 02 MAR 2019 Replaced R/H compressor discharge overheat switch. Switch taken from PK-CLK d/t nil stock at store. 6. 05 MAR 2019 Replaced air cond. Acc unit. Ops check 1 hrs result good. I’m looking for your feedback and highly appreciated for helping.Regards, [i:bv26xpfl]For a safer sky[/i:bv26xpfl] |
| Re: Eng1 Fire Detection | Bad Fire Detection Control Module. confirmed by switching modules in planes. |
| Re: R/H PACK TRIP OFF LIGHT ILL DURING DESCEND (B737CL) | Did you follow the trouble shooting chart of the cooling portion of the air conditioning system? ATA 21-51-00 PB100 "THE LEFT (RIGHT) "PACK TRIP OFF" LIGHT ON THE P5-10 AIR CONDITIONING MODULE IS ON." |
| apu starter generator cable | Good afternoon friends
anyone knows why the mass cable of the apu generator has 2 terminals connected to the structure. |
| Re: apu starter generator cable | Maybe to make sure there is always a good connection to ground in case of one terminal has a bad/corroded/lloose connection?…the currents are very very high… |
| Re: GPS light illuminate on recall (737-800) | I do not remember what info is carried on Label 273 from top of my head, but I suspect it is "GPS Fault" status sent by MMR. You checked both systems and they both look working fine, so maybe one of the databus connections to IRS MASTER CAUTION UNIT is faulty? (Which would meet condition "no update for 6 sec"). As the same databus gives input to FMC, and You wrote that all FMC info from GPS looks OK, I would inspect carefully IRS MASTER CAUTION UNIT connectors D2271 and D2269 and do con checks (i/r + o/r) of the databuses MMR1->IRS MCU and MMR2->IRS MCU. |
| wings static discharge | hi everyone’s I like to know, how make the static discharge base bonding measurement. the measure with bonding meter is: STATIC DISCHARGE BASE/ CONDUCTIVE STRIPE BELOW OF THE BASE. OR STATIC DISCHARGE BASE/ WINGS STRUCTURE. ?thank you friends. Alisson. |
| NEADS on Classics | Has anyone seen the NEADS ATA47 fitted to a B737 CL or is this system on fitted to the NG/Max? |
| 737NG aileron trim/control wheel defect | Dear colleagues On our 737-800 , we have the following defect : WITH HYD PRESSURIZED NOTICED AILERON TRIM ON FIRST OFFICER SIDE 2.0 UNITS AND CAPT SIDE 1.0 UNITS.Any troubleshooting tips, which FIM task is recommended?Note: Last month we replaced the aileron feel and centering mechanism in main wheel well, and also the pulleys (aileron, spoiler, and speedbrake) in the left and right wing trailing edges and main wheel well. This was to clear high control wheel force defect. thanks |
| Re: 737NG aileron trim/control wheel defect | you need adjust aileron control cables. |
| Engine inflated heat at exhaust during taxing | Morning, Our aircraft had engine inflated heat during taxing.we inspect all parts and found ok.the parameters are ok.who is experienced with this? |
| Re: Engine inflated heat at exhaust during taxing | What do you exactly mean with inflated heat on exhaust? What was visible? flames? Smoke? Higher EGT? |
| Re: Engine inflated heat at exhaust during taxing | Sorry flame=infrared heat |
| Re: wings static discharge | You should measure from the base of the static discharge to where it mounted to. Hope this help. |
| Re: Thrust reverser deactivation with leaking actuator | If I’m not mistaken, the actuators are not pressurised aftee a time delay once it is stowed… So if there’s a leak it’ll only leak whatevers in the line up to the TR module in the MWW. |
| WTRIS and rudder question | 1. During normal flight with A&B hydraulic available all turns are done without rudder assistance, as flight spoiler counteracts aileron adverse yaw. TRUE or FALSE?
2. During manual reversion (no A & B hydraulic to flight controls) standby rudder pcu is powered and WTRIS is functioning to assist in turns as there is a possibility flight spoilers will not operate to assist in the turn due to loss of hydraulic power. TRUE or FALSE |
| APU fuel burn with apu bleed ON and both packs OFF | Hi all
I’m trying to find the reference that says that whilst on the ground, leaving apu bleed on with packs off causes 40% unnecessary fuel burn. Can anyone remember where it is? I could’ve sworn it was in a service letter |
| Re: APU fuel burn with apu bleed ON and both packs OFF | 737-SL-49-060 |
| Re: WTRIS and rudder question | 1false 2true |
| Re: WTRIS and rudder question | So if 1. is false, then why is there no WTRIS during normal flight (sys A & B available) for turn coordination, as there is no command to rudder other than yaw damper and manual inputs. |
| Re: APU fuel burn with apu bleed ON and both packs OFF | Not quite brother. I appreciate the attempt to help though
There is or WAS written SOMEWHERE, that there is specifically 40% loss of efficiency with packs off and apu bleed on, on gnd without eng’s running. With my boeingfleet changes, i don’t know how to search for historical inactive stuff <!– s:( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:(” title=”Sad” /><!– s:( –> |
| Re: Thrust reverser deactivation with leaking actuator | [quote="Shumway":3vzeav9a]If I’m not mistaken, the actuators are not pressurised …[/quote:3vzeav9a] When was the last time you opened a hydraulic line? <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –> PS:… oh and there is a limit in the AMM 78-31-00-206-001-C00 (CL) 78-31-00-700-F00 (NG) 78-31-00-700-801-G00 (MAX) |
| Re: APU fuel burn with apu bleed ON and both packs OFF | [quote="Electron":3dztevy0]Not quite brother. I appreciate the attempt to help though
There is or WAS written SOMEWHERE, that there is specifically 40% loss of efficiency with packs off and apu bleed on, on gnd without eng’s running. With my boeingfleet changes, i don’t know how to search for historical inactive stuff <!– s:( –><img src=”{SMILIES_PATH}/icon_e_sad.gif” alt=”:(” title=”Sad” /><!– s:( –>[/quote:3dztevy0] It is recommended that you operate the APU with the two air conditioning SDS 49-50 PAGE 12 |
| Re: SWPM Training | [quote="Dunny":2li45ae5]I happened on a rather interesting trouble shooting guide for wiring faults, not sure how to post it here though ?
Hey, SJAP how do we upload stuff here, or do we have to send it to you directly ? I’ve a mountain of 787 stuff that you might find of use as well[/quote:2li45ae5] Did you have any luck uploading this? I would very much appreciate a copy. Rgds |
| Relay removal/install/t’shooting refrence | Good morning,
Just doing a bit of research and reading regarding 737s. I’m trying to understand where to find the procedure to replace relays and relating to testing/troubleshooting, I have tried searching through the SWPM but this doesn’t seem to cover relays just the connectors/wiring to them. Would troubleshooting just be covered by wiring checks and isolating the fault to the relay? Any advice appreciated Thanks! |
| Re: Aux Battery High Amps | It is very useful information. Thanks for sharing. |
| FEEL DIFF PRESS light ON just after lift-off | Good Day Everyone,
737-700 (with FEEL SHIFT MODULE) After Elevator Feel Computer overhaul experiencing following problem: FEEL DIFF PRESS light comes on just after aircraft lifts off, stays steady during flight, goes off upon touchdown. Pilots did not report any anomalies with handling the aircraft (3 flights in a row) although during last flight reported "BANK ANGLE" annunciation after takeoff with AP engaged (disconnected AP and continued without further anomalies except FEEL DIFF LT). Pilots hyd press observation: no press difference between A and B systems. Weather condition: hot, sunny day, clear sky (around 30deg C) Troubleshooting steps performed (following the FIM 27-31 TASK 815): ->Exercised R00813 30-seconds relay delay circuit (switching off FLT CONT switches, one at a time – LT ON within time limit, with LT ON opened Right Elev Tab CB – LT OFF, closed CB – LT ON after 30 sec, both hydraulics OFF – LT OFF, both hydraulics ON – LT OFF), exercise carried out several times, satis I did not do check of resistance of Pitot probes as I assumed no possibility of icing (LT on just after lift-off during hot clear day) – please correct me if my assumption is wrong. I did not inspect rubber flex lines, although I tried to blow air with my mouth from the Pitot lines in Stab bay (with restrictor valves removed and lines capped accordingly) I could feel air flow – I would feel if line would be kinked or blocked. I can not see any interface with air-ground system. But strangely LT comes on immediately after takeoff, goes off after touchdown. All tests on ground passing without reproducing the fault. Once ac lifts off – DIFF PRESS LT ON. We are going to replace FEEL COMPUTER as a next step. Do any of you guys have experience with similar snag? Thank you in advance for any ideas and feedback. Best Regards, |
| Re: FEEL DIFF PRESS light ON just after lift-off | Good Day All,
Quick update: Elevator Feel Computer replaced and tested satis. FEEL DIFF PRESS light did not come on during flight. Fault cleared. Regarding "BANK ANGLE" aural annunciation: DFCS BITE including Fault History check performed: found Elev Pos Snsr and Neutral Shift Snsr faults. Checked sensors adjustment and found those two sensors slightly off (on the limit I would say, even BITE once passing, later on during the day failing). Sensors adjusted, all tests including Land Verify satis. I am not sure if and how these two pitch channel sensors could be the root cause of reported instance of exceeding bank angle limit but we did not find other DFCS issues. Subsequent flight with no faults. Best Regards, |
| Re: Relay removal/install/t’shooting refrence | Good Morning, Please, check SWPM 20-30-00 (Installation Torque for Circuit Breaker, Relay, Contactor, and Time Delay Module Terminals) and SWPM 20-81-00.Regarding testing of relays as themselves – from experience – swap, continuity check acc to scheme drawing on relay or Boeing WDM/SSM.If talking about t/s in general terms – we checked all relay input signals, than – following circuits.Best regards |
| Re: Relay removal/install/t’shooting refrence | Thanks for your reply ill have a read through.
Just trying to get my head around the WDM/SWPM side of things a bit more. Thanks again |
| Re: Relay removal/install/t’shooting refrence | Also, Function testing post relay change for example; Is there a specific task for this, I cannot see a refrence directing more specifically than just the torque loading as refrenced?So this would be the correct process; For example you would troubleshoot, identify relay as faulty due to whatever reason. Find part number off equipment list, move to SWPM and the only info you get is torque loading?Thanks again |
| Locating connector physically on aircraft | Hello All, I’m just getting my head round the WDM/SWPM studying.Could anyone advise best way to find connector from WDM to physical location on aircraft please? And also from a connector physical location on aircraft to correct WDM part?Thanks for all advice. |
| Re: Locating connector physically on aircraft | Good Day JetA1,
->Locating connector from WDM to psychical location (in general): A.On the Wiring Diagram (WDM drawing) identify area where connector is located on the aircraft (e.g. Main Wheel Well, Electronic Equipment Shelf, Pressure Bulkhead etc.) or LRU where connector is mounted, B.If connector is mounted on LRU – find LRU in AMM (SDS or P&P Removal/Installation) – based on the Figures in manuals locate LRU on the aircraft and identify connector, C.If connector is not part of LRU – go to Equipment List – select connector number from the list – read: Station/WL/BL (Station/Water Line/Buttock Line) – go to AMM Chapter 06 or SRM and identify location based on given coordinates. Go to the aircraft and look for your connector in identified location. Try to use any reference points (e.g. edge of the window, any structural elements or equipment which you know coordinates, etc.), D.You can also check in Hookup List – it also gives you coordinates of the connector – and tells you where each termination goes, E.Use any available data to identify any clues (SSM, WDM-Charts, AMM – anything which could give you some clue about location of connector itself, disconnect bracket where connector is mounted etc.). ->Locating connector in WDM from aircraft (in general): A.Read connector number from identification label, B.Go to WDM – Equipment List – read Wiring Diagram reference, C.If Ident Label is missing or unreadable try to identify LRU where connector is connected and find this LRU in the SSM/WDM – identify connector, D.If connector is not part of LRU – clean and open wire bundle and read any visible wire numbers – go to WDM Wire List – find wire number and identify connector number, E.Also – if connector is not labeled, try to follow wire loom or part of it, maybe other side of loom is not so far, and termination on the other side is Labeled – than you can find both sides in Hookup List or on one diagram. In both cases, good knowledge of your type of aircraft, locations, reference points, LRUs, structures etc helps a lot. Good Luck. Best Regards, |
| Re: Relay removal/install/t’shooting refrence | [quote="JetA1":38k4n117]Also, Function testing post relay change for example; Is there a specific task for this, I cannot see a refrence directing more specifically than just the torque loading as refrenced?So this would be the correct process; For example you would troubleshoot, identify relay as faulty due to whatever reason. Find part number off equipment list, move to SWPM and the only info you get is torque loading?Thanks again[/quote:38k4n117]Affirmative, that’s enough info for replacement is SWPM.Regarding post-installation tests – use WDM/SSM/Hook Up list to identify connected subsystems and based on that determine applicable operational test to perform. So just analitical process in your mind and of sourse experience to correctly analyze and utilize manuals. |
| Re: Locating connector physically on aircraft | Thankyou very much for the detailed response, Very helpful. |
| Re: Relay removal/install/t’shooting refrence | operation test for associated system of that relay is enough? Or the faulty system caused from relay? |
| The problem about tripping of equipment cooling systerm | Hi,eyeone I am a new member and have a poor English,learning with each other and improving myselves are the goal of my registering forum.Next then,Let’s discuss about the problem that I have referred to in the subject. Previously,I performed a task card about the cleaning of equipment cooling supply and exhaust fan.But the same problem I almost met everytime when I do this task card.The problem is that the circuit breaker of supply or exhaust fan always trips after supplying power to aircraft.But carefully learning about WDM,SSM,AMM does’t give me a answer,some colleagues think polishing bonding wire is very useful,but I don’t think so.I think It’s possible that clamps are installed too tightly or rotational resistance is too large.I hope that seniors can talk about your valuable experience.Thanks. |
| Re: The problem about tripping of equipment cooling systerm | Yes it looks like the clamps are too tight and that fan is running heavy. The CB trips after the cleaning? Then it looks indeed like an incorrect installation of clamps or overtightening them. Dis you already fix the problem? |
| airstairs ‘MAINT’ Switch – Procedure for use? Nothing in AMM | Hello guys.
Looking for any reference to the red guarded MAINT switch on the fwd air stairs of NG aircraft. I am aware it bypasses sensors/switches but cannot find a procedure for its use? Nothing in my MEL or AMM. Just normal/stby operation or manual stow procedure. Is this switch not for use other than workshops? Thanks! |
| Re: airstairs ‘MAINT’ Switch – Procedure for use? Nothing in | Good Day JetA1,
Ref.AMM SDS 52-61-00 Pg.38, 46, 64 (latest Revision; pages numbers might slightly differ dependent on your airline config, but description is there) [i:me9c7kyq]You can use this switch if there is a fault in the retraction protection circuits.[/i:me9c7kyq] As example: when you are on line, ac about to depart and airstairs will not retract (will not start retracting in case of S1, S2, S10 or will stop at the moment when lower ladder already folded in case of S11), before you will execute manual retraction procedure you try to operate this switch. If the cause of malfunction is S1, S2, S10, S11 when you activate Maintenance Switch S14 airstairs should retract. [b:me9c7kyq]!Make sure though that handrails are properly stowed, and lower ladder is up and locked.![/b:me9c7kyq] I encourage you to read through SDS part of the AMM. Best Regards, |
| Re: airstairs ‘MAINT’ Switch – Procedure for use? Nothing in | Thanks for the reply.
So it is mentioned in part 1 (SDS) but no procedure/task specifying when or how to use the switch in part 2 of the AMM? Also with my companies MEL if the air stairs are to be locked out, the procedure is specified as aa manual stow. Maybe other procedures vary at differing company? Thanks! |
| Re: Thrust reverser deactivation with leaking actuator | Just to clarify.
For a leaking actuator outside AMM limits it cannot be deferred by deactivation. The reverser will still leak. |
| Re: airstairs ‘MAINT’ Switch – Procedure for use? Nothing in | You need to discuss it with people which write procedures in your company and ask their approach.
When you operate Maintenance Switch to bypass faulty "safety circuit" and airstairs retract, are they really unserviceable? If I remember correctly S1, S2, S10, S11 are only in the ground path for retract coils of airstairs motors relays, and if any of them would be faulty it would not affect extension sequence (This is from top of my head, please anyone correct me if I am wrong). Therefore why would you like to lockout or MEL airstairs then? But as I said this is the question for people who write your procedures. AMM is selection of instructions provided by OEM. Once you know any system in depth you realise there are a lot of ways to meet your task requirements not covered by AMM, FIM etc. Sometimes you need to use your knowledge, experience and engineering judgement accompanied by common sense. Best Regards, |
| link dead | Hi Guys as "Bleed air test guide, the ultimate guide for all bleed problems ! 737-ALL" link is dead on ATA Chapters documentation is there anybody who have this doc? |
| Re: airstairs ‘MAINT’ Switch – Procedure for use? Nothing in | Its common the handrail extension sticks/locks up resulting in removal and then requiring them to be INOP as obviously no handrail is present. I haven’t yet encountered failure of the switches themselves but with the handrail removed they aren’t triggered hence the maint switch useage <!– s;) –><img src=”{SMILIES_PATH}/icon_e_wink.gif” alt=”;)” title=”Wink” /><!– s;) –>I see your points, insightful and helpful as always |
| Re: link dead | O yess thanks for the tip ! Il have it somewhere in my backup files Ill post it again asap! |
| Re: link dead | <!– m –><a class=”postlink” href=”http://www.mediafire.com/file/f1sf4gmc71mf2bs/737_Bleed_Air_Test_Guide.pdf/file”>http://www.mediafire.com/file/f1sf4gmc7 … e.pdf/file</a><!– m –> |
| Re: spoiler actuator(9) not fully retracting after replaceme | it was a faulty actuator…we installed another actuator and the problem solved. |
| B737NG why RA reading -4 on the gate or in the ground? | Hello, please kindly help me to answer, im curious why radio altimeter on b737-800 or 900 on the ground or on the gate reading -4 ??? In my point of view, radio altimeter should be calculate distance from the plane to the ground ? But why on the ground ra reading -4?? Somebody please help me to explain to me.. thank you |
| Re: B737NG why RA reading -4 on the gate or in the ground? | This is because when the a/c is landing, and just as the wheels touch the ground, the altimeter is at 0 Because the a/c is flaring on that moment, the nose is approx 4 ft up in the air. And the radio alt antennas are just behind the nosewheel. So when the main wheels touch the ground, the indication is 0. the correct alt on that moment.When the nose lowers during the landing, then the antennas go lower as well and as soon as the nlg is on the ground the altimeter antennas are also lower and therefore read -4. |
| Re: Engine inflated heat at exhaust during taxing | If it’s flame from the center exhaust plug than it’s excess oil puddling . CFM56-7 will have excess oil puddle if they are motored for a long time without light off. Common after a compressor wash, when the engine is dry motored for a long time. If that’s not the case , and you have excess puddling it’s from the #5 bearing oil pressure/scavenge tubes or bearing cover. GE onwing will make that repair. |
| Portable CDU connector | The portable CDU receptacle (D6063J) is in the electronics bay on the front of the E5-2 shelf, below the FMCs:
[img:6ctpbrvv]https://i.postimg.cc/9QtxZDvP/Portable-CDU-receptacle.png[/img:6ctpbrvv] Does anyone know the part number or specifications for this connector? Thanks |
| Re: Engine inflated heat at exhaust during taxing | If your asking about a flame from the center exhaust plug hole, it is usually caused by excessive oil puddling. Excessive oil puddling can be caused by long engine motoring without light off. A compressor wash will usually put about a gallon in the plug area. If the oil puddling is not caused by long motoring then check oil consumption. It is usually caused by a leaking #5 bearing oil pressure/scavenge oil tube or cover. GE onwing does that repair ,we remove nozzle ,plug and flame arrest or to give them access. |
| B737-700 IRS POSITION ERROR | Hi, after 11 hours flight, we had L/R IRS position error as: FMC POS, GPS L/R POS: N24/32/6, E118/07/9 IRS L: N24/32/3, E117/59/1 IRS R: N24/30/9, E118/10/1The pos error for L/R shown on CDU are 6.9/3.6nm.I know there are well below the AMM 34-21-00 limit for individual system. However, this L/R DIFF cause the FMS message: VERIFY POS IRS-IRS.Does anyone know where to look for the limit for difference?Cheers, |
| Re: Portable CDU connector | BACC45FN16-24S |
| MEL 23-28 question | Hello!
Please, help me to figure out this MEL issue. "FWD and AFT Attendant Control Panel LCD Touch Screen Display, Display Processor and Display Processor Over-Temperature LED Light, Boeing Sky Interior (BSI) (-600/ -700/-800/-900)" can’t figure out "6" of what ? there are only 2 attendant panels onboard, do they mean functions…? Thanks in advance |
| Re: MEL 23-28 question | We have the same MEL item. With also the ""6". I think 2 LCD touch displays, 2 processors, 2 over-temp led ligjhts. Total 6 pieces. But anyhow, 0 is required so anyting may be broken for the next 10 days. And the operational procedure: OPERATIONS (O) Alternate procedures must be established and used. NOTE: The BSI ceiling and sidewall lighting defaults to a 30% white lighting state (medium white) for any loss of communication from the FWD Attendant Control Panel. For initial charge or first flight of the day, the photoluminescent strips may be illuminated for 15 minutes with bin doors closed and minimum activity in the cabin with the lighting in this 30% state to supply 7 hours of photoluminescent charge. Additionally, the photoluminescent strips will not lose charge if the cabin lights are operated continually in this 30% state during normal operations once the initial charge is achieved. |
| Re: B737-700 IRS POSITION ERROR | Upload the screenshoot.
Any mate to give some advise? I reckon replace R adiru can solve the problem if next flight occurs similar msg again. But that is not the prefer solution so far… |
| Re: Portable CDU connector | Thanks, that’s very helpful.
What kind of portable CDU is normally used with this connector? |
| Re: B737-700 IRS POSITION ERROR | just check door drains maybe door drains are leaking water this water flows into adiru |
| Re: B737-700 IRS POSITION ERROR | Update: Fault doesn’t occur in the following 11 hours flight. |
| Re: B737-700 IRS POSITION ERROR | [quote="motortek":1kehki89]just check door drains maybe door drains are leaking water this water flows into adiru[/quote:1kehki89]
Thanks Motortek! Could you please give more details? Water flows into adiru? |
| engine bleed pressure | hi, after starup 737-900ER, when we put the bleed on for the engines, the right manifold pressure is showing less than that of the left,with the isolation valve in the auto position.Is it normal? |
| Re: engine bleed pressure | yes this could be normal, what is "less" ? Is it within limits? What happens if you put the iso vlv in open?See these limits:<!– m –><a class=”postlink” href=”https://online-lening.net/BleedcheckNG.xls”>https://online-lening.net/BleedcheckNG.xls</a><!– m –> |
| Re: B737-700 IRS POSITION ERROR | [quote="flyday":1h2apku9][quote="motortek":1h2apku9]just check door drains maybe door drains are leaking water this water flows into adiru[/quote:1h2apku9]
Thanks Motortek! Could you please give more details? Water flows into adiru?[/quote:1h2apku9] you know we have door drain system.this systems are collecting water from door sill drains and send bladder assembly then water going to outside with drain fittings . Most of the b737/7/8 a/c series fwd right side sill drains are blocking or sill drains head sides are detaching . when this situtation occured water leaking to e/e comp. and dropping adiru box… |
| Re: engine bleed pressure | Thank you so much Sir for your reply and thanks for the attachment you sent.
when we did the run at idle,the left duct pressure was around 20-25 , but the right duct pressure was showing around 10-15, with the isolation valve in Auto position.When we put the Isolation valve to open, the duct pressure indicator split was gone. the AMM says a duct pressure at 10-25 psi is normal at engine at idle.Actually my doubt is that ,Is this duct pressure split is there for all 737? |
| Re: engine bleed pressure | It looks like thh RH bleed is a bit low. I advise you to do the complete test and see how it behaves at high power settings. If a little increase from idle is enough to get all pressures within limits? Then no worries. Else start T/S the RH bleed system first. I suggest to start with the HP controller. But again, do the test with iso vlv closed to seperate the bleed systems, else T/S is not possible.And yes a little split is normal, as long as the press is within limits. The bleed system consists of many parts on each side, and they act as a independant system on each side they are not always exact similar in pressure output. |
| Re: engine bleed pressure | Thank you so much Sir..It really helps. <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> |
| Re: B737-700 IRS POSITION ERROR | Thanks Motor. not in this case anyway… |
| Foil tape delamination | Hi everybody!
I have hit a snag.My company has received aircraft recently, during its operation the delamination of some foil was found forward of DME antenna. The foil structure looks like aluminium speed tape and sealed around. Such foil is present around of all DME antennas and I can ‘t find any documents or links where the foil was appeared on the aircraft. Maybe someone has met any information or can suggest something about such type of improvement. Thanks in advance |
| Re: Foil tape delamination | This is VERY strange. The DME should be installed directly on the bare skin. I dont what the foil is about, iv never seen that on any 737 in my life. Looks like a mod or some kind of repair. It certainly is not looking legal, or like a boeing approved repair?.. Suggest to remove the whole foil and antenna, clean the whole fuselage and install the antenna as it should be iaw amm. There must be a normal skin underneath…. |
| Re: Foil tape delamination | Thank you for your advise Sjap. Now, I suspect that it is a repair in accordance with SRM 51-70-14. Panel 192F was made from composite and covered with aluminum flame spay coating.If this coating is damaged, this type of repair might be performed. If so, there will be a composite under the foil without aluminum flame spay coating .The plane will be stopped for С -check soon and I will check if my guess is correct. |
| Airstairs Normal/Stby switch… Standby position? | Hello all,
I understand the airstairs operation. When the external switch is placed to standby and the extend/retract switch left in neutral what physically happens? Thanks for info! |
| Re: Airstairs Normal/Stby switch… Standby position? | Hi JetA1,
When you place NORM/STBY switch to STBY (Ref.SSM 52-61-11), one pair of the contacts of the switch connect ground to K8 SWITCHED HOT BAT BUS RLY coil inside SPCU (Ref.SSM 24-31-12, D11714A pin 1). K8 coil gets power from Battery, through BAT BUS CB on J9 (C1340) and SW HOT BAT BUS CB on the front face of SPCU (C169), therefore assuming C1340 or C169 are not open (both closed), when you place NORM/STBY switch to STBY, K8 will close energising SW HOT BUT BUS SECT 1, SECT 2, SECT 3. Anything connected to these buses will be energised. You can read on SSM that placing Airstair external switch to STBY is the same as closing contact set 4 in BAT SWITCH S5 (BAT SW to ON). NOTE: References above are generic, please confirm with SSM specific for your Aircraft effectivity. Best Regards, |
| NLG turned by strong wind? | Hello All,
It has been reported that due to strong winds NLG of the aircraft (737NG) turned almost 90 deg while aircraft parked with chocks in place (see picture). Aircraft did not move, just the NLG turned. Anyone seen something like this before? How to explain it other way than wind turned the leg like towbar would do? <!– s:roll: –><img src=”{SMILIES_PATH}/icon_rolleyes.gif” alt=”:roll:” title=”Rolling Eyes” /><!– s:roll: –> Interestingly enough it happened in other aircrafts parked on same tarmac also. [attachment=0:ezhzupfl]<!– ia0 –>368d892f-7279-436c-a5ea-bebeae15bc76.JPG<!– ia0 –>[/attachment:ezhzupfl] Best Regards, |
| Re: NLG turned by strong wind? | Yes i have seen this before. The wheel is free to turn since there is no hydr press. It will find its own way like a shopping-cart wheel would do since the axle point is behind the strut. It happens whith strong side winds on the tail. |
| Re: NLG turned by strong wind? | Hello Sjap,
We seen it for the first time and were surprised. I did not think about position of the axle with respect to the strut, that is very good point. Thank you for your response. Best Regards, |
| Re: Sliding window frame rubpad p/n | please i urgently needed this SB 737-56-1024 as pdf thanks |
| B737-300 MEC | Looking to see if anyone has a o-ring part number kit for CFM56-3 |
| FDR Data frame input parameter list | Hi
I am going to develop frame layout for CL series. Thanks |
| Re: engine bleed pressure | FIM 36-10/804 step E. item(16)a states that:
When engines are in GROUND IDLE, no maintenance actions are required for pressure lower than 10 PSI if the pressures DURING FLIGHT are See attached chart (.jpg file) where I had defined what’s normal for pilots and mechanics knowledge in GOT/GOL. |
| Boeing Documents | Hi, I come across these Boeing B737NG documents, D926A200 D010A001 D634A330Does anyone know what are them and where to get?Thanks, |
| Re: B737-400 APU GTCP85-129 PROBLEMS | Dear people, I have problems with a B737-500 APU, after 10 or 15 minutes the APU Shutting down. I performed T/S AUTOMATIC SHUTDOWN – NO APPARENT CAUSE. No FAULT or other indications shows. Is like you put the APU Sw to OFF. ELECTRONIC SPEED SWITCH, S634 checked resistance according T/S, APU INTERNAL DAMAGE Checked normal in boroscope inspection (damages within tolerance) ADJUSTMENT OF THE APU AIR INLET Checked ok, we put a jumper in the SW connector. EXTERNAL DAMAGE TO THE APU Checked normal APU CONTROL UNIT, M280, was replaced, first start was successful for first 5 hours, but after that, the fault start again. THE APU FUEL SYSTEM checked, fuel arrive to APU filters (checked both normal) very good LEAKAGE FROM THE COMPONENTS no found any lakeage THE APU OIL SYSTEM checked filter ok. Checked Cooling system, s/off valve operation normal. Fan and ducts checked normal. Inlet screen cleaned and checked ok. Next step is P5-10 AIR CONDITIONING MODULE PROBLEM but I do not found the relationship. Can you help me please!!! |
| Main wheell assy diferences. | Good afternoon to all. What is the differences between b737 300 and 400 Mainwheell assy ? |
| Pressurization Auto fail and worning sound. | Good day . We had on our b737-500 While fly climbing to 35000 ft an auto fail light and a warning sound. We were not able to control the cabin with auto and standby modes. We had to fly Manual. My question why the controller did not transfer to standby? No evidence of door seals leaking, duct pressure was normal a did test the control panel p5 works ok.please can some one help? |
| a/t desingage b737-500 | Good Morning to all . We are having a problem on our 737-500. When the pilot press toga sw the A/T desingage. When he align for take off. Thank you. |
| Re: More J-hook input wanted on -7 borescope insp! | Hello sjap!
Could you share the simplified file once again, because the link is dead now. Best regards, |
| Re: More J-hook input wanted on -7 borescope insp! | Hello Engineer,
Yes i am figuring out where this page is now.. But i found it on the webarchive: <!– m –><a class=”postlink” href=”https://web.archive.org/web/20101110170622/https://online-lening.net/jhook.htm”>https://web.archive.org/web/20101110170 … /jhook.htm</a><!– m –> Hope that helps ! Regards |
| 737-300 NLG Drag brace unused bellcrank | I am wondering if anyone can assist in identifying the unused bell crank which forms part of the NLG drag brace on a 737-300 we own.
I assume it was used to actuate the NLG doors, although I cant track down any data to support this. (SB,SL etc…) Perhaps this is a hangover from the 737-100/200? |
| Re: 49-41010 NO ACCELERATION SHUTDOWN | just encountered a persistent issue with fault code 49-41010. After changing many parts, lube unit change eventually made it go away. |
| Re: WTRIS and rudder question | You have already answered the question. During normal operation any yaw slip will be corrected by yaw damper. By moving rudder 2 to 3 degrees aprox. |
| Re: 737-300 NLG Drag brace unused bellcrank | Yes it may look for the rods that actuate the NLG door on that side… |
| Aural Warning in cabin when transferring power | Crew report there is an occasional alarm bell(seem like fasten seat belt) in the rear cabin when transferring power from ENG to APU.
Anyone experienced similar situation?Thanks in advance, I appreciate for your kind infos. |
| Re: Aural Warning in cabin when transferring power | Possible bad R9, SPCU, or M1474(Int sys accy unit.)
Troubleshoot by gaining access to R9 relay at P91 panel and check for 28VDC at terminal A2 when C1065 DC BUS 1 |
| Re: Speed Brake Extend Light | I will guess due to the 5 second time delay from speedbrake lever input when all other conditions are met. |
| 737 Center Tank Fuel Pumps | Can anybody confirm this:
On 73CL there is no fuel pumps installed inside the center tank If this is true, any logic behind doing so? Highly appreciating your pro feedbacks |
| Fuel Center Tank Auto Shutoff Logic | A note from the FCOM of the B737NG When a center tank fuel pump switch is set to OFF, the auto shutoff logic for that pump is reset. When the center tank fuel pump switch is set to ON after being OFF, the pump will again activate until the switch is set to OFF or auto shutoff logic deactivates it.What is the Auto Shutoff Logic and what it does?Highly appreciating your pro feedback |
| Fuel Filter ByPass | On the QRH of the 73NG addressing inflight fuel filter bypass, there are 2 conditions: 1 – one fuel filter bypass light illuminate 2 – Two fuel filter bypass light illuminatein the first case it says "Erratic engine operation and flameout may occur on the affected engine due to fuel contamination." and flight continueon the second it says the same "Erratic engine operation and flameout may occur on the affected engine due to fuel contamination. and Plan to land at the nearest suitable airport.will fuel filter bypass causes engine flameout or it’ll work normally? flying single engine on a small twin non ETOP airliner is 60 minutes no matter what is your emergency, so why to continue with single bypass but land at the nearest with 2 bypass?highly Appreciating your pro feedback |
| Re: Fuel Filter ByPass | 1 bypass may cause a flamout s thats not a big deal. 2 bypass may cause 2 flameouts, you will never know if and when. So the thoughts behind this is take no risk. Land asap before you get 2 flamouts.It might not happen in real life, but on the other hand, i.ve seen this before due to fueltank contamination after heavy maintenance. They left some debris and old cleaning tools / towels inside the fuel tank. This caused clogged fuel filters. So it might happen. With two (impending) clogged filters you will not take the risk and fly further to your destination. You will never know when the filter is really clogged.Fuel filter bypass light comes on when there is a delta P over the filter when it becomes clogged. It will not immidiately stop the engine. But since you do not know the amount of contamination, the filter may get clogged in a short period of time blocking all the fuel flow through the filter.There is a bypass though, but then the engine gets unfilterd fuel. This may cause the fuel nozzles to become clogged as well. There is also a "last change filter"" installed in the fuel line. But again, if the contamination is too big, eventually everything will become blocked and the engine flames out. You will never know when that happens. So 2 lights on means "oh oh" and you’ll have to land asap. |
| Re: 737 Center Tank Fuel Pumps | The Cl centertank is really between the wingroots. The NG centertank extends to halfway between the wingroot and the pylon.
The pumps are located on other places as well, due to design issues i guess. The wing is completely different, also inside. So they installed a pump on each side on the leading edge area under the kreuger flaps and 2 on the bulkhead in the wheelbay. The CL pumps where installed inside the wing lower skin inboard of the pylon into a cannister. <!– m –><a class=”postlink” href=”http://www.b737.org.uk/fuel.htm”>http://www.b737.org.uk/fuel.htm</a><!– m –> |
| Re: Fuel Filter ByPass | Thanks a lot for your feedback highly appreciated |
| Re: 737 Center Tank Fuel Pumps | Thanks a lot for your time
Do you have any pictures from the Aircraft Maintenance Manuel? It’ll be helpful and highly appreciated |
| Engine split duct pressure L=80 PSI R=40psi | -During engines start: ENG#1(L) ENG#2(R) N1 50%: 30 N1 50%: 30 60%: 30 60%:28 80%: 20 80%:25 -during climb: Up to 25 000ft L: *80* R: *40* – during cruise: L: 20 R: 25 – during descend: L: 20 R:15 Left is high . Replaced PRSOV,BAR no change Who is experienced with this |
| Engine split duct pressure L=80 PSI R=40psi | -During engines start: ENG#1(L) ENG#2(R) N1 50%: 30 N1 50%: 30 60%: 30 60%:28 80%: 20 80%:25 -during climb: Up to 25 000ft L: *80* R: *40* – during cruise: L: 20 R: 25 – during descend: L: 20 R:15 Left is high . Replaced PRSOV,BAR no change Who is experienced with this |
| Re: Engine split duct pressure L=80 PSI R=40psi | According to the FCOM volume 2 page 2.20.2 it says
“Differences between L and R duct pressure on the bleed air duct pressure indicator are considered normal as long as there is sufficient air for cabin pressurisation.” |
| Re: Engine split duct pressure L=80 PSI R=40psi | been seeing this a lot with stored airplanes coming back into service
we’ve been replacing the preecooler control valve sensor and the 450f thermostat. They are up in the pylon together, so it makes sense to replace them both whilst you are there. |
| Re: Engine split duct pressure L=80 PSI R=40psi | [quote="BoeingMn":3n7ujinu]According to the FCOM volume 2 page 2.20.2 it says
“Differences between L and R duct pressure on the bleed air duct pressure indicator are considered normal as long as there is sufficient air for cabin pressurisation.”[/quote:3n7ujinu] ONLY IF duct pressure is below 50PSI ? ? ? |
| Re: Engine split duct pressure L=80 PSI R=40psi | Looks like high stage valkve is not closing or leaking at high pwr setting. Replace high stage vlv and regulator i would suggest. |
| Control cabin zone temp illuminate onrecall | Hello All,
Good day, Regards, |
| Re: Fuel Center Tank Auto Shutoff Logic | The auto shutoff funtion will deactivate center boost pump after time delay 15 second when low boost pump pressure detected (under 18 psi). |
| Re: Control cabin zone temp illuminate onrecall | So there are still errors in the bite check? did you replace those parts? |
| Re: Control cabin zone temp illuminate onrecall | Hi Benx737,
Could you please clarify: Based on what you wrote, both PZTCs during BITE show message FLT DECK DUCT SENSOR. T477 is connected to PZTC 1 and T478 to PZTC 2. During BITE PZTC 1 checks T477 and PZTC 2 checks T478. If both PZTC show message FLT DECK DUCT SENSOR, this would mean double failure (T477 or PZTC1 or T477-PZTC1 wiring) and (T478 or PZTC2 or T478-PZTC2 wiring). On wiring diagram which I have, both lines go through the same connector D41814 at the back of E3-3. Did you inspect this connector in detail? Inspect+clean contacts, check if it is properly engaged, etc. Let us know. Best Regards, |
| Wattage and impedance of GPWS aural warning speaker | Hi folks! I purchased a non-airworthy GPWS aural warning assembly recently, and want to repurpose it to use for music as a souvenir/showpiece of sorts. It’s part number 69-37336-8 pulled from a 734 – after checking several versions of the AMM I can’t find any information for what type of amplifier (watts and ohms) this speaker is designed to handle. The closest info I could get was that the signal passes through the REU, but no further info beyond that. Any further info for this oddball question would be greatly appreciated! |
| Re: Control cabin zone temp illuminate onrecall | [quote="sjap":2p388nsc]So there are still errors in the bite check? did you replace those parts?[/quote:2p388nsc]
yes,we already replaced both sensor (T477 and T478) and in that time both PZTC was no fault. |
| Re: Control cabin zone temp illuminate onrecall | [quote="maro12":1qu6ohcs]Hi Benx737,
Could you please clarify: Based on what you wrote, both PZTCs during BITE show message FLT DECK DUCT SENSOR. T477 is connected to PZTC 1 and T478 to PZTC 2. During BITE PZTC 1 checks T477 and PZTC 2 checks T478. If both PZTC show message FLT DECK DUCT SENSOR, this would mean double failure (T477 or PZTC1 or T477-PZTC1 wiring) and (T478 or PZTC2 or T478-PZTC2 wiring). On wiring diagram which I have, both lines go through the same connector D41814 at the back of E3-3. Did you inspect this connector in detail? Inspect+clean contacts, check if it is properly engaged, etc. Let us know. Best Regards, Hi Maro12, 1.-does the ZONE TEMP lt illuminate on recall only in flight? 2.-did you replace both PZTC? (if only one, which one and why this one?) 3.-what is the BITE result on both PZTC right now? 4.-what are the results of measurements (values for both sensors and both lines)? 5.-did you check lines insulation with megger? 6.-based on what symptoms you infer that cont cabin heating system does not work properly? regards, |
| Re: Control cabin zone temp illuminate onrecall | Hi Benx737,
Even if cont cabin temp cont system was not functioning properly, the BITE result on the box is straight forward – temp sensor circuit (both). If you can reset it, fault is gone and it was intermittent. Question if temp sensors are getting damaged due to issue with temp cont sys. Ref.4 Ref.6 Additionally: Trouble exists on several aircrafts? The same problem? Boeing gives good guidance for troubleshooting of temp cont system in 737-SL-21-108-A (it is in big part related to HX efficiency, but might give some clue what could be wrong there if this is the cause). Best Regards, |
| Re: Control cabin zone temp illuminate onrecall | Hi Maro12, good day,Ref.4 -what range are you having in mind? In FIM I see only open circuit/short, did you find other reference with exact resistance values for given temperatures (could you share ref. doc nr so I can find it quickly)? [i:8394qf6l][u:8394qf6l]yes,in FIM just only to check open or short circuit,but we got the limitation of that sensor in the AMM 21-61-04-000-805-002 Duct Temperature Limit Sensor Test.there is table that contain resistance to duct temperature.[/u:8394qf6l][/i:8394qf6l] -did you measure sensors resistance from PZTC connector on the rack or sensor directly? [u:8394qf6l][i:8394qf6l]We did resistance check from PZTC connector[/i:8394qf6l][/u:8394qf6l] -both sensors were out of limit on several occasions you mention? [i:8394qf6l][u:8394qf6l]yes,several time we found both out of limit with bend condition[/u:8394qf6l][/i:8394qf6l] -after temp sensors replacement and clearing the fault, when fault came back, new sensors were bent and/or res out of limit again? [u:8394qf6l][i:8394qf6l]a week after replaced sensor the fault came back without bent or res out of limit.[/i:8394qf6l][/u:8394qf6l]Ref.6 -the cont cabin air pickup is before mix manifold, it comes from left pack – pickup between check valve and mix manifold. I am not sure if ice fragments big enough to bend and/or damage the sensor (which would form on turbine outlet) would pass through condenser, this is good question, I would not think so, but from top of my head I do not remember that. [i:8394qf6l][u:8394qf6l]yes,sorry.Iam agree maybe the ice from turbin outlet,the cont cabin pick up is before mix manifold.but its should be no ice if lh tcv work properly,when lh pack temp sensor t471 or lh mix manifold temp sensor detect 35 F.(please correct me if Iam wrong).[/u:8394qf6l][/i:8394qf6l]Additionally: -Did you inspect D41814 in detail? (just to be sure all is fine there, as I see pinout numbers, this is flat rack connector – it happened to me that I found this connector not properly engaged – one side lockscrew was ok but second side was not engaged properly and this side contacts were intermittent). [u:8394qf6l][i:8394qf6l]we have not check yet the D41814,thank for suggestion.we’ll try to check that connector.[/i:8394qf6l][/u:8394qf6l]Trouble exists on several aircrafts? The same problem? [i:8394qf6l][u:8394qf6l]yes,the trouble came again and again with same fault message.we’ll monitor that after we detail check the D41814[/u:8394qf6l][/i:8394qf6l] Boeing gives good guidance for troubleshooting of temp cont system in 737-SL-21-108-A (it is in big part related to HX efficiency, but might give some clue what could be wrong there if this is the cause). Best Regards, |
| Re: Control cabin zone temp illuminate onrecall | Hi Benx737,
Ref.4 [quote:3u60bqeo]a week after replaced sensor the fault came back without bent or res out of limit. [attachment=0:3u60bqeo]<!– ia0 –>FLT DCK DUCT SNSR FAULT Logic.png<!– ia0 –>[/attachment:3u60bqeo] Therefore if fault is active (you can not reset it) with resistance of the respective sensor in limits, it would indicate PZTC as a source of the problem. If resistance is in limit, and you can reset the fault, it means resistance was out of limit intermittently some time during flight. (If you have access to PZTC CMM, I suspect you could get more detailed info, as for how long res must be out of limit to trigger the fault etc. It would be worth to have a look in PZTC CMM if available.) Ref.6 Best Regards, |
| Re: Engine split duct pressure L=80 PSI R=40psi | High stage valve not opening. Check flex lines for air leaks with apu air and prsov open.Test high stage valve and high stage regulator. |
| Re: Control cabin zone temp illuminate onrecall | Hi Maro12,
Was it hard fault then (unable to reset)? FLIGHT DECK DUCT SENSOR FAULT can only be true (fault active), if the sensor input HIGH LIMIT FAILURE would be true or the sensor input LOW LIMIT FAILURE would be true. [u:2s78b315][i:2s78b315]Iam still progressing to check D41814[/i:2s78b315][/u:2s78b315] Best Regards, |
| Re: Control cabin zone temp illuminate onrecall | Hi Benx737,
[quote:2ikbyj42]The fault active can only be true when high limit (93.3 C) or low limit (-57.2 C) reached base on that logic schematic.[/quote:2ikbyj42] LOW LIMIT FAILURE / HIGH LIMIT FAILURE refer to resistance limit, not to temp limit. Resistance input to PZTC might be low/high for other reasons than air temperature in the duct where sensor is installed. Might be: sensor probe element failure, sensor receptacle failure, bad crimping on the ship side, contacts contaminated/corroded, wiring chafing to the ground etc. etc. I do not think temperatures in this duct might reach temperatures you quoted. This is also safety aspect, as crew would not be able to carry out flight safely in such an environment, therefore it has to be proved during certification that this is highly improbable and protections are in place. Also, make sure that you are installing proper sensors (double check part numbers and IPC). Best Regards, |
| Re: Control cabin zone temp illuminate onrecall | Hi Maro12,
Ok,I see.Thank you for information. Best Regards, |
| Re: Control cabin zone temp illuminate onrecall | Did you say you have TCV faults – if so, I’d certainly rectify these first before moving on. |
| Re: Control cabin zone temp illuminate onrecall | Hi Dunny,
We have no TCV fault message on both PZTC,just shown flight deck duct sensor fault intermittenly. Regards, |
| 737-300 APU GTCP85-129 | Hi to everybody. Any one can help? The APU always start in second time of start procedure not the first time.and the EGT indicator moves so slowly in the first time. What should i do? Thanks. |
| Re: Wattage and impedance of GPWS aural warning speaker | I have a lo of similar souvenirs from different dismantled plane in a garage of my Czech real estate [url=https://tranio.com/czech-republic/:pby5yozh]here[/url:pby5yozh], when I get back home later today I will let you know about a amplifier type you need. |
| 737-300 reverser unlock light | Dear all. Several days we have problem with unlock light of thrust reverser.during flight it comes on and flactuate then in ground it goes off.sb knows the reason?!tnx |
| 737-300 T/R problem(unlock light fluctuating) | Dear all could you pls help?! In a flight one time we have reverser unlock light fluctuate And one time reverser light.synchro and control valve replaced but the problem still exist. Any body knows the reason? |
| Re: 737-300 T/R problem(unlock light fluctuating) | I would start by ringing out the S836 RH T/R Not Stowed Sensor and S835 LH T/R Not Stowed Sensor. If those are good check the gaps of the sensors.Swamech |
| Re: 737-300 T/R problem(unlock light fluctuating) | Thank you dear.the problem solved with changing T/R control valve module. |
| Re: 737-300 T/R problem(unlock light fluctuating) | Thx for update |
| Thrust Lever – Resolver Angle/Lever Angle Range | Hi all
im out of the game sadly, no longer able to access manuals and aircraft etc. if anyone is doing a Autothrottle Test I wondered what is the actual range from FULL AFT stop, to FULL FORWARD stop of the Resolver Angle (TRA)? the paper that i have only says 36-38 TRA for idle, and 82.5 TRA for max certified, but i don’t know if this is right according to whats on the actual airplane. cheers for any help. |
| Re: SWPM Training | [quote="Dunny":vyp8v0gi]instead of using a large reel of cable, use the airframe as a return path, through a resistor of a known value. For instance a 47 Ohm, you can then differentiate between continuity and a short to ground[/quote:vyp8v0gi]
great minds think alike. that is exactly what we used to do <!– s:) –><img src=”{SMILIES_PATH}/icon_e_smile.gif” alt=”:)” title=”Smile” /><!– s:) –> thank you everyone, i eventually got all my things together using SWPM, alas, i have left the industry. haha good luck everyone. much love. take care of yourselves |
| Re: Thrust Lever – Resolver Angle/Lever Angle Range | NG 737-700
Idle Eng #1 = 36.0 Degs Firewall Eng #1 = 83.9 Degs |
| Re: Thrust Lever – Resolver Angle/Lever Angle Range | thank you Sir! Youre an utter and complete gentleman
many thanks |
| Re: Actual navigation performance&required navigation perfor | Hi,
If you mean [b:28css7b8]UNABLE REQD NAV PERF-RNP[/b:28css7b8] Message The UNABLE REQD NAV PERF – RNP message shows when the Actual Navigation Performance (ANP) exceeds the Required Navigation Performance (RNP) for the current flight environment. The map data is not blanked in this condition. The flight crew must select a reliable navigation source from the FMC. Check POS SHIFT page for corrupted data. Update with the best NAV sensor data values GPS, DME, or VOR via the MCDU. The FMC position may be overridden by selection of the particular navigation sensor position with the line select key. The selected sensor will now be highlighted and the EXEC light will come on. When you select EXEC, the FMC navigation position changes to the selected sensor position and UPDATE COMPLETE will show at line 5L in small font. [u:28css7b8]RNP Possible Causes:[/u:28css7b8] useful resource for ref: <!– m –><a class=”postlink” href=”http://mobile.airlinetechs.com/”>http://mobile.airlinetechs.com/</a><!– m –> |
| Load Alleviation System | How does one know if a B737-800 with retrofit winglets has a Load Alleviation system? Is there a C/B or some other method other than digging through APB drawings?
Thanks!! |
| Re: Load Alleviation System | I know all 737-700 (any line number) with winglets and all 737-800 line number 1 up to 777 with winglets have it. |
| Actual navigation performance&required navigation performanc | Hi everybody. Any of you knows what’s the reason of this message on CDU? " Unable TO READ REQUIRED NAV PERF-RNP" |
| Re: Load Alleviation System | Take a look at the speed brake lever position light plate. If LAS is installed there is a 50% detent position. There is an auto stow CB installed on P6-2. In the E&E Compartment SMYD#2 has part number 285A1010-10X, X can be any digit from 1 trough 9. |
| Re: Load Alleviation System | Found no Autostow C/B, found in WDM that if present, it is P6-2 A-10. Thanks for the clarity. |
| B737 bleed trip off and wing anti- ice. | With this video in mind: <!– m –><a class=”postlink” href=”https://m.youtube.com/watch?v=7-7UNjesjys”>https://m.youtube.com/watch?v=7-7UNjesjys</a><!– m –> and the Bleed trip off checklist with the note, avoid icing conditions,my question is, pack switch affected side off should cause the isolation switch to open and enable affected side wing anti-ice? This looks close to / like single engine operations? |
| Re: B737 bleed trip off and wing anti- ice. | "This video is no longer available due to copyright requirements by CPaT Global." |
| AFTER ENGINE SHUT DOWN THE EDP IS STEEL SHOUING US 3000PSI | Hello Dears One of our B737 aircraft after engine shutdown with the normal procedure the EDP hydraulic pressure is read steal 300psi what is the problem? |
| Re: AFTER ENGINE SHUT DOWN THE EDP IS STEEL SHOUING US 3000P | 1) GET ACESS TO THE PLUGS DP1204 AND DP1234, CLEAN THEM IF CONTAMINATED BY HYDRAULIC FLUID .
2) CHECK FOR CONTINUITY BETWEEN THOSE PLUGS ACCORDING TO WDM 29-11-11. REPLACE HARNESS MW0312 IF NECESSARY IAW AMM 71-51-03/401. NOTE: THE FAULTY IS USUALLY BETWEEN PIN 19 TO B AND PIN 36 TO A. 3) RELACE EDP IF NO WIRING FAULTS ARE FOUND. |
| Re: AFTER ENGINE SHUT DOWN THE EDP IS STEEL SHOUING US 3000P | Thank you Cordesco your suggestion is very helpful the problem is solved after we change the depressurization solenoid valve it part of the EDP. I follow the step what you are Mentioned above (1) performed cleaning of DP1204 AND DP1234 plugs. (2)Checked Continuity and the harness is ok. (3)Before I go to EDP change I performed Depressurization solenoid vale Replacment and then the problem is solved.Thank you for your help that what professional mean. |
| In flight stick shaker event | We recently encountered an in flight stick shaker event with A/P engage. Shortly after stick shaker activate, A/P disengage automatically. After decoded the QAR data , we found the vane angle-of-attack rapidly increases from approximately 2.8 degrees to approximately 17.9 degrees, where stick shaker activates momentarily. So we consider this was a nuisance stick shaker event which may be led by turbulence. I know the AOA trip point values change from 13.0 to 23.5 degrees depending on flap position, and SMYDs also use the other data for bias calculations. However, the AOA normal trip point schedule at each flap lever position did not state in AMM. Does anyone know the SMYD AOA trip threshold value at each flap lever position ? |
| Decopression light indication on freither b73 classic | Good day to all. I would like to know if the decopression light indication its push to test or how can I know the light its working? Thank you. |
| The starter of engine cfm56-3C | Hi to every one. Can you pls answer me? Its important for me to know this. In cfm56-3C after starting and lighting up can I disconnect the starter from engine and put it on another engine in order to start that one? Thank you in advance |
| b 737 cockpit door pin(pin inserted) | pin must be inserted? WHY? WHAT IS THE ROLE OF THIS PIN? THANKS, |
| Re: Decopression light indication on freither b73 classic | If you mean the “cabin altitude warning light”. You can check if the light is working by pressing it individually or by performing the light test located above the captain instruments. |
| CFM 56 FAN BLADES remapping | Morning colleagues, Anyone knows how to do fan blades mapping? Reference? Alfred |
| B737 NG Extra Antennas? | I am trying to identify these two items on the forward lower L/H Fuselage of a B737-700 we have just purchased.
The delivery documentation makes no mention of them, however they look to be fairings x2 with Antenna’s x2 inset. The aircraft already has the standard LRRA fitment with 4 x Antennas up the belly. Any ideas? |
| Re: The starter of engine cfm56-3C | Hy not yet only when N2= 46% the engine is self-contained |
| Flight controls aerodynamic seals wear limits? | Hi ,
Been trying to find inspection criteria and wear limits for Aerodynamic seals on flight controls on 737NG. |
| Re: B737 NG Extra Antennas? | If im not mistaken…
those are the blanked positions for 1 x transmit (usually the fwd antenna), 1 x receive (usually the aft antenna) LRRA antenna’s for a 3rd LRRA system, which is ‘optional’. I’m not sure of any airline that got the 3rd LRRA system. |
| 737-200 insulation blanket clip P/N | Hello all,
We’re trying to find the P/N for the insulation blanket clips/retainers that are installed in the cabin of a B732, on the shockmounts used for the sidewalls installation. I couldn’t find them anywhere in the AIPC, I even looked through SBs and SLs, CMMs, etc. No joy. P/N of the shock mount is 10-60831-7 and is manufactured by Dow-Elco. Any help would be greatly appreciated, thanks ! [url=https://ibb.co/Q9RQryW:256ei0cj][img:256ei0cj]https://i.ibb.co/7v5C2s3/PXL-20211022-153252829-MP.jpg[/img:256ei0cj][/url:256ei0cj] |
| 737 Fuel Temperature Gauge – Goofy Behavior? | Hello all! I’m curious if anyone has ever dispatched with the Fuel Temperature Gauge on MEL.
The DDG allows for it, and instructs the TAT reading to be used as the proxy for the fuel temperature. But how in the heck do you even know if this simple analog, needle-dial gauge has actually failed? Does it read horribly off-scale? Or does a suspicious reading clue you in? Though even then, if it’s reading 20C on a 40C day sitting on the ground in Vegas in August, it could just be reading the cooler reserve fuel from the prior flight. Looking for some service experience on whether this has ever been a detectable failure, or if anyone has ever had to deal with a questionable Fuel Temp Gauge. Thanks for your time! |
| Re: CFM 56 FAN BLADES remapping | yes it is in the AMM. and you may use this sheet for help:
<!– m –><a class=”postlink” href=”https://online-lening.net/Fanblade%20balance.xls”>https://online-lening.net/Fanblade%20balance.xls</a><!– m –> Its not that hard, just a lot of calculating |
| 737 800 APU PX SURGE | 737 800. With load on the APU bleed air, wing anti ice on and throttle advanced, APU surges. Any ideas? |
| 737 800 APU PX SURGE | 737 800. With load on the APU bleed air, wing anti ice on and throttle advanced, APU surges. Any ideas? |
| no dispatchable item | morning all, which documents I can use to know ALL AOG PARTS of b737 |
| Re: CFM 56 FAN BLADES remapping | thank u very much,this is important formular. |
| Pilots Reset Guide | hi guys,
do anyone as airline operator have a reset procedure o reset guide for pilots on common failures that helps avoiding gate turn back? need information for benchmark. |
| 737 Freighter | 737 BCF has problem with main cargo door. It jumps (has backlash) during opening/closing. What’s the cause maybe? Who knows? |
| Receculation Fan . | We are operating b737-300 we are facing a problem with receculation fan, after switching on it Runs for 12 Min after shutdown and restart after 5 segunds. That happen when we run it with no packs on. Please advice |
| Bearing pointer warning flag. | The Bearing pointer warning flag stays in view captain side. B 737 Classic Please can you give me advice how to clear this snag.
Thank you |
| Re: Receculation Fan . | I dont have acess to the -300 WDM here, but try to swap the fan with another aircraft. You’ll discover if you have a LRU or WIRING problem as the fault migrates or not. |
| Re: Receculation Fan . | We had change the fan twice still the same. No change. We even run the fan outside the duct. No sucesss. |
| Cabine climb rate indicator Oscilate | Hi.
On our 737-300 I notice when we have posetive climb till reach cruise altitude our cabin climb rate indicator oscilate but when we descent ftom cruise till landing cabin climb rate indicator behave normal stays at 500ft/min. Please is it the indicator or pressure control issues. |
| Re: Cabine climb rate indicator Oscilate | If you feel it on your ears, it is a pressure problem (controller or outflow valve) If you dont feel it on your ears, then it might be a indicator problem. |
| Re: Cabine climb rate indicator Oscilate | Thank you for your feedback. |
| Re: Receculation Fan . | Thank you |
| 737 Max MEL 21-51-05 | ref Max MEL 21-51-05
Anyone know the specific reason for the FL250 limitation with a pack TCV inop ? Thanks |
| 737-400 Flight deck cold (in the air only) | Temp control normal while on the ground, no failures on PZTC, filter and sensor in FD check ok. When in flight, flight deck gets very cold. Unable to reproduce any faults on the ground. Any advice? |
| Re: 737 Max MEL 21-51-05 | FL 250 restriction applies for PACK inop MEL 21-51-01-01A. There’s no Flight altitude restriction for MEL 21-51-05 (TCV inop). Could you please check your MEL again ? |
| Re: no dispatchable item | ANY part may be a AOG part as long as it is neccessary to make something that is defective or unserviceable, and not dispatchable iaw MEL/DDG, back to a serviceable condition. |
| Damage on an existing repair | Airbus aircraft SRM clearly state that any damage to an existing repair must be referred to Airbus to get a new repair scheme. Removal of repair and reperforming as per SRM is not allowed unless Airbus says it. I did not find any such instructions in the BNG SRM. As a precaution, we do normally follow the same procedure, but this does add a huge cost factor since all these Tech Support Requests are chargeable in USD. How do you guys do it ? This is a huge problem for us especially in repairs on the cargo doors and aft of the L2 door due to GSE contacts. |
| Re: 737 Max MEL 21-51-05 | nope, Max MEL 21–51-05 for a TCV inop definitely says Flight altitude remains at or below FL250
FAA MMEL also says the same. |
| Re: Damage on an existing repair | Maybe you can re-do the existing repair. So remove the old (damaged) repair-patch or insert, and re-do it again iaw the old repair instructions? is that an option? Else you need to re-evaluate the new damage as a new damage and still ask Boeing (if outside SRM) or repair iaw SRM. |
| Re: Pilots Reset Guide | QRH D6-27370-84Y |
| Stall warning logic | I was on an approach while we were configuring to land but our amber band and clacker were not decreasing as we took flaps. We elected to go hold and troubleshoot. We used our wing anti-ice during flight but it was off at the commencement of the approach. I know that using the wing anti-ice during flight will reset the stall warning logic for the remainder of flight but in holding we turned the wing anti ice on and then off to see if the valve was stuck even though the light indicated it was closed. Any ideas why the amber band or clacker didn’t decrease? Thank you! |
| avionics system troubleshooting | hi, anyone can share with me, the guidance of using multimeter and other basic knowledge of wiring troubleshooting? regards, ALFRED |
| Re: 737 Max MEL 21-51-05 | There are a few 21-51-05 MEL’s for TCV’s. The MEL with the Alt restriction is 21-51-05C (Associated Pack is Considered Inoperative). Meaning only 1 pack for flight thus the Altitude restriction.
Chris |
| Re: 737 Freighter | Hi , I know it is late! I am new on this forum. we got a problem with that door as well, it keeps drooping, holding valve replaced and few other components, any tip? thanks |
| APU have explosive sounds and rumble with vibration | AOG AOG AOG
Hello All, We have had a nightmare already in 4 days. The main issue is as soon are operable APU, with APU BLEED valves on (~20 psi), no any deviation, but as soon L/H or R/H ON (Single or both) the pressure increase till 40 psi and more, and after that, we have explosive sounds and rumble with APU vibration from APU inside itself (compressor Really it is an untypical issue and the first time for us. Please feel free to jump into the conversation, if you have any other ideas. Actions were completed: APU Check Valve Removal/Installation/Visual check TASK 36-14-02-000-801; TASK 36-14-02-400-801. Really it is an untypical issue and the first time for us. |
| FMC LAB MODE | Power up after return from shop visit… Anyone knows the reason? |
| Re: FMC LAB MODE | Had similar case on PSEU once – apparently in the shop, after they finished the work on the unit, they did not go out from the "shop mode". Had to return the unit to the shop, as not possible to control this function on wing.
Best Regards, |
| Re: 737-300 reverser unlock light | Classic typical TR issue. Let’s try at first with removed hydraulic pressure and to remove snake shaft and reinstall in corect direction. TR should be extended during this procedure, pin installed in module. After assembly all, pressurate HYD system and retract TR with hydraulic power. TR will goes to the lock and indication lights goes out. Operate several time TR with normal hydraulic operations. 90% problem will solved. |
| Re: FMC LAB MODE | Thanks maro12.
In this case, did not return the unit to shop. fixed by loading FMC OPS… |
| Re: FMC LAB MODE | Thank you for feedback flyday, good to know the fix.
Best Regards, |
| Juntion boxes | Hello colleagues, Please, can you help me- how can I quickly find the location of verious junction boxes. For example I need to find the location of junction box J48. Thanks! |
| Re: Juntion boxes | See WDM 91-01-05
Best Regards, |
| Re: Juntion boxes | Thanks a lot! |
| Maint data for tube PN 3883920-2 | Hi, guys! I looking for cmm ref or other maintenance data for APU fuel tube between FCU and fuel flow divider (737NG) – PN 3883920-2 Nearest IPC 49-31-11-02 include packings only. Thanks! |
| Re: 737 Freighter | Hey guys,
air in the system is the most likely cause for this fault. Try bleeding the system. Best regards S. |
| TIMEFRAME | HI all I’m looking for an estimated timeframe for all jobs on B737 CL and NG. And today how long time to perform standard exchange of fuel pump package on B737CL? Brgds JLT |
| Re: Maint data for tube PN 3883920-2 | The plumbing is a part of the Honeywell APU IPC. Contact your technical services department for access to the manuals |
| Re: speedbrake does not deploy auto on landing | [quote="banwar":23vlirzy]FIM 27-62 task 804 , wiring check was done, found high resistance on auto speedbrake actuator. actuator replaced, defect cleared. note this actuator was recently installed about 1 month ago. quality of repairs, pool parts! Thanks for your tips[/quote:23vlirzy]What the ohm value you got? The "normal" value should be how much? |
> FOR INFORMATION ONLY. UNCONTROLLED DATA !.
