Boeing 737 (cl) Management Reference Guide - Pat Boone.pdf

BOEING 300-400-500 Pat BOONE Captain B737

http://users.pandora.be/B737/

Management Reference Guide

Touchdown at BRU home-base

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

I - Introduction - p.2

Disclaimer This B737 Management Reference Guide contains more than 400 pages of personal technical notes based on 15 years and 7000 hours line experience and simulator sessions on Boeing 737 all series. This Edition covers series 300-400-500. The content has not been approved by the airline company nor the aircraft manufacturer whereto it refers. The author cannot be held responsible for any incorrect or outdated information in this guide. Accuracy of this guide cannot be guaranteed. This copy may not be current nor compatible with your aircraft type or equipment. At all times use the original airline company publications and aircraft manufacturer manuals for correct and up-to-date procedures and data. These notes should therefore be used as additional information only. Any comments are more than welcome and can be addressed to [email protected] This Management Reference Guide is not intended for sale. Please obtain your free and updated copy via http://users.pandora.be/B737/

Cockpit Panels and Technical Schemes are drawn by the author and by First Officer Jean-Marie Mellaerts. They are unique since they combine 737-series or different system layouts in one and the same drawing. ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

I - Introduction - p.3

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

I - Introduction - p.4

About the Author Name : Age : Lives in : Speaks :

Patrick BOONE thirty-something Belgium Dutch – French – English – Italian – (German)

Career :

1988 – 1991 – 1992 – 1997 – 2002 – 2003 – 2004 –

Aviation School Sabena First Officer Boeing 737 at Air Belgium First Officer Boeing 737 at Sabena Captain Boeing 737 at Sabena Captain Boeing 737 at Virgin Express Captain Boeing 737 at TUI Airlines Belgium

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

I - Introduction - p.5

for my daddy – Maitè 6 years old

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

I - Introduction - p.6

Introduction I.

Management Reference Guide

Introduction Abbreviations Icon Legend Resources

II.

Takeoff Performance Computation Limitation Legend Corrections Maximum Takeoff Performance (Full Thrust Method) Reduced Takeoff Performance (Assumed Thrust Method) Non availability of "Bleeds OFF" RTOM Table Contaminated Runway Takeoff Performance Dispatch with PMC OFF Takeoff Computation Dispatch with Antiskid INOP Takeoff Computation

III. General Management Non-normal Management Rejected Takeoff Quick Turnaround / Brake Cooling Land at the nearest suitable airport Re/De-Fueling Fuel Imbalance Engine start problems Engine Overheat Engine Failure before V1 Engine Failure at or after V1 Engine Failure at Takeoff (airborne) Engine Failure in cruise Engine Failure (additional info) Engine Operation during moderate to severe icing Continuance on final approach Overweight Landing Precision Approach Non Precision Approach Circling Maximum X-Wind and Tailwind Takeoff on contaminated or slippery runway Landing on contaminated or slippery runway Flight Director Logic during 1# and 2# Takeoff and Go-Around

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

I - Introduction - p.7

Windshear Radio Communication Failure RVSM Smoke Bomb Fire Drill Hijacking

IV. Systems 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

V.

Airplane General, Emergency Equipment, Doors, Windows Air Systems Anti-Ice, Rain Automatic Flight Communications Electrical Engines, APU Fire Protection Flight Controls Flight Instruments, Displays Flight Management, Navigation Fuel Hydraulics Landing Gear Warning Systems

Pilots Memorandum Normal Procedures Call-out Review Non-Normal Procedures Call-out Review Takeoff Flight Pattern Rejected Takeoff Engine Failure after V1 Emergency Descent Precision Approach Non-Precision Approach Circling Approach Visual Traffic Pattern and Landing Go-Around Go-Around One Engine INOP

VI. Additional Information Worldwide Aircraft Registrations Snowtam Decoder Aviation Rules Of Thumb Jeppesen Atlas

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

I - Introduction - p.8

ABBREVIATIONS

A AAD AAL ABP ACARS ACM ACMS ADC ADF ADI AFCS AFDS AGB ALS ANP AOA APP APU A/P AQB ASAP ASE ASP ASR ASI ASU A/T ATC ATI ATL AVM

Assigned Altitude Deviation Above Aerodrome Level Able Body Passenger Arinc Communications Addressing and Reporting System Air Cycle Machine Aircraft Condition Monitoring System Air Data Computer Automatic Direction Finding Attitude Direction Indicator Automatic Flight Control System Autopilot Flight Director System Accessory Gear Box Approach Light System Actual Navigation Performance Angle Of Attack Approach Auxiliary Power Unit Autopilot Airport Qualification Briefing As Soon As Possible Altimetry System Error Audio Selection Panel Air Safety Report Airspeed Indicator Air Starter Unit Autothrottle Air Traffic Control Advance Technology Interior Aircraft Technical Log Airborne Vibrations MILS (Milli Inches)

B BA BITE BRNAV BRT

Braking Action Build In Test Equipment Basic Area Navigation Brightness

C C CALC CB CDA CDI CDL CDS CDU CONT

Classic B737 Calculation Circuit Breaker Constant Descent Angle Course Deviation Indicator Configuration Deviation List Central Display System Control Display Unit Contaminated

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

I - Introduction - p.9

CPCS CRS CRT CWS

Cabin Pressure Control System Course Cathode Ray Tube Control Wheel Steering

D DAA DCPCS DER DFDAU DFDR DMU DYDC

Digital Analog Adaptor Digital Cabin Pressure Control System Departure End of Runway Digital Flight Data Acquisition Unit Digital Flight Data Recorder Data Management Unit Digital Yaw Damper Coupler

E E&E EDP EFP EFFRA EFI EFIS EGT EIS EMDP EMU EPAP

Electronic Equipment Engine Driven Pump Engine Failure Procedure (turn) Engine Failure Flap Retraction Altitude MSL Electronic Flight Instrument Electronic Flight Instrument System Exhaust Gas Temperature Electronic Instrument System Electric Motor Driven Pump Event Monitoring Unit Electrical Power Annunciator Panel (M238)

F FADEC FC FCC FCU F/D FDAS FFM FMA FMC FMS FO FOD FR FQI FQT

Full Authority Digital Electronic Controller Flight Control Flight Control Computer Fuel Control Unit Flight Director Flight Deck Access System Force Fight Monitor Flight Mode Annunications Flight Management Computer Flight Management System First Officer Foreign Object Damage (tire) Flat Rate Temperature (= MAT) Fuel Quantity Indicator Fuel Quantity Totalizer

G GCR GMT GOP GPWS GS G/S

Generator Control Relay (EPAP) Greenwich Mean Time Good Operating Practice Ground Proximity Warning System Ground Speed Glide Slope

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

I - Introduction - p.10

H HDG HP HR

Heading High Pressure Hour(s)

IAS I/C IDU IGV INOP INV INT IRS ISDU ISFD

Indicated Air Speed Intercom Interactive Display Unit Inlet Guide Vanes INOP Inverter Interphone Inertial Reference System Inertial System Display Unit Integrated Standby Flight Display

I

J JAR

Joint Aviation Regulation

K KG

Kilograms

L LCD LDA LE LED LGTU LHSP LLWAS LP LRC LRU LSK

Liquid Crystal Display Landing Distance Available Leading Edge Leading Edge Devices Landing Gear Transfer Unit Left Hand Seat Pilot Low Level Windshear Alerting System Low Pressure Long Range Cruise Line Replaceable Unit Line Select Key

M MAT MCP MCS MCT MDA MDH MEC MEL MIC MILS MISC

Minimum Assumed Temperature Master Control Panel (Flight Director / Autopilot) Master Control Switch - APU Maximum Continuous Thrust Minimum Descent Altitude Minimum Descent Altitude Main Engine Control Minimum Equipment List Microphone Milli Inches Miscellaneous

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

I - Introduction - p.11

MLM MMEL MNPS MSA MSL MSU MT MTOM MU

Max Landing Mass Master Minimum Equipment List Minimum Navigation Performance Specification Minimum Sector Altitude Mean Sea Level Mode Selector Unit Manual Trip (EPAP) Max Takeoff Mass Management Unit

N NDB NG NGV NM NNC NNM NOGO

Non Directional Beacon Next Generation B737 Nozzle Guide Vanes Nautical Miles Non-normal Checklist Non-normal Maneuvers No Go

O OAT OM OVHD

Outside Air Temperature Operations Manual Overhead (Panel)

P PA PCU PF PIREP PMC PNF PPH PRNAV PRSOV PSEU PSI PSIA PSID PSIG PSU PTT PTU

Public Address Power Control Unit Pilot Flying Pilots Report Power Management Control Pilot Non Flying Pounds Per Hour Precision Area Navigation Pressure Regulated Shutoff Valve Proximity Switch Electronics Unit Pounds per Square Inch Pounds per Square Inch Absolute Pounds per Square Inch Differential Pounds per Square Inch Gage Passenger Service Unit Push To Talk Power Transfer Unit

Q QAD QRH

Quick Attach Detach Quick Reference Handbook

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

I - Introduction - p.12

R RA R/D RDMI RHSP RMLG RNAV RNP RPL RPM RPR RSEP R/T RVSM

Radio Altitude Rate of Descent Radio Distance Magnetic Indicator Right Hand Seat Pilot Right Main landing Gear (Air/Gnd Sensor) Area Navigation Required Navigation Performance Rudder Pressure Limiter Revolutions Per Minute Rudder Pressure Reducer Rudder Safety Enhancement Program Radio Transmit Reduced Vertical Separation Minima

S SAT SG SHP SL SLE SOP SOV SP STS STS

Static Air Temperature Symbol Generator Shaft Horse Power Sea Level Sea Level Equivalent Standard Operating Practice Shutoff Valve Supplementary Normal Procedure Status Speed Trim System

T TAS TAT TE TFIR TGB TLA TMA TMAP TMD TO/GA TOM TORA TVE

True Air Speed Total Air Temperature Trailing Edge Technical Flight Incident Report Transfer Gear Box Thrust Lever Angle Thrust Mode Annunciation Thrust Mode Annunciation Panel Thrust Mode Display Takeoff Go-Around buttons Takeoff Mass Takeoff Run Available Total Vertical Error

U U/S UTC

Unserviceable Universal Time Coordinated

V VBV VDP VHF VOR VSV

Variable Bleed Valves Visual Descent Point Very High Frequency Very High Frequency Omni Range Variable Stator Vanes

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

I - Introduction - p.13

W WAI WINDCOMP WX WXR

Wing Anti-Ice Wind Component along (runway) axis Weather Weather Radar

XYZ X-WIND Z

Wind Component cross (runway) axis Zulu (Greenwich Mean Time)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

I - Introduction - p.14

ICON LEGEND

Critical

System Review

Caution

Circuit Breaker

Information

Power Source

Possible Cause(s)

Subsequent Failure

Perform - Accomplish

NNC Detail - Topic

Definition - Clarification

Continued on Next Page

Key Point - Rule of Thumb

TITLE

Title corresponds to

TITLE

Failure or information for which a specific

TITLE

NNC

400

NNC does not exist

Applies only to specified aircraft type or specified system

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

I - Introduction - p.15

RESOURCES

DDPG-MEL

Dispatch Deviations Procedures Guide - Minimum Equipment List

DDPG-CDL

Dispatch Deviations Procedures Guide - Configuration Deviation List

DDPG-FER

Dispatch Deviations Procedures Guide - Ferry

DDPG-MISC

Dispatch Deviations Procedures Guide - Miscellaneous

FCOM

Flight Crew Operating Manual -

FCTM

Flight Crew Training Manual

FPPM

Flight Planning & Performance Manual -

RTOM

Regulated Takeoff Mass Book

OPS-A

JAR-OPS 1 - Part A

OPS-B

JAR-OPS 1 - Part B

OPS-C

JAR-OPS 1 - Part C

CAM

Cabin Attendant Manual

L

OM - Limitations

SP

OM - Supplementary Procedures

CI

QRH - Checklist Introduction

NNC

QRH - Non-normal Checklist

NNM

QRH - Non-normal Maneuvers

PI

QRH - Performance Inflight

MRG

B737 Management Reference Guide

AOM

AFM

Notes PI SP FPPM differ from edition to edition and may Page numbers for therefore be different from page numbers mentioned in this guide. OPS and CAM refer to Virgin Express (VEX) and TUI Airlines Belgium (TUI) procedures. Contact the author to setup an edition adapted to your airline company. ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

I - Introduction - p.16

Takeoff

Performance Computation

Management Reference Guide

Limitation Legend................................................................................................ 2 Corrections.......................................................................................................... 2 Maximum Takeoff Performance (Full Thrust Method) ....................................... 5 Reduced Takeoff Performance (Assumed Thrust Method) ............................... 6 Non availability of "Bleeds OFF" RTOM Table ................................................. 8 Contaminated Runway Takeoff Performance ..................................................... 9 Dispatch with PMC OFF Takeoff Computation ................................................. 12 Dispatch with Antiskid INOP Takeoff Computation........................................... 14

(300-400-500 only)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.1

LIMITATION LEGEND

F

Field Length

*

Obstacle or Level Off (EFFRA)

T

Tire Speed

**

Improved Climb

B

Brake Energy

S

Structural

V

Vmcg

W

Wind (tailwind not allowed)

RTOM = Regulated Takeoff Mass

CORRECTIONS

QNH

Apply QNH Correction whenever QNH does not equal 1013.25 hPa Apply the QNH mass in-/decrement as indicated by the Pressure Correction at the bottom of the RTOM Table

Eng. A/I

Apply Eng. A/I Correction whenever Eng. A/I is selected ON

OAT =< 10°C - 50°F Precipitation (rain, snow)

AND

Runway wet or contaminated

Eng. A/I ON

OR

Visible moisture, fog RVR =< 1600 m

Apply the following Eng. A/I mass decrement to the RTOM Table Mass Type 300 400 500

20K

-200

22K

-300

22K

-400

23.5K

-600

18.5K

-300

20K

-350

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.2

Wet RWY

Apply Wet RWY Correction whenever runway is WET. A runway is considered to be WET when the runway surface is covered with water or equivalent with a depth less than or equal to 3 mm or in case there is sufficient moisture on the runway surface to cause it appear reflective without significant areas of standing water - Aborted Takeoff computed with Antiskid ON (Antiskid is required for Takeoff. If not available Æ NOGO) - Aborted Takeoff computed with max. Reverse Thrust on remaining Eng. (Both Reverses are required for Takeoff. If not available Æ NOGO) - Takeoff with Eng. failure above V1 is computed with screen height 15 ft (instead of standard 35 feet above DER)

Apply the following Wet RWY mass decrement to the Perfo TOM

Type

300 400 500

Perfo TOM

(1000 KG)

36

40

44

48

52

56

60

64

20K

0

-300

-800

-1100

-1100

-800

-600

-200

22K

-200

-500

-800

-1100

-1000

-900

-700

0

22K

-500

-800

-1100

-1300

-1300

-1100

-1000

-700

23.5K

-200

-600

-900

-1100

-1100

-900

-700

-300

18.5K

-1000

-800

-800

-900

-1000

-1000

-800

-400

20K

-500

-700

-700

-800

-900

-800

-800

-500

Based on

PI [Slippery Runway Takeoff - Weight Adjustment – BA Good]

Apply the following Wet RWY V1 decrement to Actual TOM V1

Type

300 400 500

Actual TOM 36

40

44

48

20K

-13

-12

-12

22K

-14

-14

-13

22K

-14

-13

23.5K

-15

18.5K 20K

Based on

(1000 KG) 52

56

60

64

-11

-9

-8

-6

-4

-12

-10

-9

-7

-6

-12

-11

-10

-8

-7

-5

-14

-13

-12

-11

-9

-7

-6

-12

-11

-10

-10

-9

-7

-5

-4

-12

-11

-11

-10

-9

-8

-6

-5

PI [Slippery Runway Takeoff - V1 Adjustment – BA Good]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.3

After applying V1 decrement, always check Vmcg

Type 300 400 500

Based on

Highest Vmcg (kts)

20K

113

22K

118

22K

119

23.5K

121

18.5K

107

20K

111

PI [V1 (MCG) ]

This table figures the highest Vmcg for each aircraft type. If V1 drops below, refer to the original table to obtain the exact Vmcg. BLEED OFF : increase V1(MCG) by 2 kts ! PMC OFF : increase V1(MCG) by 3 to 6 kts ! (see table) (500)

notice difference between V1(MCG) and VR(MCG) !

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.4

MAXIMUM TAKEOFF PERFORMANCE (Full Thrust method)

MASS WINDCOMP

RTOM

OAT

Actual TOM

>

QNH Eng. A/I Wet RWY

RTOM Table Mass

Max. Perfo Mass

Max Perfo Mass

change to full runway length

TAKEOFF NOT ALLOWED

request other runway perform BLEEDS OFF Takeoff reduce payload

SPEEDS WINDCOMP Actual TOM

RTOM

V1(WET)

V1 - VR - V2

Wet RWY V1 decrement

V1(WET) - VR - V2

V1(MCG)

<

set V1(WET) equal to V1(MCG)

FULL THRUST

Press ALT OAT

PI

Full Thrust %N1

[Takeoff %N1 ]

With Engine Bleed for Pack OFF add 1.0 to %N1

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.5

REDUCED TAKEOFF PERFORMANCE (Assumed Thrust method)

(VEX) Visibility < 400 m Runway contaminated Windshear suspected

REDUCED TAKEOFF NOT ALLOWED

OR

Antiskid OFF / INOP Autobrakes RTO INOP PMC OFF

VEX-B 4.10

ASSUMED TEMP WINDCOMP Actual TOM

QNH Eng. A/I Wet RWY

RTOM

Assumed Temperature

Ass. Temp. < MAT REDUCED TAKEOFF NOT POSSIBLE

OR

Ass. Temp < OAT

SPEEDS WINDCOMP Actual TOM

V1(WET)

RTOM

<

V1 - VR - V2

Wet RWY V1 decrement

V1(WET) - VR - V2

V1(MCG)

set V1(WET) equal to V1(MCG) recompute Ass. Temp.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.6

recompute Ass. Temp.

>>

WINDCOMP

RTOM

V1(MCG) + Wet RWY V1 decrement

Calc. Mass

WINDCOMP

New Assumed Temperature

QNH Eng. A/I Wet RWY

RTOM

New Ass. Temp. < MAT OR

New Ass. Temp. < OAT

REDUCED TAKEOFF NOT POSSIBLE

REDUCED THRUST Press ALT Ass. Temp

PI

Calc. Thrust %N1

[Assumed Temperature Reduced Thrust Maximum Takeoff %N1 ]

Press ALT Ass. Temp. - OAT

PI

With Engine Bleed for Pack OFF add 1.0 to %N1

%N1Adjustment

[Assumed Temperature Reduced Thrust %N1 Adjustment For Temperature Diff.]

Calc. Thrust %N1 - %N1 Adjustment

Reduced Thrust %N1

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.7

NON-AVAILABILITY OF "BLEEDS OFF" RTOM TABLE

Apply this procedure after decision to takeoff with BLEEDS OFF when no such RTOM table available VEX-B 2.14.3.14 - Refer to Full Thrust method for computation of Max. Perfo Mass, Speeds and Thrust %N1 - Increase Max. Perfo Mass by value given in table below

Type 300 400

20K

+700

22K

+700

22K 23.5K

500

+600

18.5K 20K

+500

Based on lowest value from

FPPM [Takeoff Field Limit],

FPPM [Takeoff Climb Limit] and

FPPM [Obstacle Limit].

- Increase Takeoff %N1 by 1.0 - Verify V(MBE) using table

FPPM [Maximum Brake Energy]

- Verify V(TIRE) using table

FPPM [Tire]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.8

CONTAMINATED RUNWAY TAKEOFF PERFORMANCE

Use the CONT Takeoff performance method whenever runway is contaminated. A runway is considered to be contaminated when 25% of the runway surface area within the required length is covered as follows :

3 mm (or more) standing water 0 mm (or more) dry/wet/compacted snow, slush, ice

Class

Type of contamination

compacted snow, ice standing water, slush, FLUID wet snow dry snow VEX-B 1.11

RUNWAY CONTAMINATED

Takeoff NOT DO NOT RECOMMENDED Takeoff (*) (*)

CONT Table

HARD

(*)

OR

Slippery Runway Slush / Standing Water

2 mm

6 mm

13 mm > 13 mm

15 mm

50 mm

90 mm > 90 mm

Takeoff on contaminated runway up to 13 mm of contamination is considered as standard procedure. Takeoff is allowed but not recommended when contamination is above 13 mm.

- Aborted Takeoff computed with Antiskid ON and all Brakes (Antiskid and all Brakes are required for Takeoff. If not available Æ NOGO) - Aborted Takeoff computed with maximum Reverse Thrust on remaining Engine (Both Reverses are required for Takeoff. If not available Æ NOGO) - Takeoff with Engine failure above V1 is computed with screen height 15 feet (instead of standard 35 feet above DER) - Full Takeoff Thrust mandatory - Tanker Fuel should be avoided as to obtain a lower TOM - NO TAILWIND ! Refer to

MRG [General / MAXIMUM X-WIND]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.9

FULL THRUST Press ALT

PI

OAT

Full Thrust %N1

[Takeoff %N1]

With Engine Bleed for Pack OFF add 1.0 to %N1

MASS WINDCOMP

QNH Eng. A/I

RTOM Table Mass

RTOM

OAT

Max. Perfo Mass

NO Wet RWY Corr !!

Max. Perfo Mass

PI

Press ALT

CONT Mass decrement

[CONT Table Weight Adjustment]

CONT Depth / BA

TORA

OAT

PI Apply field length temperature corrections (see bottom of CONT table)

Adjusted Field Length CONT V1(MCG) Limit Weight

PI

Press ALT CONT Depth / BA

[CONT Table V1(MCG) Limit Weight]

Max. Perfo Mass - CONT Mass Decrement Lowest

CONT V1(MCG) Limit Weight

CONT Max. Perfo Mass

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.10

SPEEDS Press ALT OAT

A-B-C-D-E

PI [Takeoff Speeds Column Reference]

Flaps

PI [Takeoff Speeds]

Actual TOM

V1 - VR - V2 Adjust V1 for WINDCOMP and runway SLOPE see table right upper corner

Actual TOM Press ALT

PI

CONT V1 decrement

[CONT Table V1 Adjustment]

CONT Depth / BA

V1 - CONT V1 decrement

V1(CONT)

V1 (CONT)

<

V1(MCG)

set V1(CONT) equal to V1(MCG)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.11

DISPATCH WITH PMC OFF TAKEOFF COMPUTATION

Refer to

MRG [PMC INOP] for additional information

- For simplification, select both PMC OFF. %N1 computation in FMS Takeoff page is automatically adapted when selecting PMC OFF PMC control switches are located on the aft overhead panel or (as installed) in the E&E compartment. SP 7.4 [Engine - Use Full Takeoff Thrust with Autothrottle ON. Refer to PMC OFF TO] to properly set up FMS to avoid Engine Overboost VEX-B 2.14.8.4 (only for 22K engine CFM56-B2) - During Takeoff run with Autothrottle in HOLD, %N1 will increase up to 7%. DO NOT ADJUST !

MASS WINDCOMP RTOM

OAT

QNH Eng. A/I Wet RWY

RTOM Table Mass

Max. Perfo Mass

PMC OFF Mass decrement

PMC OFF Max. Perfo Mass

(see table below)

=

= 20K

300

0

22K OAT

=< 21°C

22K

400

=< 70°F > 21°C

-4970

> 70°F

-4420

23.5K Actual TOM 500

18.5K

30

40

50

60

-3700

-2600

-1500

-400

20K Based on lowest value from

FPPM [Takeoff Field Limit],

FPPM [Takeoff Climb Limit] and

FPPM [Obstacle Limit].

Values are valid for Pressure Altitude below 3000 feet only ! ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.12

SPEEDS WINDCOMP Actual TOM

RTOM

Wet RWY V1 decrement

V1 - VR - V2

PI

V1(PMC OFF) - VR(PMC OFF) - V2

V1(PMC OFF)

<

V1(WET) - VR - V2

[PMC OFF Takeoff Speeds Adjustment]

PI

V1(MCG - PMC OFF)

[PMC OFF Takeoff Speeds Adjustment]

set V1(PMC OFF) equal to V1(MCG - PMC OFF)

V1(MCG)

>> dito for VR(MCG) !

FULL THRUST Press ALT OAT

PI

PMC OFF Thrust %N1

[PMC OFF Pack ON (Auto) - Pack OFF Takeoff %N1]

Takeoff %N1 provided by the FMS is also correct except for CFM56-3 (rated 22K) under certain conditions of temperature and pressure altitude

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.13

DISPATCH WITH ANTISKID INOP TAKEOFF COMPUTATION

- Runway may not be wet or contaminated - Check Landing distance at destination and Takeoff alternate PI [Advisory Information – Non-Normal Configuration Landing Distance] - Aircraft is CAT I (200ft – 700m) ; check WX-minima at destination, Takeoff PI [Table of Requirements]

alternate and enroute. - No improved climb

MASS WINDCOMP RTOM

OAT

RTOM Table Mass

QNH Eng. A/I Wet RWY

Antiskid INOP Max. Perfo Mass

Max. Perfo Mass

Antiskid INOP Mass decrement (see table below)

Type 20K

-7000

22K

-7800

22K

-7700

23.5K

-7500

300 400 500

18.5K 20K

Based on

Actual TOM

>

-7500 PI Introduction Text

Antiskid INOP Max Perfo Mass

change to full runway length request other runway perform BLEEDS OFF Takeoff reduce payload

TAKEOFF NOT ALLOWED

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.14

SPEEDS Press ALT

A-B-C-D-E

PI

OAT

PI

Flaps

[Takeoff Speeds Column Reference]

Calc. V1

[Takeoff Speeds]

Adjust Calc. V1 for WINDCOMP and runway SLOPE see table right upper corner

Antiskid INOP Max. Perfo Mass

Antiskid INOP V1 decrement

V1(Antiskid INOP)

(see table below)

Type 8000

10000

12000

14000

20K

-27

-22

-17

-14

-11

22K

-27

-22

-18

-15

-12

22K

-28

-21

-17

-14

-11

23.5K

-28

-22

-18

-14

-13

-31

-24

-19

-15

-12

300 400 500

TORA (feet) 6000

18.5K 20K

Based on

PI Introduction Text

V1(Antiskid INOP)

V1(MCG)

<

set V1(Antiskid INOP) equal to V1(MCG)

dry ASDA

<

7900 feet (9000 feet for 400/23.5K)

TAKEOFF NOT ALLOWED

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.15

Press ALT OAT

A-B-C-D-E

PI

PI

Flaps

[Takeoff Speeds Column Reference]

V1 - VR - V2

[Takeoff Speeds]

Actual TOM

Adjust V1 for WINDCOMP and runway SLOPE see table right upper corner

V1(Actual TOM) V1

Lowest

V1(Antiskid INOP)

FULL THRUST Press ALT OAT

PI

Full Thrust %N1

[Takeoff %N1]

With Engine Bleed for Pack OFF add 1.0 to %N1

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

II - Takeoff Performance Computation – p.16

General Management

Management Reference Guide

Non-normal Management ................................................................................... Rejected Takeoff................................................................................................. Quick Turnaround / Brake Cooling ..................................................................... Land at the nearest suitable airport ....................................................................

2 3 4 5

Re/De-Fueling..................................................................................................... 6 Fuel Imbalance ................................................................................................... 9 Engine start problems ....................................................................................... Engine Overheat ............................................................................................... Engine Failure before V1 .................................................................................. Engine Failure at or after V1 ............................................................................. Engine Failure at Takeoff (airborne) ................................................................ Engine Failure in cruise .................................................................................... Engine Failure (additional info) ......................................................................... Engine Operation during moderate to severe icing ..........................................

10 18 19 21 22 22 23 24

Continuance on final approach ......................................................................... 26 Overweight Landing .......................................................................................... 28 Precision Approach........................................................................................... 29 Non Precision Approach ................................................................................... 31 Circling .............................................................................................................. 33 Maximum X-Wind and Tailwind ........................................................................ 34 Takeoff on contaminated or slippery runway .................................................... 35 Landing on contaminated or slippery runway ................................................... 35 Flight Director Logic during 1# and 2# Takeoff and Go-Around ........................36 Windshear......................................................................................................... 37 Radio Communication Failure .......................................................................... 39 RVSM ............................................................................................................... 40 Smoke............................................................................................................... Bomb................................................................................................................. Fire Drill............................................................................................................. Hijacking ...........................................................................................................

41 42 44 47

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.1

NON-NORMAL MANAGEMENT

1- Announce the problem (no details, no search for cause) ; "Master Caution – Hydraulics" 2- Basic task distribution (+ configuration + navigation) ; "You fly, I clear" "Maintain speed … knots, flaps …" "Maintain altitude … feet, heading … degrees" 3- Perform Checklist - clearly identify the problem (and crosscheck) - perform recall items - perform non-normal checklist - perform supplementary checklist (if any, e.g. No Bleed Takeoff) - perform after Takeoff checklist (according to phase of flight) 4- Analyze situation

- impact on systems and/or performance inside - impact on continuance of flight outside QRH [TABLE OF REQUIREMENTS] to obtain landing minima

5- Announce Decision

- to FO - to ATC - to CCM - to PAX - to DISP

(First Officer) (Air Traffic Control) (Cabin Crew Members) (Passengers) (Dispatch at base or outstation)

6- Planning

- if any holding, request weather forecast - if too heavy, calculate fuel burn - if assistance on ground required, inform ATC

7- Preparation

- first study ; routing, altitudes, minima - second study ; topics aircraft configuration

Situations whereby the non-normal management should be reduced to a minimum due to time limited ; - fire that cannot be extinguished - multiple bird strike - on battery due to loss of both engine driven generators - loss of thrust on both engines (300-400-500) - timed bomb treat

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.2

12345-

Respect the time limit Perform Non-normal Checklist Set Radio Aids Set Approach Speed Bugs for desired configuration Call out Approach Topics

Checklists to be performed by First Officer : - loss of thrust on both Engines (300-400-500) - loss of both Engine Driven Generators - transfer Bus 2 OFF (Electrical smoke) - emergency Descent - engine Fire / Engine Failure These Checklists to be performed by First Officer and therefore to be known by heart by the Captain

REJECTED TAKEOFF

NNM [Rejected Takeoff] Following conditions are leading to a rejected Takeoff ;

BEFORE 80 KNOTS - system failure(s) - unusual noise and/or vibrations - tire failure - abnormal slow acceleration - engine failure - engine fire (and overheat) - unsafe takeoff configuration warning - airplane considered unsafe or unable to fly

AFTER 80 KNOTS - engine failure - engine fire - airplane considered unsafe or unable to fly

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.3

QUICK TURNAROUND / BRAKE COOLING

Expect maximum heating of Brakes 15 to 30 minutes after aborted Takeoff. Request Fire Brigade on Standby and advise cabin crew. PI [Advisory Information - BRAKE COOLING SCHEDULE]

Refer to

MRG [BRAKE COOLING]

(200)

- Brake Cooling Chart

AOM 23.10.26

- Disregard column ‘Braking Configuration’, continue straight down - Apply corrections for each taxi mile and for RTO

(300-400-500) Virgin Express B737 fleet equipped with Brakes type A - Brake Energy Limit

FPPM 1.3.8 [QUICK TURN-AROUND]

- Brake Cooling

FPPM 1.3.10

or

PI 32.7 [Advisory Information - BRAKE COOLING SCHEDULE]

- Apply corrections for each taxi mile - No corrections for RTO since already included in table

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.4

LAND AT THE NEAREST SUITABLE AIRPORT

CI [NON-NORMAL CHECKLIST OPERATION]

The following conditions require landing at the nearest suitable airport : Air Conditioning

- Equipment Cooling OFF illuminated (737-CARGO/MIX CARGO)

Fire

- Engine Failure or Engine Fire - Wheel Well Fire - Fuselage Fire - Cabin Smoke or Fire which cannot be immediately and positively determined as eliminated or extinguished

Hydraulics

- Only one Hydraulic System remaining (out of 3 systems : System A, System B, Standby System)

Electrical

- Only one AC power source remaining (out of 3 sources : Generator No 1, Generator No 2, Generator APU)

Bomb

- Bomb on Board

Gear

- Landing Gear Lever will not move UP after Takeoff (identified as Air/Gnd Relay malfunction)

Engines

- Loss of Thrust on Both Engines

Flight Controls

- Runaway Stabilizer

Any other situation whereby the nearest suitable airport".

TUI-B 3.12.9

NNC contains the words "Plan to land at the

Any other situation determined by the crew to present significant adverse effect on safety if flight continued

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.5

RE-/DE-FUELING

NORMAL REFUELING OPS-A 8.2.1 VEX-B 2.14.14.2

BAT Switch ON / STDBY PWR Switch BATT GRD PWR on bus

Normal Refueling

OR

APU on bus

Refer to

MRG [FUELING BAY] for any malfunction at Fueling Bay

RE/DE-FUELING WITH ONE ENGINE RUNNING APU inoperative No Air Starter available

Apply procedures

DE/RE-Feuling with one Engine running

AND

OPS-A 8.2.1.4

REFUELING OF AUXILIARY FUEL TANK

(As Installed)

SP 12.1 Ensure all Boost Pumps OFF during pressure refueling of the Aux Fuel Tank to avoid inadvertent transfer of fuel from Center and/or Main Fuel Tank into the Aux. Fuel Tank. All Tank Boost Pumps .......…....................….... OFF Crossfeed Selector ........................................ OPEN Eng No 2 Start Lever .................................... START Manual Defueling Valve ................................. OPEN Aux Fuel Tank Valve ...........…............…........ OPEN

(200) (*)

(*) Located in right wing DEFUELING BAY

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.6

REFUELING WITH PASSENGERS ON BOARD OPS-A 8.2.1.2

VEX-CAM 2.4.20

OPS-A 8.3.15.3

DEFUELING Boost Pumps ………….….…………………...ON Crossfeed Selector …………....………….OPEN Engine No 2 Start Lever …...…………...START Manual Defueling Valve ....……………….OPEN

(related Fuel Tank) (except for Right Main Fuel Tank) (200) (*)

(*) Located in right wing DEFUELING BAY DEFUELING with Passengers on board is prohibited !

REFUELING WITH BATTERY (OR EXTERNAL DC) ONLY APU inoperative No External AC Power

Refueling with Battery or DC only

AND

Battery DC External Power

OR

Apply procedures

VEX-B 2.14.14.2 SP 12.2 AOM 02.15.02

REFUELING WITH NO AC OR DC POWER AVAILABLE APU inoperative No External AC/DC Power

Refueling with no AC-DC Power available

AND

Battery depleted

Apply procedures

VEX-B 2.14.14.2 SP 12.2

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.7

GROUND TRANSFER OF FUEL Fuel transfer rate is approximately 150 KG / min :

1000 KG = 7 min

To transfer fuel from the Main Fuel Tank(s) to the Center Fuel Tank : (e.g. after Gravity Fueling) Apply procedures

VEX-B 2.14.14.2 SP 12.3

AOM 02.15.03

To transfer fuel from the Center Fuel Tank to the Main Fuel Tank(s) : (e.g. you have fuel in Center Fuel Tank and Main Fuel Tank is not full) Center Fuel Tank Boost Pumps ......................... ON Crossfeed Selector ........................................ OPEN Eng No 2 Start Lever .................................... START Manual Defueling Valve ................................. OPEN Main Tank Fueling Valve Switch …................. OPEN

(200) (*) (related side)

(*) Located in right wing DEFUELING BAY To transfer fuel from the Aux Fuel Tank to the Center Fuel Tank : (e.g. you have filled the Aux Fuel Tank too much – Aux Fuel Tank cannot be de-fueled ) Center Fuel Tank ...............................……... CHECK (for enough empty space) APU Bleed …………………………………………. ON Left or Right Pack …………………………..…… HIGH (to pressurize Aux Tank) P6-2C (200) 3C (300-400-500) (200) Lights ……………………………….…….... PULL (to place airplane in FLT) (300-400-500) Air/Gnd Relay and Lights …….... PULL P18-2C Flight Recorder AC ……..……………………….. PULL (to stop flight recorder) Flight Recorder DC(BAT) ……………………….. PULL P18-3D 3F Drain Heater …………………………………….... PULL (to prevent damage) (300-400-500) Drain Mast AIR…………….….... PULL

GRAVITY FUELING Gravity fueling can be accomplished through one overwing fueling receptacle in each wing Main Fuel Tank. There is no receptacle for the Center Tank nor the Auxiliary Fuel Tanks (As installed). Refer to MRG [GROUND TRANSFER OF FUEL] procedure below to transfer fuel from Main Fuel Tank to Center Tank. ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.8

FUEL LEAK

Perform FQI Self Test MRG [FQI INOP] Error Codes

FQI is INOP

IF

FQI not INOP

Close Fuel Crossfeed Select CTR Tank Fuel Pumps OFF

NNC [FQI INOP]

Disengage A/P, set equal Thrust Check Aileron input requirement

wings not level

wings level

IF

FQI malfunction

Check Fuel Used

equal FU

unequal FU

IF

Check FF / EGT

Leak in Main Fuel Tank or Engine strut between Fuel SOV and FF-TX

unequal FF / EGT

equal FF / EGT

IF

Leak between FF-transmitter and Engine Fuel Nozzle

Difference in Engine Fuel Consumption

NNC [ENGINE FUEL LEAK] NNC [ENGINE FAILURE AND SHUTDOWN]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.9

ENGINE START PROBLEMS

VEX-B 2.4.4 FCTM

ABORTED ENGINE START The requirement to abort an engine start is recognized by one or more of the following conditions : (200)

- No N1 rotation by 20% N2 - No Oil Pressure increase in 30 seconds - No increase in EGT 20 seconds after Start Lever moved to Start - Fuel Flow more than 500 KGPH when moving Start Lever to Start - EGT rapidly approaching or exceeding start limit L

550°C - 1022°F for JTD8-15 575°C - 1067°F for JTD8-15A - No increase or very slow increase in N1 or N2 after EGT indication Remarks - Continue engine start without N1-indication if N1 is confirmed rotating by ground engineer No Circuit Breaker, after start check

DDPG-MEL 77-2

- Position Start Lever to Start at 20% N2 or at maximum motoring and a minimum of 15% N2, whichever is first - If acceleration time from Start Lever in Start to engine in idle exceeds 30 seconds, a maintenance log entry must be made. Engine requires maintenance action after flight AOM 02.02.14

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.10

(300-400-500) - No N1 rotation before raising Start Lever to Idle - No Oil Pressure indication by the time the engine is stabilized in idle - No increase in EGT 10 seconds after Start Lever moved to Idle (30 seconds in flight) - (EIS) Flashing EGT digital counters to indicate abnormal start - EGT rapidly approaching or exceeding start limit (725°C -1340°F for CFM-56-series) - No increase or very slow increase in N1 or N2 after EGT indication (1% per 5 seconds) Remarks - Continue engine start without N1-indication if N1 is confirmed rotating by ground engineer After start, check

P6-2D and

DDPG-MEL 77-2

- Position Start Lever to Idle at 25% N2 or at maximum motoring and a minimum of 20% N2, whichever is first (max. motoring is defined as 1% N2 increase in 5 sec) - Starter Duty Cycle :

first attempt : next attempts :

2 min. ON 2 min. ON

20 seconds OFF 3 minutes OFF

COLD WEATHER ENGINE START During cold weather operations, the LOW OIL PRESSURE amber light may remain illuminated for 3½ minutes. The Oil Pressure may then temporarily exceed the red radial (200) or the green band (300-400-500), illuminating the OIL FILTER BYPASS amber light. During taxi the engine must be operated at idle until Oil Pressure returns to normal range. The OIL FILTER BYPASS amber light should extinguish when the Oil Temperature raises and the Oil Pressure returns to normal. No minimum Oil Temperature is specified for Takeoff, whilst Oil Pressure must be in green band for Takeoff Following a precautionary shutdown when no Oil Pressure indication has been observed, allow 10 to 15 minutes for internal heat to warm the oil system. Hot air may be applied adjacent to the gearbox and oil tank prior to the next start.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.11

START SWITCH DOES NOT HOLD IN START POSITION - Starter Valve Breaker popped

P6-2A

(200)

only one breaker for both valves

- N2-indicator INOP

P6-2D

(300-400-500) DDPG-MEL 77-3 Eng. No 1 N2% NOGO

Apply

DDPG-MEL 80-2 [ENGINE STARTER AUTO CUTOUT]

STARTER VALVE DOES NOT OPEN - Starter Valve Breaker popped - Starter Valve Solenoid stuck

- Starter Valve blocked

P6-2A

(200)

only one breaker for both valves Starter Valve can be manually opened using a screw driver and without opening Engine Cowl (Hole next to CSD Access Door) Cold weather ops : heat Starter Valve For manual start, Engine Cowl has to be opened

- Starter Valve open, but START VALVE OPEN amber light INOP DDPG-MEL 80-1 Apply

DDPG-MEL 80-3

(200)

NOGO

[MANUAL START PROCEDURE] (200)

AOM 02.21.03

EARLY STARTER CUTOUT Expect possible HOT or HUNG start. If required, abort engine start.

- Starter Valve Breaker popped - N2-indicator INOP

P6-2A P6-2D

(200)

only one breaker for both valves

(300-400-500) DDPG-MEL 77-3 Eng. No 1 N2% NOGO

- Start Switch INOP

Apply

DDPG-MEL 80-2

[ENGINE STARTER AUTO CUTOUT]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.12

NO AUTOMATIC STARTER CUTOUT Engine Start Switch OFF

NNC [START VALVE OPEN] can be read

- Starter Valve Breaker popped ?

Read

DDPG-MEL 80-2

P6-2A

(200) only one breaker for both valves

[ENGINE STARTER AUTO CUTOUT]

START VALVE DOES NOT CLOSE Shutdown Engine

NNC [START VALVE OPEN]

- Starter Valve Breaker popped ?

Apply

DDPG-MEL 80-3

P6-2A

(200) only one breaker for both valves

[MANUAL START PROCEDURE] (200)

AOM 02.21.03

ENGINE HOT START - FCU malfunction

No Circuit Breaker for FCU

- Early Starter Cutout

P6-2A

(200)

only one breaker for both valves

- Prematurely advancing Start Lever to Start/Idle Register highest EGT (Temperature and Time Interval) Call maintenance to verify EGT versus table

ENGINE HUNG START - Early Starter Cutout - Too low fuel flow - Low Duct Pressure (< 20 PSI)

MRG [EARLY STARTER CUTOUT] Increase Duct Pressure or perform Engine Cross Bleed Start Open Reverse (= close Engine Fan) or position aircraft nose into wind

- Tailwind with negative N1%

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.13

ENGINE LIGHT-UP FOLLOWED BY FLAME-OUT Engine flame-out due to fuel starvation. Temporary light-up is a result of the fuel remaining in the drain between the closed Fuel SOV and the FCU-MEC

- Fuel SOV closed - Fire Handle not stowed

P6-3D "SHUTOFF VALVE ENG No X" Exceptionally it may happen that the Engine Fire Handle was pulled and/or not well re-stowed. This can be verified by selecting the Hydraulic System EDP to OFF ; the Engine Fire Handle is not well stowed if the Hydraulic Low Pressure amber light does not illuminate, being inhibit.

BEFORE SECOND START ATTEMPT position Start Lever to (200) START (300-400-500) IDLE for about 30 seconds, then back to Cutoff to fill drain between Fuel SOV and FCU to avoid Hot Start !

ENGINE WET START (NO LIGHT-UP) - No ignition - FCU INOP

P6-2B No Circuit Breaker…

- Fuel SOV stuck closed

refer to above before second start attempt !

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.14

APU FAILURE DURING ENGINE START TUI-B 3.10.1.3 APU failure during first Engine Start :

- Select Standby Power to BAT to obtain Engine Indications ! - If Engine did not reach self sustaining speed, it must be shut down. The Engine must than be motored for 60” as soon as ASU is available - Perform APU

NNC [OVERSPEED] or [LOW OIL PRESSURE]

- Check APU

P6-5B (200)

- Check

P18-5C (300-400-500)

DDPG-MEL 49-1 to dispatch aircraft without APU Refer to

MRG [DISPATCH WITH APU INOP]

- Start both Engines with ASU

APU failure after a successful start of first Engine :

- Select GEN on BUS - Perform APU

NNC [OVERSPEED] or [LOW OIL PRESSURE]

- Check APU

P6-5B (200)

- Check

DDPG-MEL 49-1 to dispatch aircraft without APU Refer to

- Use

P18-5C (300-400-500)

MRG [DISPATCH WITH APU INOP]

SP [ENGINE CROSSBLEED START] to start Eng. No 1 : (200)

AOM 02.21.02

(300-400-500)

SP 7.3 VEX-B 2.14.8.2

- Switch to SP [UNPRESSURIZED T/O] in case a NO BLEED Takeoff was scheduled : (200)

AOM 02.06.07

(300-400-500)

SP 2.7 VEX-B 2.14.3.13

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.15

ENGINE START WITH APU INOP (200) - If applicable, connect TANA to left Main Landing Gear - Start both engines at gate using standard start procedure and sequence with Ground Pneumatic Cart as alternate air source (no AOM supplementary procedure) - Proceeding this way, the Ground Engineer will have to disconnect the tube while both engines are running. Recall Ground Engineer of danger and own risk and responsibility. If he does not agree, switch to SP [ENGINE CROSSBLEED START] - Disconnect alternate air source and push-back

AOM 02.21.02

(300-400-500) TUI-B 2.7.4

If ASU is used due to a failure of APU during preceding Engine Start, be sure to motor that Engine for 60 seconds using the ASU ! - If applicable, connect TANA to left Main Landing Gear - Start Eng. No 1 first :

SP [STARTING WITH GROUND AIR SOURCE]

VEX-B 2.14.8.5 - Disconnect alternate air source - Push-back with Eng. No. 1 running - Start Eng. No 2 after push-back SP [ENGINE CROSSBLEED START] VEX-B 2.14.8.2

Eng. No 1 should be started first, since the ASU tube is connected near Eng. No 2 (danger for ground personnel while removing plug from aircraft) With the passengers Load Bridge connected to aircraft (due to Electrical GND PWR), you may consider to start Eng. No 2 first, since Eng. No 1 air inlet is too close to the Load Bridge (especially 500). In that case remind ground personnel of danger of suction into running Engine when removing ASU. When disconnecting Electrical GND PWR, the Ground Crew Call Horn will sound to indicate that IRS No 1 is on BAT. The warning will disappear as soon as Eng. No 1 is on TFR BUS.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.16

ENGINE BATTERY START Battery Start to be carried out when the APU generator is INOP and an Air Source (APU or GND-cart) is available

Verify DUAL BLEED amber light illuminated. If not, expect Eng. Bleed Air Valve(s) to be closed. No Duct Pressure indication, requires AC power from TFR BUS 1. Place STBY PWR switch to BAT to obtain start-up clearance. Select back to AUTO to conserve battery life. (300-400-500) Only Right Ignition system available : select Right Ignition System Engine indications

(ALL) (EIS) (non EIS)

Perform

In addition

SP [BATTERY START]

- All 4 amber lights available - N1, N2 and EGT - N1, N2, EGT and FF - N1 and EGT (Eng. Start Switch to be held since no N2-logic) (200)

AOM 02.21.01

(300-400-500)

VEX-B 2.14.8.1

- position STBY PWR Switch back to AUTO ! - accomplish Light Test - (200) Stall Warning Test WITHOUT illumination of OFF amber light before, during or after Test. Refer to MRG [STALL WARNING TEST] for NOGO

If Eng. No 2 does not start : (200)

- Expect Isolation Valve or / and Eng. No 2 Bleed Air Valve closed - Start Eng. No 1 first to power TFR BUS 1 and to operate Isolation Valve - Unable to start Eng. No 1 or Eng No. 2, ask ground engineer to open the respective Engine Bleed Air Valve manually. (Engine Cowl will have to be removed)

(300-400-500) - Expect Isolation Valve closed - Position of the Engine Bleed Air Valve has no affect on Engine Start (Except for 737-EIS, Bleed Air Valves in fact are commended closed during engine start until 46% N2) - Start Eng. No 1 first to power TFR BUS 1 and to operate Isolation Valve

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.17

ENGINE OVERHEAT

Opposite Thrust Lever .................... Advance Thrust Lever ....................................... Retard

Eng. OVHT remains illuminated

Eng. OVHT extinguishes

IF

Operate Engine at reduced thrust to keep OVHT light extinguished.

NNC [ENGINE FIRE] (Continue Recall Items)

Start APU to offload Engine Generator + Bleed (No Wing A/I) After T/O CL : do not advance thrust lever to check Gear UP Open Fuel X-feed

NNC [1# INOP LANDING]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.18

ENGINE FAILURE BEFORE V1

VEX-B 3.8.1 TUI-B 3.19.2

Engine Overheat during Takeoff run with speed 80 kts or more : ”GO”

REJECT

- Call "STOP" (VEX) – “REJECT” (TUI) - Stop aircraft :

- Max. Brakes - Speed Brakes - Max. Reverse Thrust

- Full Stop : set Parking Brakes - "ADVICE ATC" to F/O - "ATTENTION : CABIN CREW ON STATION" to PA

NON-NORMAL PROCEDURE

(in case of Engine Fire)

- Thrust Lever IDLE - Start Lever CUTOFF - Eng. Fire Handle PULL & ROTATE - Wait 30 seconds / Meantime look out window and request visual feedback from ATC Tower

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.19

EVACUATION - "EVACUATION" to F/O - Speed Brakes Down Detent - Start Levers BOTH CUTOFF - "EVACUATION" to PA - Eng. & APU Fire Handles PULL & ROTATE - Perform

NNC [PASSENGER EVACUATION]

Captain :

NNC - performs - performs visual inspection of cabin to ensure nobody remains on board

FO :

NNC - performs - leaves the airplane and will lead passengers further away from airplane

NO EVACUATION - "KEEP YOUR SEATS – ALL NORMAL" to PA - "ADVICE ATC" to F/O - Vacate Runway

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.20

Pat BOONE - Boeing 737 MRG

VEX-B 3.8.1.1

TUI-B 3.10.9.3

26-Jun-04

ENGINE FAILURE

Positive Climb – Gear UP

TUI-B 3.2.2.2 Advice ATC

(4)

(3)

(2)

(1)

Acceleration and Clean-up

Advance Thrust on remaining Engine to FULL T/O THRUST (1)

VEX-B 3.0.3

Perform RECALL ITEMS

EFFRA (2)

Non-Normal Checklist

After Takeoff Checklist

Full Takeoff Thrust can already be applied during ground run between V1 and VR EFFRA and ALL turns completed (As Installed) CAUTION – With an EFFRA above the Thrust Reduction Altitude (T/R Alt on FMC N1 Limit page) or EFP which require to continue climb above the T/R Alt, thrust on the remaining Engine inadvertently will be reduced by the Autothrottle System. ALM = Autothrottle OFF – Level Change – Max. Continuous (with high EFRRA or EFP which require to continue climb, set MCT after 5 minutes) Exception : In case of a No Bleed Takeoff it is suggested to set normal configuration prior to executing the NNC

ALM (3)

MSA

Supplementary Checklist (4)

ENGINE FAILURE AT or AFTER V1

________________________________________________________________________

III - General Management – p.21

ENGINE FAILURE ON TAKEOFF (AIRBORNE)

The EFP and EFFRA are computed for an Engine Failure at V1 For an Engine Failure after V1 on GND, usually the EFP and EFFRA are flown, though theoretically not valid. Once airborne, the SID should be flown in case of an Engine failure on Takeoff. Closely observe the minimum required climb gradient. Do not level-off at the EFFRA, but continue climb to the MSA or at least MSA-700 feet if limited in performance or till any altitude visually confirmed to be safe. Continu on the SID until decision is taken to return to the field of departure either to continue to destination or divert.

ENGINE FAILURE IN CRUISE

VEX-B 3.8.2

- Perform Recall Items, if any - Advance Thrust on remaining engine to Max. Continuous (200)

Default EPR 2.20 or see table on Forward Cockpit Panel

(300-400-500)

Refer to

PI or FMC Eng. Out Page

- Maintain cruising level to bleed off airspeed (can take up to 30 minutes) - Decelerate to 1# INOP Drift Down Speed (200)

Default 220 kts or refer to

(300-400-500)

Refer to

AOM 23.40.04

PI or FMC Eng. Out Page

- Descent to 1# INOP Gross Level Off Altitude (200)

Default FL 220 or refer to

(300-400-500)

Refer to

- Perform

AOM 23.40.04

PI or FMC Eng. Out Page

NNC [ENGINE FIRE / FAILURE …]

- Reduce thrust to LRC setting (200)

Refer to

AOM 23.40.08 and following

(300-400-500)

Refer to

FPPM 3.2.8 and following

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.22

ENGINE FAILURE (ADDITIONAL INFO)

ADDITIONAL THRUST REQUIRED FOR GO-AROUND Obstacles in Go-Around area High Field Elevation High OAT

OR

Additional Go-Around Thrust required

High Landing Mass

VEX-B 3.8.7 •

Obstacles in Go-Around area : Refer to

•

FPPM 1.3.7 [1 ENG INOP GO-AROUND CLIMB GRADIENT]

With the APU available : - Bleed OFF (both operating and failed engine) - Left Pack operation on APU

•

With the APU not available : - Un-pressurized Landing Supplementary Procedure - Cabin Altitude Indicator ............ Set 1500 AGL destination - Pressurization Mode ............................................. Standby - When starting approach ........... Bleed OFF (both engines) (200)

AOM 02.06.07

(300-400-500)

SP 2.7 VEX-B 2.14.3.13

Adjust Go-Around Thrust Setting with :

(200) EPR +0.03 (300-400-500) N1 + 0.9%

WING ANTI-ICE No Wing Anti-Ice on APU ! Set-up for Wing Anti-Ice does not permit Additional Go-Around Thrust Isolation Valve should not be opened in case of an Engine Fire that cannot be extinguished Adjust Go-Around Thrust Setting with :

(200) EPR -0.07 (300-400-500) no correction

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.23

PRESSURIZATION BLEED (operating Engine) can supply : BLEED (APU) can supply :

- Pressurization - Wing-Anti-Ice - Pressurization

OVERWEIGHT LANDING With 1# INOP, disregard Max. Landing Mass limitation and land overweight ! TFIR must be filed VEX-B 3.4

TCAS Set TCAS Transponder Mode Selector to TA (in stead of TA/RA) to avoid climb commandos which may exceed aircraft single engine performance. This info is also transferred to interfering traffic, which in turn obtain adapted commandos.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.24

ENGINE OPERATION DURING MODERATE TO SEVERE ICING

(200)

AOM (02.04.19)

•

Necessary thrust reductions below 70% N1 should be limited to one minute and N1% should never be below 55%. Re-application of thrust must be done before reducing thrust again and be at least one minute.

•

Minimum N1 settings in Icing Conditions : Light Icing : Moderate to Severe Icing :

TAT 0°C to +10°C : SAT -40°C to TAT 0°C : SAT -40°C to TAT +6.5°C :

40% N1 55% N1 (*) 70% N1

(*) Descent Planning : 55% N1 can be compensated by selecting Speed Brakes to Flight Detent or compute descent profile as 1 NM for each 1000 feet. •

If fan blade icing is suspected (engine vibrations), use following procedure to remove ice on one engine at a time : Engine Start Switch ........ FLT Thrust Lever .................. IDLE Eng. Anti-Ice .................... ON Thrust Lever .......... > 70% N1 After one minute : Vibrations decrease : Vibrations do not decrease :

- Resume normal operation - Consider Engine Shutdown

VEX-B-2.15.2.12

(300-400-500) •

No minimum N1 settings for flight in moderate to severe icing. However, for prolonged operation in moderate to severe icing, accomplish a periodic engine run-up to 80% N1 every 15 minutes on one engine at a time.

•

If fan blade icing is suspected (engine vibrations), use following procedure to remove ice on one engine at a time : Engine Start Switch ........ FLT Eng. Anti-Ice .................... ON Thrust Lever ............. 45% N1 After 5 seconds : Thrust Lever .......... > 80% N1 (advance slowly) Vibrations decrease : Vibrations do not decrease :

- Resume normal operation - Retard Thrust Lever to obtain and maintain AVM below 4.0 units - Engine Shutdown is not required

NNC [HIGH ENGINE VIBRATION] ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.25

CONTINUANCE ON FINAL APPROACH

- Runway in sight (except CAT II/III - see below) - Airplane under control and re-established on flight path - Airplane in LANDING CONFIGURATION (Flaps 15 or more)

ENGINE FAILURE / FIRE on final approach

VEX-B 3.8.4

TUI-B 3.10.9.4 F (Thrust remaining Engine) Five degrees BA Flaps 15 Flap Override Fly Outerbug (400) Outerbug + 5 kt to avoid tailstrike Field Length Recall items for Engine Fire should be postponed until after landing If it is decided to Go-Around due to unstable profile or configuration, keep Flaps 15 until speed is at outerbug (400) +5 Engine Fire (without loss of thrust !) on SHORT Final during CAT II/III Approach : Continue Approach only if FLAPS 30/40 ! No Actions until full stop Emergency Evacuation, if required

LOSS OF BOTH ENGINE DRIVEN GENERATORS on final approach Fly outerbug if Flaps not 30/40 (Flap Override) Autobrakes and Antiskid INOP : avoid short and/or contaminated runway Speed Brakes Auto Extension INOP STBY PWR to BAT on short final or touchdown

FLAP ASYMMETRY on final approach Fly outerbug if Flaps not 30/40 (Flap Override) Select Autobrakes, verify runway length Use Aileron Trim (NO Rudder Trim !)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.26

LOSS OF HYDRAULIC SYSTEM A on final approach (200)

Continue Approach only if FLAPS 15 ! (due to possible go-around) Fly outerbug (Flap Override)

(300-400-500) Continue Approach and continue Flaps extension to 30/40 Fly target speed (ALL)

Flight Control Switch STBY RUD Hydraulic Pumps OFF Nose Wheel Steering INOP (as installed)

LOSS OF HYDRAULIC SYSTEM B on final approach (200)

Continue Approach and continue Flaps extension to 30/40 Fly target speed

(300-400-500) Continue Approach only if FLAPS 15 ! (due to possible goaround) Fly outerbug (Flap Override) (ALL)

Flight Control Switch STBY RUD Hydraulic Pumps OFF

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.27

OVERWEIGHT LANDING

VEX-B 3.8.7 TUI-B 3.20.2

RECOMMENDED • A malfunction that seriously affects the airworthiness of the aircraft • A condition whereby a late landing would increase the exposure to a degrading level of safety • One engine INOP • A serious illness among crew or passengers requiring immediate medical attention

PERMITTED • A malfunction not directly affecting the airworthiness of the aircraft • An unplanned diversion

NOT RECOMMENDED • Complete Hydraulic Failure (affecting Braking performance) • Tire burst / failure • Flight Control troubles that adversely affect the handling of the aircraft

RWY : WX : ATL : A/P :

choose longest available LDA max recommended x-wind 15 kts and no gusts register Landing Weight and R/D in ATL An ASR-TFIR must be raised Do not use the A/P Autoland Sink rate must be limited upon final approach

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.28

PRECISION APPROACH

ILS JAA Definition

CAT I

CAT II

CAT III

DH > 200 ft

DH < 200 ft

DH < 100 ft

RVR > 500 m

RVR > 300 m

RVR > 200 m

till 200 ft

till 50 ft

till 0 ft and 900 m along runway

Guidance Tolerance at DH

G/S 15 ft

G/S 7,5 ft

more

Changeover

LOC 42 m GS < 6"

LOC 30 m GS < 2"

restrictive GS < 2"

LOC < 10"

LOC < 5"

LOC < 2"

Separation

wake turbulence cat.

5 NM

10 NM

200 ft

Weather minima

700 m Decision Ref.

550 m

Baro Altimeter

Flight Director

F/D PF

2 F/D

Autopilot

Manual PF PF PF PF

1 A/P FO CAPT FO FO

PF Approach PF Landing PF Go-Around Call Outs

100 ft

50 ft

350 m

200 m

RA

RA

2 F/D 1 A/P (*) FO CAPT FO FO

2 F/D 2 A/P CAPT A/P CAPT FO

2 A/P CAPT A/P CAPT FO

(*) Single Channel A/P Approach is not a VEX-procedure VEX-B 2.9.2 CAT I VEX-B 2.17 CAT II-III

• • • • • • • • •

Maximum 2 approaches No CAT II/III approach on contaminated runways No procedure change CAT I/II/III below 1500 ft AGL Perform a Go-Around for any malfunction below 500 ft AGL Use Turnoff Lights only, do not use Landing Lights FO remains head-down after touchdown, especially when MID RVR is reported below TDZ RVR Announcement to passengers to shutdown all electronic devices Pay special attention to taxi procedures and crossing of other runways Number of Approach Lights that may be expected visible at minima : Visual Segment (= 50% SVR ( = 80% RVR)) = 40% RVR CL (spacing) CL

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.29

(200) • • • •

Autopilot to be disengaged at 50 ft RA. Autopilot to be disengaged when performing a Go-Around If flying through the LOC beam, the AP may not intercept the LOC again, while the APD VOR/LOC light remains green During interception phase with APD VOR/LOC green light illuminated, it is possible to override / assist in the A/P roll function. Once established, the A/P roll channel gets in high detent. Reset FO Altimeter Vibrator CB

(300-400-500) • Single Channel CAT II approach may be flown through either Autopilot. In any case the FO is PF. The A/P has to be disengaged at 50 ft RA. The A/P will disengage automatically when pushing TOGA for Go-Around. • Autopilot and Autothrottle may be re-engaged until 800 ft RA. If re-engaging the Autopilot below 800 ft RA, the A/P will perform a Single Channel approach. • (400-500) Second minor trim bias at 50 ft. • Autothrottle automatically disengages 2 seconds after touchdown (without A/T DISENGAGE red light). The Autopilot has to be disconnected by the Captain after touchdown. • Autopilot is armed for Go-Around when [FLARE] is armed. Flight Director and Autothrottle are armed for Go-Around when [G/S] is green and below 2000 ft RA. Consequently, pushing TOGA below 2000 ft RA with [FLARE] not yet armed, the Autothrottle will increase thrust to Go-Around, but the Autopilot will disconnect.

Different malfunctions that may appear during Cat II/III approach : • • • • •

(200) • •

Failure (with or without flag) of RA, ADI or HSI Excessive LOC or G/S deviation below 500 ft AGL ILS signal failure or disturbance due to preceding traffic Engine Failure, loss of GEN BUS or TFR BUS, loss of Hydraulic System, Flap asymmetry, Trim runaway, etc Engine Fire without loss of thrust on short final : Continue Landing if Flaps 30/40 Autopilot Roll or Pitch channel malfunctions No G/S interception, select MAN G/S

(300-400-500) • If no [FLARE armed] white annunciation at 500 ft AGL, perform a Go-Around. At 400 ft RA both autopilots will disconnect automatically. • If no [FLARE] indication at 50 ft RA, the Captain will disconnect the A/P and land manually. Forward Control Column pressure is required due to trim bias. • Engine failure during single or dual channel approach : disconnect Autopilot for Go-Around • •

Multiple flags upon G/S capture indicate a failure of TR1: MRG [TR FAILURE] Check proper function o TR 1-2-3 prior commencing automatic approach Disappearance of colors on EADI and EHSI : Continue approach, except for

•

QRH [TABLE OF REQUIREMENTS] green color. Both FMA are required : EADI CRT failure : Go-Around since no cross-check.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.30

PRECISION APPROACH

MDA (feet)

RWY 900 m (ALS)

300 m (TDZ)

VDP (meters) = 6 x MDH (feet) VDP (NM) = MDH (feet) / 300

150 m 900 m

VEX-B 2.9.3

•

Second Study : - Task distribution : - Autopilot : - Lateral : - Vertical : - Supplementary :

- recommended FO is PF using A/P, Capt. will land - (300-400-500) FO full rose Raw Data, Capt. MAP - Discuss different modes to be used - Disconnect A/P when level at MDA - Airplane Configuration (30 seconds or 1,5 NM to FAF) - Runway and Approach Light System and VDP - Final Descent Slope (R/D, published follow-up altitudes) - Missed Approach Point (Timing, DME or NAV-Beacon) - HQCBA (Markers High, QNH set, Chrono timing, Bright ALS, AutoBrakes set)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.31

•

On Final :

- LOC alive / VOR 1 dot / NDB 5°

•

Intermediate Altitude :

- High on profile compared to Glide Slope or High OAT

•

Next Step Concept :

- Wait until ALT HOLD green before selecting next altitude

•

WX-minima :

- Required when passing OM, FAF or 1000 feet AGL - Compute VDP (meters) to obtain the practical visibility required for this approach - Compute VDP (NM) to obtain the distance from the threshold where you can expect to see the runway (useful when MAP is a DME-distance)

•

MDH :

- Correct MDH on non-precision approach for temperature deviation below ISA by 1% height for each 2,5 °C (e.g. MDH = 1200 feet, ISA-10 makes MDH 1248 feet)

•

VDP :

- VDP (NM) = VDP (NM) = VDP (NM) = VDP (meters)

•

1# INOP :

- Maintain 150 kts during final descent until visual contact !

•

2 NDB approach :

- With one NDB-groundstation U/S, approach is not authorized - With one ADF-instrument U/S, approach can be flown using remaining ADF and switching frequency when first NDB inbound

•

NDB-DME approach :

- Do not use VOR-radial since VOR-station probably offset to runway axis

•

VOR approach :

(300-400-500) Use of Autopilot in VOR/LOC is not allowed for an approach whereby the VOR-station will be overflown and no DME available. Use A/P in HDG SEL.

•

Back Course LOC :

(200) - Select back course (e.g. 247° when landing on runway 07L at BRU) - Only HSI indication valid, disregard ADI RWY-symbol - Use Autopilot in CWS

MDH (feet) / 300 MDH (feet) X slope (%) / 60 1 NM per 300 feet = MDH (feet) X 60

(300-400-500) - Select front course (e.g. 077° when landing on runway 07L at BRU) - Both EHSI and EADI indications are valid - Use Autopilot in HDG SEL and V/S

When approaching and/or maintaining MDA, remember the ALTITUDE ALERT warning system is inhibited when Flaps 30/40 !

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.32

CIRCLING APPROACH

VEX-B 2.10 FCTM 4.3

Minimums :

- B737 is Category D for circling minima - Recent Jeppesen publications are based upon Ground Speed during turns (150 kts for B737)

ICAO protected area is based on compilation of several turn radii 4.2 NM with center on each threshold and 400 feet obstacle clearance. FAA circling radius is 1.7 NM.

Prior Break-off :

- Gear Down, Flaps 15 - Speed 150 kts

Break-off (left/right 45°) : - Bank Angle 30° - Timing after turn : 30 seconds ± half wind Abeam Threshold :

- Flaps 25-30-40 - Speed Target - Timing 3 seconds per 100 ft MDA ± half wind

Baseleg Turn :

- first half of turn, look inside ! - Continuous turn, bank angle 30° - Adjust R/D to reach 500 ft AGL in mid of turn (Average R/D 600 ft/min) - Look outside, aim for inner side of runway

Go-Around :

- Always turn towards the field, then rejoin prescribed go-around routing for the initial runway (not the landing runway in use)

Circling Approach commencing with ILS : do not use APP Mode on F/D or A/P, use VOR/LOC and (300-400-500) V/S.

Flight Patterns :

NNM [Circling Approach] MRG [Pilots Memorandum / Circling Approach]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.33

MAXIMUM X-WIND AND TAILWIND

(300-400-500)

MAXIMUM X-WIND Boeing does not publish limitations for crosswind, it only provides guidelines to the operator, based upon most adverse airplane loading (light weight and aft center of gravity), and assume an engine out RTO. FCTM 2.x

Takeoff Crosswind Guidelines

FCTM 4.x

Landing Crosswind Guidelines

FCTM 4.x

Autoland Capabilities (demonstrated)

VEX-B 1.8.2 TUI-B 1.8.2 General info :

Braking Action Coefficient µ x 100

POOR

P/M

MEDIUM

M/G

GOOD

91

92

93

94

95

0 10 20 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 50 100

Max. RWY < 2000m X-WIND Other RWY

5

10

15

20

30

10

15

20

25

34

Rule of Thumb : Max X-WIND =

( BA Coefficient x 100 ) - 15 - 5 (short runway)

MAXIMUM TAILWIND L

10 knots - 0 knots on contaminated runway

FCTM 4.x

Autoland Capabilities (demonstrated)

VEX-B 1.8.2 TUI-B 1.8.2

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.34

TAKEOFF ON CONTAMINATED OR SLIPPERY RUNWAY

For Braking Action, Braking Coefficient and Cross wind limitations, refer to MRG [TAKEOFF PERFORMANCE – CONTAMINATED TAKEOFF PERFO] •

For additional info on cold weather operation, refer to FCTM 2.26 VEX-B 2.15

LANDING ON CONTAMINATED OR SLIPPERY RUNWAY

• •

Flaps 40 recommended Select Autobrakes to

•

(200) MEDIUM (300-400-500) 2 Auto extension of Speed Brakes

•

Compute Slippery Runway Landing Distance

• •

Positive Landing, lower Nose Wheel without delay to gain directional control Reverse thrust on both engines only, avoid asymmetric reverse thrust

•

When slipping :

•

When vacating runway :

FCTM 1.3.3 to 1.3.5

- Reduce Reverse Thrust to Idle - Release Brakes Pressure (push brakes to disconnect Autobrakes) - Reapply Reverse Thrust and Manual Steady Brakes as soon as directional control is recovered - Maintain Flaps 15 to allow visual inspection for any slush accumulation - Keep Engine Anti-Ice ON and Pitot Heat ON - Stabilizer Trim FULL forward (0-2 units) - Engine run-up during long taxi : (200) Every 10 minutes 80% N1 during 15 seconds (300-400-500) Every 30 minutes 70% N1 during 15 seconds

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.35

FD LOGIC DURING 1# AND 2# TAKEOFF AND GO-AROUND

(300-400-500)

TAKEOFF AND GO-AROUND ON 2# (roll)

- maintains actual ground track at the time of pushing TOGA

(pitch) - initially aims for 15° BA - when R/C is sufficient, F/D aims for maneuvering speed for actual flaps - MCP speed window is blank until flaps UP

TAKEOFF AND GO-AROUND ON 1# (roll)

- maintains actual ground-track at the time of pushing TOGA

(pitch) - initially aims for 13° BA - when R/C is sufficient, then - first Engine failure, then pushing TOGA : - pitch for salmon speed bug - first pushing TOGA, then Engine failure : - if speed is below the speed at time of pushing TOGA, F/D aims for speed at time of TOGA - if speed is above the speed at time of pushing TOGA, F/D maintains the present speed

ENGINE FAILURE DURING TAKEOFF (AIRBORNE) (roll)

- wings level

(pitch) - if speed at time of Engine failure : < V2 : F/D aims for V2 V2 - V2 + 20 : F/D maintains actual speed > V2 + 20 : F/D aims for V2 + 20

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.36

WINDSHEAR

VEX-B 3.13 TUI-B 3.19.6 Windshear can be identified by an uncontrolled change or deviation in :

BA > 5° Vertical Speed > 500 ft/min Airspeed > 15 kts Glide Slope > 1 dot

OR

WINDSHEAR

GPWS "Windshear"

Windshear can be expected when CB clouds in vicinity, in case of temperature inversion (high pressure zone), due to terrain (topographic) or coastal effect.

Windshear PIREP to ATC should include the following items : - type of aircraft - position - altitude - impact (kts, ft/min, ...)

(300-400-500) Always push TO/GA to activate the AFDS Windshear Recovery Logic !

DURING TAKEOFF RUN •

Windshear :

- at low speeds, aborted Takeoff may be considered - at high speeds however, do not abort takeoff due to erratic airspeed indication

•

Negative Windshear :

- advance Thrust Levers to FULL Takeoff Thrust - continue to last 3000 ft of runway (alternate red-white runway edge lights) - rotate gently even with speed below VR - maintain speed well above V2 or Stick Shaker

•

Positive Windshear :

- advance Thrust Levers to FULL Takeoff Thrust. - do not rotate at VR due to probable loss of airspeed during rotation or initial climb - continue groundroll till well above V2

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.37

DURING INITIAL CLIMB •

"WINDSHEAR - GO" :

- advance Thrust Levers to FULL Takeoff Thrust - pull gently to BA 15° or till Stick Shaker - do not change aircraft configuration (gear and flaps) - if ground contact is a factor, advance thrust Levers FULL forward

ON FINAL APPROACH •

"WINDSHEAR - GO" :

- go-around - disconnect Autopilot - check Go-Around Thrust - pull gently to BA 15° or till Stick Shaker - (300-400-500) Flight Director has Windshear Logic - do not change aircraft configuration (gear and flaps) - if ground contact is a factor, advance thrust Levers FULL forward

For additional information on Windshear, refer to

NNM [Windshear]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.38

RADIO COMMUNICATION FAILURE

VEX-B TUI-B 3.8.2

- Start Timer

CHECK GROUND STATION FREQUENCY - Perform Radio Check with Ground Station and/or other aircraft - Switch to previous or next frequency - Contact 121.50 MHz

CHECK VHF COMM PANELS - Check Speaker Volume - Select a different frequency on all 2 or 3 VHF COMM Panels (an erratic Comm Box might block all communications on a given frequency) - Try other VHF Comm Panels - Try HF Comm (As Installed) - Squawk 7600

CHECK MICROPHONES - Unplug all 6 microphones (2x Capt. - 2x FO - OBS - PA) and check them one by one - Verify the R/T – I/C switch on ASP not stuck

CHECK AUDIO SELECTION PANEL - Select ASP in Alternate (degraded) mode - Pull ASP

P6-2B Capt + FO P6-2C OBS

- Reset

one at a time

APPLY RADIO COMMUNICATION FAILURE PROCEDURES - Standard ICAO - Aerodrome related or RVSM

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.39

RVSM

Refer to Limitations under

Required to enter RVSM :

VEX-B 2.3.1

VEX-B 3.15

DDPG-MEL 34-100

VEX-B 3.17.4

2 altimeters 1 Autopilot (must be engaged) 1 Altitude Alert Device 1 Transponder Mode C

ALTIMETER X-CHECK (at or above FL250) : - when passing FL250 or higher and before entering RVSM - to be performed again every hour of flight in RVSM - a minimum of 2 altimeters must agree within 200 feet !

RVSM errors (to be reported in Trouble Report) : •

TVE (Total Vertical Error) equal or more than 300 feet

TVE

•

measured height (AGL)

ASE (Altimetry System Error) equal or more than 245 feet

ASE

•

actual PA (MSL)

displayed altitude undisturbed ambient PA

AAD (Assigned Altitude Deviation) equal or more than 300 feet

AAD

Transponder Mode C PA Assigned Altitude

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.40

SMOKE

Refer to Fire and Smoke Drills VEX-B 3.2

TUI-B 3.11.1

VEX-CAM 4.13

RHSP is PF :

Electrical Smoke : Air Conditioning Smoke :

RHSP has Standby Instruments LHSP closest to A/C Panel

Determine Type of Smoke :

AIR CONDITIONING SMOKE Can be identified as white or gray dense smoke entering the passenger cabin and/or cockpit from the Air Conditioning System via A/C outlets, cabin ceiling and/or individual nozzles.

ELECTRICAL SMOKE Can be identified by its typical odor of burnt isolation, blue color, possibly toxic and irritating eyes. It can also be identified by visual confirmation as being from an electrical source such as instrument panel, breaker panel or galley.

If Type of Smoke cannot be determined Perform beginning of both checklist, i.e. switch OFF : - Gasper (Re-circulation) Fan - Galley Power - Bus Transfer - WX Radar

Accomplish the related

NNC

TUI-B 3.11.1.4 NNC [SMOKE/FUMES REMOVAL] procedure should not be applied after The an Air Conditioning Smoke, except in extreme circumstances.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.41

BOMB

VEX-B 11.10

STOP CLIMB

VEX-CAM 4.6.3 VEX-CAM 9.4

Determine Type of Bomb

Time Delay

Pressure Trip (or) Type Unknown

IF

Land ASAP Pax Info : "Unscheduled landing ordered by the company"

Before (ETA - 1Hr)

After (ETA - 1Hr)

IF

Early Gear and Flaps Capt. Decision

CAM [BOMB SEARCH] Btwn Cockpit & Wing

BOMB

Slide plate underneath

Behind Wing

Do NOT move

Move to AFT Service Door

Continue to Destination

Diversion

MRG [BOMB checklist]

Landing Controlled Disembarkation carrying all hand-luggage No stairs available in due time, use slides ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.42

•

A systematic bomb search for Boeing 737 lasts 60 minutes, depending on the number of passengers. If the bomb search cannot be carried out in the remaining flight time, it makes no sense to worry the passengers.

•

For a pressure controlled bomb or unknown bomb type, refer to the Checklist below to control Cabin Pressure. The procedure consists in descending the airplane to an altitude equal to the actual cabin pressure without an increase in cabin pressure. At that altitude flaps 15 and gear will be extended before further descent is initiated.

•

Established on final, continue flap extension to F30/40 and adjust target speed !

ATC …………..…………………….…………… INFORM AND KEEP INFORMED Cabin Crew ……………………………………….. INFORM ABOUT INTENTIONS Passengers (if necessary) ………………………………………………… INFORM Passengers Signs ……………………………………………………………..… SET Galley Power …………………………………………………………………….. OFF Nearest Suitable Airport …………………………………………………… SELECT Fuel Reserves ………………………………………… ………………DETERMINE Aircraft with CPCP Cabin Altitude ………..…………. SET TO PRESENT CABIN ALTITUDE Pressurization Mode Selector ………………………………………. STBY Descent to Selected Cabin Altitude (terrain permitting) …… PERFORM Aircraft with DCPCP Land Altitude ……..………….…. SET TO PRESENT CABIN ALTITUDE Descent to Selected Land Altitude (terrain permitting) …… PERFORM After reaching differential pressure zero Pressurization Mode Selector …………………………….……….….. MAN Outflow Valve Switch ……………………………………………….... OPEN Cabin Crew ……………………………………………………….... INFORM Landing Gear (fuel permitting) ………………….…… DOWN, 3 GREENS Flaps (fuel permitting) …………………………………. 15, GREEN LIGHT Before starting approach Disembarkation ……..…………………………………………… PREPARE ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.43

FIRE DRILL

Refer to Fire and Smoke Drills

VEX-B 3.2 and

VEX-CAM 4.13

Lock Cockpit Door due to smoke and to avoid passengers in panic entering cockpit !

Set-up a Cabin Crew Fire Team : - No 1 is the Fire Fighter that will extinguish the fire. He/she wears a Smokehood and holds a fire-extinguisher. - No 2 is the Back-Up Fighter who stands behind the Fire Fighter. In situations with poor visibility due to heavy smoke, the Back-Up Fighter maintains physical contact at all times through his/her arm on the Fire Fighter’s shoulder. He/she also wears a Smokehood and holds a fire-extinguisher. - No 3 is the Crowd Controller that will direct ABP's to move away from the fire. At least 3 rows should be evacuated. Lift seat arm to place 5 ABP's on 3 seats. The Crowd Controller should not wear a Smokehood in order to keep his credibility that everything is safe. Unwilling or unconscious passengers should be left behind in their seat or on the ground. They can be protected by putting the seat head-cover in their mouth. In the meantime, he/she informs the captain via interphone on a regular basis : - type of incident (fire and/or smoke) - precise location - amount - actions that are undertaking by the crew Never focus on an unwilling passenger, always fight the Fire/Smoke first ! Before moving an unconscious passenger, first check if he or she isn't dead.

The BCF Extinguisher : - only to be used on visible flames, never on smouldering fire or smoke (except for smoke sorting from side panels) - always to be kept in upright position - is most effective to fight open flames at a distance of 3 or 4 metres - always to be used in shots of max 1 or 2 seconds Before approaching the fire, first test the Extinguisher by a short shot ! Before opening any door or locker, touch it with the back-side of the hand to sense the heat. Never remove your Smokehood until all items in vicinity are checked. ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.44

FIRE / SMOKE IN OVERHEAD STORAGE BIN - move away passengers - remove seat covers, life vests and other materials - kill the Fire / Smoke - remove objects from the adjacent bins - remove the fire / smoke source from the bin Remove all flammable items in the vicinity that might catch fire, such as passenger hand-luggage, cushions, news papers, etc. including seat covers and life vests. Push down all seat-backs for about 3 rows in vicinity and cover them with wet blankets. These blankets will not only protect the seats, but will also encapsulate any burning item falling out of the bin. Be aware and be prepared that the overhead bin access door may be spring-loaded and/or burning items may fall out ! When removing items promptly ask passengers to identify their luggage and to clarify what is inside. Place removed items in a container, such as the rubbish bin. If no obvious fire source can be identified, suspect air conditioning or electrical fire/smoke.

FIRE / SMOKE IN AIRCRAFT SIDE WALL PANELS - locate the hottest spot - puncture the wall panel - kill the Fire / Smoke Try to locate the hottest spot. Use fire axe to make a 1-inch hole in the side panel about half a meter above the warmest point. Use BCF Extinguisher, even if no visible flames ! The back-side of the airplane’s wall panel is covered with isolation material which is probably not punctured by the fire axe. Use a ballpoint pen to puncture this isolation !

FIRE / SMOKE IN GALLEY - pull circuit breakers / turn off Galley power - remove flammable items in the vicinity - kill the Fire / Smoke Remove all flammable items in the vicinity that might catch fire. Open locker doors for 1 inch only with stretched arm. Bend through your knees so that the container or oven door protects your face against escaping flames. After the fire has been killed, open all lockers and remove all trolleys to verify if there is no more smoke ! ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.45

FIRE / SMOKE IN TOILET - ask Captain to pull Toilet P18-4 - remove flammable items in the vicinity - kill the Fire / Smoke - perform a thorough search to locate the source and remove Remove all flammable items in the vicinity that might catch fire, such as passenger hand-luggage, newspapers, time tables, etc. Use door to protect your face. Bend through your knees since escaping flames might backfire on the ceiling. Place one foot behind toilet door to avoid abrupt opening, while opening door for 1 inch only. As soon as the Fire is killed, a thorough search is required to locate and identify the source. Fire Fighter and Back-Up Fighter must enter the Toilet immediately and check every spot.

FIRE / SMOKE IN LOWER CARGO COMPARTMENT - relocate ABP - place wet blankets on floor - land ASAP Do not puncture the floor to find the source. The BCF Extinguisher cannot be used since not in upright position.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.46

HIJACKING

VEX-B 11.9 VEX-CAM 9.5 •

The Crew :

- Accept your role as victim and changed position of power. You are not longer in charge of the airplane nor of its passengers. Limit your interference to drawing their attention to the desired subject, such as an ill passenger. - Never play tricks, because when they feel deceived you will be the first victim to be shot. - Stick to your job as chauffeur. Do not take position as a negotiator between hijackers and ground staff, since you are not trained for this particular difficult job.

•

In Flight :

- Conditions permitting, transmit all valuable information to ATC. (number of hijackers, type of weapons, fuel endurance remaining, etc.) - If unable to cross the ocean due to fuel shortage, fly along coastline as long as possible

•

On Ground :

- Airplane will be guided to position zero. This position is near trees and/or buildings from which Elite Troops can easily approach the airplane without being noticed. Professional Hijack will refuse this park position. - Park the airplane at all times with the tail overhead concrete, since the most common way to approach the airplane is via the tail - Doors should be in PARK position, although Elite Troops are trained to open each door in Park position without the escape slide to deploy - Remove all objects in vicinity of door - Especially during night-time, select all cabin lights ON - Select music ON, APU running and air conditioning bleed and Recirculation / Gasper Fans ON to augment background noise

•

Upon assault by Elite Troops :

- Stay calm, no sudden moves, choose brace position - Evacuation will be initiated by Elite Troops (!) after all passengers have been checked for a possible hidden hijacker (the sleeping enemy)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.47

THIS PAGE INTENTIONALLY BLANK

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

III - General Management – p.48

Systems

Management Reference Guide

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

IV - Systems

THIS PAGE INTENTIONALLY BLANK

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

IV - Systems

Systems

Management Reference Guide

Section 1

Airplane General, Emergency Equipment, Doors, Windows

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

1 - Airplane General – p.1

Section 1 Airplane General, Emergency Equipment, Doors, Windows Door Annunciator ................................................................................................ 3 ELT ..................................................................................................................... 5 Lower Cargo Compartment Ceiling Light............................................................ 5 Emergency Exit Lights Not Armed ...................................................................... 6 Exit Unserviceable .............................................................................................. 7 Passenger Oxygen On ...................................................................................... 8 Tailstrike on Takeoff.......................................................................................... 11 Window Damage .............................................................................................. 11 Airstair INOP (As installed) .............................................................................. 12

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

1 - Airplane General – p.2

DOOR ANNUNCIATOR

P6-3A

DC BUS 2

Checklist divided into two sections : - ENTRY / SERVICE - (MAIN CARGO / ) EQUIP / CARGO (AIRSTAIR)

(doors on cabin level) (doors on lower level, except for Main Cargo Door)

With the (or) - EQUIP / CARGO door amber light illuminated and pressurization not normal - MAIN CARGO door amber light illuminated, regardless of pressurization Checklist calls for a Rapid Descent to 14000 ft. However, if Cabin Pressure Rate of Climb is slow and the actual airplane altitude is low, a descent towards 10000 ft can be considered, inserting 10000 ft in the Cabin Altitude Window. This way the use of oxygen masks is not required. Airplane will be de-pressurized in order to obtain a zero differential pressure between lower and upper deck Cabin Rate Selector : increase to maximum. (equals 2000 SLE ft/min) Do not perform 'Emergency Descent' - checklist Once aircraft altitude and cabin pressure altitude are equal, the cabin pressure altitude will automatically follow the airplane altitude during descent since the Outflow Valve remains open trying to keep the cabin altitude at 13.000 ft. (CPCS) Do not insert diversion field elevation in Cabin Altitude Window (STBY Mode) since differential pressure on floor will increase again ! Land at the nearest suitable airport

The EQUIP amber light covers 2 doors :

E&E Compartment External Access Door (E&E Door aft of Nose Landing Gear)

OR

EQUIP

Main Cargo Door not closed Main Cargo Door not latched and locked OR Main Cargo Door External Handle not stowed

MAIN CARGO

Lower Nose Compartment Access Door (Door in front of Nose Landing Gear)

(As Installed)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

1 - Airplane General – p.3

Water Service Door Tail Cone Access Door

Defueling Valve Access Door Aft Galley Service Door

Outflow Valve Door Cabin Pressure Control System

Pressure Fueling Station Access Door

Hydraulic System Service Door

Aft Cargo Compartment Door

Oxygen Service Charging Panel Door

APU Oil Filler Access Door Aft Toilet Service Door

Forward Galley Service Door

Pressure Relief Door

Forward Toilet Service Door Brake Accumulator Access Door

Water Service Door

External Power Receptacle Door

Main Landing Gear Doors Forward Cargo Compartment Door

Air Conditioning Access Doors Ground Pneumatic Connection Door

Ground Service Air Conditioning Access Door

Lower Nose Compartment Access Door Nose Landing Gear Doors

Electronic Equipment Compartment External Access Door

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

1 - Airplane General – p.4

ELT

NNC

LOWER CARGO COMPARTMENT CEILING LIGHT

18-3E 18-3F

DDPG-MEL 33-4

GRD SRV BUS

If Lower Cargo Compartment Ceiling Light Lens (cover) is broken or missing, light bulb must be removed prior departure to avoid fire

The light located in Lower Cargo Compartment Door opening bay, both forward and aft cargo compartment, are installed without such a Lens (cover).

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

1 - Airplane General – p.5

EMERGENCY EXIT LIGHTS NOT ARMED

P18-3A

Refer to

BAT BUS

DDPG-MEL 33-14 Exterior Emergency Exit Lights (doors, overwing) 33-15 Interior Emergency Exit Lights (ATI and Flight Deck Exit) 33-19 Floor Proximity Emergency Escape Path Marking System (also 33-2) DDPG-CDL 33-51-1 External Emergency Light Covers

Refer to

VEX-B

10.2 10.3

Emergency Exit Lights Emergency Floor Path Marking System

VEX-CAM 2.60 5.87 TUI-B

3.4.4

Emergency Exit Lights not armed

An INOP Interior or Exterior Emergency Light is not depicted in the DDPG-MEL for passenger flight, thus being a NOGO. However, you can GO by considering the related Exit as being U/S and reducing the number of passengers. Refer to

MRG [EXIT UNSERVICEABLE] for additional information

With the Battery being the only source powering the aircraft (e.g. during evacuation) Wings Lights do not illuminate. Exterior Emergency Exit Lights (1 for each door and each overwing) will illuminate. With the Flight Deck Emergency Exit Lights Switch in OFF, the lights can still be activated by the switch on the Aft Flight Attendant Panel.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

1 - Airplane General – p.6

EXIT UNSERVICEABLE

A Main Cabin Exit (door or overwing) is considered U/S when

Exit does not function properly Evacuation Slide INOP Exit Sign (ceiling) INOP (*) Floor Proximity Exit Identifier INOP

EXIT U/S

OR

Exit Interior Emergency Lighting INOP Exit Exterior Emergency Lighting INOP (night time operation) (*)

(400) With only one common EXIT sign above a twin overwing exit and this sign not serviceable, all overwing exits must be considered U/S

When an Exit is considered U/S, it should be secured closed and not be used for any purpose, such as boarding or catering load, as this might confuse the passengers.

Refer to

DDPG-MEL 52-16

Refer to

VEX-B 10.1

Refer to

VEX-CAM 2.21

(Door INOP Kit)

Refer to

VEX-CAM 4.6.6

(Passenger Preflight Briefing)

Refer to

VEX-CAM 5.8.10 (Passenger Reduction Table)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

1 - Airplane General – p.7

PASSENGER OXYGEN ON

P18-3F

Flight Deck Indicator :

BAT BUS

Activation of Passenger Oxygen System : (automatic) Cabin pressure above 14.000 feet (electrical) Overhead Panel Pax Oxygen Switch ON Each PSU contains a 4-mask Oxygen Unit. Some aircraft have a 3-mask Oxygen Unit installed on the right hand side of the Cabin. With a 3-mask Oxygen Unit installed, infants are not allowed on the right hand of Cabin if the row is taken by adults/children ! Toilets contain a 2-mask Oxygen Unit (for mother and child) and Cabin Crew Stations contain a 2-mask Oxygen Unit (regardless whether the Cabin Crew Seat is single or double). Passenger Oxygen Masks can be released manually by inserting the Push Rod or any other sharp object into the hole in the Oxygen Compartment Door. Lavatory and Flight Attendant Oxygen Systems can be released manually by using a credit card. The Chemical Oxygen Generator has a white stripe that turns to black due to heat when generator is fired.

Flight Crew Oxygen SOV First Officer

Overboard discharge

O 2 FWD Cargo

Hold I Flight Crew Oxygen Indicator Captain

Observer (As Installed) 2nd Observer

Due to trapped air Flight Crew Oxygen Indicator may indicate sufficient pressure with Flight Crew Oxygen Shutoff Valve CLOSED ! Always check Flight Crew Oxygen SOV full counter clockwise ! Flight Crew Oxygen flow can be shutoff by closing the Crew Oxygen Mask left door and press / slide (as installed) the Reset Test Control button / sleeve. The Mask may even remain outside its stowage box. DDPG-MEL 35-5 : The aircraft can be dispatched at FL250 with passengers on board with the Passengers Oxygen System INOP. Flight Crew Oxygen, however, must always meet minimum dispatch requirements for smoke protection in flight. ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

1 - Airplane General – p.8

DISPATCH REQUIREMENTS OPS-A 8.8 - Determine Crew Oxygen Bottle volume : VEX-C 3.0 3

OO-VBR

39 ft

3

OO-LTU

OO-VEF

OO-VEO

OO-VJO

OO-LTL

OO-LTM

OO-VEG

OO-VEH

OO-VEK

OO-VEN

OO-VEP

OO-VEX

OO-TUA

OO-TUB

OO-VAS

OO-VEJ

76 ft 3 114 ft

OO-VAC

115 ft

TUI-B 10.2 OO-TUI

- Verify minimum PSI to dispatch :

3

FPPM 2.2.14 VEX-B 10.12.2

Bottle Temp °C °F

PSI

-10 3

39 ft

3

76 ft

3

114 ft 3 115 ft

14

2 Crew

3 Crew

1090

1585

0

32

1130

1645

15

59

1190

1735 1825

(*) 4 Crew

30

86

1250

-10

14

600

860

1110

0

32

620

890

1155

15

59

655

940

1220 1280

30

86

690

990

-10

14

430

600

770

0

32

445

620

800

15

59

470

655

840

30

86

495

690

885

(*) Optional Mask (As installed)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

1 - Airplane General – p.9

OXYGEN REGULATOR EMERGENCY 100% NORMAL Based on

is used when necessary to provide pressure in the masks and goggles to evacuate contaminants is used when positive pressure is not required, but contamination of Flight Deck air exists is used if prolonged use is required and the situation permits

CI [NON-NORMAL CHECKLIST OPERATION]

IN FLIGHT OXYGEN REQUIREMENTS (ICAO)

FL140

Flight Crew Oxygen required

Passenger Oxygen required

FL100 Sea Level

(*) For Aircraft Certification oxygen is required between FL100 and FL140 for 10% of passenger capacity. Since the Passenger Oxygen System cannot comply with this additional requirement, the level-off altitude in the 'Emergency Descent' - NNC has been lowered to 10.000 ft.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

1 - Airplane General – p.10

TAILSTRIKE ON TAKEOFF

TUI-B 3.4.7 for additional information on pitch attitudes

Refer to

WINDOW DAMAGE

On GND To dispatch aircraft with Flight Deck Window arcing, de-lamination, shattering or cracking, refer to

DDPG-MISC ATA-56

In FLT

With the Outer Pane cracked (and also Inner Pane for Window 3) Cabin Pressure change and airplane descent to a lower altitude is not required ! There is no restriction on the Max. Diff. Pressure. To avoid the use of oxygen masks, select also 10000 ft for Window 3 and descent to FL100. If not, Cockpit Crew must wear Oxygen Masks. Once aircraft altitude and cabin pressure altitude are equal, the cabin pressure altitude will automatically follow the airplane altitude during descent, since the Outflow Valve remains open trying to keep the cabin altitude at the inserted altitude. Limit rate of descent.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

1 - Airplane General – p.11

AIRSTAIR INOP

P6-4

L

Air Stair – Normal Air Stair – Standby Air Stair Door – Normal Air Stair Door – Standby

Max Wind :

VEX-B 2.14.2.3

As Installed

Main Bus 1 - 115VAC Battery Bus - 28VDC DC Bus 1 - 28VDC Hot Battery Bus - 28VDC

Operation 45 kts Extended 60 kts Forward Airstair Operation

VEX-CAM 5.8.9

Before FLT

Refer to

DDPG-MEL 52-1

After FLT

A frozen Door Lock Pin may inhibit Airstair extension after flight. The operation stops as soon as it has started and cannot be resumed, even not in standby mode. Pull

P6-4 (or P18-1C/D)

Switch the Airstair Normal Control Switch to RETRACT until the STAIRS OPERATING amber light extinguishes Check that the Airstair Interior Control Lever (labelled Shear Pin P/N 5117) located in the lower aft corner of the Forward Entry Door opening bay is in vertical position. If not, push it to a vertical position to move the Door Lock Pin to its unlock position.

Power for Airstair operation is provided by 2 independent electric motors : Normal (fast) operation 115 VAC Standby (slow) operation 28 VDC Door opening is provided by 2 electric motors, both 28 VDC

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

1 - Airplane General – p.12

Systems

Management Reference Guide

Section 2

Air Systems

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.1

Section 2 Air Systems Pressurization System ........................................................................................ 3 Air Conditioning System ..................................................................................... 5 Air Conditioning Smoke / Fumes ....................................................................... 9 Auto Fail / Unscheduled Pressurization Change (CPCS) ................................10 Auto Fail / Unscheduled Pressurization Change (DCPCS) .............................12 Standby Mode (CPCS) .................................................................................... 14 Manual Mode ................................................................................................... 15 Unpressurized Flight ........................................................................................ 15 Bleed Trip Off.................................................................................................... 16 Dual Bleed ........................................................................................................ 19 Emergency Descent ......................................................................................... 20 High Duct Pressure .......................................................................................... 22 Equipment Cooling Off...................................................................................... 23 Off Scheduled Descent ..................................................................................... 25 Pack / Pack Trip Off ......................................................................................... 26 Ram Air Door Full Open ................................................................................... 30 Trim Air Failure (400) ....................................................................................... 32 Cabin Altitude Warning or Rapid Depressurization ......................................... 33 Wing Body Overheat......................................................................................... 34 Duct Overheat (300-500) ................................................................................ 36 Zone Temp (400) ............................................................................................. 37

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.2

PRESSURIZATION SYSTEM

AUTO FAIL

OFF SCHED DESCENT

STANDBY

MANUAL

TFR BUS 2 TFR BUS 1

AUTO

STANDBY

MANUAL V A L V E

000 00 FLT ALT

DECR INCR CABIN RATE C L O S E

00 000 CAB ALT 00 000 LAND ALT

STBY

O P E N

TFR BUS 2

AC MAN

F L T

G AUTO R D CHECK

DC

STBY DC BUS

(CPCS)

AUTO FAIL

OFF SCHED DESCENT

ALTN

MANUAL

MANUAL

AUTO

00000 FLT ALT

CONTROLLER 1

DC BUS 1

BAT BUS V A L V E

C L O S E

000

O P E N ALTN

LAND ALT AUTO

MAN

CONTROLLER 2

DC BUS 2

(DCPCS)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.3

AFT MAIN OUTFLOW VALVE The Aft Main Outflow Valve is regulated to exhaust additional air required to maintain desired cabin pressure. Galley and Lavatories vents are not regulated. (CPCS) (DCPCS)

115 VAC motor 28 VDC motor 28 VDC motor 28 VDC motor 28 VDC motor

(Auto, Manual AC) (Standby, Manual DC)

7 seconds 14 seconds

(Auto) (Alternate) (Manual)

20 seconds 20 seconds 20 seconds

FORWARD OUTFLOW VALVE The Forward Outflow Valve closes automatically to assist in maintaining cabin pressure when the Main Outflow Valve is almost closed. It will also close when the Recirculation Fan is operating. The Forward Outflow Valve is located on the left hand side of the aircraft, circa 1,8 meters below first cabin window.

PRESSURE RELIEF VALVES Two Pressure Relief Valves (located on each side of the Aft Main Outflow Valve) prevent the aircraft from over-pressurizing. ( > 8,65 PSID) A Vacuum Relief Valve (located near the Aft Left Water Service Door) prevents air pressure on the aircraft becoming less than ambient pressure. ( < 0,10 PSID) During pre-flight external inspection, the free movement of this Relief Valve can be checked by pushing the valve inward.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.4

AIR CONDITIONING SYSTEM

CONT CABIN

AIR TEMP

PASS CABIN PASS CABIN

SYPPLY DUCT

AIR MIX VALVE

AIR MIX VALVE

DC BUS 2

DC BUS 2 DC BUS 2 TEMP

DUCT OVERHEAT

DUCT OVERHEAT °C

TFR BUS 2

AUTO

AUTO

COOL

COOL

WARM

COOL

WARM

COOL

WARM

WARM

MANUAL

MANUAL

TFR BUS 1

TFR BUS 2

TFR BUS 1

(300-500)

DC BUS 2 TEMP

AFT

S UD PU PC LT Y

°C

FWD

AFT

FWD

R

CONT CABIN

TRIM AIR

L

OFF

DC BUS 2 ON

ZONE TEMP

ZONE TEMP

ZONE TEMP

CONT CAB

FWD CAB

AFT CAB

AUTO

AUTO

C

OFF

TFR BUS 1

W

C

OFF

AUTO

W

TFR BUS 2

C

OFF

W

TFR BUS 2

(400) ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.5

DUAL BLEED

RAM DOOR FULL OPEN

RAM DOOR FULL OPEN

L RECIRC FAN

R RECIRC / GASPER FAN

OFF

(400) MAIN BUS 2 (some 500)

OFF

AUTO

AUTO

40

TFR BUS 1

(300-500)

MAIN BUS 2 MAIN BUS 1 (400)

60

R

L

20

80

PSI 0

L PACK OFF

BATT BUS

AUTO

100

ISOLATION VALVE

TFRCLOSE BUS 1

OPEN

WING-BODY OVERHEAT

TRIP

HIGH

WING ANTI ICE

PACK TRIP OFF

PACK

(400)

BATT BUS

AUTO

AUTO

HIGH

WING ANTI ICE

R PACK OFF

WING-BODY OVERHEAT

BLEED TRIP OFF

BLEED TRIP OFF

RESET OFF

DC BUS 1

ON

1

OFF

BAT BUS APU BLEED

DC BUS 2

ON

2

LIMITATIONS Maximum Differential Pressure : Maximum Differential Pressure for Takeoff and Landing : Maximum Negative Pressure :

8.65 0.125 -0.1

PSID PSID PSID

Minimum Duct Pressure for 2 Pack operation from 1 Bleed Air Source :

20

PSI

Operating Differential Pressure :

7.45 PSID for flight at or below FL280 7.80 PSID for flight above FL280 + 1.00 PSID (step climb)

A single Pack is capable of maintaining cabin altitude at or below 8000 feet with acceptable temperatures up to the airplane maximum certified ceiling.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.6

PACK VALVE Anytime the Pack Valve closes, the Air Mix Valves are automatically driven to the full cold position to aid the start up of the Air Cycle Machine and to avoid nuisance hot air the next time the Pack is turned back on. The Pack Valve is modulating in order to obtain a constant air flow throughout all phases th of flight. With Engine Thrust in idle, 5 compressor stage air supply may be insufficient th and the Pack Valve Sensor will instruct the 9 compressor stage modulating valve to open. Pack Valve in AUTO delivers : On GND

Low Flow

if both Packs are operating

In FLT

Low Flow Low Flow High Flow

if both Packs are operating if either Pack is shutoff and Flaps extended if either Pack is shutoff and Flaps not extended

ISOLATION VALVE With the Isolation Valve Switch in AUTO the Isolation Valve is always OPEN, except

Both Pack Valve Switches AUTO or HIGH AND

Both Engine Bleed Air Valve Switches ON

Isolation Valve CLOSED

The Isolation Valve position is controlled by Pack and Bleed switch positions. When the Pack or Bleed Valve position changes (e.g. PACK TRIP OFF or BLEED TRIP OFF), the Isolation Valve position remains unchanged.

Upon LOSS OF TFR BUS 1, the Isolation Valve remains in its last position !

AIR CYCLE MACHINE Bleed Air is cooled when first passing through a Heat Exchanger and then through the Air Cycle Machine for refrigeration. A split difference of about 10 PSI between the Left and Right Pneumatic Duct Pressure in cruise may indicate a possible malfunction of the Air Cycle Machine. The malfunction is confirmed if the split disappears when selecting (300-500) the respective Air Mix Valves to full Hot (400) Trim Air OFF and Temp Cont full Hot (causing airflow to by-pass ACM).

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.7

WATER SEPARATOR The air leaving the turbine of the ACM is very cold and is moisture laden due to the temperature drop. The Water Separator removes most of the moisture from the cold air. To prevent ice formation, a Water Separator Anti-Ice Valve will open if the temperature in de Water Separator is at or below 2°C - 36°F.

RAM INLET DOORS Refer to

MRG [RAM DOOR FULL OPEN]

DEFLECTOR DOORS A Deflector Door is installed in front of the Ram Air Inlet to prevent slush ingestion prior to takeoff and after touchdown. The Deflector Door extends when electrically activated by the Air/Gnd Sensor. Refer to

MRG [RAM DOOR FULL OPEN]

GASPER FAN

(300- non EFIS)

The Gasper Air System provides cold air to individual crew and passenger positions. Normally the right Pack supplies cold air to the Gasper Air System. With the right Pack INOP, conditioned air from the supply duct can flow through the Gasper Air System.

RECIRCULATION FAN(S)

(300 EFIS-400-500)

The Recirculation Fan System reduces the Air Conditioning Pack load and the Engine Bleed Air demand. The air for the Recirculation Fan System is exhausted air from the main cabin and E&E-compartment. With the Switch in AUTO, the Recirculation Fan(s) operates, except with one Pack in ON and the other one (or both) Pack in HIGH.

TURBOFAN A Turbofan is located at the exit of both Ram Air Systems to augment air flow. The Turbofan operates pneumatically using bleed air. It is activated electrically, when the Pack is ON, by the Air/Gnd Sensor or Flap limit Switch.

DISTRIBUTION SHUTOFF VALVE (CARGO) Passenger/Cargo convertible airplanes have an additional valve in the Manifold Supply Duct. This Distribution Shutoff Valve is activated by the Smoke Clearance Switch in P/C Press position. ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.8

AIR CONDITIONING SMOKE / FUMES

Refer to

MRG [General / SMOKE] for additional information on smoke.

Do NOT supply Oxygen to passengers !

(CPCS) With a failure of TFR BUS 2, both the Pressurization Standby and Manual AC Mode are INOP. Use Manual DC, toggle switch to OPEN and verify Cabin Pressure climbing to (max.) 10.000 feet. Re-pressurize airplane after Smoke Removal Checklist

With Packs OFF : Smoke is to leave the airplane through the Cockpit Window. Do not open Cockpit Window with Packs ON due to adverse airflow. With Packs ON : Smoke is to leave via the Floor Level Exhaust Grills and Main Outflow Valve. Main airflow is from Cockpit to Cabin. Air Conditioning Smoke is often caused by APU or Recirculation Fan(s)

TUI-B 3.11.1.4 The NNC [SMOKE/FUMES REMOVAL] procedure should not be applied after an Air Conditioning Smoke, except in extreme circumstances. A Pack that has been de-activated should not be switched on for smoke removal.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.9

AUTO FAIL UNSCHEDULED PRESSURIZATION CHANGE

P6-4F

CPCS

Refer to MRG [PRESSURIZATION SYSTEM]

Loss of AC Power on TFR BUS 1 (> 15 seconds) Rate of Cabin Pressure Change > 1800 ft/min SLE Cabin Altitude above 13.875 feet

OR

AUTO FAIL

Excessive Differential Pressure Fault in Pressurization Auto Controller

On GND Refer to

DDPG-MEL 21-14

If the Auto Mode fails on GND, the cabin pressure in Standby Mode will climb or descent immediately to the destination field elevation (-200 ft) set in the Cabin Altitude window. Follow procedure

MRG [STANDBY MODE]

Possible malfunction of the Standby Mode is NOT indicated. The STANDBY green light remains illuminated whenever the Mode Selector is positioned to STBY, even in case of a malfunction.

The Auto Mode uses the Captains Altimeter. In case the Captains Altimeter is INOP, switch to Standby Mode.

When selecting the FLT/GRD Switch to Flight after engine start, the controller will slightly pressurize the airplane to an altitude of 200 feet below the actual departure field elevation. The Cabin Rate of Climb Indicator on the Forward Overhead Panel will show a slight descent during a few seconds. The FLT/GRD Switch is inhibited in flight. For a flight at or below FL 180 the cabin will obtain and maintain Landing Field elevation minus 300 feet as soon as the airplane is airborne. When leaving the cruising altitude, the cabin will descent to reach Landing Field elevation minus 300 feet upon touchdown and minus 200 feet at roll-out. When the FLT/GRD Switch is positioned to GRD, the controller drives the Main Outflow Valve to full open, thereby de-pressurizing the cabin. ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.10

SUBSEQUENT FAILURE(S)

LOSS OF TFR BUS 2 Pressurization Standby Mode and Manual AC are INOP with no indication ! Switch to MAN DC ! Follow procedure

MRG [MANUAL MODE]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.11

AUTO FAIL UNSCHEDULED PRESSURIZATION CHANGE

P6-4F

DCPCS

Refer to MRG [PRESSURIZATION SYSTEM]

Loss of DC Power on DC BUS 1 / 2 Rate of Cabin Pressure Change > 2000 ft/min SLE Cabin Altitude above 15.800 feet

AUTO FAIL

OR

Differential Pressure > 8,30 PSID Fault in Outflow Valve Control Fault in Pressurization Controller 1 / 2

AUTO FAIL AND

Failure of a single controller Automatic transfer to remaining controller

ALTN

AUTO FAIL AND

Failure of both controllers Switch to

ALTN

MANUAL

In the event that also the Slave controller detects a fault, the ALTN green light will not illuminate. Switch to Manual Mode ! Apply procedure

MRG [MANUAL MODE]

On GND

Controller #1 and Controller #2 are located in the E&E compartment and are interchangeable ! Refer to

DDPG-MEL 21-14

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.12

(DCPCS) Some AUTO FAIL faults are recoverable by momentary positioning the Pressurization Mode Selector to ALTN and back to AUTO.

Two identical Pressure Controllers operate in parallel to regulate air pressure on board the aircraft. They act as Master and Slave. Who is Master and who is Slave depends on a number of factors and is reversed every flight. The controller operating as Master corresponds to AUTO, the Slave corresponds to ALTN. In case the Master recognizes a fault, pressure control is automatically switched to ALTN. The AUTO FAIL amber light will illuminate and the ALTN green light will illuminate as soon as the Slave has control. The Cabin Pressure will (almost) not change after engine start. During Takeoff, the controllers will slightly pressurize the airplane to an altitude of 200 feet below the actual departure field elevation. The Cabin Rate of Climb Indicator on the Forward Overhead Panel will show a slight descent during a few seconds. For a flight at or below FL 180 the cabin will obtain and maintain Landing Field elevation minus 300 feet as soon as airborne. When leaving the cruising altitude, the cabin will descent to reach Landing Field elevation minus 300 feet upon touchdown and 0 feet at roll-out.

Both Eng. N1% > 60% for 1,5 s. Both Eng. N2% > 89% for 1,5 s.

Cabin pressurized to 0,1 PSID TAKEOFF

OR

Both Eng. N1% < 50% for 1,5 s. Both Eng. N2% < 84% for 1,5 s.

OR AND

Air/Gnd Relay Sensing in Gnd Mode

Cabin de-pressurized LANDING

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.13

STANDBY MODE

P6-4F

CPCS

Refer to MRG [PRESSURIZATION SYSTEM]

Loss of AC Power on TFR BUS 2 Cabin Altitude above 14.600 feet

Failure of Standby Mode (without ANY indication !)

OR

Fault in Pressurization Standby Controller

Possible malfunction of the Standby Mode is NOT indicated. The STANDBY green light remains illuminated whenever the Mode Selector is positioned to STBY, even in case of a malfunction. Closely monitor aircraft pressurization !

The Standby Mode uses the First Officer's Altimeter. In case the F/O's Altimeter is INOP, switch to Auto Mode or Manual AC/DC.

OPERATION

Before Engine Start

AOM 02.06.04

SP 2.5

VEX-B 2.14.3.9

DDPG-MEL 21-14

Set Departure Field Elevation - 200 feet Set the Cabin Rate Selector to (index) : DECR = 50 SLE ft/min (Index) = 300 SLE ft/min INCR = 2000 SLE ft/min

After Engine Start

Standard Operation : select FLT/GRD Switch to FLT

After Takeoff, during Climb

Set Isobaric Cabin Altitude based on the planned cruising level by using the Cabin/Flight Altitude Placard. However, for a flight below FL180, set Destination Field Elevation - 200 ft

During Cruise

For changes over 1000 feet, reset the Cabin Altitude window

Before Starting Descent

Set Destination Field Elevation - 200 feet (Landing with -200 feet in stead of -300 feet)

After Landing

Standard Operation : select FLT/GRD Switch to GRD

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.14

MANUAL MODE

P6-4F

Refer to MRG [PRESSURIZATION SYSTEM]

(CPCS) With the Pressurization Mode Selector positioned to Manual AC or DC, the FLT/GRD Switch is disabled. (CPCS) Due to fast response of the AC Outflow Valve, it is recommended to use MANUAL DC for smoother control. Each adjustment in thrust will change cabin rate of climb/descent due to constant Outflow Valve position. Thrust Lever adjustments should be made as slowly as possible to avoid pressure bumps. Flight will be a bit noisier since Door Seals are not inflated.

OPERATION

AOM 02.06.05 SP 2.6 VEX-B 2.14.3.10

Before Takeoff :

Outflow Valve Full OPEN for unpressurized Takeoff

After Takeoff :

Outflow Valve CLOSE to obtain R/C about 300 ft/min

During Climb :

Toggle switch to OPEN

During Descent :

Toggle switch to CLOSE

Upon Approach :

Outflow Valve Full OPEN for unpressurized landing (and go-around)

UNPRESSURIZED FLIGHT

OPERATION

AOM 02.06.07

VEX-B 3.3.3

SP 2.7

VEX-B 2.14.3.13 (Takeoff) VEX-B 2.14.3.14 (Landing)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.15

BLEED TRIP OFF

P6-4B

Refer to MRG [AIR CONDITIONING SYSTEM]

Eng. Bleed Air Temp > 254°C - 490°F Eng. Bleed Air Pressure > 180 PSI

OR

BLEED TRIP OFF

On GND Refer to

(or)

DDPG-MEL 36-5

Engine Bleed Air Shutoff Valve

DDPG-MEL 36-9

High Stage Valve

DDPG-MEL 36-8

Engine Bleed Trip Off Lights

In FLT BLEED TRIP OFF due to air pressure exceeding limits often occurs during or after a No Engine Bleed Takeoff. Boeing Service Bulletin : Reduce duct pressure by momentarily selecting ENGINE ANTI-ICE, provided TAT below 38°C - 100°F and aircraft altitude above 1500 feet AGL.

Do not use the APU as an alternate air source at altitudes above 17.000 feet. APU Bleed Air can only be used to back-up for Engine No 1. If Wing AntiIce is required, refer to info below.

Loss of bleed air closes the Bleed Air Valve. Leave the Eng. Bleed Air Switch in ON to prevent the Isolation Valve from opening. As a result the Pack Valve will also close which in turn will drive the Air Mix Valves to full cold. With the Temperature Selectors in MANUAL and the bleed air Reset, the Air Mix Valves need to be repositioned. With only ONE Pack available, cabin pressurization and air-conditioning operate normally up to aircraft maximum certified ceiling. However, due to seal leaks, the pressurization should be closely monitored.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.16

If Wing Anti-Ice is required ; Select Pack Switch same side to OFF - This will cause the Isolation Valve to open when in Auto position and prevents two pack operation from a single air source - APU Bleed Air may not be used for Wing Anti-Ice. If the APU is used as an alternate air source, APU Bleed Air must be switched OFF prior to selecting Wing Anti-Ice ON - If Wing Anti-Ice is required for a long time, Fuel crossfeed may be considered in view of fuel unbalance

SUBSEQUENT FAILURE(S)

PACK TRIP OFF / PACK opposite side Position the failed Pack Switch in OFF, causing the Isolation Valve to open. Use the remaining Pack with the opposite engine

WING BODY OVERHEAT opposite side Checklist calls to switch off the affected Engine Bleed Air. However, since this will result in a loss of both packs and thus loss of pressurization, it is recommended to : - Left WING BODY OVERHEAT : - Retard thrust on the respective engine - PAN-PAN call - Descend to FL 100 in airway NNC [WING BODY OVERHEAT] - Perform - Continue unpressurized to destination or diversion field - Right WING BODY OVERHEAT : - Retard thrust on the respective engine - PAN-PAN call - Descend to FL 170 in airway NNC [WING BODY OVERHEAT] - Perform - Use the APU as an alternate air source With a low actual Cabin Altitude (intermediate cruising level or while in climb), you can indeed switch off the Affected Engine Bleed Air. The Cabin Altitude will increase by approximately 1500 ft/min SLE, it should not reach 10.000 feet before the airplanes altitude is 10.000 feet. ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.17

ENGINE FAILURE or BLEED TRIP OFF opposite side - Pressurization is lost - Main Outflow Valve will drive to full close - Cabin Pressure Rate of Climb will be between 1000 and 2500 ft/min - PAN-PAN call - Descent in airway - Descent to 1# INOP service altitude or 17.000 feet where the APU may be used as an alternate air source - The Eng. No 1 Bleed Air may be selected OFF to extinguish the DUAL BLEED amber light

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.18

DUAL BLEED

No Circuit Breaker

The DUAL BLEED amber light illuminates whenever the APU Bleed Air Valve is open and the position of the Engine Bleed Air Valves and Isolation Valve would permit possible backpressure of the APU :

APU Bleed Valve Open Eng. No 1 Bleed Switch ON

AND

Eng. No 2 Bleed Switch ON Isolation Valve Open

OR

DUAL BLEED

AND

On GND Before Engine start, the DUAL BLEED amber light is a normal indication. After Engine Start, the DUAL BLEED amber light illuminated indicates : (or)

- the RHSP has not yet completed the After-Start Setup - the APU Bleed Air Valve got stuck open or in intermediate position

DDPG-MEL 36-6

Select APU Bleed Air Switch ON before applying DDPG (O) procedure ! Wait 30 seconds for 10 PSI

In FLT If thrust is required in cruise or on final approach, Eng. No 1 thrust can be used out of idle by : - switching the Eng. No 1 Bleed Air Switch to OFF - positioning the Isolation Valve to CLOSE - the DUAL BLEED light should extinguish before thrust is increased

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.19

EMERGENCY DESCENT

MRG [CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION] Refer to for guidelines how restore Cabin Pressure VEX-B 3.3.2

TUI-B 3.5.4

VEX-B 11.8.1

Emergency Descent

"PAN-PAN" (3x) to ATC "ATTENTION CABIN CREW, RAPID DESCENT" (2x) to Cabin Crew (when initiating the descent)

Engine Start Switches Landing Lights Thrust Levers Speed Brake Target Speed Leave airway Transponder Level-Off Altitude

CONT ON IDLE FLT DETENT MMO/VMO (structural integrity not in doubt) 45° - 90° left turn (obstacles permitting) Sqauwk 7700 10.000 feet or MGA

During Descent : - confirm heading and altitude to ATC - verify Obstacle Height - in mountainous environment, obtain local QNH. If below 1013 hPa, set altimeter to QNH - accomplish

NNC

After Descent : - announce "CABIN CREW, ALL NORMAL" (2x) - request radar vectors to diversion field - investigate cause of decompression

Crew Oxygen Masks should not be removed above 10.000 feet. In case of a level-off above 10.000 feet for obstacle clearance, the Mask must be kept on.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.20

With Door open or structural damage (vibrations) limit airspeed to 250 kts. Extend Landing Gear (speed < 270 kts) to increase rate of descent. Upon level-off raise the Landing Gear. (speed < 235 kts) If cause of decompression is not obvious (door open, valve blocked), F/O can perform visual check to look for possible airplane structural damage. With the Outflow Valve fully CLOSED, structural damage is suspected. Ask for cabin report and advise ATC to call for ambulances Below 10.000 feet, limit airplane rate of descent to 1000 ft/min. For continuous descent from FL100 to Sea Level, request 40 track miles or enter holding. Fuel required at FL100 from present position to diversion field is approximately 10 x distance. With a level-off above 10.000 feet, select NORMAL instead of 100% to conserve crew oxygen. Individual Passenger Oxygen flows for approximately 12 minutes. Crew Oxygen Supply can be shut down by closing the doors and then pushing the Test/Reset slide lever. (the mask may remain outside)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.21

HIGH DUCT PRESSURE

P6-4C

Refer to MRG [AIR CONDITIONING SYSTEM]

Pneumatic Manifold Duct Pressure should not exceed 50 PSI

Duct Pressure indicating 60-80 PSI in climb or other phases of flight with high Engine N1% reveals a malfunction of the Engine Pressure Regulator Shutoff Valve. On GND

To avoid high Duct Pressure in the Pneumatic Manifold due to a malfunctioning PRSOV, one can either : - consider the whole Engine Bleed Air Shutoff Valve INOP DDPG-MEL 36-5 (or)

- since the Pressure Regulator is only a part of the Engine Bleed Air Shutoff Valve, one can close the High Stage Valve to avoid high Duct Pressure DDPG-MEL 36-9

In FLT

Engine Bleed Air Shutoff Valve (PRSOV)

High Stage Valve

When high thrust settings are required (e.g. during climb) close the Engine Bleed Valve to reduce the Pneumatic Duct Pressure below its limit of 50 PSI In cruise the Engine Bleed Valve may be selected back ON, Duct Pressure will be remain between 40 and 50 PSI Consider to close the Engine Bleed Valve again during approach to avoid high Duct Pressure in case of Go-Around.

The Engine Bleed Air Shutoff Valve (PRSOV) performs 4 functions in the Engine Bleed System : - limits downstream Pressure to 45 PSI + 4 PSI (pressure regulator) - limits downstream Temperature to 232°C - 450°F - prevents reverse air flow into Engine Bleed ports - provides Bleed Air Shutoff capability

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.22

EQUIPMENT COOLING OFF

(non-EFIS) (EFIS)

2 Circuit Breakers P18-3 A-B ('BLOWER') 7 Circuit Breakers P18-3 A-B-C-D-E-F/F

EQUIP COOLING SUPPLY EXHAUST

EQUIP COOLING GND SRV NORMAL

MAIN BUS 1

NORMAL

GND SRV

ALTERNATE

MAIN BUS 2

ALTERNATE

MAIN BUS 2

OFF

MAIN BUS 2

OFF

(non-EFIS)

OFF

(EFIS)

Low Air Flow detected (Fan Failure) Loss of Power on Sensor (GND SRV BUS)

OFF

OR

Sensor of Filter dirty

On GND To dispatch airplane with Equipment Cooling malfunctions, refer to : DDPG-MEL 21-27

DDPG-MEL 21-40

(EFIS) On GND an over-temperature in the E&E-compartment will cause the Ground Crew Call Horn to sound in the nose wheel well. Refer to

MRG [GROUND CREW CALL HORN]

A failure of the Equipment Cooling Exhaust Fan (normal) may be the result of an un-powered 115VAC Ground Service Bus : Refer to MRG [ELECTRICAL POWER DISTRIBUTION] to look for other affected systems. With the Ground Service Bus un-powered, the BAT CHGR switches to its back-up source. Verify proper operation of BAT CHGR. With a depleted Battery (< 17 VDC) Fire Detection and Extinguishing are lost ! ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.23

In FLT (EFIS) WX-Radar display will automatically turn off to avoid overheating of SG. WXR DSPLY and EXCESS DATA will annunciate. (Cargo) On 737-CARGO/MIX CARGO (with cargo version installed) when the Equip Cooling OFF amber light remains illuminated, you must land at the nearest suitable airport due to loss of Cargo Smoke Detection.

On ground or in flight with the cabin differential pressure less than 2.5 PSI, the fan air for equipment cooling is exhausted via the bottom of the airplane. During pre-flight exterior inspection check for air flow exhausted via the bottom of the aircraft. If no air flow is observed, the Flow Control Valve may be stuck in closed position from a previous flight. Kicking the airplanes bottom just forward of the exhaust may free the stuck valve. At greater cabin differential pressures, a Flow Control Valve closes, causing warm air form the E&E compartment to be diffused up around the forward cargo compartment and being exhausted through the Forward Outflow Valve.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.24

OFF SCHEDULE DESCENT

The OFF SCHED DESCENT amber light illuminates whenever the airplane begins to descend without having tripped the cruise relay OFF SCHED DESCENT The light will extinguish when an altitude lower then the airplane's actual altitude is inserted in the Flight Altitude window or when the airplane's rate of descent becomes zero or positive.

With the Pressurization System in Auto Mode, the pressure controller programs the cabin to land at the Departure Field Elevation without further pilot inputs.

RETURN TO DEPARTURE FIELD However, if the Flight Altitude Indication has been changed or (CPCS) the Flight Altitude Selector Knob has been depressed during climb, the automatic abort capability to return to the original departure field elevation is lost ! The cabin may continue to climb or may take a steep descent, resulting in a pressure bump upon touchdown. - Select the Departure Field Elevation in the Land Altitude Window - (CPCS) Depress the Flight Altitude Selector Knob again

DIVERSION Whenever a diversion is made to a field different from the departure field : (CPCS)

- insert the diversion field elevation into the LAND ALT Window - depress the Flight Altitude Selector Knob (or)

(DCPCS)

- insert the field elevation minus 200 feet into the CAB ALT Window - switch to Standby Mode - insert the diversion field elevation into the LAND ALT Window

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.25

PACK / PACK TRIP OFF

P6-4C

Refer to MRG [AIR CONDITIONING SYSTEM]

Temp at ACM Compressor Outlet > 199°C - 390°F Temp at ACM Turbine Inlet > 99°C - 210°F

PACK TRIP OFF

OR

Temp in Supply Duct > 121°C - 250°F

(300-500)

Temp at ACM Compressor Outlet > 199°C - 390°F Temp at ACM Turbine Inlet > 99°C - 210°F Temp in Supply Duct > 121°C - 250°F

PACK

OR

Failure of Primary and Back-Up Pack Cont Dual Fault Failure of Primary or Back-Up Pack Cont Single Fault (on recall)

(400)

TEMPERATURE SELECTOR .................. WARMER TEMPERATURE Both Air Mix Valves are driven to full cold and the Temp Selectors are disabled. Selecting a warmer temperature will therefore NOT move the Air Mix Valves. The temperature has to decrease all by itself. This step has only been added in view of preventing the same problem from occurring again after the Trip Reset. With the Temperature Selector(s) in MANUAL, a warmer temperature has to be selected AFTER the Trip Reset. With the selector(s) in AUTO, verify if Air Mix Valves are moving to Full Hot ! If not, select MANUAL !

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.26

On GND (400)

Refer to DDPG-MEL 21-32 for Dual Failure of both Pack Temp \ Control Systems

(400)

PACK on recall indicates a Single Failure of one Pack Temp Control System. No limitations. The fault will probably disappear once airborne and Flaps UP…

Aircraft can be dispatched at FL 250 (one Pack) or FL100 (un-pressurized) as per

DDPG-MEL 21-1 Verify Fuel for flight at FL250 Verify enroute weather at lower altitude Advise ATC / Dispatch (flight plan) Weightbook Takeoff Perfo computation with A/C ON - AUTO ! After engine start : - affected Pack switch OFF - Isolation Valve CLOSE Differential thrust on Takeoff is no factor. No adjustments required for N1%

With the Pack Valve blocked open, the Pack Valve must be manually closed to permit engine start Refer also to

DDPG-MEL 21-3 [PACK TRIP WARNING SYSTEM]

In FLT With only ONE Pack available, cabin pressurization and air-conditioning operate normally up to aircraft maximum certified ceiling. However, due to seal leaks the pressurization should be closely monitored. The remaining Pack will automatically regulate to HIGH (when Flaps UP) Continue flight to destination at actual or planned flight level

The Temperature Probe in the Left Pack is different from the probe in the Right Pack and is more sensitive. The temperature limit at compressor outlet of Air Cycle Machine is a protection against overload due to malfunctioning Pack Valve. The temperature limit at turbine inlet duct of Air Cycle Machine is a protection of the Air Cycle Machine against overspeed due to insufficient Ram Air Flow. (400) Each Electronic Pack Controller consists of a Primary and a Standby Pack Control. If a Primary Pack Control fails (PACK on recall), the affected PACK is controlled by the Standby Pack Control of the opposite Electronic Pack Controller. ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.27

In Summer Probably caused by an overload of the Air Cycle Machine due to high cooling demand. Selecting a warmer temperature will offload the ACM. Selecting the opposite Pack to ON may help the cooling process. On GND

APU Bleed Air should supply one Pack only for cooling on ground Select Pack in High

In Winter In winter, however, when a warm temperature is already selected by the cockpit crew, a PACK TRIP OFF / PACK is probably caused by a temperature in the supply duct which is too high - With the DUCT OVERHEAT / ZONE amber light also illuminated, indicates the Air Mix Valves blocked in hot position due to technical malfunction or electric power loss - With the DUCT OVERHEAT / ZONE amber light not illuminated, failure of the Duct Overheat Sensor may be suspected - (300-500) With the Temperature Selectors in AUTO, either an additional failure of the Max. Topping / Duct T° Limit Bridge may be suspected, either a loss of electric power - In all cases, check the breakers and select a COOLER temperature (against checklist instructions) Verify movement of Air Mix Valves On GND

APU Bleed Air can supply two Packs for heating

SUBSEQUENT FAILURE(S)

WING BODY OVERHEAT opposite side Checklist calls for switching off the affected Engine Bleed Air. However, since this will result in a loss of both packs and thus a loss of pressurization, it is recommended to : - Retard thrust on the respective engine - PAN-PAN call - Descend to FL 100 in airway - Perform NNC [WING BODY OVERHEAT] - Continue un-pressurized to destination or diversion field VEX-B 2.14.3.14 [UNPRESSURIZED LANDING] With a low actual Cabin Altitude (in climb or at an intermediate cruising level), you can indeed switch off the Affected Engine Bleed Air. Cabin Altitude will climb by approximately 1500 ft/min SLE, so it should not reach 10.000 feet before the airplane's altitude is 10.000 feet. ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.28

ENGINE FAILURE or BLEED TRIP OFF opposite side Position the failed Pack Switch to OFF, causing the Isolation Valve to open. Use the remaining Pack with the opposite engine

PACK TRIP OFF / PACK opposite side - Pressurization is lost - Main Outflow Valve will drive to full close - Cabin Pressure Rate of Climb will be between 1200 and 2200 ft/min - PAN-PAN call - Descent to FL 100 in airway (Trip Fuel at FL 100 is approx. 10 x dist.) - Continue un-pressurized to destination or diversion field VEX-B 2.14.3.14 [UNPRESSURIZED LANDING]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.29

RAM DOOR FULL OPEN

P6-4E

Refer to MRG [AIR CONDITIONING SYSTEM]

Air/Gnd Sensor on GND Airborne - Flaps not UP Airborne - Flaps UP - Max. Cooling required

On GND

Refer to

RAM DOOR FULL OPEN

OR

DDPG-MEL 21-7 [Ram Door Full Open Indicating Lights]

The Ram Air System provides direct cool air to the Heat Exchangers. During climb or descent, the Ram Doors will move to full open for maximum cooling whenever the Flaps are not UP. In cruise, the Ram Doors will modulate between a normal open and a normal closed position. The Ram Air Actuator controls the Ram Air Doors, the Exhaust Louvres and the Deflector Door.

On GND

Taxi Deflector Door

Takeoff

In FLT

Climb Flaps Ext

Climb

Cruise

Approach Flaps Ext

Landing

Extended Extended Retracted Retracted Retracted Retracted Extended

Ram Air Door Full Open Full Open Full Open

Open

Closed

Full Open Full Open

Exhaust Louvers Turbofan Turbofan Valve

On

On

On

Off

Off

On

On

Open

Open

Open

Closes

Closed

Opens

Open

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.30

To Mix Manifold

Hot Air Cold Air Cooled Air

Deflector Door Ram Air Door

Water Separator

Air Cycle Machine Water Separator Anti-Ice Valve

Secondary Heat Exchanger

Primary Heat Exchanger Auto Temp Controller Pack Turbofan Air Mix Valves

Pack Valve

Isolation Valve Turbofan Valve

Exhaust Louvers

To Wing Anti-Ice

From Engine No 2

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.31

TRIM AIR FAILURE

P6-4A

400

Refer to MRG [AIR CONDITIONING SYSTEM]

There is no immediate indication of any failure of the 3 Trim Air Systems Positioning the Trim Air Switch to OFF shuts down all three systems

On GND

Refer to

DDPG-MEL 21-35 DDPG-MEL 21-36

CONT CAB TRIM AIR

Normal operation Left Pack will supply air corresponding to Cont. Cab. Air Temperature Selector setting

CABIN TRIM AIR

One U/S :

- Right Pack will supply air corresponding to coldest of both Cabin Air Temp Selector settings

Both U/S :

- Right Pack will supply air corresponding to average of both Cabin Air Temp Selector settings

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.32

CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION

VEX-B 3.3.1

TUI-B 3.5.4

VEX-B 11.8.1

TUI-CAM 4.13

VEX-CAM 2.12.8

Oxygen Masks Crew Communication Pressurization Mode Selector Outflow Valve Switch Passenger Signs Passenger Oxygen Switch Emergency Descent

ON 100% Establish Manual Close No Smoking / Fasten Belts ON (if required) ON Announce and initiate

DO NOT MISTAKE between Cabin R/C 4000 ft/min (Cabin Pressure out of control) and Cabin R/D 4000 ft/min (Cabin Pressure recovering) ! With the Outflow Valve OPEN and not responding to switch input, time permitting, check Valve Breakers P6-4

With the Outflow Valve CLOSED and Cabin Pressure in climb, pressurization cannot be recovered. Start descent immediately. Expect structural damage or open door. If no Crew Oxygen available, verify Flight Crew Oxygen Shutoff Valve position full counter clockwise. If PASS OXY ON amber light does not illuminate : Verify Breaker

P18-3F

If Cabin Pressure can be recovered, announce "CABIN CREW, ALL NORMAL" The Oxygen system cannot be switched off

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.33

WING-BODY OVERHEAT

P6-2B [OVHT WHL WELL WNG BDY]

TFR BUS 1

Left WING BODY OVHT :

Alerts for possible overheat due to a Bleed Air Duct leak in the left wing Leading Edge, left Airconditioning Bay, keel beam or APU Bleed Air Duct

Right WING BODY OVHT :

Alerts for possible overheat due to a Bleed Air Duct leak in the right wing leading edge or right air-conditioning bay

WING BODY OVERHEAT

Most part of the checklist applies to the APU running ! With the APU not running, only the first 4 lines of the checklist need to be performed. With the Wing Body Overheat amber light extinguished, perform a confidence test by pushing the OVHT TEST button on the A/C Panel. Illumination of both WBO amber lights indicates a successful Overheat Test. If the Wing Body Overheat light remains illuminated, diversion is recommended on longer flights.

The Trip Reset Button has no relation with the Wing Body Overheat circuit ! On GND

Direct sunlight on a hot day for an extended period of time may cause a faulty WING BODY OVERHEAT. Remove all three bleed air sources (Eng. No 1, APU, Eng. No 2 - whichever is running) to confirm the faulty indication.

If Wing Anti-Ice is required and the Engine Bleed Air Valve Switch is in OFF : - Momentarily position the Engine Bleed Air Valve back to ON (causing the overheat condition to return) - Select WAI to ON - Use of WAI on one side only should be avoided - Do not operate longer than one minute to avoid structural damage. If WAI is required for a long time, descend to a lower level with warmer temperatures

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.34

SUBSEQUENT FAILURE(S)

ENGINE FAILURE opposite side Pressurization will be (temporarily or definitively) lost With the WING BODY OVERHEAT on the left side : - Select Engine Bleed Air back to ON (probably causing the Wing Body Overheat condition to return) - Retard thrust on Engine - Descend to FL 100 - Select Engine Bleed Air back to OFF and continue unpressurized to destination or diversion field VEX-B 2.14.3.14 [UNPRESSURIZED LANDING] With the WING BODY OVERHEAT on the right side : - Select Engine Bleed Air back to ON (probably causing the Wing Body Overheat condition to return) - Retard thrust on Engine - Descend to FL 170 or FL100 - Select Engine Bleed Air back to OFF - Select APU Bleed Air ON as an alternate air source (FL170) and/or as an electrical source (FL100)

PACK TRIP OFF / PACK opposite side - Pressurization is lost - Main Outflow Valve will drive to full close - Cabin Pressure Rate of Climb will be between 1000 and 2500 ft/min - PAN-PAN call - Descent to FL 100 in airway (Trip Fuel at FL 100 is approx. 10 x dist.) - Continue un-pressurized to destination or diversion field VEX-B 2.14.3.14 [UNPRESSURIZED LANDING] Select Pack and / or Engine Bleed Air Valve on the OVERHEAT side back on to recover (temporarily) Pack and thus pressurization.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.35

DUCT OVERHEAT

P6-4A

200-300-500

Refer to MRG [AIR CONDITIONING SYSTEM]

Supply Duct Temperature > 88°C - 190°F

DUCT OVERHEAT

In combination with illumination of the PACK TRIP OFF amber light, perform the PACK TRIP OFF checklist first TEMPERATURE SELECTOR .................. COOLER TEMPERATURE Both Air Mix Valves are driven to full cold and the Temperature Selectors are disabled. Selecting a cooler temperature will therefore NOT move the Air Mix Valves. The temperature has to decrease all by itself. This step has only been added to the checklist in view of preventing the same problem from occurring after a Trip Reset. With the Temperature Selector(s) in MANUAL, a cooler temperature has to be selected AFTER the Trip Reset.

On GND

Refer to

DDPG-MEL 21-19 [Pass Cabin Temperature Control Systems]

Refer to

DDPG-MEL 21-21 [Flight Deck Temperature Control Systems]

When the Temperature Selectors are placed in Auto, a Max. Topping / Duct Limit Sensor limits the temperature in the Supply Duct to 55°C - 130°F. If the Duct Overheat occurs over and over again with the respective Temperature Selector in AUTO, a failure of the Max. Topping / Duct T° Limit Bridge may be suspected.

There is only one Mix Valve Position Indicator for both Cold and Hot Mix Valve, since these valves operate in unison. The Cabin Temperature Sensor is located at Seat Row 3.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.36

ZONE TEMP

400

P6-4A

Refer to MRG [AIR CONDITIONING SYSTEM]

Supply Duct Temperature > 88°C - 190°F Failure of Primary and Back-Up Zone Temp Cont OR Dual Fault Failure of Primary or Back-Up Zone Temp Cont Single Fault (on recall)

ZONE TEMP

In combination with a PACK amber light, accomplish the PACK NNC first !

When the Temperature Selectors are placed in Auto, a Max. Topping / Duct Limit Sensor limits the temperature in the Supply Duct to 55°C - 130°F. If the Duct Overheat occurs over and over again with the respective Temperature Selector in AUTO, a failure of the Max. Topping / Duct T° Limit Bridge may be suspected.

CONT CAB ZONE TEMP The Flight Deck (Control Cabin) has a double Temperature Control System. Failure of both systems results in a NOGO. On Recall Flight Deck Primary or Back-up Zone Temperature Control System has failed : Refer to and

DDPG-MEL 21-21 [FLIGHT DECK] before GO DDPG-MEL 21-1 to dispatch aircraft with one Pack INOP

Not on Recall If associated with a high temperature indication for the Cockpit Supply Duct : - Temperature Overheat in Supply Duct (> 88°C - 190°F) Perform

NNC

With a low duct temperature or when unable to reset : - Both controllers have failed (Dual Fault) On GND

Refer to

DDPG-MEL 21-21 [FLIGHT DECK]

NOGO

In FLT

Accomplish the

NNC

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.37

CABIN FWD/AFT ZONE TEMP The Passenger Cabin has a single Temperature Control System for the forward cabin and another for the aft cabin. On Recall Cabin associated Fwd/Aft Zone Temperature Control System has failed : On GND

Accomplish the Maintenance procedure before GO DDPG-MEL 21-19 DDPG-MEL 21-35 DDPG-MEL 21-36

In FLT

Both Cabin Temperature Selector settings are averaged (during single pack operating, all three settings will be averaged)

Not on Recall Temperature Overheat in Supply Duct (> 88°C - 190°F)

With all three TEMP Selectors selected OFF : - all Zone Trim Valves are closed - Left Pack maintains a fixed Temp of 24°C - 75°F - Right Pack maintains a fixed Temp of 18°C - 65°F

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

2 - Air Systems – p.38

Systems

Management Reference Guide

Section 3

Anti-Ice, Rain

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

3 - Anti-Ice – p.1

Section 3 Anti-Ice, Rain Engine Cowl Valve Open / Closed ..................................................................... 3 Engine Cowl Anti-Ice .......................................................................................... 4 Window Heat Off ................................................................................................ 4 Window Damage / Arcing / Delaminated, shattered or cracked Window .......... 4 Pitot Static Heat Malfunctions ............................................................................ 5 Window Overheat .............................................................................................. 7 Wing Anti-Ice Valve Open .................................................................................. 9

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

3 - Anti-Ice – p.2

ENGINE COWL VALVE OPEN / CLOSED

P18-3A

DC BUS 1/ 2

Engine Anti-Ice Valve in transit or open while commanded closed Engine Anti-Ice Valve in transit or closed while commanded open

On GND

OR

COWL VALVE OPEN

A bright COWL VALVE OPEN blue light on GND with Engines in Low Idle is a rather normal indication. Increase Thrust on respective Engine to Flight Idle to move the Engine Anti-Ice Cowl Valve. In case the blue light remains illuminated bright, an INOP High Stage Bleed Valve can be suspected. Refer to DDPG-MEL 36-9

High Stage Valve

- Use of Engine Anti-Ice will increase Fuel Flow by 180 KG per Engine per Hour - With a loss of electrical power, the Engine Anti-Ice Valves are spring-loaded to close

The Engine Cowl Valve provides 5th and 9th stage Bleed Air to the Engine Nose Cowl lip.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

3 - Anti-Ice – p.3

ENGINE COWL ANTI-ICE

P18-3A

Temperature in duct >

440 °C / 825 °F

Pressure in duct

65 PSI

On GND

Refer to

>

OR

COWL ANTI-ICE

DDPG-MEL 30-3 DDPG-MEL 30-4 DDPG-MEL 30-17

WINDOW HEAT OFF

Refer to

MRG [WINDOW OVERHEAT]

WINDOW DAMAGE - ARCING / DELAMINATED SHATTERED OR CRACKED WINDOW

On GND

Dispatch airplane as per

DDPG-MISC ATA 56

In FLT

Before executing the CHECKLIST items, verify table FIRST ! Airplane descent to a lower altitude is not always required ! To avoid the use of oxygen masks, select also 10000 ft for Window 3 and descent to FL100.

Once aircraft altitude and cabin pressure altitude are equal, the cabin pressure altitude will automatically follow the airplane altitude during descent, since the Outflow Valve remains open trying to keep the cabin altitude at the inserted altitude. ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

3 - Anti-Ice – p.4

PITOT STATIC HEAT MALFUNCTIONS

P18-3C D

TFR BUS 1

CAPT P/S 1 AUX STATIC

TFR BUS 2

F/O STATIC 2 AUX P/S

MAIN BUS 1

A

B OFF

L ELEV PITOT

TFR BUS 1

L ALPHA VANE

MAIN BUS 2

On GND

PITOT STATIC

F/O P/S 2 AUX STATIC CAPT STATIC 1 AUX P/S R ELEV PITOT

ON

HEAT

R ALPHA VANE

TFR BUS 2 TFR BUS 1 MAIN BUS 2 TFR BUS 2

TEMP PROBE

Refer to

DDPG-MEL 30-5 through 9

"Airplane is not operated in known or forecast icing conditions" - Verify OAT

(e.g. OAT 10°C - 50°F BKN010 TAT will be above 10°C - 50°F when in clouds) - Verify 0°C - 32°F isotherm (increase airspeed to keep TAT above 10°C - 32°F or adapt altitude) - Verify top of Clouds on Area chart - Verify TAF at destination and alternate airports

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

3 - Anti-Ice – p.5

Capt Pitot Capt Static 1 Aux Static

Left Alpha Vane

2 Aux Pitot 2 Aux Static F/O Static Rosemont TAT Probe Left Alternate Static Port (not heated)

Left Elevator Pitot

F/O Pitot F/O Static 2 Aux Static

Right Alpha Vane

1 Aux Pitot 1 Aux Static Capt Static Right Elevator Pitot

Right Alternate Static Port (not heated)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

3 - Anti-Ice – p.6

WINDOW OVERHEAT

P6-11B P18-3E F

Check both CB Panels !

(As Installed) OVERHEAT

OVERHEAT

ON

OFF

OVERHEAT

OVERHEAT

ON

OFF

AND

Window is in Overheat

AND

Loss of Electric Power and/or Window is in Overheat (*)

AND

Window Temperature in range and Electric Power is removed (**)

OVERHEAT ON

OVERHEAT AND

Loss of Electric Power

OFF

In case of Window Overheat, Electric Power is automatically removed and will be restored as soon as window temperature drops below limits. FWD limit 63°C - 145°F SIDE limit 49°C - 120°F

power restored at 43°C - 109°F power restored at 27°C - 81°F

(*) If temperature is still above limits after maximum 70 seconds, the ON green light will extinguish or (As Installed) the OFF amber light will illuminate. (**) e.g. sunshine on related Window ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

3 - Anti-Ice – p.7

Window Overheat Test - select all Window Heat Switches to ON - position switch to OVHT (hold only momentarily, since overriding normal temperature control) - after the Overheat Test, recycle all switches to OFF, than back to ON !

Window Heat Test on GND is not a GOP as it bypasses the maximum temperature limit and may promote delaminating of the windshield

(As Installed) OVERHEAT OVERHEAT ON

OVERHEAT OVERHEAT

ON

L

OFF

OFF

WINDOW HEAT

SIDE

FWD

OVHT

R SIDE

OFF

PWR TEST

ON

TEMP CONT

TEMPERATURE CONTROLLER

FWD OFF

DC BUS 2 MAIN BUS 2

ON

TEMP CONT

DC BUS 1 MAIN BUS 1

...

L3

L4

L5

(As Installed)

GEN BUS 1

L2

R1

L1 GEN BUS 1

GEN BUS 1

GEN BUS 2

GEN BUS 2

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

3 - Anti-Ice – p.8

WING ANTI-ICE VALVE OPEN

P18-3A

BAT BUS TFR BUS 1

BAT BUS TFR BUS 1

L VALVE OPEN

L VALVE OPEN

R VALVE OPEN

R VALVE OPEN

WING ANTI-ICE

WING ANTI-ICE GRD TEST

OFF

OFF ON

ON

(As Installed)

- Never use WAI as a substitute for ground de-icing - WAI is provided to the Slats only (green shaded area in drawing below) - WAI is not to be used on APU Bleed - With loss of TFR BUS 1, the WAI valves remain in last position

WAI must be ON during all ground operations between Engine Start and Takeoff, when Icing conditions exist or are anticipated, unless airplane is protected by a de-icing fluid (Type II or Type IV) prior Engine Start in compliance with an approved ground deicing program. VEX-B 2.15.2.7 TUI-B 3.6.5

On GND

Dispatch airplane as per

DDPG-MEL 30-1 or 30-2

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

3 - Anti-Ice – p.9

Ground Overheat Thermal Switch

Wing Thermal Anti-Ice Air Supply Duct

Pneumatic Manifold

Wing Thermal Anti-Ice Valve

(WAI with GRD TEST) WAI is not available on ground during taxi or takeoff. System disabled by Air/Gnd Safety Sensor. Positioning the WAI Switch to ON on GND will illuminate L VALVE OPEN and R VALVE OPEN blue lights to bright, indicating disagreement between valve position and switch position. The GRD TEST overrides the Air/Gnd Safety Sensor and thereby opening WAI Valves on GND or in FLT. The GRD TEST switch is spring-loaded to OFF. If during GRD TEST duct temperature exceeds 93°C - 200°F with airplane on ground, WAI Valves are closed automatically.

N1 indications are not affected, no corrections to be applied However, the WAI switch will remain in the ON position during Takeoff run and the WAI Valves will be commanded open when airborne, resulting in an significant and abrupt loss of climb performance

(WAI without GRD TEST) WAI can be used on ground during taxi. WAI Valves will close automatically when either Engine TLA is above 30° (Takeoff Configuration Warning range). However, switch remains in ON position during Takeoff Ground Run and moves to OFF at lift-off (i.e. Air/Gnd sensor on RMLG in Air Mode) During ground operation, thermal switches in both wings will limit duct temperature to 125°C - 257°F. N1 indications are not affected, no corrections to be applied

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

3 - Anti-Ice – p.10

Systems

Management Reference Guide

Section 4

Automatic Flight

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

4 - Automatic Flight – p.1

Section 4 Automatic Flight MCP Defects ...................................................................................................... 3 Autopilot Disengage .......................................................................................... 3 Autothrottle Disengage ...................................................................................... 4 A/T Lim ............................................................................................................... 4

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

4 - Automatic Flight – p.2

MCP DEFECTS

P6-2B P18-1D

ELEC BUS 1 BAT BUS (CRS select right side)

MCP INDICATIONS BLANK Check On GND

No MCP-item in

DDPG-MEL thus being a NOGO

A/P or F/D NOT RESPONDING TO MCP SELECTIONS e.g.

Heading change is only reflected on one EHSI and remains frozen on the other EHSI.

Failure of the respective FCC Check respective FCC

P6-2C

P18-1E

On GND

No FCC-item in

DDPG-MEL thus being a NOGO

In FLT

If FCC INOP, switch to other A/P Landing minima CAT I 200ft / 700m

AUTOPILOT DISENGAGE

NNC

SWITCHED HOT BAT BUS

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

4 - Automatic Flight – p.3

AUTOTHROTTLE DISENGAGE

P18-1D

ELEC BUS 1 DC-AC

A/T System Fault Two seconds after landing touchdown (*)

OR

A/T automatic DISENGAGE

TLA > 10° while FLARE armed (*) The A/T Disengage red lights will not illuminate

With the A/T INOP, nevertheless push TO/GA upon Takeoff for F/D logic and FMC position update. On GND

Refer to

DDPG-MEL 22-4 to dispatch aircraft with Autothrottle INOP

CAT III

Autothrottle is not required for CAT III autoland

Go-Around

Autothrottle delivers a variable thrust aiming for a 2500 ft/min climb. Check for minimum 85% N1. When pushing TO/GA a second time, full go-around thrust will be achieved by the Autothrottle System.

TUI-B 3.7.2

A/T LIM

Eng. No 1 N1% < 18% Eng. No 2 N1% < 18%

OR

A/T LIM

FMC Failure

N1 limits are normally calculated by the FMC. When FMC N1% limit calculations become invalid, or if either engine N1% is less than 18%, A/T LIM white light will illuminate. The Autothrottle computer then calculates a degraded single N1% limit for the affected engine(s).

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

4 - Automatic Flight – p.4

Systems

Management Reference Guide

Section 5

Communications

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

5 - Communications – p.1

Section 5 Communications Audio Selection Panel Degraded Mode (As Installed) ....................................... 3 Static Dischargers / Lightning Strike ................................................................... 5 Antenna Location (As Installed) ........................................................................ 6

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

5 - Communications – p.2

AUDIO SELECTION PANEL DEGRADED MODE

P6-2B/C

As Installed

BATT BUS ELEC BUS 2

MRG [General / RADIO COMMUNICATION FAILURE] for additional Refer to information

AVAILABLE - Mask / Boom MIC - ASP Mask-Boom switch - Control Wheel PTT position MIC - ASP PTT switch R/T - Headset - PA separate handheld microphone on Control Stand (can also be inserted in Service Interphone Jack on Control Stand)

INOP - Aural Warnings INOP (GPWS, Altitude Alert, Windshear) - Cockpit Speaker and Speaker Switch INOP - Flight INT INOP - Control Wheel PTT position INT - Public Address through ASP is INOP - Service Interphone INOP - Handheld MIC INOP - Volume control INOP (preset volume through Headset) - ASP Receiver Switches INOP - ASP PTT switch I/C INOP - Transmitter Selectors INOP, automatically selected to preset station : Captain : FO : Observer :

OPS-A 12.3

VHF-1 VHF-2 VHF-1

[Com Failure Procedures]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

5 - Communications – p.3

THIS PAGE INTENTIONALLY BLANK

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

5 - Communications – p.4

STATIC DISCHARGERS - LIGHTNING STRIKE

Vertical Stabilizer

Horizontal Stabilizer

Main Wing

Number installed : Main Wing Horizontal Stabilizer Vertical Stabilizer

4+4 3+3 4

= 18

On GND

Refer to

DDPG-CDL ATA 23

In FLT

Refer to

VEX-B 3.6.1 [LIGHTNING STRIKES]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

5 - Communications – p.5

Pat BOONE - Boeing 737 MRG

23-Jun-04

RA 2 TX

RA 1 RX

ADF 1 LOOP

DME 2

VHF COMM 2

DME 1

RA 1 TX

TCAS

RA 2 RX

ATC 2

TCAS

LOCALIZER

WX RADAR

GLIDE SLOPE

ADF SENSE

MARKER BEACON

ADF 2 LOOP

VHF COMM 1 ATC 1

VHF COMM 3

HF

VOR / LOC

OO-PBN

ANTENNA LOCATION As Installed

________________________________________________________________________

5 - Communications – p.6

Systems

Management Reference Guide

Section 6

Electrical

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.1

Section 6 Electrical Electrical ............................................................................................................. 3 Electrical Power Schematic ............................................................................... 9 Determine Failed Electrical Bus ....................................................................... 10 Bus Off ............................................................................................................. 11 Electrical Smoke / Fumes or Fire ..................................................................... 15 APU Gen Off Bus does not illuminate .............................................................. 16 Ground Power Available .................................................................................. 16 CSD / Generator Drive Low Oil Pressure or High Oil Temperature ................. 17 Loss of Both Engine Driven Generators .......................................................... 20 Standby Power Off ........................................................................................... 26 Transfer Bus Off ............................................................................................... 28 TR Failure - DC Bus Off ................................................................................... 32 Two Phase Generator Operation ..................................................................... 36 Random Circuit Breaker Trip ........................................................................... 37 Random Flags on Instruments ......................................................................... 37 Electrical Power Source / Bus .......................................................................... 38 Electrical Power Source / Item ......................................................................... 43 Circuit Breakers / Section ................................................................................ 51

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.2

ELECTRICAL

-0+

- 50

400

+ 50

420

380

Amps

CPS FREQ

120

110 20 0

40

30

0

DC VOLTS

AC VOLTS

TR 1 BAT BAT BUS STBY PWR

APU GEN TR 2

GEN 1

GEN 2

GRD PWR

TR 3

INV

STBY PWR

TEST

GALLEY OFF

TEST

RESID VOLTS

OFF

BAT ON

ON

GEN BUS 1

AC

GEN BUS 2

BATTERY SWITCH Switching the Battery Master Switch to OFF with both GEN BUSSES powered : - (on GND) - (on GND or in FLT)

removes power from the BAT BUS (2 relays) removes power from the SWITCHED HOT BAT BUS (1 relay)

BATTERY A NiCd-Battery is located in the E&E compartment. Following a loss of both Engine Driven Generators a fully charged Battery will provide power for a minimum of 30 minutes. The quality of the Battery can be determined by the type of charging phase ; a Battery is fully charged when the DC Ammeter is showing pulses and the DC Voltmeter drops from 28-30 Volts (charging) to 24 Volt (not being charged). ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.3

ELECTRICAL NNC In case of multiple malfunctions, proceed through the NNC working from the top of electrical panel gradually downwards. However, priority should be given to the [TRANSFER BUS OFF] which may be performed by recall.

STANDBY PWR OFF

DRIVE

(As Installed)

HIGH OIL TEMP

LOW OIL PRESSURE HIGH OIL TEMP

STANDBY POWER

DISCONNECT

DISCONNECT BAT

OFF AUTO

DRIVE TEMP RISE

IN

10 0 40

DRIVE CAN BE RECONNECTED ONLY ON GRD

RISE 20

10

80 IN 120 160

3 0

0 40

RISE 20

80 IN 120 160

3 0

GEN DRIVE OIL TEMP °C

GEN DRIVE OIL TEMP °C

GRD POWER AVAILABLE 100

50

150

OFF

200

0

50

GRD PWR

0

A.C. AMPS

100

150

200

A.C. AMPS ON

BUS TRANSFER A U T O

O F F

TRANSFER BUS OFF

TRANSFER BUS OFF

BUS OFF

BUS OFF

GEN OFF BUS

OFF

OFF

ON

ON GEN 1

GEN OFF BUS

APU GEN OFF BUS

APU GEN

GEN 2

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.4

DC VOLTMETER & DC AMMETER Normal Indications : TR 1 : TR 2 : TR 3 : Battery : BAT BUS : STBY PWR :

Volt : 24-30 (*) 24-30 (*) 24-30 22-30 24-30 24-30

Amps : slight positive load slight positive load almost zero (no indication) (no indication) (no indication)

(*) Voltage in fact is depicted on respective DC BUS, not as TR output With the Battery Master Switch in the OFF position, there are no indications on the DC VOLTMETER, except for the Battery Voltage that can be read at any time.

Battery may deplete if the DC Voltmeter remains in BAT position, since Battery power is required for the Voltage indication itself. The DC selector should therefore not be left in BAT position after flight termination !

With the GND PWR connected to the GEN BUSSES, the Battery Voltage CANNOT be checked via the DC-Voltmeter, since the DC-Voltmeter pick-up is located near the Battery Charger. With the GND PWR connected, the DC-Voltmeter will indicate the Battery Charger Output Voltage. To read the actual Battery Voltage with GND PWR connected, BAT CHGR should be pulled.

P6-4D

TUI-B 12.2.1.3 Battery Voltage up to 36 Volt DC and charge currents up to 38 Ampère are normal for the new type of Battery Charger

The proper operation of the Battery Charger is indicated on the DC Ammeter when BAT is selected. When Battery Voltage is low, a steady charge is observed. When the Battery is fully charged, a pulsing charge is to be noticed. With TR1 or TR2 indicating zero AMPS load and TR3 indicating slight positive load, the concerned TR may be U/S. Refer to

MRG [TR FAILURE]

RESIDUAL VOLTAGE Associated Generator must be switched OFF in order to read the residual voltage on the AC-Volts Indicator Inner Scale.

Residual Voltage 12 to 15 Volts in FLT indicates that the GCR has tripped, while the generator is still rotating ! ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.5

GALLEY POWER - AUTOMATIC LOAD SHEDDING Automatic Load Shedding is a protection circuit providing capability to reduce power demands automatically when operating on ONE generator : On GND In FLT

APU generator powering the GEN BUSSES (400 and 500 only) only one GEN BUS powered

In case of high demands the Automatic Load Shedding will : - Turn off all Galley Power and move the Galley Power Switch to OFF position

Galley Power is available only when both GEN BUSSES are powered.

EPAP The EPAP is located on panel M238 (right side of observer seat) and provides useful additional information on bus powering. Notice the difference between DC BUS 1, DC BUS 2 and TR 3. DC BUS INDICATION LIGHTS

MALFUNCTION LIGHTS

AC BUS INDICATION LIGHTS SWITCHES SHIELD

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.6

EXTERNAL AC POWER The GRD PWR AVAILABLE blue light illuminates as soon as the External Power Bus is Powered by a ground power supply. The illumination of the light gives no information concerning the correct voltage and frequency of the connected ground power. However, when positioning the GND PWR Switch to ON the Bus Protection Panel will perform a quality check (voltage, phase, frequency) prior to connecting the ground power supply to the GEN BUSSES. Positioning the GND PWR Switch to ON : - Removes previously connected power source(s) from both GEN BUSSES - Connects the External Ground Power to both GEN BUSSES provided the power quality is correct - De-activates the GND SERV switch and switches the GND SERV BUS to GEN BUS No 1 Positioning the APU GEN Switch to either GEN BUS with External GND PWR supplying both GEN BUSSES : - Removes the GND PWR from the respective GEN BUS and connects APU generator to the GEN BUS provided power quality is correct

EXTERNAL DC POWER The DC Power Receptacle is located in the E&E compartment. When external DC Power is connected, it is paralleled with the Battery and it will power all circuits normally supplied by the Battery. In the event the airplane Battery is depleted, the APU can be started using External DC Power. External DC Power is not to be used to charge a depleted Battery.

GROUND SERVICE BUS The GND SERV BUS powers the Battery Charger, the Equipment Cooling (normal) and miscellaneous service lights and outlets. Positioning the Ground Service Switch to OFF disconnects the External Power from the GND SERV BUS. This switch trips to OFF automatically when the GND PWR Switch in the Cockpit is positioned to ON.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.7

BUS TRANSFER SYSTEM The Bus Transfer System transfers electrical power as follows : - Automatic transfer of TFR BUS to its back-up source (opposite GEN BUS) upon loss of the GEN BUS - Automatic transfer of BAT CHGR to its back-up source (MAIN AC BUS 2) in case of power loss on GND SERV BUS - Allows TR2 and TR3 to supply power to DC BUS 1 (back-up feature for TR1) With the Bus Transfer Switch in AUTO, the TR3 Disconnect Relay opens automatically upon G/S capture during a single or dual F/D or A/P ILS Approach. Refer to

MRG [TR FAILURE]

POWER DISTRIBUTION GENERATOR BUSES

Heavy Loads

TRANSFER & ELECTR. BUSES

Essential Loads

MAIN BUSES

Non-Essential Loads

BATTERY & STANDBY BUSES

Loads essential for safety of flight

EXTERNAL & SERVICE BUSES

External and Ground Service

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.8

ELECTRICAL POWER SCHEMATIC

EXTERNAL AC RECEPTACLE 115 VAC EXTERNAL BUS APU GEN GEN

2

1

115 VAC GENERATOR BUS 1

GND SERV

115 VAC GND SERV BUS

115 VAC GENERATOR BUS 2

BUS XFR

115 VAC MAIN BUS 1

GEN

BUS XFR

115 VAC TRANSFER BUS 1

28 VAC MAIN BUS 1

115 VAC TRANSFER BUS 2

28 VAC TRANSFER BUS 1

28 VAC TRANSFER BUS 2

115 VAC ELECTRONIC BUS 1

115 VAC ELECTRONIC BUS 2

115 VAC MAIN BUS 2 28 VAC MAIN BUS 2

TR 1

TR 2

TR 3

BUS XFR TR3 DISCONNECT RELAY 28 VDC BUS 1

28 VDC BUS 2

28 VDC ELECTRONIC BUS 1

115 VAC STANDBY BUS

28 VDC ELECTRONIC BUS 2

28 VDC STANDBY BUS

28 VDC BATTERY BUS

INV

STANDBY PWR

BATTERY

BATTERY 28 VDC HOT BATTERY BUS

APU STARTER

BATT CHARGER BATTERY 28 VDC SWITCHED HOT BATT. BUS 28 VDC NiCd BATTERY

EXTERNAL DC RECEPTACLE

BUS XFR

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.9

DETERMINE FAILED ELECTRICAL BUS

To easily determine which Electrical Bus has failed, refer to the illumination of the four Main Tank Fuel Boost Pump Low Pressure amber Light as described below. One or several Low Pressure amber lights will illuminate when either the Fuel Boost Pump or the Fuel Boost Pump Control has lost its AC respectively its DC power source. Loss of TFR BUS 1

LOW PRESSURE

Loss of TFR BUS 2

LOW PRESSURE

Loss of MAIN BUS 1

LOW PRESSURE

Loss of MAIN BUS 2

LOW PRESSURE

Loss of DC BUS 1

LOW PRESSURE

Loss of DC BUS 2

LOW PRESSURE

(confirmed by the TFR BUS OFF amber light, unless its circuit breaker has tripped)

LOW PRESSURE

LOW PRESSURE

LOW PRESSURE

(confirmed by the TFR BUS OFF amber light, unless its circuit breaker has tripped)

LOW PRESSURE

LOW PRESSURE

LOW PRESSURE

(and GEN BUS 1 if BUS OFF amber light is illuminated)

LOW PRESSURE

LOW PRESSURE

LOW PRESSURE

(and GEN BUS 2 if BUS OFF amber light is illuminated) (also Fuel Temperature Indicator INOP)

LOW PRESSURE

LOW PRESSURE

LOW PRESSURE

(or failure of TR1 with TR3 Disconnect Relay open)

LOW PRESSURE

LOW PRESSURE

LOW PRESSURE

(or failure of TR2 + TR3 with TR3 Disconnect Relay open)

LOW PRESSURE

LOW PRESSURE

LOW PRESSURE

Loss of AC STBY BUS (confirmed by the STANDBY PWR OFF amber light) all Fuel Quantity Indicators INOP ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.10

BUS OFF

P6-4B

P6-11A

P6-12A

A second APU start attempt is permitted. Check APU P18-5C. With the APU not available, the BUS OFF amber light remains illuminated. Accomplish NNC [BUS OFF]

If the APU is running but the APU Generator cannot be connected to the BUS, keep the APU running. Try to connect again after 5 minutes. Keep APU running in case the remaining Generator fails.

Notice that with the Engine running, the CSD Oil LOW PRESSURE / Generator DRIVE or HIGH OIL TEMP amber lights should NOT illuminate ! Keep all switches of any un-powered system in the ON position ! (Fuel Boost Pump, Hydraulic Pump, Anti-Ice, Pitot Heat, etc) Check FMC for possible position shift or loss of data. Set AUTO/MANUAL selection back to AUTO on the VHF NAV Control Panel. (As installed)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.11

GENERATOR BUS 1 The BATT CHGR automatically switches to its back-up source. Frequently check the Battery Voltage. With the Battery Voltage rapidly decreasing, consider a Battery Charger malfunctioning : land within 30 min !

MRG [ELECTRICAL POWER DISTRIBUTION] for a detailed list of affected Refer to items on the following busses :

GENERATOR BUS 1 - 115VAC

GROUND SERVICE BUS - 115VAC

MAIN BUS 1 - 115VAC

MAIN BUS 1 - 28VAC

Special attention should be given to the following : Section

Remarks

Air Systems

Equipment Cooling Normal INOP, switch to ALTN

Anti-Ice, Rain

Left Elevator Pitot Heat INOP : avoid icing conditions Window Heat L1-L4-L5 and R2-(R3) INOP : speed 250 KIAS below 10.000 feet due to birdstrike risk - pull Forward Window Defogging, FO becomes PF

Flight Manag. Navigation Fuel

F/D 1 will be lost upon G/S capture ILS approach Center Tank Right Fuel Boost Pump INOP : Open crossfeed for equal consumption of center tank fuel

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.12

GENERATOR BUS 2 Refer to MRG [ELECTRICAL POWER DISTRIBUTION] for a detailed list of affected items on the following busses :

GENERATOR BUS 2 - 115VAC MAIN BUS 2 - 115VAC

MAIN BUS 2 - 28VAC

Special attention should be given to the following :

Section

Remarks

Air Systems

Equipment Cooling Alternate INOP

Anti-Ice, Rain

Right Elevator Pitot Heat INOP : avoid icing conditions Window Heat L2-(L3) and R1-R4-R5 INOP : speed 250 KIAS below 10.000 feet due to birdstrike risk - pull Forward Window Defogging, Captain becomes PF Temperature Probe Heat INOP : refer to

NNC [AIRSPEED

Electrical

UNRELIABLE] and TR3 INOP

Engines, APU

Engine Vibration Indicators INOP (non-EIS) (??? TFR BUS 1)

Flight Controls

Nose Gear Rudder Pedal Steering INOP : after landing assist by Nose Wheel Steering

Flight Manag. Navigation

PI [FLIGHT WITH UNRELIABLE AIRSPEED]

F/D 2 will be lost upon G/S capture ILS approach Center Tank Left Fuel Boost Pump INOP : Open crossfeed for equal consumption of Center Tank Fuel Fuel Temperature Indicator INOP : avoid extended operation at high altitude

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.13

SUBSEQUENT FAILURE(S)

ENGINE DRIVEN HYDRAULIC PUMP LOW PRESSURE same hydraulic system Check Hydraulic Pump

P6-11C and P6-12C

Loss of hydraulic system. Accomplish

NNC [LOSS OF HYDRAULIC SYSTEM x]

ENGINE FAILURE opposite side An Engine Failure opposite side will result in : - Loss of respective hydraulic system : - With the Fire Handle pulled (severe damage) ; - The hydraulic system is lost without any indication on the Annunciator panel ! - Check indication on Hydraulic Pressure Gauge - With the Fire Handle not pulled ; - Try to restart the engine if parameters permit - The hydraulic system pressure is still available due to windmilling, but the system will be lost upon airplane deceleration - Configure landing configuration at maximum allowed placard speeds using remaining hydraulic system pressure - Perform

[LOSS OF SYSTEM x] afterwards

- Loss of Both Engine Driven Generators, in case the APU cannot be connected to the dead engine GEN BUS.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.14

ELECTRICAL SMOKE / FUMES OR FIRE

Electrical Smoke can be identified by its typical odor of burned isolation, blue color, possibly toxic and irritating eyes. It can also be identified by visual confirmation as being from an electrical source such as an instrument panel, breaker panel or galley. Refer to Fire and Smoke Drills VEX-B 3.2

TUI-B 3.11.1.3

VCAM 4.13 Refer to

MRG [General - SMOKE] for additional information

The Bus Transfer Switch may not be reset, even with a loss of the TFR BUS

Do not restore any popped Circuit Breakers !

Time permitting, accomplish

NNC [SMOKE/FUMES REMOVAL]

With the TFR BUS 2 un-powered, the Smoke Removal Checklist must be accomplished with Pressurization in MANUAL DC Mode !

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.15

APU GEN OFF BUS DOES NOT ILLUMINATE

APU Governing Speed >= 95% RPM APU Generator Frequency >= 380 Hz

AND

APU Generator not powering any GEN BUS

APU GEN OFF BUS

If during / after APU Start the APU GEN OFF BUS blue light fails to illuminate within the time limit of the APU start cycle, the APU may have failed to attain starter cutout speed. If ignition has occurred, a hung start may be in progress.

On GND, the APU Generator can power both GEN BUSSES. In FLT the APU can only be connected to one GEN BUS at the time. However, in the unlikely event you would forget to place both Engine Driven Generators on bus after engine start, if you takeoff with the APU connected to both GEN BUSSES, it will continue to power both.

GROUND POWER AVAILABLE

External Power Bus is powered by ground power supply

GRD POWER AVAILABLE

The GRD POWER AVAILABLE blue light does not indicate a good quality of the ground power supply connected to the External Power Receptacle. A quality check is done when switching the GRD PWR onto a GEN BUS.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.16

CSD / GENERATOR DRIVE LOW OIL PRESSURE OR HIGH OIL TEMPERATURE P6-4E (As Installed)

CSD GD

Constant Speed Drive Generator Drive

LOW OIL PRESSURE

Oil Pressure in Drive < 120 PSI (As Installed)

Oil Temperature in Drive > 157°C - 315°F

DRIVE HIGH OIL TEMP

A CSD Low Oil Pressure / GD Drive amber light immediately after engine start indicates that the Drive has been disconnected prior engine start. Shutdown the engine and reconnect the Drive.

The Drive Disconnect Switch is spring-loaded and has to be held in down position for at least one second. However, holding this Switch for too long (5 seconds or longer) may burn the Disconnect Solenoid ! Disconnecting the Drive results in : - the LOW OIL PRESSURE / DRIVE amber light to illuminate or to remain illuminated - in case of high oil temperature, the HIGH OIL TEMP amber light to remain illuminated until the Drive oil temperature drops below limits - the respective BUS OFF amber light to illuminate Push the RESID VOLT button to verify that Residual Voltage is indicating zero. (AC Voltmeter inner scale indicating between 0 and 5 AMPS) Check FMC for possible position shift or loss of data. Set AUTO/MANUAL selection back to AUTO on the VHF NAV Control Panel. (As installed)

The TFR BUS OFF amber light and the STANDBY PWR OFF amber light should NOT illuminate !

A second APU start attempt is permitted. Check APU P18-5C With the APU not available, the BUS OFF amber light remains illuminated. Accomplish NNC [BUS OFF] ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.17

If the APU is running but the APU Generator cannot be connected to the BUS, keep the APU running. Try to connect again after 5 minutes. Keep the APU running in case that the remaining Generator would fail.

The DRIVE maintains a constant generator speed throughout the normal operating range from the engine RPM. The APU Generator is identical to the Engine Generators but it has no CSD since the APU itself is governed. A malfunctioning DRIVE has to be disconnected in order to prevent damage in the Engine through the N2-gear box. A DRIVE can also be connected with the Engine not running.

INLET

RISE

CONDITION

80°C - 120°C

10°C - 20°C

175°F - 250°F

50°F - 70°F

Normal operation range

High

Normal

Drive Low Oil Quantity

High

High

Poor Drive or high Load

High

Low

Poor Heat Exchanger

Low

High

Cold Drive Oil

Low

Low

Low Load

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.18

(As Installed) LOW OIL PRESSURE HIGH OIL TEMP

DISCONNECT

DRIVE TEMP RISE

IN DRIVE CAN BE RECONNECTED ONLY ON GRD 10 0 40

RISE 20

80 IN 120 160

3 0

GEN DRIVE OIL TEMP °C

T

CSD / GD OIL COOLER FAN AIR

CSD GD

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.19

LOSS OF BOTH ENGINE DRIVEN GENERATORS P6-4E

Do NOT connect GEN on bus by recall ! Following the checklist, the Galley Power, the Bus TFR and the Hydraulic Electric Pumps should be selected OFF first to avoid current peak Do NOT abort Takeoff - Antiskid is INOP (V1 for Antiskid INOP is roughly 20 kts lower) - RTO is INOP - No immediate awareness of aircraft speed versus V1 - No automatic extension of Speed Brakes Switch on Cockpit Dome Light BRIGHT as soon as practical Monitor Standby ASI for actual speed versus V1 The Standby Horizon displays a flag due to power loss, however instrument is reliable for rotation (gyro spool down takes a while) Once airborne - Captain is PF - Electrical Trim INOP - Maintain Takeoff Flaps setting (Flap position indicator INOP) - Level off at MSA/MGA since airplane is un-pressurized ! (caution : no Altitude Alert to level off) - "PAN-PAN" (3x) - Request radar vectors - Fly raw navigation (Full Rose) due to possible IRS drift - Autothrottle has disconnected ! - Maintain speed between yellow bars speed-tape EADI

Once airborne, STBY AC BUS and STBY DC BUS automatically switch to their back-up source. The STANDBY PWR OFF amber light should not be illuminated !

If unable to recover any GEN BUS : - "MAYDAY" (3x) - Land within 30 minutes - Above FL300 thrust deterioration or engine flameout may occur With only one GEN BUS recovered and only one Generator available : - "PAN-PAN" (3x) - Land at the nearest suitable airport

APU .......... Start and on bus - connect preferable on GEN BUS No 2 to supply TR3 - if unable to connect the APU to BUS No 2, connect it to BUS No 1

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.20

- if the loss of both generators was caused by an engine failure, connect the APU to the bus of the operating engine in order to recover both hydraulic systems! - only one APU start attempt is recommended to conserve battery power. A second start attempt could be considered below 25.000 feet, as the probability to start the APU increases. (especially Garret APU)

(EFIS) IRS MODE SELECTOR SWITCHES ....... ATT - wings must be level, airplane may climb or descent, however, without acc./deceleration for 30 seconds - the Magnetic Heading can be inserted in the FMC (POS INIT PAGE : 3 digits) or through the ISDU Keyboard on the Aft OVHD Panel (HDG/STS position : 4 (Litton) H+3 (Honeywell) digits without decimal). Before entering the Magnetic Compass reading, it must be corrected for deviation using the Compass Deviation Card. - the IRS drifts like a conventional gyro. Heading entry should be updated every 15 minutes and before commencing approach ! - check FMC for possible position shift or loss of data. Set AUTO/MANUAL selection back to AUTO on the VHF NAV Control Panel. (As installed)

With the APU generator connected to either GEN BUS, the only caution light to be illuminated on the Electrical Panel is one BUS OFF amber light. Verify if the TFR BUS OFF amber light and the STANDBY PWR OFF amber light are not illuminated ! Accomplish

NNC [BUS OFF]

Check ALL Circuit Breakers IN, some may have popped out

(EFIS) With a late recovery of TFR BUS No 2 (after 5 minutes on DC), right IRS may be lost. Due to high electrical tensions even both IRS may be lost, indicated by both EADI/EHSI turned blank and both IRS FAULT amber lights on. NNC [IRS FAULT] and refer to Accomplish Autopilot, etc.

MRG [IRS FAULT] how to recover

(As installed) On aircraft equipped with a small Battery, the Captain’s EADI/EHSI is not connected to the Standby Bus. The Standby Horizon and Altimeter-Airspeed Indicator are the only instruments available when on Battery. Such aircraft can be recognized by having an ILS on the Standby Horizon, though this in turn does not always mean that the aircraft is actually equipped with a small Battery.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.21

Refer to MRG [ELECTRICAL POWER DISTRIBUTION] for a detailed list of affected items on all busses, except BATTERY & STANDBY BUSES

Special attention should be given to the following :

Section

Remarks

General

Automatic Pax Oxygen Control and Release INOP. Manual control is

Air Systems

P18-3F available. Air/Gnd Relay operates normal (CPCS) Auto, Standby and Manual AC Mode INOP. At lower altitude, select MAN DC and open Outflow Valve to land P6-4F un-pressurized. (DCPCS) Auto and Altn Mode INOP. At lower altitude, select

Anti-Ice, Rain

Manual and open Outflow Valve to land un-pressurized. Pitot and Pitot Static Heat INOP : avoid icing conditions Temperature Probe Heat INOP : refer to UNRELIABLE] and

P6-4F

NNC [AIRSPEED

PI [FLIGHT WITH UNRELIABLE AIRSPEED]

Window Heat all INOP : speed 250 KIAS below 10.000 feet due to birdstrike risk - pull Forward Window Defogging Eng. No 2 Anti-Ice INOP. Eng. No 1 Anti-Ice and Wing TAI available. Automatic Flight Communications

Autopilot A and B INOP VHF No 1 and PA available for both Capt. And F/O. VHF No 1 and PA no automatic transfer when on GND. Select STBY PWR to BAT on short final or upon touchdown.

Electrical

Engines CSD Low Oil Pressure / Drive amber light INOP : monitor CSD operation closely

Engines, APU

Engine Reversers available upon landing Right Ignition is available. Select Ignition Selector switch to Right. P6-2B (non-EIS) N1%-N2%-EGT and all 4 amber lights available (EIS) Primary Panel (N1%-N2%-EGT-FF) and all 4 amber lights available

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.22

Flight Controls

All TE and LE Flaps indications INOP : TE and LE Flaps still available, however, without asymmetry protection which is based on the needles of the INOP indicator. Extend Flaps step by step and monitor Control Wheel for any roll. TE Flap Alternate Electric Motor INOP

Flight Instrum. Displays

Flight Manag. Navigation

Speed Brakes Auto Extension INOP. Extend manually upon landing Standby Magnetic Compass Light, Dome Light(s), Emergency P6-3A Instrument Flood Lights available. Navigation Lights with steady trailing edge lights available only when P18-3A/B Nav Light switch in position Steady. IRS 2 on DC resulting in IRS FAULT after 5 minutes. Perform

NNC [IRS FAULT].

FMC Buffet Alert : enter ZFW, check FMC for possible other data loss Fuel

Hydraulics Landing Gear

All Fuel Pumps are INOP, Center Tank Fuel no longer available (you have to land within 30 min. anyway) P6-3A and Fuel Crossfeed Fuel Quantity Indicators 3C are available System A & B Pressure indications INOP Outboard Antiskid INOP. Landing minima CAT I 200ft-700m. Refer to

P6-

FPPM 1.3 [LANDING FIELD LENGTH LIMIT Brakes A]

or PI [NON-NORMAL CONFIG. LANDING DISTANCE] Autobrakes INOP ATC

Landing Gear green/red indication normal Use "clicks" to reply to ATC in order to conserve battery life. P18-2D

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.23

AOM 6.20.16 [ALL GENERATORS INOP]

The following systems remain available :

1

Airplane General, Emergency Equipment, Doors, Windows Air Stair Standby Operation Light - Emergency Exit Light - Entry (dim) Light - Position Light – Standby Compass Oxygen System Crew and Passenger

2

Air Systems Pack Valves Altitude Warning Horn Pressure Control Manual DC Mode (CPCS) Pressure Control Manual Mode (DCPCS) PACKT TRIP OFF / PACK amber lights BLEED TRIP OFF amber lights

3

Anti-Ice, Rain

4

Automatic Flight

5

Communications VHF 1 Flight Interphone PA System

6

Electrical STANDBY PWR OFF amber light External Power Control Generator Power Control (APU and Engines)

7

Engines, APU Tacho %N1 %N2 Indicator Engine Fuel Flow Indicator (non-EIS) Engine EGT Indicator Ignition (right only) Start Valves Thrust Reverser

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.24

8

Fire Protection Detection / Protection (APU and Engines) Fire Extinguisher Bottles (APU and Engines)

9

Flight Controls

10

Flight Instruments, Displays ADF 1 RDMI Captain Clocks Standby Horizon Indicator Standby Airspeed/Altitude Indicator

11

Flight Management, Navigation IRS 1 (AC and DC) IRS 2 (DC) VHF NAV 1

12

Fuel Fuel Crossfeed Valve Fuel Shut Off Valves Fuel Quantity Indicators FUEL VALVE CLOSED blue light

13

Hydraulics Hydraulic SOV Engine Standby Rudder SOV

14

Landing Gear ANTISKID INOP amber light Anti-Skid (inboard only) Parking Brake

15

Warning Systems Aural Warnings Master Caution and Recall Stall Warning

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.25

STANDBY POWER OFF

Illumination of the STBY PWR OFF amber light indicates that the STBY AC BUS is de-energized. The STBY DC BUS may or may not be powered. Select DC Ammeter and Voltmeter to STBY to verify.

The Standby AC and DC Power consists of the following features : - In case of power loss on TFR BUS 1 : automatic or manual transfer of the STBY AC BUS to its alternate source through the INV, i.e. to the Battery - In case of power loss on DC BUS 1 : automatic or manual transfer of the STBY DC BUS to its alternate source, i.e. the BAT BUS

The automatic transfer of Standby Power is an in-flight feature only.

STANDBY DC MRG [ELECTRICAL POWER DISTRIBUTION] for a detailed list of affected Refer to items on the following bus :

STANDBY BUS - 28VDC

Special attention should be given to the following :

Section

Remarks

Air Systems

(CPCS) Pressurization Manual DC Mode U/S

Communications

VHF No 1 INOP

Engines, APU

Engines N2% and EGT indications INOP

Flight Instrum. Displays

ADF 1 INOP

VHF-NAV 1 (VOR-ILS) INOP

Warning Systems Stall Warning Capt. INOP

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.26

STANDBY AC Refer to MRG [ELECTRICAL POWER DISTRIBUTION] for a detailed list of affected items on the following bus :

STANDBY BUS - 115VAC

Special attention should be given to the following :

Section

Remarks

Engines, APU

Right Ignition INOP : select Ignition Switch to Left

Flight Instrum. Displays

F/O RDMI INOP (As installed)

Flight Manag. Navigation Fuel

FMC INOP EFI 1 INOP Fuel Quantity Indicators INOP : Fuel Qty in FMC still valid or refer to Fuel Used indication on Engine Instrument Panel

On GND

Refer to VEX-B 2.14.7.1 [STANDBY POWER TEST] for additional information

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.27

TRANSFER BUS OFF

P6-4B

P6-11A

P6-12A

In case of multiple malfunctions, priority should be given to this non-normal. The NNC may be performed by recall.

If the Transfer Bus trips, the TRANSFER BUS OFF amber light extinguishes ! However, the failure can easily be recognized by the illumination of the respective AFT Fuel Boost Pump LOW PRESSURE amber light as well as by loosing multiple essential flight instruments from the related ELEC BUS. Keep all switches of any un-powered system in the ON position ! (Fuel Boost Pump, Hydraulic Pump, Anti-Ice, Pitot Heat, etc) Check FMC for possible position shift or loss of data. Set AUTO/MANUAL selection back to AUTO on the VHF NAV Control Panel. (As installed)

TRANSFER BUS 1 STBY AC BUS and STBY DC BUS automatically switch to their back-up source. The STANDBY PWR OFF amber light should not be illuminated ! Check

P6-4F

Standby Power will be lost on GND : position STANDBY PWR switch to BAT in short final or after landing. MRG [ELECTRICAL POWER DISTRIBUTION] for a detailed list of affected Refer to items on the following busses : TRANSFER BUS 1 - 115VAC

ELECTRONIC BUS 1 - 115VAC

TRANSFER BUS 1 - 28VAC

When performing a F/D or A/P ILS approach, TR3 Disconnect Relay will open upon G/S capture, removing TR3 as back-up source for DC BUS 1 and ELECTRONIC BUS 1. DC BUS 1 - 28VDC

Refer to

ELECTRONIC BUS 1 - 28VDC

MRG [TR FAILURE] for additional information

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.28

Special attention should be given to the following :

Section

Remarks

Air Systems

Isolation Valve INOP Pneumatic Duct Pressure indicator INOP (300-500) Left Pack Air Mix Valve operation INOP Wing Body OVHT detection INOP (CPCS) Pressurization AUTO FAIL, system has switched automatically to the Standby Mode. Malfunction of the Standby Mode is not indicated, monitor closely.

Anti-Ice, Rain

Multiple Pitot Heat INOP : avoid icing conditions Left Wing Anti-Ice Valve stuck in last position. If stuck open and TAT above 10°C - 50°F, close Engine No 1 Bleed Air Valve

Electrical

Engine No 1 CSD Low Oil Pressure / Drive amber light INOP : monitor CSD operation closely

Engines, APU

Engine No 1 Oil Pressure/Temperature/Quantity indicator INOP Engine No 1 Left Ignition INOP : select Ignition Switch to Both (EIS) Secondary Engine Instruments Panel partially INOP

Fire Protection

Wheel Well Fire Detection and Warning INOP Lavatory Smoke Detection INOP

Flight Controls

Flaps Overhead LED Annunciator Panel INOP, forward LE FLAPS TRANSIT amber light and LE FLAPS EXT green light reliable Rudder Trim and Aileron Trim INOP

Hydraulics

System B Pressure indicator INOP

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.29

TRANSFER BUS 2 Refer to MRG [ELECTRICAL POWER DISTRIBUTION] for a detailed list of affected items on the following busses : TRANSFER BUS 2 - 115VAC

ELECTRONIC BUS 2 - 115VAC

TRANSFER BUS 2 - 28VAC

Special attention should be given to the following :

Section

Remarks

Air Systems

(300-500) Right Pack Air Mix Valve operation INOP (CPCS) Standby Mode INOP regardless illumination of STANDBY green light when selecting Standby Mode ! (CPCS) Manual AC Mode INOP : Smoke Removal NNC to be performed with Manual DC !

Anti-Ice, Rain

Multiple Pitot Heat INOP : avoid icing conditions Right Wing Anti-Ice Valve stuck in last position. If stuck open and TAT above 10°C - 50°F, close Engine No 2 Bleed Air Valve

Automatic Flight

Autopilot B INOP Autopilot A INOP after 5 minutes (due to IRS 2 FAULT). Refer to MRG [IRS FAULT] how to recover A/P A !

Electrical

Engine No 2 CSD Low Oil Pressure / Drive amber light INOP : monitor CSD operation closely

Engines, APU

Engine No 2 Oil Pressure/Temperature/Quantity indicator INOP Engine No 2 Left Ignition INOP : select Ignition Switch to Both (EIS) Secondary Engine Instruments Panel partially INOP

Flight Controls

TE Flaps Position Indicator INOP : TE Flaps still available, however without asymmetry protection which is based on the needles of the INOP indicator. Extend TE Flaps step by step and monitor Control Wheel for any roll. Speed Tape indications are reliable. TE Flap Alternate Electric Motor INOP Electric Trim INOP, A/P Trim still available ! Speed Brakes Auto Extension INOP : speed brakes may be used in FLT and on GND, extend manually upon landing

Flight Manag. Navigation

IRS 2 on DC resulting in IRS FAULT after 5 minutes. Perform the

NNC [IRS FAULT]

FMC Buffet Alert : enter ZFW, verify FMC for possible other data loss Hydraulics

System A Pressure indicator INOP

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.30

SUBSEQUENT FAILURE(S)

AIRCONDITIONING AUTO FAIL (with TFR BUS 2)

Since STBY Mode and MANUAL AC Mode are INOP, arrange cabin pressure using MANUAL DC

In combination with BUS OFF AMBER LIGHT same side

With the GENERATOR BUS same side un-powered, the Fuel System will be affected as follows : - Fuel Pumps Tank (affected side) both INOP - Center Tank Fuel Pump opposite side INOP - Keep X-feed closed to avoid imbalance due to unequal fuel pressure - Turn OFF (remaining / both) Center Tank Fuel Pumps - Check Range with Center Tank Fuel not available

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.31

TR FAILURE - DC BUS OFF

TR 1-2-3 : DC BUS 1-2 :

P6-4ABC P6-5

Refer to the DC Voltmeter indication to notice the difference between a failed TR and an un-powered DC BUS. Proper DC BUS 1-2 and TR3 power can also be checked on the EPAP.

NORMAL INDICATION TR 1 : TR 2 : TR 3 :

Volt

24-30 (*) 24-30 (*) 24-30

Amps

slight positive load slight positive load almost zero

Volt

24-30 (*) 24-30 (*) 0

Amps

0 0 0

0 (*) 0 (*) no bus

Amps

slight positive load slight positive load

TR FAILURE TR 1 : TR 2 : TR 3 :

UN-POWERED DC BUS TR 1 : TR 2 : TR 3 :

Volt

(*) Voltage in fact is depicted on respective DC BUS, not as TR output On GND DDPG-MEL 24-6 : Malfunction of any TR results in a NOGO

TR3 Disconnect Relay is closed in normal operation and is commended open ; - (automatically) upon GS capture during a F/D and/or A/P ILS Approach - (manually) when selecting the BUS XFR switch to OFF Therefore, with TR3 Disconnect Relay closed in normal operation, TR1 and TR2 share load on DC BUS 1-2 and should always show equal DC AMPS.

Since both TR1 and TR2 have back-up, a failed TR is not immediately obvious. Flags on multiple instruments rather indicate power loss on respective DC BUS. Check DC BUS breakers ! ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.32

Since TR3 Disconnect Relay opens automatically at glide slope capture during a F/D or A/P ILS approach, TR1 will loose its back-up. In case of a failed TR1, several systems are affected as listed below, including Autopilot A and Capt. F/D. During go-around TR3 Disconnect Relay will close again, resulting in proper operation of Autopilot A and Capt. F/D. This scenario will recommence upon each glide slope capture ! Autopilot B and F/O F/D should be used for approach.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.33

DC BUS 1 Verify if the STBY DC BUS has switched automatically to its back-up source, i.e. the Battery. There is no indication (amber light) in case the STBY DC BUS is un-powered. Check DC Voltmeter indication ! MRG [ELECTRICAL POWER DISTRIBUTION] for a detailed list of affected Refer to items on the following bus :

DC BUS 1 - 28VDC

ELECTRONIC BUS 1 - 28VDC

Special attention should be given to the following : Section

Remarks

Air Systems

Engine No 1 Bleed Valve INOP (stuck in last position)

Anti-Ice, Rain

Engine No 1 Anti-Ice INOP

Automatic Flight

Autopilot A INOP Capt. F/D INOP Autothrottle INOP

Communications Electrical

PA INOP Engine No 1 CSD/GD Oil Temperature indication INOP STBY PWR automatic transfer feature INOP

Engines, APU

Engine No 1 FF indicator INOP (non-EIS) Engine No 1 N2% indicator INOP Engine Idle Control INOP Engine No 1 Thrust Reverser amber light INOP, Reverser available !

Flight Controls

Yaw Damper INOP Autoslat INOP LE Flap/Slat Indicator INOP, Overhead LED annunciator available !

Flight Instrum. Displays

Marker Beacons INOP

Fuel

Fuel Pump DC Control INOP (one in each Fuel Tank)

Captain Airspeed Indicator INOP

Hydraulics

System B Quantity Indicator INOP

Landing Gear

System A Electric Hydraulic Pump INOP Outboard Antiskid INOP. Landing minima CAT I 200ft-700m. Refer to

FPPM 1.3. [LANDING FIELD LENGTH LIMIT Brakes A]

or PI [NON-NORMAL CONFIG. LANDING DISTANCE] Autobrakes INOP

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.34

DC BUS 2 Refer to MRG [ELECTRICAL POWER DISTRIBUTION] for a detailed list of affected items on the following bus :

DC BUS 2 - 28VDC

ELECTRONIC BUS 2 - 28VDC

Special attention should be given to the following : Section Air Systems

Remarks Engine No 1 Bleed Valve INOP (stuck in last position) Mix Valves Position Indicators INOP

Anti-Ice, Rain Automatic Flight

Engine No 2 Anti-Ice INOP Autopilot B INOP F/O F/D INOP

Communications

VHF 2 INOP

Engines, APU

Engine No 2 FF indicator INOP Engine No 2 CSD/GD Oil Temperature indication INOP (non-EIS) Engine No 2 N2% indicator INOP Engine No 2 Thrust Reverser amber light INOP, Reverser available !

Flight Controls

Speed Brakes Auto Extend INOP, extend manually ! Autoslat INOP Main Stabilizer Trim Control INOP (As installed) Flap Load Relief INOP

Flight Instrum. Displays

F/O Airspeed Indicator INOP

Fuel

Fuel Pump DC Control INOP (one in each Fuel Tank)

Hydraulics

System B Electric Hydraulic Pump INOP System A Quantity Indicator INOP

Landing Gear

Autobrake Control INOP Nose Wheel steering INOP (As Installed)

Warning Systems Door Lights and Warnings INOP Passengers Passenger Signs INOP

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.35

TWO PHASE GENERATOR OPERATION

Multiple breakers trip, especially the 3-phase loads on the affected BUS. The Protection Circuit may not detect the error, since various 3-phase loads connected to the other GEN BUS are still operational.

There is no checklist for this problem. Verify indication of suspected Generator on AMMETER. If flight conditions permit, start APU and select on BUS.

SUBSEQUENT FAILURE(S)

BUS OFF opposite side

Loss of the opposite generator will cause the protection circuit to trip the twophase generator, resulting in a loss of both engine driven generators situation.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.36

RANDOM CIRCUIT BREAKER TRIP

Multiple breakers pop-out at random

With any relationship between affected systems : - suspect high tension (short circuit) on concerned bus - try to disconnect bus - suspect leak in air conditioning duct close to CB panel - select cooler air temperature left pack

Without any obvious relationship between affected systems : - suspect two-phase generator operation - refer to

MRG [TWO PHASE GENERATOR OPERATION]

RANDOM FLAGS ON INSTRUMENTS

Multiple flags on different instruments

Check any BUS breaker popped out :

P6-4

P6-5 P18-0 P18-5

(non-EFIS) :

Verify position two Master Switches

(EFIS) :

Verify BUS BREAKER Panel 18-0 Verify ELECTRONIC BUS 1-2

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.37

ELECTRICAL POWER SOURCE / BUS

GENERATOR BUS 1 - 115VAC

GENERATOR BUS 2 - 115VAC

Electric Hydraulic Pump Sys A Galley #1 and #2 Standby Hydraulic Pump – normal Window Heat – L1 L4 L5 Window Heat – R2 (R3 as installed)

Electric Hydraulic Pump Sys B Galley #3 Standby Hydraulic Pump – alternate Window Heat – L2 (L3 as installed) Window Heat – R1 R4 R5

MAIN BUS 1 - 115VAC

MAIN BUS 2 - 115VAC

Air Stair - Normal operation Alpha Vane AOA – left Drain mast – Airborne Equip. Cooling Supply Fan – normal Forward Outflow Valve Fuel Boost Pump - Center Tank Right Fuel Boost Pump - Main Tank 1 Forward Lavatory A – Toilet Flush Motor Lavatory A – Water Heater Lavatory C – Toilet Flush Motor Lavatory C – Water Heater Lights – Left Outboard Landing Lights Lights – Right Inboard Landing Light Lights – Nose Gear Taxi Light Re-circulation Fan – right (400) Pitot Heat – Left Elevator Window Heat Control – L1 Window Heat Control – R2 (R3)

MAIN BUS 1 - 28VAC

Alpha Vane AOA – right Battery charger – alternate Equip. Cooling Exhaust Fan – alternate Equip. Cooling Supply Fan – alternate Fuel Boost Pump - Center Tank Left Fuel Boost Pump - Main Tank 2 Forward Lavatory B – Toilet Flush Motor Lavatory B – Water Heater Nose Gear Rudder Pedal Steering Lights – Left Inboard Landing Lights Lights – Right Outboard Landing Light Re-circulation Fan – right (300-500) Re-circulation Fan – left (400) Pitot Heat – Right Elevator Temp Probe Heat – left Window Heat Control – R1 Window Heat Control – L2 (L3)

MAIN BUS 2 - 28VAC

Lights – Left Runway Turnoff Light Lights – Left Reading Light(s)

Fuel Temperature Indication Lights – Right Runway Turnoff Light Lights – Right Reading Light(s)

GROUND SERVICE BUS - 115VAC

EXTERNAL BUS - 115VAC

Battery charger - normal Cabin Service Outlets Equip. Cooling Exhaust Fan – normal Normal Cabin Lights

Bus Protection Panel Ground Service External Power Ground Fueling

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.38

TRANSFER BUS 1 - 115VAC

TRANSFER BUS 2 - 115VAC

Alpha Vane AOA – left Air Condition Isolation Valve Eng. No 1 CSD Low Oil Pressure Eng. No 1 CSD High Oil Temperature Eng. No 1 Ignition – Left Eng. No 1 Oil Quantity Indication Eng. No 1-2 AVM Indication Fuel Boost Pump - Main Tank 1 Aft Lights – Cockpit Background Light Pitot Static Heat Captain 1# Aux. Static Heat Captain Static Heat – FO 2# Aux. Pitot Static Heat FO Pressuriz. Control Auto (CPCS) Ram Door Modulation – left Temp. Control Auto – right (300-500) Temp. Control Man – left (300-500) Temp. Control – cont cabin (400) Trim – Aileron Trim – Rudder Wheel Well Fire Detection Wing Anti-Ice Valves Wing Body Overheat

Alpha Vane AOA – right Eng. No 2 CSD Low Oil Pressure Eng. No 2 CSD High Oil Temperature Eng. No 2 Ignition – Left Eng. No 2 Oil Quantity Indication Fuel Boost Pump - Main Tank 2 Aft Pitot Static Heat FO 2# Aux. Static Heat FO Static Heat Captain 1# Aux. Pitot Static Heat Captain Pressuriz. Control Standby (CPCS) Pressuriz. Control Manual AC (CPCS) Ram Door Modulation – right Temp. Control Auto – left (300-500) Temp. Control Man – right (300-500) Temp. Control – fwd cabin (400) Temp. Control – aft cabin (400) TE Flaps Alternate Electric Motor Trim – Stabilizer Trim Actuator

TRANSFER BUS 1 - 28VAC

TRANSFER BUS 2 - 28VAC

Auto Slat Controller 1 Eng. No 1 Oil Temp Indication Eng. No 1 Oil Pressure Indication Fasten Belts – No smoking Hydraulic System B Press Indication Lights – AFCS Flood Light Lights – Captain / Center Cockpit Panel Lights – Map Kit Lights – Control Stand Pneumatic Duct Pressure Indication Rudder Trim Indicator

Auto Slat Controller 2 Brake Pressure Indicator Eng. No 2 Oil Temp Indication Eng. No 2 Oil Pressure Indication Hydraulic System A Press. Indication Lights – FO Cockpit Panel Lights – Electronic and CB Panels Lights – Observer Reading Light Lights – Nav. Position Lights – normal TE Flaps Position Indicator

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.39

ELECTRONIC BUS 1 - 115VAC

ELECTRONIC BUS 2 - 115VAC

ADC 1 Aileron Force Limiter Autothrottle Captain Altimeter Captain EADI Captain EFIS Control Panel Captain EFIS SG Captain EHSI Captain Mach ASI Captain RA Captain VSI DME 1 Flight and Voice Recorders FMC FO CDU GPWS Mach Trim Control 1 TAS - SAT & TAT Digital Indicator Transponder ATC 1 Trim – A/P Stabilizer Yaw Damper

Captain CDU Captain RDMI DAA 2 DME 2 FO Altimeter FO EADI FO EFIS Control Panel FO EFIS SG FO EHSI FO Mach ASI FO RA FO VSI FMC IRS 2 Mach Trim Control 2 Stall Warning System 2 Transponder ATC 2 Weather Radar

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.40

DC BUS 1 - 28VDC

DC BUS 2 - 28VDC

Air Condition Temperature Indicator Anti-skid Outboard Air Stair Door – Normal operation Auto Slat DC Controller 1 Eng. No 1 Anti-Ice Eng. No 1 Bleed Valve Eng. No 1 CSD Oil Temp Indication Eng. No 1 Electric Hydraulic Pump Control Eng. No 1 Fuel Flow Indication Eng. No 1 N2% Indication (non-EIS) Eng. No 1 Thrust Reverser amber Light Engine Idle Control Flap SOV Flaps - LE Flaps/Slat Indicators Fuel Pump Control - Center Tank Left Fuel Pump Control - Main Tank 1 Aft Fuel Pump Control - Main Tank 2 Fwd Hydraulic System B Quantity Indicator Landing Gear Transfer Valves Lavatory – Smoke Detection Lights – Emergency Exit Lights Passenger – Crew Calls Pitot Static Indicator Captain PMC 2 Pressuriz. Control Auto DC (CPCS) Pressuriz. Control Auto 1 (DCPCS) PTU/LG Bypass Valve Controls Rain Repellent – left (As Installed) STBY PWR Auto Control System A Flight Control SOV Turbofan Valve – left Water Quantity Indication Window Heat Control – L1 Window Heat Control – R2 (R3) Windshield Wiper – right

Air Condition Mix Valve Position Indicators Autobrake Control Auto Slat DC Controller 2 Auto Speed Brakes Eng. No 2 Anti-Ice Eng. No 2 Bleed Valve Eng. No 2 CSD Oil Temp Indication Eng. No 2 Electric Hydraulic Pump Control Eng. No 2 Fuel Flow Indication Eng. No 2 N2% Indication (non-EIS) Eng. No 2 Thrust Reverser amber Light Equip. Cooling Exhaust Fan Control – normal Equip. Cooling Exhaust Fan Control – alternate Flap Load Limiter Fuel Pump Control - Center Tank Right Fuel Pump Control - Main Tank 1 Fwd Fuel Pump Control - Main Tank 2 Aft Hydraulic System A Quantity Indicator Lights – Door Lights and Warning Nose Gear Steering Passengers Signs Control Pitot Static Indicator FO Pressuriz. Control Standby DC (CPCS) Pressuriz. Control Auto 2 (DCPCS) PMC 1 Rain Repellent – right (As Installed) Re-circulation Fan Control Spoiler SOV System B Flight Control SOV Trim – Stabilizer Trim Control – main Turbofan Valve – right Window Heat Control – R1 Window Heat Control – L2 (L3)

ELECTRONIC BUS 2 - 28VDC

ELECTRONIC BUS 1 - 28VDC

Audio Panel – Capt + FO Audio Panel – Observer DAA 2 DME 2 FCC - B Interphone system Mach Trim - B Mach Warning 2 Stall Warning 2 VHF Comm 2 VOR/LOC NAV 2

Autothrottle DAA 1 FCC - A Mach Trim - A Mach Warning 1 Marker Beacons MCP (DC) Thrust Mode Annunciation VHF Comm 3 Yaw Damper

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.41

BATTERY BUS - 28VDC

HOT BATTERY BUS - 28VDC

Air Stair Door - Standby operation APU Starter APU Fire Extinguisher Auxiliary Tank Fuel Valve BAT BUS Control – Auto and Manual Clock (timer) Eng. No 1 Fuel SOV Eng. No 2 Fuel SOV External Power Control Fire Extinguisher – R and L Bottle HOT BAT BUS Indication STBY PWR Indication

SWITCHED HOT BATTERY BUS - 28VDC

APU Generator Control Autopilot A & B Warnings DAA 1 (DC) Fuel SOV Indication Fueling Valves IRS No 1 (DC) IRS No 2 (DC) Thrust Reverse Control

STANDBY BUS - 115VAC

ADF (AC) 1 ADS Computer 1 DAA 1 (AC) FMC INV Voltage Indication IRS L (AC) 1 Emergency Background Lights Eng. No 1 Ignition – Right Eng. No 2 Ignition – Right Fuel Quantity and Summation Unit RDMl both (IRS - both on L)

STANDBY BUS - 28VDC

ADF (DC) 1 DC STBY BUS Indication Engines N2% Indication Engines EGT Indication Instrument Transfer Pressuriz. Control Manual DC (CPCS) StaIl Warning 1 Standby Altimeter / Airspeed Indicator VHF Comm 1 VOR / lLS NAV 1

Air Conditioning Pack Valves Air Conditioning Overheat Lights Air Stair - Standby operation Anti-skid Fail Warning Anti-skid Inboard APU Bleed Valve APU Ignition Audio Panel Capt – FO - OBS Aural Warnings BAT BUS DC Indication Clock Display CSD / Drive Control and Disconnection EFIS switching Eng. Hydraulic Fluid SOV Eng. No 1 Starter Valve Eng. No 2 Starter Valve Engines Anti-Ice Control Engines Fuel Flow Indication (EIS) Engines N1% Indication Equip. Cooling Supply Fan Control – normal External Power Control Fire Detection Flight Recorder Fuel Cross-feed Valve Fueling Power Control Interphone System INV Control IRS DC Control IRS switching Landing Gear Air/Gnd Relay Landing Gear Aural Warning Landing Gear Lever Latch and Warning Landing Gear Lights Lights - Dome & Standby Flood Lights – Nav. Position Lights – BATT Low Oil Pressure Lights Marker Beacons Master Caution Annunciation MCP course – right side Nose Strut switch Oxygen System – Cockpit and Cabin Parking Brake switch Parking Brake Control Pressuriz. Control Manual (DCPCS) Public Address Amplifier Ram Door Controls Ram Door blue lights Standby Horizon Standby Rudder Valve and Control Thrust Reverse TFR BUS Indication Wing Anti-Ice Control

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

6 - Electrical – p.42

ELECTRICAL POWER SOURCE / ITEM

A 1# Aux. Pitot Static Heat – captain 1# Aux. Static Heat – captain 2# Aux. Pitot Static Heat – FO 2# Aux. Static Heat – FO ADC 1 ADF (AC) 1 ADF (DC) 1 ADS Computer 1 Aileron Force Limiter Air Condition Isolation Valve Air Condition Mix Valve Position Indicators Air Condition Temperature Indicator Air Conditioning Overheat Lights Air Stair – Normal operation Air Stair – Standby operation Air Stair Door – Normal operation Air Stair Door – Standby operation Alpha Vane AOA – left Alpha Vane AOA – left Alpha Vane AOA – right Alpha Vane AOA – right Altimeter Captain Altimeter FO Anti-skid Fail Warning Anti-skid Inboard Anti-skid Outboard APU Bleed Valve APU Fire Extinguisher APU Generator Control APU Ignition APU Starter Audio Panel – Capt + FO + OBS Audio Panel – Capt + FO + OBS Aural Warnings Autobrake Control Auto Slat Controller 1 Auto Slat Controller 2 Auto Slat DC Controller 1 Auto Slat DC Controller 2 Auto Speed Brakes Autopilot A & B Warnings Autothrottle Autothrottle Auxiliary Tank Fuel Valve

Transfer Bus 2 - 115VAC Transfer Bus 1 - 115VAC Transfer Bus 1 - 115VAC Transfer Bus 2 - 115VAC Electronic Bus 1 - 115VAC Standby Bus - 115VAC Standby Bus - 28VDC Standby Bus - 115VAC Electronic Bus 1 - 115VAC Transfer Bus 1 - 115VAC DC Bus 2 - 28VDC DC Bus 1 - 28VDC Battery Bus - 28VDC Main Bus 1 - 115VAC Battery Bus - 28VDC DC Bus 1 - 28VDC Hot Battery Bus - 28VDC Main Bus 1 - 115VAC Transfer Bus 1 - 115VAC Main Bus 2 - 115VAC Transfer Bus 2 - 115VAC Electronic Bus 1 - 115VAC Electronic Bus 2 - 115VAC Battery Bus - 28VDC Battery Bus - 28VDC DC Bus 1 - 28VDC Battery Bus - 28VDC Hot Battery Bus - 28VDC Switched Hot Battery Bus - 28VDC Battery Bus - 28VDC Hot Battery Bus - 28VDC Electronic Bus 2 - 28VDC Battery Bus - 28VDC Battery Bus - 28VDC DC Bus 2 - 28VDC Transfer Bus 1 - 28VAC Transfer Bus 2 - 28VAC DC Bus 1 - 28VDC DC Bus 2 - 28VDC DC Bus 2 - 28VDC Switched Hot Battery Bus - 28VDC Electronic Bus 1 - 115VAC Electronic Bus 1 - 28VDC Hot Battery Bus - 28VDC

BAT BUS Control – Auto and Manual BAT BUS DC Indication Battery charger – alternate Battery charger - normal

Hot Battery Bus - 28VDC Battery Bus - 28VDC Main Bus 2 - 115VAC Ground Service Bus - 115VAC

B

________________________________________________________________________ Patrick BOONE - B737 Management Reference Guide

6 - Electrical - 43

Brake Pressure Indicator Bus Protection Panel

Transfer Bus 2 - 28VAC External Bus - 115VAC

Cabin Service Outlets CDU Captain CDU FO Clock (timer) Clock Display CSD / Drive Control and Disconnection

Ground Service Bus - 115VAC Electronic Bus 2 - 115VAC Electronic Bus 1 - 115VAC Hot Battery Bus - 28VDC Battery Bus - 28VDC Battery Bus - 28VDC

DAA 1 DAA 2 DAA 2 DAA 1 (AC) DAA 1 (DC) DC STBY BUS Indication DME 1 DME 2 DME 2 Drain mast – Airborne

Electronic Bus 1 - 28VDC Electronic Bus 2 - 115VAC Electronic Bus 2 - 28VDC Standby Bus - 115VAC Switched Hot Battery Bus - 28VDC Standby Bus - 28VDC Electronic Bus 1 - 115VAC Electronic Bus 2 - 115VAC Electronic Bus 2 - 28VDC Main Bus 1 - 115VAC

EADI Captain EADI FO EFIS Control Panel Captain EFIS Control Panel FO EFIS Switching EHSI Captain EHSI FO Electric Hydraulic Pump Sys A Electric Hydraulic Pump Sys B Emergency Background Lights Eng. Hydraulic Fluid SOV Eng. No 1 Anti-Ice Eng. No 1 Bleed Valve Eng. No 1 CSD High Oil Temperature Eng. No 1 CSD Low Oil Pressure Eng. No 1 CSD Oil Temp Indication Eng. No 1 Electric Hydraulic Pump Control Eng. No 1 Fuel Flow Indication Eng. No 1 Fuel SOV Eng. No 1 Ignition – Left Eng. No 1 Ignition – Right Eng. No 1 N2% Indication (non-EIS) Eng. No 1 Oil Pressure Indication Eng. No 1 Oil Quantity Indication Eng. No 1 Oil Temp Indication Eng. No 1-2 AVM Indication Eng. No 1 Starter Valve Eng. No 1 Thrust Reverser amber Light Eng. No 2 Anti-Ice

Electronic Bus 1 - 115VAC Electronic Bus 2 - 115VAC Electronic Bus 1 - 115VAC Electronic Bus 2 - 115VAC Battery Bus - 28VDC Electronic Bus 1 - 115VAC Electronic Bus 2 - 115VAC Generator Bus 1 – 115 VAC Generator Bus 2 - 115VAC Standby Bus - 115VAC Battery Bus - 28VDC DC Bus 1 - 28VDC DC Bus 1 - 28VDC Transfer Bus 1 - 115VAC Transfer Bus 1 - 115VAC DC Bus 1 - 28VDC DC Bus 1 - 28VDC DC Bus 1 - 28VDC Hot Battery Bus - 28VDC Transfer Bus 1 - 115VAC Standby Bus - 115VAC DC Bus 1 - 28VDC Transfer Bus 1 - 28VAC Transfer Bus 1 - 115VAC Transfer Bus 1 - 28VAC Transfer Bus 1 - 28VAC Battery Bus - 28VDC DC Bus 1 - 28VDC DC Bus 2 - 28VDC

C

D

E

________________________________________________________________________ Patrick BOONE - B737 Management Reference Guide

6 - Electrical - 44

Eng. No 2 Bleed Valve Eng. No 2 CSD High Oil Temperature Eng. No 2 CSD Low Oil Pressure Eng. No 2 CSD Oil Temp Indication Eng. No 2 Electric Hydraulic Pump Control Eng. No 2 Fuel Flow Indication Eng. No 2 Fuel SOV Eng. No 2 Ignition – Left Eng. No 2 Ignition – Right Eng. No 2 N2% Indication (non-EIS) Eng. No 2 Oil Pressure Indication Eng. No 2 Oil Quantity Indication Eng. No 2 Oil Temp Indication Eng. No 2 Starter Valve Eng. No 2 Thrust Reverser amber Light Engine Idle Control Engines Anti-Ice Control Engines EGT Indication Engines Fuel Flow Indication (EIS) Engines N1% Indication Engines N2% Indication Equip. Cooling Exhaust Fan – alternate Equip. Cooling Exhaust Fan – normal Equip. Cooling Exhaust Fan Control – alternate Equip. Cooling Exhaust Fan Control – normal Equip. Cooling Supply Fan – normal Equip. Cooling Supply Fan – alternate Equip. Cooling Supply Fan Control – normal External Power Control External Power Control

DC Bus 2 - 28VDC Transfer Bus 2 - 115VAC Transfer Bus 2 - 115VAC DC Bus 2 - 28VDC DC Bus 2 - 28VDC DC Bus 2 - 28VDC Hot Battery Bus - 28VDC Transfer Bus 2 - 115VAC Standby Bus - 115VAC DC Bus 2 - 28VDC Transfer Bus 2 - 28VAC Transfer Bus 2 - 115VAC Transfer Bus 2 - 28VAC Battery Bus - 28VDC DC Bus 2 - 28VDC DC Bus 1 - 28VDC Battery Bus - 28VDC Standby Bus - 28VDC Battery Bus - 28VDC Battery Bus - 28VDC Standby Bus - 28VDC Main Bus 2 - 115VAC Ground Service Bus - 115VAC DC Bus 2 - 28VDC DC Bus 2 - 28VDC Main Bus 1 - 115VAC Main Bus 2 - 115VAC Battery Bus - 28VDC Hot Battery Bus - 28VDC Battery Bus - 28VDC

Fasten Belts – No smoking FCC - A FCC - B Fire Detection Fire Extinguisher – R and L Bottle Flap Load Limiter Flap SOV Flaps - LE Flaps/Slat Indicators Flight and Voice Recorders Flight Recorder FMC FMC FMC Forward Outflow Valve Fuel Boost Pump - Center Tank Left Fuel Boost Pump - Center Tank Right Fuel Boost Pump - Main Tank 1 Aft Fuel Boost Pump - Main Tank 1 Forward Fuel Boost Pump - Main Tank 2 Aft Fuel Boost Pump - Main Tank 2 Forward

Transfer Bus 1 - 28VAC Electronic Bus 1 - 28VDC Electronic Bus 2 - 28VDC Battery Bus - 28VDC Hot Battery Bus - 28VDC DC Bus 2 - 28VDC DC Bus 1 - 28VDC DC Bus 1 - 28VDC Electronic Bus 1 - 115VAC Battery Bus - 28VDC Electronic Bus 1 - 115VAC Electronic Bus 2 - 115VAC Standby Bus - 115VAC Main Bus 1 - 115VAC Main Bus 2 - 115VAC Main Bus 1 - 115VAC Transfer Bus 1 - 115VAC Main Bus 1 - 115VAC Transfer Bus 2 - 115VAC Main Bus 2 - 115VAC

F

________________________________________________________________________ Patrick BOONE - B737 Management Reference Guide

6 - Electrical - 45

Fuel Cross-feed Valve Fuel Pump Control - Center Tank Left Fuel Pump Control - Center Tank Right Fuel Pump Control - Main Tank 1 Aft Fuel Pump Control - Main Tank 1 Fwd Fuel Pump Control - Main Tank 2 Aft Fuel Pump Control - Main Tank 2 Fwd Fuel Quantity and Summation Unit Fuel SOV Indication Fuel Temperature Indication Fueling Power Control Fueling Valves

Battery Bus - 28VDC DC Bus 1 - 28VDC DC Bus 2 - 28VDC DC Bus 1 - 28VDC DC Bus 2 - 28VDC DC Bus 2 - 28VDC DC Bus 1 - 28VDC Standby Bus - 115VAC Switched Hot Battery Bus - 28VDC Main Bus 2 - 28VAC Battery Bus - 28VDC Switched Hot Battery Bus - 28VDC

Galley #1 and #2 Galley #3 GPWS Ground Fueling Ground Service External Power

Generator Bus 1 Generator Bus 2 - 115VAC Electronic Bus 1 - 115VAC External Bus - 115VAC External Bus - 115VAC

HOT BAT BUS Indication Hydraulic System A Press. Indication Hydraulic System A Quantity Indicator Hydraulic System B Press Indication Hydraulic System B Quantity Indicator

Hot Battery Bus - 28VDC Transfer Bus 2 - 28VAC DC Bus 2 - 28VDC Transfer Bus 1 - 28VAC DC Bus 1 - 28VDC

Instrument Transfer Interphone system Interphone System INV Control INV Voltage Indication IRS 2 IRS DC Control IRS L (AC) 1 IRS No 1 (DC) IRS No 2 (DC) IRS switching

Standby Bus - 28VDC Electronic Bus 2 - 28VDC Battery Bus - 28VDC Battery Bus - 28VDC Standby Bus - 115VAC Electronic Bus 2 - 115VAC Battery Bus - 28VDC Standby Bus - 115VAC Switched Hot Battery Bus - 28VDC Switched Hot Battery Bus - 28VDC Battery Bus - 28VDC

Landing Gear Air/Gnd Relay Landing Gear Aural Warning Landing Gear Lever Latch and Warning Landing Gear Lights Landing Gear Transfer Valves Lavatory – Smoke Detection Lavatory A – Toilet Flush Motor Lavatory A – Water Heater

Battery Bus Battery Bus Battery Bus Battery Bus DC Bus 1 DC Bus 1 Main Bus 1 Main Bus 1

G

H

I

J K L - 28VDC - 28VDC - 28VDC - 28VDC 28VDC 28VDC - 115VAC - 115VAC

________________________________________________________________________ Patrick BOONE - B737 Management Reference Guide

6 - Electrical - 46

Lavatory B – Toilet Flush Motor Lavatory B – Water Heater Lavatory C – Toilet Flush Motor Lavatory C – Water Heater Lights – AFCS Flood Light Lights – Captain / Center Cockpit Panel Lights – Cockpit Background Light Lights – Control Stand Lights - Dome & Standby Flood Lights – Door Lights and Warning Lights – Electronic and CB Panels Lights – Emergency Exit Lights Lights – FO Cockpit Panel Lights – Left Inboard Landing Lights Lights – Left Outboard Landing Lights Lights – Left Reading Light(s) Lights – Left Runway Turnoff Light Lights – Map Kit Lights – Nav. Position Lights – BATT Lights – Nav. Position Lights – normal Lights – Nose Gear Taxi Light Lights – Observer Reading Light Lights – Right Inboard Landing Light Lights – Right Outboard Landing Light Lights – Right Reading Light(s) Lights – Right Runway Turnoff Light Low Oil Pressure Lights

Main Bus 2 - 115VAC Main Bus 2 - 115VAC Main Bus 1 - 115VAC Main Bus 1 - 115VAC Transfer Bus 1 - 28VAC Transfer Bus 1 - 28VAC Transfer Bus 1 - 115VAC Transfer Bus 1 - 28VAC Battery Bus - 28VDC DC Bus 2 - 28VDC Transfer Bus 2 - 28VAC DC Bus 1 - 28VDC Transfer Bus 2 - 28VAC Main Bus 2 - 115VAC Main Bus 1 - 115VAC Main Bus 1 - 28VAC Main Bus 1 - 28VAC Transfer Bus 1 - 28VAC Battery Bus - 28VDC Transfer Bus 2 - 28VAC Main Bus 1 - 115VAC Transfer Bus 2 - 28VAC Main Bus 1 - 115VAC Main Bus 2 - 115VAC Main Bus 2 - 28VAC Main Bus 2 - 28VAC Battery Bus - 28VDC

Mach ASI Captain Mach ASI FO Mach Trim - A Mach Trim - B Mach Trim Control 1 Mach Trim Control 2 Mach Warning 1 Mach Warning 2 Marker Beacons Marker Beacons Master Caution Annunciation MCP (DC) MCP course – right side

Electronic Bus 1 - 115VAC Electronic Bus 2 - 115VAC Electronic Bus 1 - 28VDC Electronic Bus 2 - 28VDC Electronic Bus 1 - 115VAC Electronic Bus 2 - 115VAC Electronic Bus 1 - 28VDC Electronic Bus 2 - 28VDC Battery Bus - 28VDC Electronic Bus 1 - 28VDC Battery Bus - 28VDC Electronic Bus 1 - 28VDC Battery Bus - 28VDC

Normal Cabin Lights Nose Gear Rudder Pedal Steering Nose Gear Steering Nose Strut switch

Ground Service Bus - 115VAC Main Bus 2 - 115VAC DC Bus 2 - 28VDC Battery Bus - 28VDC

Oxygen System – Cockpit and Cabin

Battery Bus - 28VDC

M

N

O

________________________________________________________________________ Patrick BOONE - B737 Management Reference Guide

6 - Electrical - 47

P Pack Valves Parking Brake Control Parking Brake switch Passenger – Crew Calls Passengers Signs Control Pitot Heat – Left Elevator Pitot Heat – Right Elevator Pitot Static Heat Captain Pitot Static Heat FO Pitot Static Indicator Captain Pitot Static Indicator FO PMC 1 PMC 2 Pneumatic Duct Pressure Indication Pressuriz. Control Auto (CPCS) Pressuriz. Control Auto 1 (DCPCS) Pressuriz. Control Auto 2 (DCPCS) Pressuriz. Control Auto DC (CPCS) Pressuriz. Control Manual (DCPCS) Pressuriz. Control Manual AC (CPCS) Pressuriz. Control Standby (CPCS) Pressuriz. Control Standby DC (CPCS) Pressuriz. Control Manual DC (CPCS) PTU/LG Bypass Valve Controls Public Address Amplifier

Battery Bus - 28VDC Battery Bus - 28VDC Battery Bus - 28VDC DC Bus 1 - 28VDC DC Bus 2 - 28VDC Main Bus 1 - 115VAC Main Bus 2 - 115VAC Transfer Bus 1 - 115VAC Transfer Bus 2 - 115VAC DC Bus 1 - 28VDC DC Bus 2 - 28VDC DC Bus 2 - 28VDC DC Bus 1 - 28VDC Transfer Bus 1 - 28VAC Transfer Bus 1 - 115VAC DC Bus 1 - 28VDC DC Bus 2 - 28VDC DC Bus 1 - 28VDC Battery Bus - 28VDC Transfer Bus 2 - 115VAC Transfer Bus 2 - 115VAC DC Bus 2 - 28VDC Standby Bus - 28VDC DC Bus 1 - 28VDC Battery Bus - 28VDC

Radio Altimeter Captain Radio Altimeter FO Rain Repellent – left (As Installed) Rain Repellent – right (As Installed) Ram Door blue lights Ram Door Controls Ram Door Modulation – left Ram Door Modulation – right RDMl both (IRS - both on L) RDMI Captain Re-circulation Fan – left (400) Re-circulation Fan – right (300-500) Re-circulation Fan – right (400) Re-circulation Fan Control Rudder Trim Indicator

Electronic Bus 1 - 115VAC Electronic Bus 2 - 115VAC DC Bus 1 - 28VDC DC Bus 2 - 28VDC Battery Bus - 28VDC Battery Bus - 28VDC Transfer Bus 1 - 115VAC Transfer Bus 2 - 115VAC Standby Bus - 115VAC Electronic Bus 2 - 115VAC Main Bus 2 - 115VAC Main Bus 2 - 115VAC Main Bus 1 - 115VAC DC Bus 2 - 28VDC Transfer Bus 1 - 28VAC

SG Captain SG FO Spoiler SOV StaIl Warning 1 Stall Warning 2

Electronic Bus 1 - 115VAC Electronic Bus 2 - 115VAC DC Bus 2 - 28VDC Standby Bus - 28VDC Electronic Bus 2 - 28VDC

Q R

S

________________________________________________________________________ Patrick BOONE - B737 Management Reference Guide

6 - Electrical - 48

Standby Altimeter / Airspeed Indicator Standby Horizon Standby Hydraulic Pump – alternate Standby Hydraulic Pump – normal Standby Rudder Valve and Control Static Heat – captain Static Heat – FO STBY PWR Auto Control STBY PWR Indication System A Flight Control SOV System B Flight Control SOV

Standby Bus - 28VDC Battery Bus - 28VDC Generator Bus 2 - 115VAC Generator Bus 1 Battery Bus - 28VDC Transfer Bus 2 - 115VAC Transfer Bus 1 - 115VAC DC Bus 1 - 28VDC Hot Battery Bus - 28VDC DC Bus 1 - 28VDC DC Bus 2 - 28VDC

TAS - SAT & TAT Digital Indicator TE Flaps Alternate Electric Motor TE Flaps Position Indicator Temp Probe Heat – left Temp. Control – aft cabin (400) Temp. Control – cont cabin (400) Temp. Control – fwd cabin (400) Temp. Control Auto – left (300-500) Temp. Control Auto – right (300-500) Temp. Control Man – left (300-500) Temp. Control Man – right (300-500) TFR BUS Indication Thrust Mode Annunciation Thrust Reverse Thrust Reverse Control Transponder ATC 1 Transponder ATC 2 Trim – A/P Stabilizer Trim – Aileron Trim – Rudder Trim – Stabilizer Trim Actuator Trim – Stabilizer Trim Control – main Turbofan Valve – left Turbofan Valve – right

Electronic Bus 1 - 115VAC Transfer Bus 2 - 115VAC Transfer Bus 2 - 28VAC Main Bus 2 - 115VAC Transfer Bus 2 - 115VAC Transfer Bus 1 - 115VAC Transfer Bus 2 - 115VAC Transfer Bus 2 - 115VAC Transfer Bus 1 - 115VAC Transfer Bus 1 - 115VAC Transfer Bus 2 - 115VAC Battery Bus - 28VDC Electronic Bus 1 - 28VDC Battery Bus - 28VDC Switched Hot Battery Bus - 28VDC Electronic Bus 1 - 115VAC Electronic Bus 2 - 115VAC Electronic Bus 1 - 115VAC Transfer Bus 1 - 115VAC Transfer Bus 1 - 115VAC Transfer Bus 2 - 115VAC DC Bus 2 - 28VDC DC Bus 1 - 28VDC DC Bus 2 - 28VDC

VHF Comm 1 VHF Comm 2 VHF Comm 3 VOR / lLS NAV 1 VOR/LOC NAV 2 VSI Captain VSI FO

Standby Bus - 28VDC Electronic Bus 2 - 28VDC Electronic Bus 1 - 28VDC Standby Bus - 28VDC Electronic Bus 2 - 28VDC Electronic Bus 1 - 115VAC Electronic Bus 2 - 115VAC

Water Quantity Indication Weather Radar

DC Bus 1 - 28VDC Electronic Bus 2 - 115VAC

T

U V

W

________________________________________________________________________ Patrick BOONE - B737 Management Reference Guide

6 - Electrical - 49

Wheel Well Fire Detection Window Heat – L1 L4 L5 Window Heat – L2 (L3 as installed) Window Heat – R1 R4 R5 Window Heat – R2 (R3 as installed) Window Heat Control – L1 Window Heat Control – L1 Window Heat Control – L2 (L3) Window Heat Control – L2 (L3) Window Heat Control – R1 Window Heat Control – R1 Window Heat Control – R2 (R3) Window Heat Control – R2 (R3) Windshield Wiper – right Wing Anti-Ice Control Wing Anti-Ice Valves Wing Body Overheat

Transfer Bus 1 - 115VAC Generator Bus 1 Generator Bus 2 - 115VAC Generator Bus 2 - 115VAC Generator Bus 1 Main Bus 1 - 115VAC DC Bus 1 - 28VDC DC Bus 2 - 28VDC Main Bus 2 - 115VAC Main Bus 2 - 115VAC DC Bus 2 - 28VDC Main Bus 1 - 115VAC DC Bus 1 - 28VDC DC Bus 1 - 28VDC Battery Bus - 28VDC Transfer Bus 1 - 115VAC Transfer Bus 1 - 115VAC

Yaw Damper Yaw Damper

Electronic Bus 1 - 115VAC Electronic Bus 1 - 28VDC

X Y

Z

________________________________________________________________________ Patrick BOONE - B737 Management Reference Guide

6 - Electrical - 50

CIRCUIT BREAKERS / SECTION

1

Airplane General, Emergency Equipment, Doors, Windows Air Stair Door Lock Door Warning Galley Aft Galley Forward Lavatory Flush Motors Lavatory Water Heaters Light - Anti Collision Light - Landing Light - Taxi Nose Gear Light - Position Light - Runway Turnoff Light - Service Light - Wing Light - AFCS Flood Light - Control Cabin Light - Emergency Exit Light - Entry (dim) Light - Lavatory Dome-Mirror Light - Lavatory Mirror Ext Power Light - Master Dim Bus Indications Light - No Smoking/Seat Belts Light – Overhead Panel Light – Instrument Panel Light - Pass Signs Control Light - Galley Light – Pass Window Oxygen System Service Outlets Vacuum Cleaner Receptacle Water Quantity Indication

2

P18-1 P6-3 P6-3 P6-12 P6-11 P18-4 P18-4 P18-3 P18-3 P18-3 P18-3 P18-3 P18-3 P18-3 P6-3 P6-3 P18-3 P6-5 P18-3 P6-3 P6-3 P18-3 P6-3 P6-3 P18-3 P18-3 P18-3 P18-3 P6-3 P18-4 P18-4

C, D C1 A2 C7-9 C7-9 B3,B6,C6 A5-7 C15-16 A13-16 D14 B15,B16 D15-16 E14-16,F14-16 B13 E12,E14 A9-15 A12 B6 F10-11 D1 B13-15,C13-15,D13-15 A9-10 E9,E11,F9-14 B11-12,C9,C11-12 A11 B8,C6,D6,E6,F12 B6-7 F6-9 E1,F1 C1-2 A2

Air Systems

Bleed Air Valves P6-4 B1-3 Cabin Air Recirculation P6-4 E5 Equipment Cooling P18-3 A18,B18,C18,D18,E18 Fan Control Supply P18-3 F17-18 Forward Outflow Valve P6-4 C5 Indicators P6-4 D1-4 Outflow Valve Heater P6-4 D5 Pack Valves P6-4 C3-4 Pressure Control P6-4 F1-6 Ram Module P6-4 E1-3 Recirculation Fan P6-4 B4-5 Temperature Control P6-4 A1-5 Turbofan Valves P6-4 C1-2 Pneumatic Duct Pressure Indication P6-4 C1 ________________________________________________________________________ Patrick BOONE - B737 Management Reference Guide

6 - Electrical - 51

3

Anti-Ice, Rain Alpha Vane Heater Drain Heater Elevator Pitot Heaters Engines & Wing Anti-Ice Pitot Static Heaters Pitot Static Indication Rain Repellent Temp Probe Heater Window Anti-Ice Window Anti-Ice / Heat Window Heat Control Windshield Wiper Wing valves Overheat Wheel Well/Wing Body

4

P18-3 P18-3 P18-3 P18-3 P18-3 P6-3 P18-3 P18-3 P6-11 P6-12 P18-3 P18-3 P18-3 P6-2

D4-5 D3 D1-2 A1-4 C1-4 F17-18 B3-4 (As Installed) C5 B7-9 B7-9 E1-4,F1-4 B1-2 A5 B24

P18-1 P18-1 P18-1 P18-1 P6-2 P18-1

D7 D3-4 E4 E3 B3 D1

Amplifier Battery Audio Selection Panel – Capt Audio Selection Panel – FO Audio Selection Panel – OBS HF 1 HF 2 Interphone

P6-1 P6-2 P6-2 P6-2 P18-2 P6-1 P6-2

Pass Tape Reproducer Selcal 1 Selcal 2 VHF 1 VHF 2 Voice Recorder VOR/LOC 1 VOR/LOC 2

P6-1 P18-2 P6-1 P18-2 P6-1 P18-2 P18-1 P6-1

D5 B21 B20 C21 E13 C2 A20-21,B20-21 C20-21,D20-21 D6-7 D15 D1 D12 C2 C6 A1 A15

Automatic Flight Air Force Limiter Autothrottle Engage Interlock FCC-DC MCP (AFDS CRS-2DC) MCP (DCAFDS)

5

Communications

________________________________________________________________________ Patrick BOONE - B737 Management Reference Guide

6 - Electrical - 52

6

Electrical AC Generator Indication AC Transfer Bus Indication Aux Power Start Battery Bus Battery Bus Control Battery Charger Battery Trans Control Battery Warn Light DC Bus Power DC Bus 1&2 DC Indication DC Standby DC Standby Power External Power External Power Control External Power Control Generator Bus 1 Generator Bus 2 Generator Control (1, APU, 2) Gen Drive Oil Temp & Press Generator Power Control Ground Service Ground Service Bus Hot Battery Bus Hot Battery Bus - Switched Inverter Inverter Volts Main Bus 1&2 Main/Transfer DC 1&2 No 1 Electronics No 2 Electronics Standby Bus Power Standby Power Indication auto Transfer Bus Transfer Bus Transfer Bus 1&2 Trans/CSD Control TR1 TR2 TR3

7

P6-4 P6-5 P18-5 P6-5 P6-5 P6-4 P6-5 P18-1 P6-5 P6-4 P6-5 P6-5 P6-5 P6-12 P6-5 P6-5 P6-11 P6-12 P6-4 P6-4 P6-5 P6-11 P6-4 P18-5 P18-5 P6-5 P6-4 P6-4 P6-4 P6-1 P18-0 P6-4 P6-5 P6-12 P6-11 P6-4 P6-4 P6-4 P6-4 P6-4

A10-12 D6 C7 B2-3 D8,F8 A3 E5 B7-8 B6,D6 C1-6 C1 D2-3 D5,D8 D4 B4 A2 A2 D10-D12 E10-E13 B5 D8 A13-15,D13-15 A1-A2 F18 B10-15 E14-15,F14-15 E13-15 A2-3 F16-17 A5-6 B2,B5 B2,B5 C10-15 F10-13 A8 C8 E8

P6-5 P6-2 P6-2 P6-2 P6-2 P6-2 P6-2

B1 C6,C8 A2-3 B4 A4 B5-8 A5

Engines, APU APU Control Control System Thrust Rev Engine EGT Indicator Engine AVM Idle Control Ignition Master Caution

________________________________________________________________________ Patrick BOONE - B737 Management Reference Guide

6 - Electrical - 53

Oil Quantity Oil Temperature Indicator Oil Pressure Indicator Start Valves Tacho %N1 %N2 Indicator Thrust Reverser

8

P6-2 P6-2 P18-4 P6-2

A22-24 C22-24,D23-24 A1 B24

P6-2 P18-1 P6-2 P18-1 P6-2 P6-2 P6-2 P6-2 P6-2 P18-0 P6-2 P6-2 P18-1

C1-4 E6-7 B1-2 E1 D10 C12-13 C11 A9-12 B9-13 A1 A6 C9-10 D5-6

P18-1 P6-1 P18-2 P6-1 P18-2 P6-1 P18-2 P6-1 P18-2 P6-1 P18-1 P6-1 P6-3 P18-1 P6-1 P18-2

B3-4 B14-15 A8-9 B6-7 A6 B5 B8-9 B4 B10 C5 B2 D16 A1,B1 B6 C16 C9-10

Flight Controls Flight Control System B Mach Trim A/P Mach Trim System C Sensor exc AC Alternate TE Flap Drive AC Flap Position Indication Rudder Trim Indicator Shut Off Valves Stab Trim Elec Main Stab Trim A/P Trim Trim Control Yaw Damper

10

D5,D7 D6 D7 D6,D8 D1-4 C5,C7

Fire Protection Detection / Protection Fire Extinguisher Bottles Pass & Crew Call Smoke Detection Overheat Wheel Well/Wing Body

9

P6-2 P6-2 P6-2 P6-2 P6-2 P6-2

Flight Instruments, Displays ADF 1 ADF 2 Air/Data Computer 1 Air/Data Computer 2 Air/Data xmfr 1 Air/Data xmfr 2 Altimeter 1 Altimeter 2 Mach/ASI 1 Mach/ASl 2 Transponder 1 Transponder 2 Clocks DME 1 DME 2 Flight recorder

________________________________________________________________________ Patrick BOONE - B737 Management Reference Guide

6 - Electrical - 54

Inst transfer Inst xmfr 1 Inst xmfr 2 Marker beacon Radio Altimeter 1 Radio Altimeter 2 RDMI Captain RDMI FO Standby Horizon SG 1 SG 2 TAT indicator VSI 1 VSI 2 Weather Radar

11

A2 A1 A12 A6 B5 C15 A5 A8 C1 C C A7 B6 C4 D15

P18-2 P6-1 P18-2 P6-1 P18-2 P6-1 P18-2 P6-1 P18-2 P6-1 P18-2 P6-1 P18-1 P6-2 P18-2 P18-2 P6-1 P6-2 P18-1

E B D1-3 D8-10 C5 D13 E4 C12 E2-3 C10-11 E5 C13 E C E6-9 D4-5 D11-12 B D

P6-3 P6-3 P6-3 P6-3 P6-3 P6-5 P6-3 P6-3 P6-3 P6-3

C3,C7 D5,E5 B3,B7 C5 A7 B4 E3,E7 B5,D3,D7 A3-6 A3-6

Flight Management, Navigation CDU 1 CDU 2 DAA 1 DAA 2 DAA/FMC 1 DAA/FMC 2 EADI 1 EADI 2 EFIS 1 EFIS 2 EHSI 1 EHSI 2 FCC 1 FCC 2 FMCS IRS 1 IRS 2 MCP MCP

12

P18-2 P18-2 P6-1 P18-1 P18-1 P6-1 P18-2 P6-1 P18-2 P18-2 P6-1 P18-2 P18-2 P6-1 P6-1

Fuel Fuel Boost Pumps Aft Fuel Boost Pumps Centre Fuel Boost Pumps Forward Fuel Crossfeed Valve External Power Ground Fueling External Power Control Fuel Boost Pump Control Fuel Shut Off Valves Fuel Temp Indicator Fuel Quantity Indicators

________________________________________________________________________ Patrick BOONE - B737 Management Reference Guide

6 - Electrical - 55

13

Hydraulics Auto Slat 1 Auto Slat 2 Brake Pressure Indicator Bypass Valve Control Electric Hydraulic Pump Control Engine Pump Depress Valve Hydraulic SOV Engine Gear System Transfer Valve Oil Quantity Indication Pressure Indication Standby Pump Normal Standby Pump Alternate System A Pump Electrical System B Pump Electrical

14

B14-15 C14-15 A17 D18-19 A14-15 B16-17 B18-19 D14-15 C16-17 (non-EIS) D16-17 A8 A8 C2 C2

P6-3 P6-3 P6-3 P6-3 P6-3 P6-3

E16-18 E18 A17 C17 C18 D16

P6-3 P6-3 P18-1 P18-2 P6-1 P6-3 P6-2 P18-2 P6-1

D18 A2 A7 B7 C7 D8-12 B23 D7-9 A6-7

Landing Gear Fail Warn & Parking Brake Anti-Skid Autobrakes Lever Latch Landing Gear Relay & Lights Nose Wheel Steering

15

P6-2 P6-2 P6-2 P6-2 P6-2 P6-2 P6-2 P6-2 P6-2 P6-2 P6-11 P6-12 P6-12 P6-11

Warning Systems Aural Warning Landing Gear Door Warning GPWS Mach Warning 1 Mach Warning 2 Master Caution Lights Master Warning Stall Warning 1 Stall Warning 2

________________________________________________________________________ Patrick BOONE - B737 Management Reference Guide

6 - Electrical - 56

Systems

Management Reference Guide

Section 7

Engines, APU

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.1

Section 7 Engines, APU APU Review........................................................................................................ 3 APU Det INOP ................................................................................................... 6 APU Low Oil Pressure ....................................................................................... 6 APU Overspeed ................................................................................................. 7 APU Fault ........................................................................................................... 8 APU Maint .......................................................................................................... 9 APU Low Oil Quantity ........................................................................................ 9 APU High Oil Temperature .............................................................................. 10 APU EGT Indicator INOP ................................................................................. 10 APU Fire .......................................................................................................... 11 APU does not shut down when selecting MCS to Off ...................................... 11 APU Weak Duct Pressure ................................................................................ 12 APU start with depleted Battery ....................................................................... 13 Dispatch with APU INOP ................................................................................. 13 Engine Instruments Review ............................................................................ 14 Aborted Engine Start ........................................................................................ Engine Failure / Shutdown ............................................................................... Engine Fire, Severe Damage or Separation .................................................... Engine Fire / Overheat Detector Loop Fault .................................................... Engine Tailpipe Fire ........................................................................................ High Engine Vibration ...................................................................................... Engine High Oil Temperature .......................................................................... Engine Limit / Surge / Stall ............................................................................... Engine Low Oil Pressure ................................................................................. Engine Oil Quantity ........................................................................................... Engine Oil Filter Bypass ................................................................................... Engine Overheat .............................................................................................. Engine Ignition ................................................................................................. In-flight Engine Start ........................................................................................ Loss of Thrust on both Engines ....................................................................... Low Idle............................................................................................................. PMC Inoperative .............................................................................................. Reverser ......................................................................................................... Reverser Unlocked .......................................................................................... Start Valve Open .............................................................................................. Volcanic Ash .................................................................................................... Engine Fuel Leak .............................................................................................

15 15 15 15 16 16 17 18 19 19 20 21 22 23 24 25 26 27 29 30 30 30

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.2

APU REVIEW

P6-5B

LOW OIL QUANTITY

7 6

P18-5C

LOW OIL PRESSURE

HIGH OIL TEMP

50

8 EXH

MAINT

°C x 100

LOW OIL PRESSURE

50

150 AC AMPS

EGT 0

200

OVER SPEED

FAULT

100 10

0

5

OVER SPEED

100 150 AC AMPS

200

6

4 3

0 TEMP 2 1

4 °C x 100 0 2

Garret GTCP85-129

APU START SEQUENCE • • • • • • • • • • •

•

Sundstrand APS 2000 Garret GTCP36-280

VEX-B 2.14.8.6

APU MCS momentarily positioned to START, then released to ON LOW OIL PRESSURE amber light illuminates APU Fuel Boost Pump (28 VDC BAT BUS) starts, unless one or both Main Tank 1 Fuel Pumps are running (need 115 VAC). This DC Boost Pump stops running the moment a Fuel Pump Tank 1 is started or the APU has reached 95% RPM. APU Fuel SOV and Air Inlet Door fully open (approx. 20 seconds) APU Start motor energizes, indicating a negative load on the DC AMPS indicator selected to BAT Fuel is automatically heated with OAT below 8°C - 46°F At 4.5 PSI (Garret GTCP) or 7% RPM (Sundstrand APS) the Fuel Solenoid Valve opens and the Ignition System energizes At 50 % RPM the starter is cut out (Starter operation is limited to 90 seconds) At 55 PSI (approx. 55 % RPM) the LOW OIL PRESSURE amber light extinguishes At 60% RPM, ignition is switched off At 95% RPM - GEN OFF BUS blue light illuminates - APU Bleed Air switch is armed - Low Oil Pressure Auto Shutdown System is armed - Starter Auto cut out (DC AMPS back to normal) - Hour meter starts FCU maintains constant normal operating speed of 42.000 RPM (100%)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.3

MANUAL SHUTDOWN Select APU MCS to OFF Pull Fire Handle

OR

Manual APU Shut-down

(On GND) Select BAT Switch to OFF (*)

(*) In FLT, APU continues to operate without any Fire Protection (Garret GTCP ) Allow one minute cooling time with APU Bleed Air Valve closed or Packs Off, prior to manual shut-down of the APU Allow 20 seconds after manual shut-down in order to close APU Air Inlet Door before removing Battery Power

AUTOMATIC SHUTDOWN High Oil Temperature (above 125 °C) Low Oil Pressure (below 55 PSI) Overspeed (RPM above 110%)

OR

Automatic APU Shut-down

Fire Detected Hung Start (90 second timer)

APU ELECTRICAL LOAD The APU Generator is identical to the Engine Generators but it has no CSD since the APU itself is governed. On GND the APU Generator can power both GEN BUSES, in FLT only one GEN BUS can be powered by the APU, except for takeoff with the APU connected to both busses. Whenever Ground Power is supplying both GEN BUSES, connecting the APU to either bus will automatically remove the Ground Power from the respective GEN BUS, but Ground Power will continue to supply power to the remaining GEN BUS

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.4

APU LIMITATIONS

Refer to

EGT LIMITS : (GTCP85-129) (GTCP36-280) (APS 2000)

L Start 760°C -1400°F Max. Cont. 710°C - 1310°F No protection for excessive EGT ! Start 1010°C - 1850°F Max. Cont. 720°C - 1330°F Excessive EGT will cause the APU to shut-down automatically and the FAULT light to come ON

START ATTEMPTS : (GTCP85-129)

First start attempt to be followed by 1 minute cooling time Second start attempt to be followed by 5 minute cooling time Third start attempt to be followed by 1 hour cooling time

(GTCP36-280)

Maximum three attempts in 1 hour, with at least 1 minute off between attempts

(APS 2000)

Three attempts followed by 30 minutes cooling time. On GND The FADEC prevents a second or third attempt within 5 minutes

On GND

For a second start attempt, the supervision by ground mechanic is recommended

In FLT

A second attempt is allowed only if at least one Generator is charging the Battery

APU GENERATOR LOAD LIMITS : (GTCP85-129) (GTCP36-280) (APS 2000)

APU LOAD LIMITS :

On GND In FLT

125 AMPS 110 AMPS

On GND In FLT

160 AMPS 140 AMPS

Both Bleed and Electricity : Max FL100 Bleed only : Max FL170 Electricity only : (GTCP85-129) (GTCP36-280) (APS 2000)

APU FUEL CONSUMPTION

Refer to

Max FL350 Max FL370 Max FL370

PI 16.10

Fuel Flow 115 KG/HR at FL100 165 KG/HR at SL ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.5

APU DET INOP

The APU DET INOP amber light will cause the Master Caution OVHT/DET section to illuminate and not the Master Caution APU section.

APU LOW OIL PRESSURE

(Garret GTCP) Oil Pressure < 55 PSI (Sunstrand APS) Oil Pressure < 45 PSI

LOW OIL PRESSURE

DURING START SEQUENCE The GEN OFF BUS blue light is (was) illuminated • • •

APU has reached 95 %RPM during start sequence Oil pressure had reached 55 PSI, but got below again APU was shutdown automatically by Low Oil Pressure Protection System

The GEN OFF BUS blue light is extinguished • •

APU did not reach 95 %RPM Oil Pressure probably did not reach 55 PSI (Garret GTCP) - 45 PSI (Sundstrand APS) or start sequence was interrupted by Starter Time limit of 90 seconds

- select APU MCS to OFF - the Low Oil Pressure amber light extinguishes - wait 20 seconds for the Inlet Door to close - second start attempt is approved

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.6

APU OVERSPEED

APU RPM > 110% (GTCP) or 105% (APS) Manual abort of APU start before reaching governed RPM Overspeed Shutdown Protection selftest failed during normal APU shut-down

OR

OVER SPEED

Light will extinguish 5 minutes after selecting the APU MCS to OFF

DURING ABORTED APU START Selecting the APU MCS to OFF before reaching 95 %RPM • •

OVERSPEED amber light illuminated with the MCS in OFF position Second APU Start is allowed, the amber light will extinguish upon second start

DURING OPERATION Overspeed Protection System detected RPM > 110% (GTCP) – 105% (APS) and triggers the APU auto shutdown • • •

With the APU shut down, the LOW OIL PRESSURE amber light will also illuminate Selecting the MCS to OFF, the OVERSPEED amber light remains illuminated The APU cannot be restarted without first resetting the Overspeed Circuit by pushing the APU OVERSPEED RESET switch located in the E&E Compartment

DURING MANUAL SHUTDOWN During APU shutdown a self-test of the Overspeed Protection System is performed and a fault has been detected in this system • •

OVERSPEED amber light illuminated with the MCS in OFF position Second APU Start is NOT allowed before maintenance check

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.7

APU FAULT

As Installed

APU operation was interrupted by Protection System due to detection of any malfunction other than Low Oil Pressure or Overspeed :

APU Inlet Door out of sequence APU Fire APU Fuel Valve fails to close after APU shut-down ECU Fault Loss of DC Power Oil Temperature > 124°C - 255°F Compressor Inlet Overheat Load Compressor reverse flow OR

High EGT or loss of EGT signal

FAULT

Loss of RPM signal No or low RPM acceleration during start cyclus No flame during start cyclus Oil Filter dirty Overspeed Protection lost APU GEN OFF BUS blue light fails to illuminate APU starter failure

Selecting the APU MCS to OFF will extinguish the FAULT amber light. An APU restart attempt is allowed, carefully verifying the start sequence and EGT. Note that the FADEC prevents a second or third start attempt within 5 minutes on GND ! This delay is built-in to enable the ground engineer to verify the Fault Code on the FADEC. The FADEC is located in the Aft Cargo Compartment. The APU Reset switch however is located in the E&E (when facing forward, at your right hand shoulder).

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.8

APU MAINT

As Installed

Oil Quantity < 3,8 Qt

No 1 or No 2 Speed Sensor

OR

No 1 or No 2 Thermocouple

MAINT

Main Fuel Valve mechanically failed open

Servicing of the APU is required due to low Oil quantity. The APU lubrication system oil capacity is 6 Qt (= 1,5 Gallons) . Further use of the APU is permitted for 30 to 50 hours (EFIS) The exact APU Oil Quantity is listed on the FMC CDU page APU MAINT.

The Low Oil Quantity may be caused by a leak in the APU Oil system. In that case APU failure should be expected. Light will extinguish 5 minutes after selecting the APU MCS to OFF

APU LOW OIL QUANTITY

As Installed

LOW OIL QUANTITY

Oil Quantity < 1,25 Qt

Servicing of the APU is required due to low Oil quantity. The APU lubrication system oil capacity is 6 Qt (= 1,5 Gallons) . Further use of the APU is permitted for 30 hours (EFIS) The exact APU Oil Quantity is listed on the FMC CDU page APU MAINT.

The Low Oil Quantity may be caused by a leak in the APU Oil system. In that case APU failure should be expected. Light is disarmed when selecting the APU MCS to OFF ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.9

APU HIGH OIL TEMPERATURE

As Installed

HIGH OIL TEMP

Oil Temperature > 121 °C

The HIGH OIL TEMP amber light remains illuminated even if the temperature drops below its limits. The light is disarmed (and extinguishes) when the APU MCS is in the OFF position.

APU EGT INDICATOR INOP

no breaker

On GND

APU EGT Indicator is a self-sustaining thermocouple

Refer to

DDPG-MEL 49-5 for restrictions, including : - APU not to be used for air conditioning - Only one Engine to be started using APU Bleed - Passengers not on board until APU has been shutdown

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.10

APU FIRE

Pulling the APU Fire Switch will :

DISCH

- close the APU Fuel SOV - close the APU Bleed Air Valve - trip the APU GCR and GB - close the APU Inlet Door - arm one Discharge Squib on each Engine Fire Extinguisher

A P U

APU DOES NOT SHUT DOWN WHEN SELECTING MCS TO OFF

APU does not shutdown when selecting the APU Master Control Switch to OFF

On GND

Refer to

DDPG-MEL 49-3 to dispatch APU with Auto Shutdown System U/S

Keep APU running. Select MCS back to ON position in order to regain malfunction protections and indications. (or) Shutdown the APU by pulling the APU Fire Handle. Although a restart is possible, it is not permitted since no Auto Shutdown protection. Leave the APU Fire Handle pulled. (or) On GND

APU can also be shutdown by selecting the Battery to OFF

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.11

APU WEAK DUCT PRESSURE

P6-4C

A weak APU Duct pressure before or during Engine Start may indicate one or both Turbo Fan Valves in open position while Pack OFF. Check Turbo Fan Valve position and corresponding Circuit Breaker. Normal Pneumatic Duct Pressure with APU Bleed Air Valve Open :

ALTITUDE

DUCT PRESS

SEA LEVEL

42 PSI

FL240

30 PSI

FL330

25 PSI

Decrease ratio : 1 PSIG per 2000 feet

On GND

With the APU duct pressure around 42 PSI and the Engine duct pressure around 30 PSI with Engine in Idle, there is no danger to overboost the APU in DUAL BLEED configuration. Refer to

MRG [DUAL BLEED] for additional info

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.12

APU START WITH DEPLETED BATTERY

Normal power source to start the APU is DC-power from the BAT BUS. With the Battery depleted, the APU can be started using a DC External Power. The DC External receptacle is located in the E&E Compartment. The Battery Switch must be selected to ON. Starting the APU with a depleted Battery is also possible using AC External Power which will power the BAT BUS through TR3. There is no DC power available through the Battery Charger since the connection between GND SERV BUS and Battery Charger is cut during APU start.

DISPATCH WITH APU INOP

Refer to

DDPG-MEL 49-1 to dispatch aircraft with APU INOP.

Conditions in which procedures may depend upon use of APU : - No Ground Pneumatic Cart at Destination (Contact Dispatch) - No Ground Electric Power at Destination - Enroute Diversion Fields weather conditions below WX minima required for landing with only one generator (200ft / 700m) - Takeoff alternate within 30 min. from departure field due to possible loss of both generators (battery)

In case a NO BLEED Takeoff was scheduled, switch to

SP [UNPRESSURIZED T/O] SP 2.7 VEX-B 2.14.3.13

Refer to

MRG [General / ENGINE START PROBLEMS] to start Engine with APU INOP.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.13

ENGINE INSTRUMENTS REVIEW

Instrument

non-EIS Powered by

CB

MEL Remark

N1%

P6-2D

BATT BUS

77-2 Digital indication not required, analog NOGO

EGT

P6-2A

DC STDBY BUS

77-6 Digital indication not required, analog NOGO

N2%

P6-2D

DC STDBY BUS

FF

P6-3A

DC BUS 1/2

OIL PRESS

P6-2D

TFR BUS 1/2

79-5 NOGO - Both required

OIL TEMP

P6-2D

TFR BUS 1/2

79-3 NOGO - Both required

OIL QTY

P6-2D

TFR BUS 1/2

79-1 One may be INOP provided…

AVM

P6-2B MAIN BUS 2 (both) 77-5 One may be INOP

77-3 Required on Eng. No 1 due to LGTU (*) 73-5 One may be INOP provided…

START VALVE OPEN

BATT BUS

80-1 Valve to be checked closed after Eng. Start

OIL LOW PRESSURE

BATT BUS

79-4 One may be INOP provided…

OIL FILTER BYPASS

BATT BUS

79-2 One may be INOP provided…

REV. UNLOCKED

BATT BUS

78-2 One may be INOP provided…

Instrument

(EIS) Powered by

Primary Engines Instrument Panel

BAT BUS and STBY DC BUS

Secundary Engines Instrument Panel

TFR 1/2 and DC BUS 1/2

(*)

DDPG-MEL 77-3

The N2% indicator on Engine No 1 is required for automatic operation of the LGTU in case of Engine Failure on Engine No 1 during Takeoff. The instrument consists of an indicatorpart (located in cockpit) and a tacho-generator-part (located in N2 gear box). Only the tacho-generator is required to operate the LGTU. Therefore, in case of N2% indicator malfunction, find out which part is INOP : observe automatic Starter Cutout during Engine start, which is also based on signal from tachogenerator. If no automatic Starter Cutout, the tacho-generator is to be suspected INOP. Interchange INOP tacho-generator with tacho-generator from Engine No 2 and dispatch aircraft with Engine No 2 N2 Tachometer INOP !

Discrepancies in Engine Instrument Indication may be resolved by resetting the DAA/FMC. P6-1D

P18-2C/D

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.14

ABORTED ENGINE START

Refer to

MRG [General / ENGINE START PROBLEMS] for additional info

ENGINE FAILURE / SHUTDOWN

Refer to

MRG [General / ENGINE FAILURE] for additional info

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION

DISCH L

Pulling the Engine Fire Switch will : - close the Fuel SOV - close the Bleed Air Valve (WAI on related side INOP !) - trip the Elec GCR and GB - close the Hydraulic EDP SOV (Hydraulic Pump Low Oil Pressure light de-activated) - disable the Engine Thrust Reverser - arm one Discharge Squib on each Engine Fire Extinguisher

R

Refer to

MRG [General / ENGINE FAILURE] for additional info

ENGINE FIRE / OVERHEAT DETECTOR FAULT

The Engine Fire/Overheat Detector FAULT amber light does not trigger the Master Caution System Annunciator. ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.15

ENGINE TAILPIPE FIRE

A second start attempt is permitted without any maintenance.

Engine Tailpipe fire usually occurs during Engine start or upon Engine shutdown. A tailpipe fire does not trigger the Engine Fire Warning, since the loop of the Fire Detection system is positioned further forward in the Engine. A tailpipe fire can be caused by Fuel contact to hot Engine Exhaust (e.g. Fuel Leak or Faulty Fuel Control)

HIGH ENGINE VIBRATION

On GND

steady below 1.0 AVM : above 1.0 AVM :

OK shutdown and return to gate

In FLT

steady below 1.0 AVM : above 1.0 AVM :

OK consider to retard to idle and to land at a suitable airport retard throttle to maintain below 4.0 AVM

above 4.0 AVM :

Fluctuating with more than 1 AVM ; shutdown if fluctuation continues with Thrust Lever retarded to Idle.

(non-EIS) Notice difference between "no indication" (instrument unpowerd or failure, needle pointer at blue OFF index mark) and "no vibration" (needle pointer at zero AVM) !

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.16

ENGINE HIGH OIL TEMPERATURE

Increasing thrust may lower Oil Temperature by increasing Fuel Flow through Oil Cooler. Decreasing thrust may also lower Oil Temperature by reducing the amount of heat generated by the Engine. With the Oil Temperature in the yellow band, consider climbing to a higher altitude (if being below tropopause) for lower inlet air temperature. Ask other aircraft for actual OAT at higher FL. If the Engine is operated at reduced thrust to remain below the yellow band, use the NNC [ENGINE FAILURE AND SHUTDOWN] and LANDING] as guidelines for continuance of flight

NNC [ONE ENGINE INOP

Shutdown Engine if Oil Temp. remains in yellow band for 15 minutes or longer

L

CFM-56-3B - CFM-56-3C Max. Continuous Engine Oil Temperature Max. 15 minutes in yellow band Maximum (red line)

160°C - 320°F between 165°C - 330°F

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.17

ENGINE LIMIT / SURGE / STALL

LIMIT stands for N1%, N2% or EGT approaching or exceeding its limit. If EGT approaches or exceeds limit and ENG 1-2 OVERHEAT amber light illuminates, accomplish the

NNC [ENGINE OVERHEAT]

SURGE stands for no response to Thrust Lever movement. However, if both Engines do not respond to Thrust Lever movement, accomplish the NNC [LOSS OF THRUST OF BOTH ENGINES]

EGT EXCEEDING LIMITS DURING TAKEOFF L

TUI-B 3.10.13.2

930°C - 1706°F

The RECALL items of the NNC [ENGINE LIMIT/SURGE/STALL] should NOT be executed during Takeoff-run if it is decided to GO ! No RECALL items below 400 feet AGL The flight may continue to its destination, however a TFIR must be filed and the aircraft will be grounded until the TFIR is cleared

ENGINE STALL

TUI-B 3.10.13.4

- FOD - VSV off schedule - Distorted Airflow

The following actions may aid in removing the Stall condition : - Retard Thrust Lever - Select associated A/C Pack in High - Select Engine A/I and Wing A/I on (TAT < 38°C - 100°F)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.18

ENGINE LOW OIL PRESSURE

Engine Oil Pressure < 13 PSI (below red line)

LOW OIL PRESSURE

OR

Engine Oil Pressure < 26 PSI (yellow band) while TLA > 30°

Do not Takeoff with Engine Oil Pressure in yellow band or below lower red line TUI-B 3.10.14 : Do not Taxi with Oil Pressure below red line

Cross-check with the Oil Pressure Indicator. The Indicator is powered by the respective TFR BUS. However, in case of power loss, the Indicator will display the last pressure sensed !

Oil Pressure in the yellow band is rather normal when Oil is warm and low thrust setting, such as in descent.

ENGINE OIL QUANTITY

non-EIS

EIS

Remark

5.0 USG

100%

Full Quantity

3.0 USG

60%

(after Engine Shutdown)

2.5 USG

50%

(before Engine Start)

1.5 USG

25%

(stable cruise)

Maintenance alert Minimum for dispatch Maintenance alert

Oil quantity indication on the Flight Deck is only valid till 30 min after Engine shutdown. Engine requires oil servicing when oil quantity is below 3.0 USG (non-EIS) or 60% (EIS) and should be reported into ATL. TUI-B 2.20

(2.5 USG ?)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.19

ENGINE OIL FILTER BYPASS

OIL FILTER BYPASS

Oil Filter differential Pressure > 24 PSI

In any case, consider Engine as INOP ! Use the the

NNC [ENGINE FAILURE AND SHUTDOWN] and

NNC [ONE ENGINE INOP LANDING] as guideline

Open Fuel X-feed to avoid imbalance and start APU as back-up for electrical On GND

During Cold Weather operation, the OIL FILTER BYPASS amber light may remain illuminated after Engine start. Once Oil is warm (3 to 5 minutes), the Oil Filter differential pressure will decrease and the OIL FILTER BYPASS amber light will extinguish. If the light remains illuminated after 5 minutes or more, consider to shutdown the Engine. Refer to

In FLT

DDPG-MEL 79-2

Oil Filter Bypass must be treated as Engine INOP. On Final Approach

Retard Thrust Lever Flaps 15 – fly outerbug GPWS Flap inhibit

MRG [General / CONTINUANCE ON FINAL APPROACH] Refer to for additional info.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.20

ENGINE OVERHEAT

P6-2B

"OVHT WHL WELL WNG BDY"

Overheat/Fire Detector Loop Temperature > limit

ENG I-2 OVERHEAT

In any case, consider Engine as INOP ! Accomplish Refer to

NNC [ONE ENGINE INOP LANDING] MRG [General / ENGINE OVERHEAT] for additional info

Open Fuel X-feed to avoid imbalance and start APU as back-up for electrical

On GND

Accomplish

NNC [ENGINE FAILURE AND SHUTDOWN]

In FLT

Engine Overheat must be treated as Engine INOP. Retard Thrust Lever Flaps 15 – fly outerbug GPWS Flap inhibit

(On final Approach)

MRG [General / CONTINUANCE ON FINAL APPROACH] Refer to for additional info.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.21

ENGINE IGNITION

P6-2B

Right Energy Left Energy

STBY AC BUS TFR BUS 1/2

High Energy System Left : - Furnishes High Energy to left plug in annular booster chamber High Energy System Right : - Furnishes High Energy to right plug in annular booster chamber. GND (L or R) : - To be used for engine start on ground CONT (L or R) : - To be used to minimize possible engine flameout due to sudden disrupted inlet airflow during critical stages of flight (takeoff and landing), turbulence, bird strike or icing conditions when selecting Engine Anti-Ice ON CONT (Both) or FLT : - To be used for engine start in flight - To be used for flight in severe turbulence and moderate to severe icing (FLT bypasses the Ignition Select Switch and furnishes energy to both igniters)

With Left or Right System reported INOP, position Ignition Select Switch to available system. DDPG-MEL 74-1 for maintenance procedure when Right System INOP. Refer to Maintenance will connect Left System to AC STBY BUS for engine relight in case of loss of thrust on both Engines. With failure of TFR BUS 1 or 2, corresponding Ignition System fails. Position Ignition Select Switch to available system.

Left Ignition (TFR BUS) is available only when APU or GND PWR is connected or when Engine is running. This explains why during Battery Start, the Ignition Select Switch must be positioned to RIGHT.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.22

INFLIGHT ENGINE START

In FLT

LOW IDLE amber light is a normal indication when N1% is below 25% and Start Lever is in IDLE

N1% indicating zero N2% indicating zero

OR

Low Oil Quantity

INFLIGHT ENGINE START NOT ALLOWED

When using Bleed Air from the operating Engine to starter assist, Cabin Pressure will temporary slightly decrease. Select TCAS back to TA/RA after successful Engine relight

Refer to

L for in Flight EGT limitations : 725°C - 1340°F 930°C - 1700°F (Loss of thrust on both Engines) Light-up within 30 “ in stead of 10” on GND

TUI-B 3.10.19

Successful inflight start is only guaranteed within the Boeing envelope. However, a start may and should be attempted outside the envelope.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.23

LOSS OF THRUST ON BOTH ENGINES

DO NOT CONFUSE WITH LOSS OF BOTH ENGINE DRIVEN GENERATORS ! Advance Thrust Levers to exclude any doubt.

- "MAYDAY" call. Advice ATC that you are rapidly descending - verify obstacles - if in precipitation or clouds, adjust heading to vacate the area - maintain 280 kts for optimum wind-milling versus altitude loss. Adjust airspeed to obtain N2% above 15% !

Boxed items should be repeated when temperature is impending to reach 930°C 1700°F or when time from placing Start Levers to IDLE with no light-up reaches 3 minutes. Start Lever to be placed in CUTOFF for 3 to 5 seconds until EGT drops below 650°C 1200°F. Start Switch is placed to FLT, however only Right Igniters are powered by AC STBY BUS. Do not await successful Engine relight prior to starting the APU. Once the APU is available : - Connect it to GEN BUS 2 to obtain both Left and Right Ignition (improving start capability) and to power F/O instruments (F/O can become PF) - Level-off to reduce N2 below 15% and to use Starter. APU has demonstrated capability to provide electrical and pneumatic power up to 20.000 ft Once one Engine recovered, accomplish recall items to shutdown other Engine - continue

NNC [LOSS OF THRUST ON BOTH ENGINES]

- for the remaining Engine, perform

NNC [ENGINE FAILURE & SHUTDOWN]

and NNC [INFLIGHT ENGINE START] Max. EGT becomes back 725°C - 1340°F !

(EFIS) IRS MODE SELECTOR SWITCHES ....... ATT - wings must be level, airplane may climb or descent however without acc./deceleration for 30 seconds - the Magnetic Heading can be inserted in the FMC (POS INIT PAGE : 3 digits) or through the ISDU Keyboard on the OVHD Panel (HDG/STS position : 4 (Litton) H+3 (Honeywell) digits without decimal). Before entering the Magnetic Compass reading, it must be corrected for deviation using the Deviation Table. - the IRS drifts like a conventional gyro. Heading entry should be updated every 15 minutes and before commencing approach ! - check FMC for possible position shift or loss of data. Set AUTO/MANUAL selection back to AUTO on the VHF Navigation Control Panel. (As installed) ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.24

LOW IDLE

P6-2A

DC BUS 1

Engine N1% is below the required minimum for a given phase of flight

On GND

Refer to

On GND In FLT

LOW IDLE

DDPG-MEL 77-10

Engine N1% is in Low Idle 22% Engine N1% is in High Idle 30%

Engine RPM drops to Low Idle 4 seconds after touchdown

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.25

PMC INOPERATIVE

No Circuit Breaker

PMC selected OFF Engine %N1 > 46%

OR

PMC selected ON

AND

ON INOP

PMC failure detected

On GND

Refer to

DDPG-MEL 73-7

Refer to

NNC

Refer to

VEX-B 2.14.8.4

Refer to

MRG [Takeoff Performance / Dispatch with PMC OFF Takeoff Computation]

The PMC aims for constant %N1 during Takeoff run while IAS increases. With PMC OFF, oscillations in %N1 will occur during Takeoff run influencing takeoff performance and Vmcg. The PMC operates at other phases of flight, however with limited authority. The PMC activates at 46% N2 (starter cutout). It sends commands to the MEC. The PMC control switches are located on the aft overhead panel or (as installed) in the E&E compartment.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.26

REVERSER

P6-2C (4 breakers)

BAT BUS

The Thrust Reverser Isolation Valve isolates Hydraulic System A/B Pressure from the respective Reverser System. The valve is powered by the BAT BUS and requires two conditions in order to open :

Captain RA < 10 ft F/O RA < 10 ft

OR

Air/Gnd Relay in GND Mode AND

Engine Fire Handle not pulled

Reverser Deploy

BATT Switch ON

REVERSER On GND

The REVERSER amber light illuminated indicates : - Hydraulic Pressure is not available to either or both Thrust Reverser Selector Valves with the Thrust Reverser Isolation Valve closed while commanded open - Reverse Thrust on either or both engines is not available - Recycling Thrust Reverser Levers may solve the problem - Refer to

DDPG-MEL 78-1

- Refer to

DDPG-MEL 78-7 [REVERSER UNLOCK LIGHT]

- DO NOT TAKEOFF ON CONTAMINATED RUNWAY Refer to MRG [TakeOff Performance / Contaminated Runway Takeoff Performance] for additional info In FLT

- Hydraulic Pressure is available to either or both Thrust Reverser Selector Valves with the Thrust Reverser Isolation Valve open while commanded closed - Hydraulic Pressure to either or both Engines Thrust Reverser is available - DO NOT ACTUATE THRUST REVERSE LEVERS IN FLIGHT

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.27

With a failure of the Air/Gnd Safety Sensor, the REVERSER amber light will not illuminate in flight. Illumination of the REVERSER amber light (without illumination of the MC) during Thrust Reverser Deployment and Stowing is a normal indication. The Master Caution ENG Annunciator will illuminate only 12 seconds after the REVERSER amber light illuminated. Pulling either Engine Fire Handle inhibits the REVERSER amber light.

SUBSEQUENT FAILURE(S)

An additional failure of the Thrust Reverser Selector Valve in flight may cause inadvertent deployment of the affected Thrust Reverser. Refer to

NNC [REVERSER UNLOCKED (IN FLIGHT)]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.28

REVERSER UNLOCKED

P6-2C (4 breakers)

BAT BUS

REVERSER UNLOCKED On GND Recycle Reverse and verify Thrust Levers for free movement. If Thrust Lever or Reverser Thrust Lever is blocked, check circuit breaker and verify free movement again. Thrust Lever free movement and REVERSER UNLOCKED amber light remains illuminated : - shutdown Engine - verify Reverser correctly stowed to determine problem ; - Refer to

DDPG-MEL 78-1

- Refer to

DDPG-MEL 78-7 (Reverser Unlock Light)

In FLT To re-stow Thrust Reverse after inadvertent opening, follow procedure in checklist. With Gear Down, one Engine Max. Cont. and other Engine in Idle Reverse, expect R/D approximately 800 ft/min. TUI-B 3.10.25 If Thrust Lever retards to IDLE from a high power setting, shutdown the Engine by recall (Start Lever CUTOFF) to avoid any control problems and/or structural failure, then perform the

NNC

If Thrust Lever does not retard to IDLE and no yaw or buffet is experienced, either expect a false indication, either the Reverse Sleeve is unlocked but not deployed. A visual check may deliver additional information.

The Forward Thrust Throttle Lever is interlock limited from forward movement until the Thrust Reverser Throttle Lever is in stow position. However, while the Reverser is in motion, the Throttle Interlock is removed. Therefore, the ability of the Forward Thrust Throttle Lever to move forward is no guarantee that the Reverser is fully stowed. Always confirm visually ! ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.29

START VALVE OPEN

START VALVE OPEN Refer to

NNC

Refer to

MRG [General / ENGINE START PROBLEMS] for additional info

VOLCANIC ASH

Refer to

NNC

ENGINE FUEL LEAK

Refer to

NNC

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

7 – Engines, APU - p.30

Systems

Management Reference Guide

Section 8

Fire Protection

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

8 - Fire Protection – p.1

Section 8 Fire Protection Air Conditioning Smoke / Fumes ........................................................................ 3 APU DET INOP .................................................................................................. 3 APU Fire ............................................................................................................ 3 Electrical Smoke / Fumes or Fire ....................................................................... 3 Engine Fire / Overheat Detector Fault ............................................................... 3 Engine Fire, Severe Damage or Separation ...................................................... 4 Engine Overheat ................................................................................................ 4 Engine Tailpipe Fire ........................................................................................... 4 Wheel Well Fire .................................................................................................. 4 Smoke / Fumes Removal ................................................................................... 4

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

8 - Fire Protection – p.2

AIR CONDITIONING SMOKE / FUMES

Duplicate

NNC - Refer to Section 2 : Air Systems

APU DET INOP

Duplicate

NNC - Refer to Section 7 : Engines, APU

APU FIRE

Duplicate

NNC - Refer to Section 7 : Engines, APU

ELECTRICAL SMOKE / FUMES OR FIRE

Duplicate

NNC - Refer to Section 6 : Electrical

ENGINE FIRE / OVERHEAT DETECTOR FAULT

Duplicate

NNC - Refer to Section 7 : Engines, APU

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

8 - Fire Protection – p.3

ENGINE FIRE, SEVERE DAMAGE OR SEPARATION

Duplicate

NNC - Refer to Section 7 : Engines, APU

ENGINE OVERHEAT

Duplicate

NNC - Refer to Section 7 : Engines, APU

ENGINE TAILPIPE FIRE

Duplicate

NNC - Refer to Section 7 : Engines, APU

WHEEL WELL FIRE

Duplicate

NNC - Refer to Section 14 : Landing Gear

SMOKE / FUMES REMOVAL

Refer to

MRG [General / SMOKE] for additional info

Refer to

NNC [AIR CONDITIONING SMOKE/FUMES] for additional info

Refer to

NNC [ELECTRICAL SMOKE/FUMES OR FIRE] for additional info

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

8 - Fire Protection – p.4

Systems

Management Reference Guide

Section 9

Flight Controls

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.1

Section 9 Flight Controls Flight Controls Checklist Review ........................................................................ 3 Flight Controls .................................................................................................... 4 All Flaps Up Landing .......................................................................................... 5 Alternate Flaps Operation .................................................................................. 7 Auto Slat Fail ..................................................................................................... 9 Feel Differential Pressure .................................................................................. 9 Flight Control Low Pressure ............................................................................. 10 Jammed or Restricted Flight Controls .............................................................. 11 Jammed Stabilizer ........................................................................................... 12 Leading Edge Flaps Transit ............................................................................. 13 Mach Trim Fail ................................................................................................. 14 Rudder Pressure Reducer ............................................................................... 15 Runaway Stabilizer .......................................................................................... 16 Runaway Flap .................................................................................................. 17 Flap Load Relief (As installed) ........................................................................ 17 Speed Brake Do Not Arm ................................................................................ 18 Speed Trim Fail ................................................................................................ 20 Stabilizer Electric Trim Inop ............................................................................. 21 Stabilizer Out of Trim ....................................................................................... 22 Standby Rudder On (As Installed) ................................................................... 23 Trailing Edge Flap Asymmetry ......................................................................... 24 Trailing Edge Flap Disagree ............................................................................ 25 Trailing Edge Flaps Up Landing ...................................................................... 26 Uncommanded Rudder / Yaw or Roll ............................................................... 28 Yaw Damper .................................................................................................... 29

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.2

FLIGHT CONTROLS CHECKLIST REVIEW

FLIGHT-GROUND SPOILERS SPEED BRAKE DO NOT ARM

LEADING EDGE FLAPS-SLATS LE FLAPS TRANSIT

JAMMED OR RESTRICTED FLIGHT CONTROLS

AUTO SLAT FAIL

RUDDER

YAW DAMPER UNCOMMANDED RUDDER/YAW FLIGHT SPOILERS

JAMMED OR RESTRICTED FLIGHT CONTROLS

GROUND SPOILERS LE FLAPS

LE SLATS

ELEVATOR JAMMED OR RESTRICTED FLIGHT CONTROLS

AILERONS UNCOMMANDED ROLL JAMMED OR RESTRICTED FLIGHT CONTROLS

.

ELEVATOR PITOT PROBE FEEL DIFF PRESS

.

MACH TRIM FAIL FLIGHT CONTROL LOW PRESS

TRAILING EDGE FLAPS

SPEED TRIM FAIL

ALTERNATE FLAPS OPERATION TE FLAP ASYMMETRY

STABILIZER

TE FLAP DISAGREE

JAMMED STABILIZER

TE FLAPS UP LANDING

RUNAWAY STABILIZER

ALL FLAPS UP LANDING

STABILIZER OUT OF TRIM

RUNAWAY FLAP

STAB ELECTRIC TRIM INOP

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.3

FLIGHT CONTROLS

FLT CONTROL A B

STANDBY HYD

STBY RUD

STBY RUD

OFF

OFF

A ON

B ON

GEN BUS 1/2

LOW QUANTITY LOW PRESSURE

(As Installed)

STBY RUD ON

ALTERNATE FLAPS UP

LOW LOW PRESSURE PRESSURE

OFF

SPOILER A B

DOWN

TFR BUS 2 OFF

OFF

ON

ON

FEEL DIFF PRESS SPEED TRIM FAIL

YAW DAMPER YAW DAMPER

ELEC BUS 1

MACH TRIM FAIL

ELEC BUS 1/2

AUTO SLAT FAIL

TFR BUS 1/2

ON

OFF

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.4

ALL FLAPS UP LANDING

Section

Remarks

Approach

Request Radar Vectors for 15 miles final with wide turns due to 15° bank angle limit With a published procedure turn, adjust outbound leg heading or timing due to limited bank ! Expect impression to be high on profile due to a high nose-up attitude

Landing

Burn off Fuel to practical minimum in order to reduce Landing Weight No flare, positive landing. Apply forward column pressure after touchdown ! Autobrakes are not recommended, use maximum reverse thrust and gentle positive braking High Speed Tires maximum 195 kts ground speed. Verify tire condition with RHSP external inspection. Be ready to take over with Nose Wheel steering for directional control upon roll-out Choose RWY : - Weather forecast at ETA (= after fuel burn-off) > and landing minima (200 ft / 700 m) > > > > >

PI [NON-NORMAL CONFIG - Refer to LANDING DISTANCE] - No X-wind - Avoid Wet Runway - Verify obstacles for straight out Go-Around

Go-Around

Go-Around with Flaps UP Limit Bank Angle to 15° when below 210 kts (or 220 kts)

ATC

"PAN-PAN : Technical problem - No flaps for landing - Landing at high speed" Request : - Weather forecast at ETA (= after fuel burn-off) > - Straight ahead Go-Around due to limited bank > - Fire brigade to inspect landing gear at landing roll-out Report : > > > >

- Holding time required to burn-off fuel and prepare for approach - Persons on Board - Fuel upon landing - Any or No Dangerous Goods on Board

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.5

Cabin Crew

Prepare for emergency landing and possible emergency evacuation Optional / not required by VEX-B 3.14 Brief passengers for landing. ('Brace' is optional depending on RWY length and condition)

Passengers

"Technical problem, airplane under control. Remain in holding for x time to reduce fuel. Follow Cabin Crew instructions." FO at 400 ft AGL : "Brace-Brace" (optional)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.6

ALTERNATE FLAPS OPERATION

P6-2D

TFR BUS 2 - 115VAC

Procedure to be used when Flaps do not respond to Flap Lever movement. However, perform visual check to exclude an Indicator failure and verify Breakers ! After T/O :

- Use this procedure to retract the Flaps to UP - Continue flight to destination, weather and RWY-length permitting - Plan a F15 landing (CAT I 200ft / 700m)

In Approach :

- Extension to F15 may take up to 2 minutes - No holding required, establish long final - Plan a F15 landing (CAT I 200ft / 700m)

Diversion :

- TE Flaps can be electrically retracted. Refer to Duty Cycle below ! - With System B Pressure available, the LE devices can be retracted by positioning the Alternate Flaps Master Switch back to OFF

L -

VEX-B-1.13.8

ALTERNATE Flaps Operation Placard Speeds : DUTY CYCLE :

Max. 230 kts

5 minutes (Flap 0 till Flap 15) 25 minutes (Flap 15 till Flap 40)

Before moving the Alternate Flaps Master Switch to ARM, verify if the Alternate Flaps Position Switch is not in the UP position. (DOWN position is spring-loaded)

The ALTERNATE FLAP OPERATION bypasses the Asymmetry Protection !

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.7

SUBSEQUENT FAILURE(S)

TE FLAPS DO NOT MOVE - TE indicator INOP

Check

P6-2C Check

- Failure of Alternate TE Flap Drive AC - Accomplish

P6-2D

NNC [TRAILING EDGE FLAPS UP LANDING]

TE FLAPS ASYMMETRY - Release Alternate Flaps Position Switch immediately - Do not attempt to retract or further extend flaps since asymmetry protection is bypassed in Alternate Flap Operation - Accomplish

NNC [TRAILING EDGE FLAP ASYMMETRY]

LE FLAPS DO NOT MOVE or ASYMMETRY - LE indicator INOP

Check

P6-2C

- Loss of Standby Hydraulic System, which is to be confirmed by illumination of Standby Hydraulic LOW OIL PRESSURE amber light. Check Hydraulic Pumps

P6-11A and

12A

- Hold the Alternate Flaps Position Switch down till TE Flaps are at 15, amber light ! - Accomplish

NNC [STANDBY HYDRAULIC LOW OIL PRESSURE] pro forma

- Accomplish

NNC [LEADING EDGE FLAPS TRANSIT]

Both LE and TE FLAPS DO NOT MOVE - (TE) Failure of Alternate TE Flap Drive AC

Check

P6-2D

- (LE) Loss of Standby Hydraulic System, which is to be confirmed by illumination of Standby Hydraulic LOW OIL PRESSURE amber light. Check Hydraulic Pumps - Accomplish

P6-11A and

12A

NNC [ALL FLAPS UP LANDING]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.8

AUTO SLAT FAIL

P6-2B and P6-2C (Hydraulics)

AUTO SLAT FAIL

The Auto Slat System will drive LE Slats to Full Extend in the event that the aircraft approaches a stall condition. The Auto Slat System is armed when the LED are Mid-Extend. (Flap 1 till nearly Flap 10) Upon activation, the LE FLAPS TRANSIT amber light is inhibited. The Auto Slat System uses Hydraulic System B. With a loss of System B Pressure, the Auto Slat System has hydraulic pressure from System A through the PTU.

FEEL DIFFERENTIAL PRESSURE

No Circuit Breaker !

Difference between Hydraulic System A and Hydraulic B Pressure > 25% One or both Elevator Feel Pitot Systems have failed

FEEL DIFF PRESS

OR

Internal Computer Failure

The Feel System computes and transmits signals to the Flight Deck Control Columns through the Elevator Feel and Centering Unit to simulate aerodynamic forces. The Feel System operates normal with only one Hydraulic System operating. If the Feel System fails, artificial feel is provided by springs that are pre-set for a correct artificial feeling at low speeds. The FEEL DIFF PRESS amber light is only armed when TE Flaps are UP.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.9

FLIGHT CONTROL LOW PRESSURE

P6-2A The Flight Control LOW PRESSURE amber light illuminates when a low oil pressure is sensed in the hydraulic system line that provides Ailerons, Elevator and Rudder. Check related Hydraulic System Pressure :

RELATED HYDRAULIC SYSTEM PRESSURE IS LOW The Flight Control LOW PRESSURE amber light only confirms the loss of the related Hydraulic System.

RELATED HYDRAULIC SYSTEM PRESSURE IS NORMAL The Flight Control LOW PRESSURE amber light is illuminated due to : - RPR stuck in Low Pressure Mode while expected to be in High Pressure Mode (typically in approach at 700 feet RA) Refer to

MRG [RUDDER PRESSURE REDUCER] for additional

information and refer to DDPG-MEL 27-19 for adapted approach speeds. Continue approach, the Hydraulic Standby System automatically activates and delivers sufficient pressure for directional control. - Hydraulic System A Flight Control SOV stuck closed On GND

To exclude this, temporary remove Hydraulic System B from flight controls by selecting Hydraulic System B Flight Control Switch to OFF (or shutdown System B Hydraulic Pumps) and move the Ailerons. If they move, it means that the Hydraulic System A FC SOV is open. A failure of the RPR must then be suspected.

- (with the Flight Control Switch in STBY RUD) The Flight Control LOW PRESSURE amber light functions as a position light for the Standby Rudder SOV. The light illuminates to indicate that the STBY RUD SOV failed to open ! Check STBY RUD SOV

P6-2

- a malfunction of the Flight Control Low Pressure sensor. Such a failure may occur in winter time and will disappear from itself after a while. ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.10

JAMMED OR RESTRICTED FLIGHT CONTROLS

- Autopilot - Autothrottle - Flight Control

Disengage Disengage Overpower

JAMMED OR RESTRICTED ELEVATOR With the Elevator jammed upon rotation, Takeoff can be performed using Electric Trim In FLT

Use Manual or Electric Trim to maintain altitude control

On Final

Use EngineThrust to adjust airplane pitch

JAMMED OR RESTRICTED AILERON / SPOILER Overpowering the Aileron Control will open the Spring Rod Clutch between Spoiler Mixer and Aileron Bus Cable : - With the jam situated in Ailerons, Bus Cable, Power Control Unit or Control Cable System, airplane roll can be partially recovered through differential deployment of the Flight Spoilers through the F/O Control Column. (12° deflection is required) - With the jam situated in the Spoiler Mixer, airplane roll can be recovered through Ailerons only by the Captain Control Column. Secondary Yaw Drag Effects may be expected in turns. - However, due to high forces required to open the clutch (exceeding forces required for manual reversion), airplane directional control can easier be achieved through light rudder inputs.

JAMMED OR RESTRICTED RUDDER If appropriate, switch to the

NNC [UNCOMMANDED RUDDER/YAW]

JAMMED OR RESTRICTED STABILIZER The Stabilizer is not a primary Flight Control. Refer to the appropriate NNC [JAMMED STABILIZER] ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.11

JAMMED STABILIZER

- Mechanical failure of Jack screw - Stabilizer Trim frozen (e.g. due to excessive grease) (descend to lower - warmer- flight level)

Both pilots should simultaneously attempt to break loose a jammed Stabilizer by exerting maximum force on the manual Trim Handles. The Clutch will close again after every free movement.

Section

Remarks

Approach

Request Radar Vectors for 15 NM Final Extend Flaps and Landing Gear early on Final (not yet in Holding) PNF may assist in holding the Control Column on Final

Landing

No flare, positive landing. Apply forward column pressure after touchdown ! Choose RWY : - Request RWY with ILS Approach > > >

ATC

- Refer to PI [NON-NORMAL CONFIG LANDING DISTANCE] - Verify obstacles for straight out Go-Around

"PAN-PAN : Technical problem - Difficulty in maintaining vertical flight path" Request :

- Straight ahead Go-Around

Cabin Crew

No actions required

Passengers

No information or briefing required

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.12

LEADING EDGE FLAPS TRANSIT

P6-2C

TE Flaps UP and one or more LE Flaps not UP TE Flaps 1 - 5 and one or more LE Slats not in MID Extend

LE FLAPS TRANSIT

OR

TE Flaps 10 - 40 and one or more LE Slats not in FULL Extend

On Takeoff

- At low speed, consider to abortTakeoff - Accelerate to a higher V2 speed and rotate slowly - Maintain higher speed

Indications on Speed Tape are adjusted for Flap Transit

Takeoff Configuration warning may or may not sound, depending on which LE slat is in transit (TO Warning switch on LED No 1 and 4 only) Upon Retraction

- Limit airspeed to 230 kts

Upon Extension

- A LE Device might got frozen stuck. Apply WAI.

With a normal green or blanco indication on the Overhead Panel LED Annunciator for the actual Flaps setting, illumination of the LE FLAPS TRANSIT amber light may occur with the needles on the LE Flaps Indicator a little bit outside the white range. Expect normal flaps extension and proceed without performing the NNC. With only one amber or one green light illuminated on the Overhead Panel LED Annunciator, no roll encountered and visually confirmed to be retracted, a malfunction of the uplock micro-switch may be suspected. In cold weather operation the LED uplock micro-switch may be frozen. Select WAI ON to melt any accumulated ice.

If the amber light becomes green when recycling flaps to Flaps 1, expect normal flap extension at destination. (accomplish normal landing Checklist !) If the light remains amber during flap recycling, the LED is stuck and landing minima become CAT I 200 ft / 700 m.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.13

Fuel penalty with all LED in Full Extend is 10%.

The LE Flaps and Slats are maintained in UP position by continuous Hydraulic System B Pressure. With a loss of hydraulic pressure, the LE Devices remain in UP position due to airflow. Some or all LE Devices may extend at slow flight or steep AoA.

Refer to

NNC [AUTO SLAT FAIL] for additional information on LE Devices

MACH TRIM FAIL

P18-1E

Mach Trim unreliable Mach Trim System internal failure

OR

MACH TRIM FAIL

Mach Trim System Test in progress

Mach Trim System provides speed stability at high Mach numbers. At higher speeds, the center of lift on the wing moves aft, especially with swept wing aircraft, causing the aircraft to become nose heavy. This is known as the Mach Tuck. The Mach Trim System is installed to counteract this Mack Tuck and moves the Flight Deck Control Wheel to a new neutral position. This can be observed by flight crew when airspeed passes through Mach 0.615 . The MACH TRIM FAIL amber light is only armed when the TE Flaps are UP. Indicates failure of both FCC. Illumination of MACH TRIM FAIL amber light upon pushing Master Caution on recall indicates failure of a single FCC. Airspeed should be limited to Mach 0.74.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.14

RUDDER PRESSURE REDUCER

No Circuit Breaker !

An RPR is installed to reduce Rudder authority during those phases of flight when large Rudder deflections are not required. The RPR reduces System A Hydraulic Pressure to the Rudder PCU which in turn reduces Rudder authority by about a third, allowing Crew more time to respond and recover from unnecessary large Rudder deflection. The RPR thereby makes Ailerons and Spoilers more effective in deflection. Normal pressure applied to the Rudder PCU is 3000 PSI. The RPR reduces the pressure to 1000 PSI (RPR Low Pressure Mode) when climbing through 1000 feet RA. The RPR returns to High Pressure Mode in the following cases :

RA < 700 feet Loss of Hydraulic System B Pressure Engine Failure ( %N1 > 45%)

OR

RPR returns to High Pressure Mode

Failure of both Radio Altimeters

On GND

Hydraulic System A Flight Control LOW PRESSURE amber light illuminated indicates that the RPR is stuck in Low Pressure Mode, while it should deliver high pressure to the Rudder PCU. Refer to DDPG-MEL 27-19 or for adapted approach speeds

In FLT

Boeing Service Bulletin

Do not perform NNC [FLIGHT CONTROL LOW PRESSURE] while up for a CAT II/III Dual Channel Approach, since A/P A will get lost.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.15

RUNAWAY STABILIZER

- Autopilot - Stabilizer Trim Cutout Switches - Stabilizer Trim Wheel

Disengage Cutout Grasp and hold

The difference between an Electric Runaway and Aerodynamic Runaway can easily be recognized. In case of an Electric Runaway : - the Stabilizer Trim runs immediately at high speed - the runaway stops when selecting the Stabilizer Cutout Switches to Cutout

RUNAWAY STOPS when selecting Stab Trim Cutout Switches to Cutout If the Autopilot was engaged :

- Autopilot Electric Motor Runaway - Main Electric Trim remains available

If the Autopilot was not engaged :

- Main Electric Motor Runaway - Verify Trim Switches on Control Wheel not stuck (sticking) - A/P Electric Trim remains available

RUNAWAY CONTINUES when selecting Stab Trim Cutout Switches to Cutout - Suspect Aerodynamic runaway (Dual Failure of Brake System) - Control Column movement opposite to the direction of the aerodynamic runaway will aggravate the situation. Use Electric Trim to counteract the Trim runaway !

TUI-B 3.12.9

Although not mentioned in the at the nearest suitable airport

NNC it is an SOP to land

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.16

RUNAWAY FLAP

When extending Flaps, TE Flap runaway to Flaps 40. Runaway from UP to F40 only takes circa 10 seconds. If noticed in time, runaway flap can be stopped by selecting the Alternate Flap Switch to ARM. Aim to stop runaway at Flaps 15.

If runaway was noticed too late and Flaps are 40, retract Flaps to 15 using MRG [ALTERNATE FLAPS OPERATION] in the event an Engine would fail TUI-B 3.12.20 [TE UNCOMMANDED MOTION]

FLAP LOAD RELIEF

P6-2D

As Installed

DC BUS 2

Flaps 40 AND

(300-500) IAS > 158 kts (400) IAS > 162 kts

FLAP LOAD RELIEF

The TE Flaps will re-extend from 30 to 40 when airspeed drops below 153 kts (300-500) – 157 kts (400)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.17

SPEED BRAKE DO NOT ARM

No Circuit Breaker

DC BUS 2

Air/Gnd Safety Sensor INOP (False) Wheel Spin-Up Signal

OR

ANTISKID INOP amber light illuminated

On GND

To dispatch airplane with Speed Brakes malfunctions, DDPG-MEL 27-7 [Auto Spoiler System]

refer to In FLT

SPEED BRAKE DO NOT ARM

The SPEED BRAKE DO NOT ARM amber light illuminated indicates a failure of the Auto Extend System. Speed Brakes may be used in FLT as well as on GND without any restriction. However, the Speed Brake Lever must be in Down Detent for landing ! Extend Speed Brakes manually upon touchdown.

FPPM

Manual extension of Speed Brakes increase landing distance by (400)

650 feet (Flaps 15) 550 feet (Flaps 30) 500 feet (Flaps 40)

which for a given RWY length may reduce the Landing Mass up to 3 TON

Speed Brake Lever in Armed position Both Thrust Levers in IDLE

Speed Brake Lever moves to UP AND

Main Wheel(s) Spin Up > 65 kt

FLT Spoilers Auto Extend

Air/Gnd Sensor in GND Mode RMLG Strut Depressed Both Thrust Levers in IDLE

AND

GND Spoilers Auto Extend

Speed Brake Lever in Armed position

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.18

With the Speed Brake Lever in Down Detent the SPEED BRAKE DO NOT ARM amber light is deactivated.

Flight Spoilers also augment Aileron operation when the Flight Deck Control Wheel is rotated more than 10°. This roll augmentation is available whether Speed Brakes are down or extended. Ground Spoilers deploy 90° Flight Spoilers deploy 60°

Engine strut

GND 0

GND 1

FLT 2

4

FLT

GND

3

System B System A Spoiler Mixer

GND Spoiler SOV

RMLG

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.19

SPEED TRIM FAIL

No Circuit Breaker !

SPEED TRIM FAIL

Speed Trim System improves flight characteristics during low speed operations with a low gross weight, aft center of gravity and thrust setting above 60% N1. It operates most frequently during Takeoff and Go-Around. The Speed Trim System usually commands the Stabilizer in a direction opposite to the speed change.

(300) Flaps not UP (300) Airspeed between 90 kts and 250 kts (400-500) Airspeed between 90 kts and M 0.6 10 seconds Air/Gnd in Air Mode AND

5 seconds release of Trim Switches

Speed Trim operation

Engine No 1 %N1 > 60% Autopilot A and B not engaged Trim requirement sensed by computer

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.20

STABILIZER ELECTRIC TRIM INOP

P6-2B P18-0

Electric Trim TFR BUS 2 Autopilot Trim ELEC BUS 1

If the Stabilizer Electric is not responding to Control Wheel Trim Switch pulses, select Stabilizer Trim Cutout Switches to Cutout and verify free movement of Stabilizer Trim Wheel. If jammed, accomplish the

NNC [JAMMED STABILIZER]

The Horizontal Stabilizer Trim Mechanism consists of one Main Electric Trim Motor and one Autopilot Electric Trim Motor, but can also be manually operated by the Stabilizer Trim Wheel. The Stabilizer is held in position by a dual brake system. Either Stabilizer Brake can maintain the Stabilizer position. In the event of a dual brake failure, air load can drive the Stabilizer to its mechanical stops. Refer to

NNC [RUNAWAY STABILIZER] for more information

To stop unwanted Trim motion, Stabilizer Brake can be applied by moving the Control Column opposite the trim motion. This Brake can be released by pulling a Stabilizer Trim Switch Override located on the control stand or by reversing trim direction.

Trim Authority (units)

Manual Trim Main Electric Trim

Flaps UP Flaps Extended

Autopilot Electric Trim

300

400-500

0.0 - 17.0 2.5 - 12.5

0.0 - 17.0 2.8 - 12.5

0.25 - 12.5 0.25 - 14.0

0.25 - 12.5 0.25 - 14.0

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.21

STABILIZER OUT OF TRIM

P6-2B P18-0

Electric Trim TFR BUS 2 Autopilot Trim ELEC BUS 1

A/P Electric Trim Motor or Control Failure Stab. Trim position outside A/P Trim Authority (*1)

OR

Stabilizer jammed AND

Autopilot (Elevator Channel) engaged

STAB OUT OF TRIM

(EFIS) FMA not[GS] and [FLARE] armed (*2)

(*1)

MRG [STABILIZER ELECTRIC TRIM INOP] Refer to for Trim Authority

(*2)

The STAB OUT OF TRIM amber light is inhibited during Dual Channel A/P Approach when [GS] and [FLARE] armed in view of the A/P Trim Bias

- Disconnect Autopilot - Select Stabilizer Trim Cutout Switches to Cutout - Check free movement of Stabilizer Trim Wheel If jammed, accomplish the

NNC [JAMMED STABILIZER]

Momentary illumination of the STAB OUT OF TRIM amber light during large changes in trim requirements, is normal. Steady illumination of the STAB OUT OF TRIM amber light indicates that the Elevator position exceeds a certain value in relation to the Stabilizer position.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.22

STANDBY RUDDER ON

As Installed

No Circuit Breaker

STBY RUD ON

The STANDBY RUDDER ON amber light illuminates any time the Standby Rudder PCU is operating. If this light illuminates independent of any Crew action or any Hydraulic System malfunction, either of the following two conditions may have occurred ; - a FFM malfunction inadvertently activating the Standby Pump and powering the Standby PCU This is the most likely cause, the

NNC is written for this condition.

Three PCU Control Valves power the Rudder and full Rudder inputs should be avoided to prevent applying excessive loads on the Rudder. - a differential pressure between the two Main PCU Control Valves indicating a jammed condition Do not perform the NNC, because satisfactory Rudder operation is available using the Standby Rudder PCU.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.23

TRAILING EDGE FLAP ASYMMETRY

The asymmetry logic is depicted from the TE Flap Position indicator. With a 6° needle split between the left and the right flap position needle, the TE Flap Bypass Valve will be commanded close to remove Hydraulic pressure to the TE Flap Drive Unit.

ON FINAL APPROACH AND FLAPS 15 OR MORE - Continue Approach - Verify RWY length and condition - Set Vref for smallest Flap setting (Vref 15 - 30 - 40) or fly Outerbug - Use Aileron Trim (No rudder input required !) - Select Autobrakes - Flap Override

OTHER After Takeoff (or) On Final with Flaps between 0-1 and 15

Section

Remarks

Flaps

With Flaps 1, 2 or 5 the LE Devices can be moved to Full Extend by momentary positioning the Alternate Flaps Position Switch to DOWN

Landing

Burn off Fuel to practical minimum in order to reduce Landing Weight No flare, positive landing. Apply forward column pressure after touchdown ! Autobrakes are not recommended, use maximum reverse thrust and gentle positive braking High Speed Tires maximum 195 kts ground speed. Verify tire condition with PNF external inspection Be ready to take over with Nose Wheel steering for directional control upon roll-out Choose RWY : - Weather forecast at ETA (= after fuel burn-off) > and landing minima (200 ft / 700 m) > > > > >

PI [NON-NORMAL CONFIG - Refer to LANDING DISTANCE] - No X-wind - Avoid Wet Runway - Verify obstacles for straight out Go-Around

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.24

Go-Around

Go-Around with actual Flap setting. Respect Placard Speed for highest Flap Setting Retracting the Landing Gear will activate the Landing Configuration Warning Horn (Flaps 25 till 40 or Flaps 15 and Thrust Lever angle below 30°). To silence the Horn, the Landing Gear may be lowered when out of the Go-Around segment and fuel permitting or pull 'AURAL WARN' P6-3D, which MUST be reset after Landing Gear extension !

Fuel

Compute Alternate Fuel with penalty 10% with LE devices in Full Extend

ATC

"PAN-PAN : Technical problem - Asymmetrical flaps for landing Landing at high speed" Request : > >

Cabin Crew

- Weather forecast at ETA (= after fuel burn-off) - Straight ahead Go-Around due to limited bank - Fire brigade to inspect Landing Gear at landing roll-out

Prepare for possible emergency evacuation Cabin Crew must report "Cabin Secure" when ready for approach

TRAILING EDGE FLAP DISAGREE

Refer to MRG [ALTERNATE FLAPS OPERATION] for different failures that may occur during alternate flaps extension. If the alternate Flaps extension is not successful and TE Flaps remain between 1 and 15, use the

NNC [TE Flaps UP] as guideline.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.25

TRAILING EDGE FLAPS UP LANDING

If the LE Devices are not in FULL Extend after applying the Alternate Flaps

Extension procedure, accomplish the

NNC [ALL FLAPS UP LANDING].

Section

Remarks

Approach

Request Radar Vectors for 15 miles final with wide turns due to 15° bank angle limit With a published procedure turn, adjust outbound leg heading or timing due to limited bank !

Landing

Expect impression to be high on profile due to a high nose-up attitude Burn-off Fuel to practical minimum in order to reduce Landing Weight No flare, positive landing. Apply forward column pressure after touchdown ! Autobrakes are not recommended, use maximum reverse thrust and gentle positive braking High Speed Tires maximum 195 kts ground speed. Verify tire condition with PNF external inspection Be ready to take-over with Nose Wheel steering for directional control upon roll-out Choose RWY : - Weather forecast at ETA (= after fuel burn-off) > and landing minima (200 ft / 700 m) > > > > >

PI [NON-NORMAL CONFIG - Refer to LANDING DISTANCE] - No X-wind - Avoid Wet Runway - Verify obstacles for straight out Go-Around

Go-Around

Go-Around with Flaps UP Limit Bank Angle to 15° when below 210 kts (or 220 kts)

Diversion

With the LE Devices extended, limit airspeed to 230 kts and remain below FL 200 With System B Pressure available, however, the LE devices can be retracted by positioning the Alternate Flaps Master Switch back to OFF Compute Alternate Fuel with penalty 10% with LE devices in Full Extend

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.26

ATC

Cabin Crew

"PAN-PAN : Technical problem - No flaps for landing - Landing at high speed" Request : > >

- Weather forecast at ETA (= after fuel burn-off) - Straight ahead Go-Around due to limited bank - Fire brigade to inspect Landing Gear at landing roll-out

Report : > > > >

- Holding time required to burn-off fuel and prepare for approach - Persons on Board - Fuel upon landing - Any or No Dangerous Goods on Board

Prepare for emergency landing and possible emergency evacuation VEX-B 3.14 ) (Optional / not required by Brief passengers for landing. ('Brace' is optional depending on RWY length and condition) Cabin Crew must report "Cabin Secure" when ready for approach

Passengers

"Technical problem, airplane under control. Remain in holding for x time to reduce fuel. Follow Cabin Crew instructions." FO call at 400 ft AGL : "Brace-Brace" (optional)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.27

UNCOMMANDED RUDDER / YAW OR ROLL

- Autopilot - Autothrottle

Disengage Disengage

UNCOMMANDED RUDDER Uncommanded Rudder Pedal displacement or pedal kicks may indicate friction in Rudder PCU, a jammed Rudder PCU or interference in the Feedback Linkage

On GND

When checking FC during taxi-out Rudder Pedals should be pushed and held at full deflection for about 3 seconds, the time required for the RPR to come to full relief.

UNCOMMANDED YAW OR ROLL Reduce Pitch and increase airspeed. Do NOT attempt to maintain Altitude Verify Fuel Indicators for any fuel imbalance due to a leak or inadvertent transfer of fuel into Center Tank and accomplish the appropriate

NNC..

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.28

YAW DAMPER

P18-1D

ELEC BUS 1 (AC and DC)

Failure of Yaw Damper Gyro Failure of Yaw Damper Actuator

OR

Loss of Power on ELEC BUS more then 2 seconds

YAW DAMPER

The Yaw Damper is not required for CAT II / III operations

The Yaw Damper Coupler only corresponds to those yaw rates which are associated with Dutch roll. No Rudder pedal movement results from Yaw Damper operation. Yaw Damper authority is limited to 3° Rudder deflection

The Yaw Damper uses Hydraulic System B only. However, loss of System B Hydraulic Pressure will not cause Yaw Damper disengagement or illumination of the YAW DAMPER amber light. The Yaw Damper Switch will move to OFF and the YAW DAMPER amber light will illuminate when moving the System B Flight Control Switch to OFF or STBY RUD. The Yaw Damper Indicator on the Center Instrument Panel is self-sustaining. It only indicates Rudder deflection caused by Yaw Damper Operation. Rudder movement through pilots pedal input is not indicated. (As installed) The DYDC is installed to improve Yaw Damper System reliability, monitoring and fault analysis.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.29

THIS PAGE INTENTIONALLY BLANK

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

9 - Flight Controls – p.30

Systems

Management Reference Guide

Section 10

Flight Instruments, Displays

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.1

Section 10 Flight Instruments, Displays Airspeed Unreliable............................................................................................. 3 Flight Recorder Off ............................................................................................. 3 SG Fail ............................................................................................................... 4 RDMI Indication with Heading Inop ................................................................... 5 Attitude Direction Indicator (non-EFIS) ............................................................. 6 HDG Flag / ADF Flag (non-EFIS) ..................................................................... 7 EADI / EHSI Screen Blank (EFIS) .................................................................... 8 EADI / EHSI Color Loss or Malfunction (EFIS) ................................................. 9 CRT not responding to Brightness Control (EFIS) .......................................... 10 Airplane Symbol Appears in Lower Right Corner of EHSI (EFIS) .................. 10 EADI System Failure Flags (EFIS) ................................................................. 11 EADI Invalid Roll / Pitch (EFIS) ....................................................................... 12 EHSI System Failure Flags (EFIS) ................................................................. 13 ADC (non-EFIS) .............................................................................................. 14 ADC (EFIS) ..................................................................................................... 15

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.2

AIRSPEED UNRELIABLE

P18-2B P6-1C

On GND

Mach/ASI 1 Mach/ASI 2

Refer to

In FLT

ELEC BUS 1 ELEC BUS 2

DDPG-MEL 34-24 and 34-39

Check Rosemont Temperature Probe Heat not INOP Refer to

PI [FLIGHT WITH UNRELIABLE AIRSPEED]

Always X-check three ASI Ground speed indication on EADI calculated by IRS is independent of the Pitot Static system ! Wind indication unreliable.

FLIGHT RECORDER OFF

P18-2C

Power Failure Loss of Input Signal Electronic Malfunction Tape Malfunction

BAT BUS ELEC BUS 1

OR

OFF

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.3

SG FAIL

P18-2E P6-1C

EFIS

ELEC BUS 1 ELEC BUS 2

Both EADI and EHSI turn blank, COMP yellow flag on the remaining EADI

COMP yellow flag remains illuminated after transfer EFIS Control Panel on the Aft Electronic Panel is transferred too, except BRT Autopilot INOP ; for longer flights, do not transfer EFI until TOD Landing minima CAT I 200ft / 700m Refer to

MRG [EADI/EHSI SCREEN BLANK] for additional information

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.4

RDMI INDICATION WITH HEADING INOP

P18-2A P6-1A

(Capt) (FO)

ELEC BUS 2 AC STBY BUS

(Capt) (FO)

ADF

VOR

In case of INOP Heading source (e.g. 300-400-500 IRS INOP) :

In case of INOP Heading source (e.g. 300-400-500 IRS INOP) :

- Heading on top is incorrect since background rose is frozen

- Heading on top is incorrect since background rose is frozen

- Bearing is invalid

- Bearing is correct

- Relative Bearing is correct

- Relative Bearing is invalid

The ADF needles are pointing towards the correct relative position !

The VOR needles are indicating the correct QDM-QDR in degrees !

(some 300) No HDG red flag on RMI/RDMI when Heading INOP ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.5

ATTITUDE DIRECTION INDICATOR

Vertical Gyro Horizon

non-EFIS

P6-1A P18-2A P6-1B P18-2B

Always crosscheck with Standby Horizon before any transfer ! No transfer after Electrical Smoke ! Disengage Autopilot before transfer WX-minima CAT I (200' - 700m), PF has correct ADI In case of unsuccessful transfer, verify XTFR CB P6-1 and P18-2

ADI GYRO FLAG Vertical Gyro unreliable or ADI loss of power Check Circuit Breakers In case of Vertical Gyro Failure, transfer switching ATTITUDE : - ATTITUDE both on No 1 : - ATTITUDE both on No 2 :

WXR INOP A/P INOP (disengage !)

ADI DRIFT / UNRELIABLE Check breaker ADI No transfer switching due to instrument failure ADI No 1 : Do not engage A/P !

ADI COMPUTER FLAG Flight Director INOP

ADI G/S FLAG With opposite ADI indicating correct G/S, transfer of VHF NAV can be used ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.6

HDG FLAG - ADF FLAG

Compass ADF VOR-RMI

P6-1A P6-1B P6-1C

non-EFIS

P18-2A P18-1B P18-2C

Always crosscheck with Standby Magnetic Compass before any transfer ! No transfer after Electrical Smoke ! Disengage Autopilot before transfer WX-minima CAT I (200' - 700m), PF has correct HSI In case of unsuccessful transfer, verify XTFR CB P6-1 and P18-2

Refer to

MRG [RDMI INDICATION WITH HEADING INOP] for important Information !

HSI HDG FLAG (or)

DG signal unreliable HSI power loss Compass Chain failure (HDG flag on both HIS and ADF)

Check Circuit Breakers In case of Directional Gyro Failure, transfer switching COMPASS :

- Synchronize Heading Manually - A/P may be re-engaged after Heading synchronization - VOR-CDI on HIS remains valid - Compass both on 1 : Flight Recorder INOP

ADF OFF FLAG ADF Bearings unreliable Always associated with HDG flag on HIS

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.7

EADI / EHSI SCREEN BLANK

EADI EHSI

P18-2E P18-2E

P6-1C P6-1C

EFIS

ELEC BUS 1 - 2

Both EADI and EHSI turn blank SIMULTANEOUSLY IRS FAULT Check IRS P18-2D / P6-1D or IRS lost due to 5 min. ON DC Check IRS on OVHD panel. Select IRS BOTH ON x SG OVERHEAT OR FAIL NNC [SG FAIL]

Refer to

Select EFI BOTH ON x COMP yellow flag remains illuminated after transfer EFIS Control Panel on the Aft Electronic Panel is transferred too, except BRT control Autopilot INOP ; for longer flights, do not transfer EFI until TOD Landing minima CAT I 200ft / 700m ALIGN After Loss of IRS 2 (ON DC) Treat as

NNC [IRS FAULT]

Either screen (EADI or EHSI) turns blank CRT screen failure or internal overheat Check

of affected screen

Check operation of EQUIP COOLING -

P18-3 A-B-C-D-E-F/F

No EFI transfer since the screen itself has failed. In case of screen overheat, the affected screen may resume operation after a period of cooling.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.8

EADI / EHSI COLOR LOSS OR MALFUNCTION

EADI EHSI

P18-2E P18-2E

P6-1C P6-1C

EFIS

ELEC BUS 1 - 2

PARTIAL COLOR LOSS Fault in CRT itself Continue flight without restrictions, except in case the green color has disappeared, which is required for FMA display ! No FMA :

Landing minima CAT I 200ft / 700m

FULL COLOR LOSS (only white remains) Insufficient cooling of SG Check SG

P18-2E / P6-1C

Check operation of EQUIP COOLING -

P18-3 A-B-C-D-E-F-F

WXR INOP No FMA :

Landing minima CAT I 200ft / 700m

In the unlikely event of an overheat of both SG (colors disappear on both CAPT and FO EADI/EHSI), the EADI/EHSI display will remain available for 90 minutes only !

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.9

CRT NOT RESPONDING TO BRIGHTNESS CONTROL

EADI EHSI

P18-2E P18-2E

P6-1C P6-1C

EFIS

ELEC BUS 1 - 2

CRT is dim and does not respond to Brightness Control on the EFIS Control Panel

On GND

Glitch in CRT equipment Switch EFI both to opposite side and back to normal to resolve this glitch

In FLT

Personal objects placed onto the glareshield may Inadvertently cover the Remote Light Sensor Remove object

AIRPLANE SYMBOL APPEARS IN LOWER RIGHT CORNER OF EHSI

EHSI

P18-2E

P6-1C

EFIS

ELEC BUS 1 - 2

Display is frozen Switch EFI both to opposite side

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.10

EADI SYSTEM FAILURE FLAGS

EADI

ATT

P18-2E

P6-1C

EFIS

ELEC BUS 1 - 2

Attitude Display failed, invalid ATT signal from IRS Autopilot may or may not be INOP. Disconnect both F/D and select Master F/D ON. Refer to

COMP

MRG [EADI INVALID ROLL/PITCH] for important information.

Comparator function failed Always first cross-check with STBY ADI Switch IRS both on …

DH

Selected Decision Height Display failed

FD

Flight Director Pitch and/or Roll commands failed

G/S

No or invalid Glide Slope signal is being received from the respective VHF NAV while an ILS frequency is selected

LOC

No or invalid Localizer signal is being received from the respective VHF NAV while an ILS frequency is selected (or – As installed) No Localizer signal input from VHF NAV Select VHF NAV both on opposite

MACH

Mach number display failed

PITCH

Comparator function detected a difference of more than 3° between CAPT’s and FO’s in pitch angle display See COMP for additional info

RA

Radio Altitude display failed

ROLL

Comparator function detected a difference of more than 3° between CAPT’s and FO’s in bank angle display See COMP for additional info

SEL SPD

Command Speed symbol and displays INOP

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.11

SG FAIL

Symbol Generator failed Perform

NNC [SG FAIL]

SPD

Speed Tape display INOP

SPD LIM

Speed Limitation (related to stick shaker and Maximum Operating) failed

V1 INOP

V1 display INOP

EADI INVALID ROLL / PITCH

EADI

P18-2E

P6-1C

EFIS

ELEC BUS 1 - 2

IRS MALFUNCTION Indicated by an IRS FAULT amber light or ATT yellow text on EADI Switch IRS both to opposite FCC or IRS attitude output signal is disturbed no IRS fault indication Check FCC

P18-1E / P6-2C

Check IRS

P18-2D / P6-1D

Switch EFI both to opposite

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.12

EHSI SYSTEM FAILURE FLAGS

EHSI

P18-2E

P6-1C

EFIS

ELEC BUS 1 - 2

EXCESS DATA EHSI display is overloaded by data causing the refresh rate to drop below limits. Display may flicker. Remove data from display by depressing MAP Selection buttons on EFIS Control Panel ,or change map to a smaller scale.

HDG

(As Installed) Heading data has failed

MAP

Failure of associated FMC generated map, when MAP-Mode is selected Check FMS

P18-2D / P6-1D

MAP RANGE DISAGREE Range selected on the EFIS Control Panel is different from the Range displayed on the related EHSI

TRK

(As Installed) Track data has failed

UNABLE REQD NAV PERF-RNP Indicates that the FMC ANP is not sufficient for the current special RNP

Check BRNAV-PRNAV requirements Advise ATC “UNABLE RNAV”

OPS-A 8.3.2.3

VOR

VOR display failed

VOR 1/2

Indicates failure of respective VOR radial display when VOR/ADF button is pressed

VTK

Failure of FMC Vertical Track data

WXR ATT

WXR antenna stabilization INOP

WXR DSPY displays loss of cooling or overheat Refer to

WXR FAIL

MRG [EADI/EHSI COLOR LOSS OR MALFUNCTION]

Failure of WXR

WXR STAB WXR antenna stabilization has been selected OFF WXR WEAK Indicates WXR calibration fault XTK

Failure of FMC Cross Track

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.13

ADC

P18-2A P6-1B

ELEC BUS 1

Altitude Transducer

Static Ps

Airspeed Transducer Pitot Pt

non-EFIS

Mach Assembly

Altimeter

> scaler error

Autopilot

> Altitude + G/S

Flight Director

> Altitude + G/S

Altitude Alert

> INOP

ATC Transponder

> Mode C INOP

(ADC 1) DFR

> INOP

(ADC 1) GPWS

> INOP

(ADC 1) Pressurization

> Auto Mode INOP

Autopilot (ADC 1) DFR Mach Trim System

> MACH flag

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.14

ADC

EFIS

P18-2A P6-1B

ELEC BUS 1

Altitude Transducer

Static Ps

Altimeter

> OFF flag

FMS

> remaining ADC

IRS

> no air data

FCC

> no air data

TCAS on VSI

> RA FAIL

Altitude Alert

> INOP

ATC Transponder

> Mode C / S INOP

(ADC 1) DFDAU

> INOP

(ADC 1) Yaw Damper

> no air data

(ADC 1) GPWS

> INOP

(ADC 1) Pressurization

> Auto Mode INOP

(ADC 1) TAT-SAT Indicator > blank INOP

Airspeed Transducer Pitot Pt

Mach Assembly

Airspeed ASI + Speedtape > A/S flag Autothrottle

> remaining ADC

Stall Warning Computer

> no air data

Mach Trim System

> MACH flag

ADC failure is confirmed by Status Code 07 on the IRS STS Refer to

MRG [IRS] for table of IRS Status Codes

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.15

THIS PAGE INTENTIONALLY BLANK

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

10 - Flight Instruments, Displays – p.16

Systems

Management Reference Guide

Section 11

Flight Management, Navigation

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

11 - Flight Management, Navigation – p.1

Section 11 Flight Management, Navigation IRS Display Unit (As Installed) ......................................................................... 3 FMC CDU Screen Blank (EFIS) ........................................................................ 4 FMC Fail (EFIS) ................................................................................................ 4 Instrument Switch (As Installed) ....................................................................... 5 Transponder Inop ............................................................................................... 6 Magnetic Variation (EFIS) ................................................................................. 6 DAA Failure (EFIS) ........................................................................................... 7 IRS (EFIS) ......................................................................................................... 8 IRS DC Fail (EFIS) .......................................................................................... 10 IRS On DC (EFIS) ........................................................................................... 10 IRS Fault (EFIS) .............................................................................................. 11 EHSI Wind Indication (As Installed) ................................................................ 12

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

11 - Flight Management, Navigation – p.2

IRS DISPLAY UNIT

As Installed

IRS DISPLAY

DSPL SEL 1

N 2

3

BRT

W 4

H 5

E 6

SYS DSPL L R

7

S 8

9

PPOS TK / GS TEST

WIND HDG / STS

ENT

CLR

0

(Honeywell)

L

WIND PPOS

TRK GS

HDG STS TEST

R

SYS

BRT

DSPL

1

N 2

3

W4

5

6E

7

8 S

9

ENT

0

CLR

(Litton) The Honeywell ISDU requires heading 225 to be entered as H 2 2 5 (H + 3 digits) whilst this sample heading must be entered as 2 2 5 0 (4 digits) through the Litton ISDU. ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

11 - Flight Management, Navigation – p.3

FMC CDU SCREEN BLANK

EFIS

P6-1B P18-2E

ELEC BUS 1-2

Do not mistake a blank CDU screen for a FMC failure ! On GND

Refer to

DDPG-MEL 34-36-3 [FMCS CDU]

FMC FAIL

P18-2D

P6-1D (only one FMC)

EFIS

STBY BUS ELEC BUS 1/2

“FMC” message on both CDU A/P and FMC alert lights flashing yellow A/T LIM on TMAP FMC INOP CDUs remain available for ACMS - ACARS (As Installed) Apply procedures

VEX-B 2.16 TUI-B 2.13.4

Check BRNAV-PRNAV requirements Advise ATC “UNABLE RNAV” On GND

Refer to

OPS-A 8.3.2.3

DDPG-MEL 34-36-2 [FMCS Computer]

- Enter parking position through ISDU on Aft OVHD Panel - Compute N1% and set orange N1-bugs (reduced thrust allowed) - Disconnect Autothrottle for Takeoff (available in FLT) - Conventional navigation ('full rose') - Compute N1% for Climb (thrust reduction) and Max. Cont. (engine failure) (No table for Max. Cont. at low altitude, set equal to Max. Climb) In FLT

- Enter present position through ISDU on Aft OVHD Panel - Conventional navigation ('full rose') - Use QRH to obtain Approach Speeds - FMC is not required for CAT II/III approach

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

11 - Flight Management, Navigation – p.4

INSTRUMENT SWITCH

As Installed

P6-1A P18-2A

INSTR SWITCH (non-EFIS)

(EFIS)

Refer to

MRG [ATTITUDE DIRECTION INDICATOR]

Refer to

MRG [HDG FLAG - ADF FLAG]

Refer to

MRG [EADI-EHSI SCREEN BLANK]

Refer to

MRG [INVALID ROLL / PITCH]

VHF NAV TRANSFER Always crosscheck with Standby Magnetic Compass before any transfer ! No transfer after Electrical Smoke ! Disengage Autopilot before transfer WX-minima CAT I (200' - 700m), PF has correct VHF-NAV

VHF NAV both on No 1 FO HSI (CDI), ADI (LOC & GS) and F/D on VHF NAV-1 FO CRS selector has no affect on CDI-indication VOR-bearing pointers VHF NAV-2 on VOR-RMI not transferred !

VHF NAV both on No 2 Captain HSI (CDI), ADI (LOC & GS) and F/D on VHF NAV-2 Captain CRS selector has no affect on CDI-indication

VOR-bearing pointers VHF NAV-1 on VOR-RMI not transferred !

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

11 - Flight Management, Navigation – p.5

TRANSPONDER INOP

P18-1B P6-1D

On GND

ELEC BUS 1 ELEC BUS 2

Refer to

DDPG-MEL 34-18 [Transponder]

Refer to DDPG-MEL 34-100 [RVSM] Transponder is not required for RVSM ! Refer to

MRG [RSVM] for additional information on RVSM

Transponder is always referring to 1013 hPa

MAGNETIC VARIATION

EFIS

True Heading computation is based on vertical axis and earth rotation measured during IRS alignment. Magnetic Heading is obtained after applying correction for Magnetic Variation onto the True Heading. The Magnetic Variation is depicted from the IRS Database which contains all Variations for any position between N 73° and S 60°. The FMS has its own separate Magnetic Variation database for route-planning, LNAV function and RWY QFU.

A non updated FMC or IRS database will result in incorrect Magnetic Heading and Track indication on the EHSI and RDMI (As Installed) (e.g. when established on ILS, the EHSI Track Line indication is offset of RWY QFU) On GND

Refer to

DDPG-MEL 34-36-5 [FMCS Navigation Databases]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

11 - Flight Management, Navigation – p.6

DAA FAILURE

EFIS

P18-2C P18-2D (DAA1) P6-1D (DAA 2)

ELEC BUS 1 ELEC BUS 2 SWITCHED HOT BAT STBY BUS

The DAA converts (input) signals from analogue sources to digital (output) instruments indication or to the FCC. A failure of the DAA will result in loss of several cockpit indications, such as : DME VHF NAV Control Panel FMC

- loss of auto tune for the associated VHF NAV unit - loss of Fuel and Gross Weight info - VNAV INOP (invalid Fuel Summation !)

DAA failure is confirmed by Status Code 05 or 06 on the IRS STS Refer to

On GND

MRG [IRS] for table of IRS Status Codes

Refer to

DDPG-MEL 34-35 [IRS-DAA]

Incorrect Fuel Summation may also be a result of a malfunctioning FQT. Refer to

DDPG-MEL 28-9 [Fuel Qty Totalizer]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

11 - Flight Management, Navigation – p.7

IRS

EFIS

P18-1B P6-1D

ALIGN

ON DC

ALIGN

ON DC

FAULT

DC FAIL

FAULT

DC FAIL

ALIGN OFF

AC STBY BUS

ALIGN

NAV

OFF

ATT

L

IRS

NAV ATT

R

ELEC BUS 2

SWITCHED HOT BAT BUS

Upon loss of AC Power, each IRS switches automatically to its proper back-up DC Power source, the Switched Hot Battery Bus. Back-up power to IRS 2 is automatically removed if AC Power to ELEC BUS 2 (TFR BUS 2) is not restored within 5 minutes. On GND

With the Battery being the only source powering the airplanes electrical system and one or both IRS not OFF, the Ground Crew Call Horn will sound, indicating the Battery is being depleted. Refer to

DDPG-MEL 34-35

[IRS]

Refer to

DDPG-MEL 34-35-1 [IRS Data Display on Aft OVHD Panel]

Refer to

DDPG-MEL 34-35-2 [IRS Ground Crew Call Horn]

ALIGN STEADY The related IRS is operating in either ALIGN mode, initial ATT mode or the shutdown cycle

ALIGN FLASHING The related IRS alignment cannot be completed due to detection of one of the following disturbances :

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

11 - Flight Management, Navigation – p.8

- airplane movement - significant difference between inserted and previous position - unreasonable inserted present position - present position not inserted as yet

IRS STS Code

Status

Required Action

01

ISDU FAIL

Remove ISDU for maintenance

02

IRU FAIL

DDPG-MEL thus being a NOGO No ISDU-item in Remove IRU for maintenance

03

MOTION

04

ALIGN FAULT

05

L DAA FAIL

DDPG-MEL 34-35 [IRS] Refer to Excessive motion during align Recommence alignment Latitude Test Fail Enter / Verify Present Position Remove L DAA for maintenance

06

R DAA FAIL

MRG [DAA Failure] Refer to Remove R DAA for maintenance

07

ADC FAIL

MRG [DAA Failure] Refer to Remove ADC for maintenance

08 09 10 11 12

MRG [ADC] Refer to Present Position is required and missing Enter Present Position ENTER MHDG Magnetic Heading is required and missing Enter Magnetic Heading ISDU PWR FAIL ISDU Power failed Check Power ISDU - Replace IRU TEMP < -15°C Low temperature align TEMP < 5°F Info – alignment will continue RE-ENTER PPOS 3 + 3T Test Fail Re-enter Present Position ENTER PPOS

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

11 - Flight Management, Navigation – p.9

IRS DC FAIL

EFIS

SINGLE DC FAIL IRS Alternate DC Power Source Voltage < 18 VDC

DC FAIL

IRS operation is not affected as long as normal AC Power is available Check

of related IRS DC Power Source

DUAL DC FAIL Since a double failure of the IRS back-up DC Power source is rather exceptional, illumination of both IRS DC FAIL amber lights probably is caused by a discharged Battery Check Battery Voltage and proper operation of the Battery Charger Check Switched Hot Battery Bus

P18-5A

IRS ON DC

EFIS

IRS has switched to its Alternate DC Power source since Normal AC Voltage < 115 VAC

ON DC

The IRS DC FAIL amber light should not be illuminated ! IRS 2 will shutdown after 5 minutes on DC Accomplish NNC [IRS FAULT] and refer to recover the Autopilot, etc.

On GND

MRG [IRS FAULT] how to

Momentary illumination of the ON DC amber light is a normal situation during ALIGN self test The Ground Crew Call Horn will sound, indicating a Battery drain condition exists.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

11 - Flight Management, Navigation – p.10

IRS FAULT

On GND

EFIS

Glitch : IRS FAULT amber light on the first alignment of the day can be resolved by selecting LIGHT TEST switch to TEST for 10 seconds. If not, refer to

DDPG-MEL 34-35

[IRS]

In FLT

FAULT STEADY Internal Failure detected

FAULT

IRS is INOP Select IRS BOTH ON x Landing minima CAT I 200ft / 700m A/P should not be used below 1000 ft RA since hard-over protection is lost

FAULT FLASHING Failure of IRS NAV Mode

FAULT

Related Autopilot cannot be engaged in LNAV or VNAV mode IRS can be further used for Attitude and Heading information If IRS FAULT amber light remains illuminated after ATT, cycle the IRS to OFF then back to ATT (required time now becomes 1 to 2 minutes). If the IRS FAULT light still remains illuminated, switch IRS BOTH ON x.

(EFIS) IRS MODE SELECTOR SWITCHES ....... ATT - wings must be level, airplane may climb or descent however without acc./deceleration for 30 seconds - the Magnetic Heading can be inserted in the FMC (POS INIT PAGE : 3 digits) or through the ISDU Keyboard on the Aft OVHD Panel (HDG/STS position : 4 (Litton) H+3 (Honeywell) digits without decimal). Before entering Magnetic Compass reading, it must be corrected for deviation using the Compass Deviation Card. - the IRS drifts like a conventional gyro. Heading entry should be updated every 15 minutes and before commencing approach ! - check FMC for possible position shift or loss of data. Set AUTO/MANUAL selection back to AUTO on the VHF NAV Control Panel. (As installed) ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

11 - Flight Management, Navigation – p.11

EHSI WIND INDICATION

As Installed

Wind Direction and Velocity are mathematically computed by the FMC based on input data (TAS, HDG, Track, GS known as the Wind Triangle).

Track (induced by skid) Track (normal) Wind / Velocity Heading

When changing one parameter, consequently the corresponding and probably one more parameter will also change, so that mathematically you obtain the same Wind. (e.g. when changing airplanes Heading by turning to the left, consequently Track will move to the left and most probably also ground speed will change, which finally results in an unchanged Wind computation) When a parameter is kept constant and the corresponding parameter changes, the FMC will compute another Wind Direction and/or Velocity. (e.g. when airplanes Heading is kept constant while Track is moving more and more to the right, the FMC considers this as a change in Wind Direction and/or Velocity) When the airplane is slipping or skidding (the ball on the Slip Indicator not center) the airplane will follow a different Track for a given Heading and Wind computation will therefore be incorrect. Special attention should be given to the Rudder Trim in neutral position. Each degree of Rudder Trim deflection may change a full x-wind velocity up to 5%. e.g.

An airplane is heading to the North, actual wind is from West with a velocity of 100 kts. Rudder Trim at 3° will cause the airplane to skid more to the right and the FMC computes and indicates Wind 270° / 115 kts (15% error)

Same remark is valid when flying on one Engine. If the ball is not centered, the Wind Indication is incorrect !

Difference in direction between Wind indicated on the EHSI and Wind indicated on the FMC/CDU (Progress Page 1/3) is Magnetic Variation. The FMC is referenced to True North. The EHSI is referenced to Magnetic or True North (As Installed). ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

11 - Flight Management, Navigation – p.12

Systems

Management Reference Guide

Section 12

Fuel

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

12 - Fuel – p.1

Section 12 Fuel Fuel System ....................................................................................................... 3 Fueling Bay ........................................................................................................ 5 Engine Fuel Leak ............................................................................................... 6 Fuel Tank Scavenge ......................................................................................... 6 Fuel Valve Closed .............................................................................................. 7 Crossfeed Selector Inoperative .......................................................................... 9 Fuel Filter Bypass .............................................................................................. 9 Fuel Pump Low Pressure ................................................................................. 10 Fuel Quantity Indicator Inoperative .................................................................. 12 Fuel Temp Low ................................................................................................ 14 Inadvertent Transfer of Fuel into Center Tank ................................................. 14 Minimum Fuel Operation .................................................................................. 14

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

12 - Fuel – p.2

FUEL SYSTEM

HOT BAT BUS

HOT BAT BUS

FUEL VALVE CLOSED

FUEL VALVE CLOSED 0 FUEL TEMP

MAIN BUS 2 °C

FILTER BYPASS

FILTER BYPASS

VALVE OPEN

BATT BUS

LOW PRESSURE

Controller

MAIN BUS 2 DC BUS 1

CTR FUEL PUMPS OFF

L

MAIN BUS 2

DC BUS 2

LOW PRESSURE

AUX FUEL PUMPS OFF

FWD

Controller

MAIN BUS 1 R

ON

LOW PRESSURE

AUX FUEL TANK (As Installed)

LOW PRESSURE

MAIN BUS 1 AFT

ON

LOW LOW PRESSURE PRESSURE

AFT

LOW LOW PRESSURE PRESSURE

FWD OFF

FWD FUEL PUMPS

ON

1 Controller

AFT OFF ON

2

TFR BUS 1

MAIN BUS 1

MAIN BUS 2

TFR BUS 2

DC BUS 1

DC BUS 2

DC BUS 1

DC BUS 2

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

12 - Fuel – p.3

FUELING RATE Re-Fueling rate = 800 KG / min FULL WINGS FULL WINGS + CENTER

= =

12 min 20 min

Ground Fuel Transfer rate from one tank to another = 150 KG / min

LIMITATIONS

L

Max. Fuel Temperature :

49.6 °C - 121 °F

Min. Fuel Temperature :

Fuel Freezing point + 3°C or -45 °C whichever is higher

Fuel Freezing Point

Refer to

JET A

- 40 °C

- 40 °F

JET A-1

- 47 °C

- 53 °F

JP-8

- 40 °C

- 40 °F

MRG [FUEL TEMP LOW] for additional information

Max. Fuel Imbalance :

Difference between Main Fuel Tanks must not exceed 453 KG

Main Fuel Tanks must be FULL if Center Fuel Tank contains more than 453 KG MRG [General / RE-/DE-FUELING] for information on Ground Refer to Transfer of Fuel

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

12 - Fuel – p.4

FUELING BAY

P6-3A

P6-5B

Valves

28 VDC

(or) SWITCHED HOT BAT BUS AC EXTERNAL BUS and built-in TR

Indicators

115 VAC (or) APU BAT ON and STBY PWR to BAT GND PWR (*)

(*) GRD PWR connected to GEN BUS is not required. GRD PWR plugged-in is sufficient to power the Fuel Control Panel.

Opening the Fueling Bay Door actuates the Fueling Power Control Proximity Relay Sensor, powering the Fueling Bay Panel.

FUEL INDICATORS IN FUELING BAY INOP Refer to

MRG [FUEL QUANTITY INDICATOR INOP]

Refer to

MRG [General / RE-DEFUELING]

FUEL VALVES IN FUELING BAY INOP - Fuel tank may be full - No 28 VDC-power available due to - Fueling Power Control Proximity Relay Sensor attached to Fueling Bay Door got stuck (right upper corner of Fueling Bay door) Hold manually the Test Gauges & Fueling Switch to AUX FUELING PWR CONTROL - Battery switch in cockpit selected OFF Select Battery Switch to ON to obtain DC Power - Check On GND

DDPG-MEL 28-10 [PRESSURE FUELING SYSTEM]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

12 - Fuel – p.5

ENGINE FUEL LEAK

Rapid decrease in Fuel Quantity in Center or Aux Fuel Tank, or in one or both Main Fuel Tanks without increase in Fuel Quantity in the Center Fuel Tank !

If Center Fuel Tank quantity is increasing, accomplish TRANSFER OF FUEL INTO CENTER TANK]

NNC [INADVERTED

Refer to

MRG [General / FUEL IMBALANCE] for troubleshooting method

Refer to

L and

MRG [FUEL SYSTEM] for limitations on maximum imbalance

FUEL TANK SCAVENGE SYSTEM

P6-3E FUEL CONT CTR L and R

DC BUS 1-2

The Fuel Tank Scavenge System consists of two parts : - Main Tank Water Scavenge System - Center Tank Fuel Scavenge System The Main Fuel Tank Water Scavenge System includes 2 Water Ejection Pumps located in each Main Fuel Tank which eject water overboard as to avoid Fuel Tank corrosion. There aren't any control switches or indicators for this system. The Water Ejection Pump requires pressure from the FWD Fuel Boost Pump to operate. Consequently the Water Scavenge System operates anytime the FWD Fuel Boost Pump is turned ON. The Center Fuel Tank Fuel Scavenge System includes a Fuel Jet Pump that transfers remaining Center Fuel Tank fuel to Main Fuel Tank No 1. There aren't any control switches for this system. However, the Fuel Scavenge System can be activated by placing both Center Fuel Tank Boost Pump Switches ON and back OFF. A Fuel Scavenge Flow Indicator is located near the Fuel Jet Pump and can be observed on GND by extending the LE Flaps. The Fuel Jet Pump requires suction pressure from the Main Fuel Tank No 1 FWD Boost Pump to operate. The Fuel Scavenge Shutoff Valve opens for a period of 20 minutes starting when both Center Fuel Tank Boost Pumps are turned OFF. On GND

DDPG-MEL 28-17 [FUEL SCAVENGE SYSTEM]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

12 - Fuel – p.6

FUEL VALVE CLOSED

P6-3D Engine Fuel SOV

Engine Fuel SOV is closed while commanded closed

FUEL VALVE CLOSED

Engine Fuel SOV position in disagreement with position commanded by related Start Lever (*)

FUEL VALVE CLOSED -- bright --

On GND

DDPG-MEL 28-22 applies to the blue light only !

When the Engine Start Lever is in Cutout - MEC SOV is closed - Engine Fuel SOV is closed - FUEL VALVE CLOSED blue light is lit-up dim When moving the Engine Start Lever through position [1] - Engine Fuel SOV opens - FUEL VALVE CLOSED blue light turns bright, then extinguishes - the Engine will not start since the MEC SOV is still closed When moving the Engine Start Lever through position [2] in IDLE - MEC SOV opens - Ignition is supplied - Engine will start-up

(*) With the Engine Fuel SOV

popped ;

- the Engine Fuel SOV remains in its last position - the FUEL VALVE CLOSED blue light also is frozen in its last indication

Thus, when moving the Engine Start Lever through position [1], the Engine Fuel SOV will not open (it remains closed) and furthermore then FUEL VALVE CLOSED blue light will NOT indicate any disagreement (the light remains lit-up dim while it should be bright) !

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

12 - Fuel – p.7

FF INDICATOR 6

0

4

2

1

5

3

TO IDLE CONTROL

MEC

PMC ON INOP

FUEL FILTER

IDLE

2nd STAGE HIGH PRESSURE FUEL PUMP

[2] [1]

C CUTOFF

FILTER BYPASS

Eng Oil Return FUEL HEATER

FUEL/OIL HEAT EXHANGER 1st STAGE LOW PRESSURE FUEL PUMP

FUEL VALVE CLOSED

DISCH L

R

ENGINE FUEL SHUT-OFF VALVE

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

12 - Fuel – p.8

CROSSFEED SELECTOR INOPERATIVE

P6-3C

BAT BUS 28 VDC

Fuel Crossfeed Valve is open while commanded open

VALVE OPEN

Fuel Crossfeed Valve position in disagreement with position commanded by Crossfeed Selector

VALVE OPEN -- bright --

On GND

DDPG-MEL 28-5 applies to the blue light only ! Malfunction of the Crossfeed Valve itself is not mentioned in the

DDPG

thus being a NOGO

In FLT

NNC

FUEL FILTER BYPASS

Fuel Filter differential Pressure > 11,5 PSI

FILTER BYPASS

The Fuel Filter by-pass is never a result of icing conditions, since the Fuel is heated prior to entering the Filter. Refer to the figure at

MRG [FUEL VALVE CLOSED]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

12 - Fuel – p.9

FUEL PUMP LOW PRESSURE

Flight Crew reset of a tripped Fuel Pump and Fuel Pump Control P6-3B/C/D in flight is prohibited.

CI

(As Installed) Auxiliary Fuel Tank Pump LOW PRESSURE amber light does not trigger the Master Caution annunciation, even not on recall.

FUEL TANK BOOST PUMP LOW PRESSURE AMBER LIGHTS INOP On GND

Refer to

DDPG-MEL 28-3 [Main and Center Fuel Tank] DDPG-MEL 28-20 [Aft Aux Fuel Tank]

MAIN FUEL TANK BOOST PUMP INOP On GND

Apply procedures

DDPG-MEL 28-1 [Fuel Boost Pumps]

To avoid imbalance, 2x 1134 KG (AFT Fuel Boost Pump) or 2x 817 KG (FWD Fuel Boost Pump) unusable fuel must be uplifted. This amount of fuel is required to assure Engine suction feed during high body attitudes (such as go-around) for the case whereby the remaining Fuel Boost Pump in the same Main Fuel Tank would also have failed.

To avoid imbalance, the equivalent of unusable Fuel is required in the opposite Main Fuel Tank. However, payload can be augmented by planning maximum fuel imbalance 453 KG as part of alternate fuel. In this case create an advertent fuel imbalance when using diversion fuel. Verify MTOM and MLM. If MTOM limited and no Bleed and Wing Anti-Ice is required, compute Takeoff with Air-Conditioning OFF to further increase payload. In FLT

Open Fuel Crossfeed when Fuel level drops below 2600 KG. With both Fuel Boost Pumps INOP in one Main Tank, do not open crossfeed to avoid imbalance. At altitudes above 30.000 feet Thrust deterioration may occur. A descent to a lower cruising altitude is only required if the deterioration or flame-out has occurred soon after loosing the Fuel Pump. Thrust deterioration or flame-out will not appear later-on.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

12 - Fuel – p.10

CENTER FUEL TANK BOOST PUMP INOP On GND

Apply procedures

DDPG-MEL 28-2

Main Fuel Tanks must be FULL if Center Fuel Tank contains more than 453 KG In FLT

With both Center Fuel Tank Boost Pumps INOP, fuel in Center Fuel Tank and (As Installed – depending on fuel line system) Aft Aux Tank cannot be used. Adapt flight accordingly.

AFT AUX FUEL TANK BOOST PUMP INOP On GND In FLT

Apply procedures

DDPG-MEL 28-14

With both Aft Aux Fuel Tank Boost Pumps INOP, fuel in Aft Aux Fuel Tank and Center Fuel Tank (due to aft CG) cannot be used. Adapt flight accordingly.

Each Fuel Boost Pump is AC powered and DC controlled

LOW PRESSURE

AFT OFF ON

1

DC BUS 1

TFR BUS 1

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

12 - Fuel – p.11

FUEL QUANTITY INDICATOR INOPERATIVE

P6-3A/F

AC STBY BUS

Erratic Fuel indications may be caused by a failure of DAA, failure of FSU or failure of FQT. Refer to On GND

MRG [DAA] for additional information.

Fluctuating Fuel and/or Oil Qty Indications may also be caused by keying the HF transmitter. Blinking FQI in Fueling Bay indicates Tank capacity has been exceeded.

Flight Deck and Fueling Bay FQI are identical / interchangeable ! Five Measuring Sticks are installed in each Main Fuel Tank. DDPG-MEL 28 for table.

Refer to

You can omit the dripstick test by departing will Main Fuel Tanks FULL, MTOM and MLM permitting. Measuring Sticks are only available in the Main Fuel Tanks. If the Center Fuel Tank FQI is INOP, you can still use the Center Fuel Tank as follows : - interchange FQI with Main Fuel Tank - fill the Center Fuel Tank till FULL (if not limited in MTOM-MLM) - (if the Center Fuel Tank is empty for sure) transfer a determined amount of fuel from a Main Fuel Tank (with FQI) to the Center Fuel Tank, then fill-up the Main Fuel Tank again To dispatch aircraft with FQI INOP : Apply procedures in

DDPG-MEL 28-6 [Main Fuel Tank] DDPG-MEL 28-7 [Center Fuel Tank]

Remember to reset Fuel Used to zero !

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

12 - Fuel – p.12

In FLT

Malfunction of FQI(s) may result in VNAV disconnect. Yellow Bars on Speed Tape will disappear. FMC Erratic Approach Speeds due to wrong Gross Weight. Insert correct Gross Weight on FMC Approach Page or use

PI

Perform FQI Self Test and refer to table below for System Status

FUEL QUANTITY INDICATOR ERROR CODES

FUEL

FUEL

KGS ERR 5

KG

%

ERR

5

%

(Simmonds)

(Smiths – Boeing) (Rogerson-Kratos) (PATS Aux Fuel Tank)

Type 0 1 2 3 4 5 6 7 8 9 10 Simmonds zero OK zero OK zero OK zero OK zero (OK) Smiths-Boeing OK zero OK zero zero OK (OK) blank (OK) zero Rogerson-Kratos zero zero zero OK OK OK OK zero zero zero (OK)

If this failure occurs before AC Power is applied, the Fuel Indicator will show zero. If the failure occurs after AC Power has been applied, the indicator continues to show a correct value.

To clear an Error Code (only with approval of Maintenance) : - perform FQI Self Test - push and hold Test Button again while Error Code is being displayed during Test

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

12 - Fuel – p.13

FUEL TEMP LOW

P6-3A

MAIN BUS 2

Increase Airspeed Descent to a lower FL

OR

to increase Fuel Temp

Deviate to a warmer air mass NNC Refer to

MRG [FUEL SYSTEM] for Limitations and Fuel freezing temperatures

The Fuel Temperature Indicator is located in the Left Main Fuel Tank. This is a leftover from the (200) design whereby fuel in the Left Main Fuel Tank was in general colder than fuel in the Right Main Fuel Tank. The Left Main Fuel Tank contained a smaller Heat Exchanger for both System A Hydraulic EDP which produced less heat than both System B Hydraulic EMDP located in Right Main Fuel Tank.

INADVERTENT TRANSFER OF FUEL INTO CENTER TANK

NNC

MINIMUM FUEL OPERATION

OPS-A 8.3.7 [PROCEDURES FOR IN-FLIGHT FUEL MANAGEMENT]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

12 - Fuel – p.14

Systems

Management Reference Guide

Section 13

Hydraulics

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.1

Section 13 Hydraulics Hydraulic System ............................................................................................... 3 Hydraulic System Pressure Indicator Inop (non-EIS) ....................................... 6 Hydraulic System Quantity Indication ................................................................ 6 Hydraulic System Low Quantity ......................................................................... 7 Hydraulic Pump Low Pressure ........................................................................... 8 Hydraulic Pump Overheat ................................................................................ 10 EMDP Does Not Engage When Selected On .................................................. 10 Loss of System A ............................................................................................ 11 Loss of System B ............................................................................................. 13 Manual Reversion ............................................................................................ 16 Standby Hydraulic Low Pressure ..................................................................... 19 Standby Hydraulic Low Quantity ...................................................................... 20

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.2

HYDRAULIC SYSTEM

OVERHEAT

OVERHEAT LOW LOW PRESSURE PRESSURE

LOW LOW PRESSURE PRESSURE

ENG 1

ELEC 1

ELEC 2 OFF

ENG 2 OFF

ON

ON

A

HYD PUMPS

GEN BUS 1

B

GEN BUS 2

EDP Depress Valve

DC BUS 2

System

USG

Indication non-EIS

A

Pressure Status

EIS

4.80

F

4.20

RFL

100% 3000 PSI Full 88% 3000 PSI Refill Limit

1.80

< 1/4

22% 3000 PSI

1.00

0

0%

0.00

> 0 PSI Zero QTY indication 0 PSI

Leak in EMDP or lines Loss of System A

7.20

F

6.40

RFL

100% 3000 PSI Full 88% 3000 PSI Refill Limit

4.95

> 1/2

64% 3000 PSI

Leak in STBY System Loss of STBY System

3.50

< 1/2

40% 3000 PSI

Leak in EDP System OK

1.30

>0

5%

Leak in EMDP or lines > 0 PSI Loss of System B but sufficient for PTU

1.00

0

0%

> 0 PSI Zero QTY indication

B

0.00

STBY

Leak in EDP System OK

0 PSI

Leak in PTU Loss of System B + PTU

2.80 1.40

LOW QTY

Loss of STBY System

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.3

45 PSI pneumatic pressure

45 PSI pneumatic pressure SYSTEM

DISCH L

R

SYSTEM

A

B

STBY

DISCH L

R

SYSTEM

M M

M

PTU PTU Control Valve LE Flaps - Slats Auto Slat TE Flaps Engine No 1 Thrust Reverser

Engine No 2 Thrust Reverser

Inboard Flight Spoilers

Outboard Flight Spoilers

Autopilot A

STBY RUD SOV

Autopilot B

Alternate Brakes

Normal Brakes

Ground Spoilers

Yaw Damper

FLT CTL SOV

Rudder

FLT CTL SOV

Ailerons Elevator Elevator Feel Nose Wheel Steering

Landing Gear

Nose Wheel Steering ALT Alternate Nose Wheel Steering (As Installed)

LGTU

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.4

HEAT EXHANGERS Two Heat Exchangers that cool the lubrication oil for all four Pumps are located in Main Fuel Tank 1 (System A) and Main Fuel Tank 2 (System B), one in each Tank thus. L The Heat Exchanger requires a minimum of 760 KG fuel in the respective Main Fuel Tank for ground operation.

LANDING GEAR TRANSFER UNIT nd

The LGTU is installed to meet 2 segment requirements. The LGTU transfers power from Hydraulic System B to the Landing Gear hydraulic lines in the event of System A EDP Low Pressure output. The LGTU functions as an alternate pressure source for Gear retraction under following conditions :

Air/Gnd-Relay in FLT One or both Main Landing Gear not UP & LOCKED

LGTU activates

AND

Landing Gear Lever in UP or OFF Engine No 1 %N2 < 56%

POWER TRANSFER UNIT The PTU supplies additional volume of hydraulic fluid from System A to System B when the EDP from System B lost volume. A built-in motor-driven pump will pressurize Hydraulic System B in order to operate Auto-Slats and LE Flaps and Slats.

Air/Gnd-Relay in FLT Flaps extended 1 thru 10 (LED in mid extend) EDP System B output pressure < 2350 PSI

AND

PTU activates

Alternate Flaps Control Switch NOT down

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.5

HYDRAULIC SYSTEM PRESSURE INDICATOR INOP

P6-2D

System A System B

On GND

3

HYD SYS PRESS

Refer to

non - EIS

TFR BUS 2 TFR BUS 1

DDPG-MEL 29-3

4

2 0

PSI x 1000

With the Pressure Indicator in the Wheel Well showing a normal pressure, an INOP analogue Pressure Indicator in the Cockpit may be fixed by removing it from the FO Instrument Panel, roll it back and forth and re-install it.

1

HYDRAULIC SYSTEM QUANTITY INDICATION

P6-2D

System A System B

On GND 1

2 HYD QTY

RF

US GAL

DC BUS 2 DC BUS 1

Refer to

DDPG-MEL 29-11

Refer to

DDPG-MEL 29-15

3 F

0

SYS A

4

MRG [HYDRAULIC SYSTEM LOW Refer to QUANTITY] for in case of low quantity

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.6

HYDRAULIC SYSTEM LOW QUANTITY

On GND

If Hydraulic System A or System B oil quantity indicates below RFL, the Hydraulic System should be topped by maintenance with new oil.

In case of very low quantity, a leak must be suspected and an extra Pre-Flight inspection is recommended. However, if no maintenance available and a leak is not suspected, you can transfer hydraulic fluid from one System to the other System via Brakes or Reverser Return Lines.

TO TRANSFER HYDRAULIC FLUID FROM SYSTEM A TO SYSTEM B Verify Aircraft Chocks in place, verify area under Stabilizer is clear System A EMDP………………………………….. ON System B EMDP………………………………….. OFF System B Pressure……………………………….. DEPRESSURIZE Move Stabilizer up/down Parking Brakes.………………………………….. SET Uses hydraulic fluid from System A Parking Brakes.………………………………….. RELEASE Returns hydraulic fluid to System B

TO TRANSFER HYDRAULIC FLUID FROM SYSTEM B TO SYSTEM A Verify area around Engine No. 1 Thrust Reverser is clear System A EMDP………………………………….. OFF System B EMDP………………………………….. OFF System A Flight Control Switch...……………….. STBY RUD Engine No 1 Thrust Reverser.………………….. DEPLOY Uses hydraulic pressure from Standby System System A Flight Control Switch...……………….. ON System A EMDP………………………………….. ON Engine No 1 Thrust Reverser.………………….. STOW Uses hydraulic pressure from System A ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.7

HYDRAULIC PUMP LOW PRESSURE

System A : System B :

EDP EMDP EMDP EDP

P6-2B P6-2A P6-12C P6-2A P6-11C P6-2B

Oil Temp in EMDP case drain line > 104°C - 220°F EMDP built-in Sensor Temp > 113 °C - 235°F

OR

LOW PRESSURE

Hydraulic Pump Output Pressure < 1200 PSI (*)

On GND

OVERHEAT

(*)

The LOW PRESSURE amber light is inhibited with the Engine Fire Handle pulled

DDPG-MEL 29-10

[System A Pumps]

DDPG-MEL 29-2

[System B Pumps]

DDPG-MEL 29-4/5

[System LOW PRESSURE amber light]

DDPG-MEL 29-7

[System OVERHEAT amber light]

MRG [EMDP does not engage when selected ON]

In case of OVERHEAT of an EMDP, the Pump may be re-engaged after sufficient cooling time. Especially in case of failure of the remaining hydraulic system pump, you might consider using an overheated Pump to configure the airplane for Landing Configuration. However, in some (300) models, this will not be possible, since electric power is automatically removed from an overheated EMDP, causing the LOW PRESSURE amber light to illuminate together with OVERHEAT ! (As Installed)

Refer to MRG [HYDRAULIC SYSTEM] and cross-check Hydraulic Fluid Qty to exclude any leak in the related or other Hydraulic System lines, reservoir or pumps.

An intermittent LOW PRESSURE amber light together with System Pressure fluctuation indicates occurrence of foaming due to insufficient pressurization of the Hydraulic System at higher altitudes. (e.g. One Pump operation and high demand) The Hydraulic Pump may be re-engaged at lower altitudes.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.8

With a failure of System A EDP upon Takeoff, the remaining System A EMDP pressure output may not be sufficient to raise the Landing Gear. The Landing Gear may remain partially Up or Down or in transit. The LGTU will not operate, since its operation depends on Engine No 1 N2% RPM. Select the Landing Gear Down and return to departure field, Takeoff alternate or destination (fuel penalty Landing Gear extended 50%)

With Engines running an EDP always has pressure output. Electrical power from DC BUS 2 is required to depressurize the pump. Positioning the EDP Switch OFF in fact activates the solenoid-held blocking valve. P6-2B (Pump Depress As a result, with loss of electrical power on DC BUS 2 or with Valve) popped out, an EDP will pressurize the Hydraulic System any time the related Engine is running.

SUBSEQUENT FAILURE(S)

ENGINE FAILURE opposite side Loss of respective Hydraulic System - With the Fire Handle pulled (severe damage) ; The Hydraulic System is lost, without any indication on the Annunciator panel ! Check indication on Hydraulic Pressure Gauge -

With the Fire Handle not pulled ; - Try to restart the Engine if parameters permit - The Hydraulic System Pressure remains temporary available due to wind milling, but the system will be lost upon airplane deceleration in descent or approach

- Configure landing configuration at maximum allowed placard speeds using remaining Hydraulic System pressure - Perform

NNC [LOSS OF HYDRAULIC SYSTEM] afterwards

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.9

HYDRAULIC PUMP OVERHEAT

MRG [HYDRAULIC PUMP LOW PRESSURE] for detailed notes

Refer to

ELECTRIC MOTOR DRIVEN PUMP DOES NOT ENGAGE WHEN SELECTED ON

- related GEN BUS not powered -

popped P6-2A P6-11C P6-12C

- affected EMDP INOP Refer to

DDPG-MEL 29-2

- affected EMDP in ground fault Reset ground fault : open Breaker Panel P6-1 on the Flight Deck Rear Bulkhead (behind FO's shoulders) to gain access to the switches. Press both Hydraulic System B Ground Fault Detector Reset Switches

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.10

LOSS OF SYSTEM A

System A Hydraulic Pressure = 0 PSI OR System A Hydraulic Quantity = 0 USG BOTH Hydraulic Pump LOW PRESSURE amber lights

AND

LOSS OF SYSTEM A

System A Flight Control LOW PRESSURE amber light FEEL DIFF amber light (when TE Flaps UP)

With the Hydraulic Oil Quantity not zero, first check EMDP EDP

P6-2A P6-2B

P6-12C

In case of an OVERHEAT of the EMDP, an attempt to re-engage the EMDP can be considered after sufficient cooling time. It may power the hydraulic system the time required to extend the Landing Gear. However, in some (300) models, this will not be possible, since electric power is automatically removed from an overheated EMDP, causing the LOW PRESSURE amber light to illuminate together with OVERHEAT ! (As Installed)

SYSTEM A FLIGHT CONTROL SWITCH ..... STBY RUD When moving this switch to STBY RUD, closely observe that : - System A Flight Control LOW PRESSURE amber light extinguishes - Standby Hydraulic LOW QUANTITY amber light does not illuminate - Standby Hydraulic LOW PRESSURE amber light illuminates momentarily, then extinguishes However, with a loss of System A on GND and wheel speed above 60 kts or airborne and the Flaps extended, the Standby Hydraulic pump activates automatically. Consequently the LOW PRESSURE amber light will not illuminate anymore

If the Standby Hydraulic LOW PRESSURE amber light remains illuminated, the Standby Hydraulic System is INOP ! Check

P6-11 and P6-12 !! Refer to SUBSEQUENT FAILURES below

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.11

Section

Remarks

Automatic Flight

Autopilot B is available

Engines, APU

Eng. No 1 Reverser has STBY Hydraulic System - Possible unequal deployment

Flight Controls

Flaps normal operation Electric trim available Yaw Damper available Ground Spoilers INOP

Landing Gear

Expect manual Gear extension. Once extended, the Landing Gear cannot be retracted. Nose Wheel Steering INOP - (As Installed) Switch to Alternate Nose Wheel Steering Brakes and Autobrakes available Antiskid is an electrical system, thus OK, but reduced effectiveness

Approach

Establish early on long final to manually extend the Landing Gear

Landing

Ground Spoilers - Refer to PI [NON-NORMAL CONFIGURATION LANDING DISTANCE] Use Flaps 40 and Autobrakes to compensate for INOP Ground Spoilers. Avoid short and/or wet RWY. Landing minima CAT I (200 ft - 700 m)

Go-Around

Go-Around with Landing Gear extended, verify Climb Gradient and obstacles Fuel penalty with Landing Gear extended is 50%

Diversion ATC

Advice ATC that you are unable or will have difficulty to vacate the RWY due to INOP Nose Wheel steering, if no alternate Nose Wheel steering installed

Cabin Crew

Advise CC to keep passengers seated after landing

Passengers

No information required

Ground Handling

Request towing assistance upon landing if no alternate Nose Wheel steering installed

SUBSEQUENT FAILURE(S)

LOSS OF STANDBY HYDRAULIC SYSTEM Perform the NNC [STANDBY HYDRAULIC LOW PRESSURE] when time available, but prior to the Descent-Approach part of the NNC [LOSS OF SYSTEM A] - Rudder control is available through System B - Reverser Engine No. 1 is INOP. Required landing distance is not affected ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.12

LOSS OF SYSTEM B

System B Hydraulic Pressure = 0 PSI OR System B Hydraulic Quantity = 0 USG BOTH Hydraulic Pump LOW PRESSURE amber lights

AND

LOSS OF SYSTEM B

System B Flight Control LOW PRESSURE amber light FEEL DIFF amber light (when TE Flaps UP)

With the Hydraulic Oil Quantity not zero, first check EMDP EDP

P6-2A P6-2B

P6-11C

In case of an OVERHEAT of the EMDP, an attempt to re-engage the EMDP can be considered after sufficient cooling time. It may power the hydraulic system the time required to extend the Landing Gear. However, in some (300) models, this will not be possible, since electric power is automatically removed from an overheated EMDP, causing the LOW PRESSURE amber light to illuminate together with OVERHEAT ! (As Installed)

SYSTEM B FLIGHT CONTROL SWITCH ..... STBY RUDDER When moving this switch to STBY RUD, closely observe that : - System B Flight Control LOW PRESSURE amber light extinguishes - Standby Hydraulic LOW QUANTITY amber light does not illuminate - Standby Hydraulic LOW PRESSURE amber light illuminates momentarily, then extinguishes However, with a loss of System B on GND and wheel speed above 60 kts or airborne and the Flaps extended, the Standby Hydraulic pump activates automatically. Consequently the LOW PRESSURE amber light will not illuminate anymore

If the Standby Hydraulic LOW PRESSURE amber light remains illuminated, the Standby Hydraulic System is INOP ! Check

P6-11 and P6-12 !! Refer to SUBSEQUENT FAILURES below

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.13

Section

Remarks

Automatic Flight

Autopilot A is available

Engines, APU

Eng. No 2 Reverser has STBY Hydraulic System - Possible unequal deployment

Flight Controls

Electric trim is available Alternate Flaps Extension. Do NOT exceed Flap Placard Speeds to avoid overload of Electric Motor. Extension to F15 takes about 2 min. Caution : No asymmetry protection. Refer to MRG [ALTERNATE FLAPS EXTENSION] for any malfunction during alternate Flap extension Outboard Flight Spoilers INOP Yaw Damper INOP

Landing Gear

Landing Gear normal operation Nose Wheel steering available Antiskid is an electrical system, thus OK, but reduced effectiveness Alternate Brakes available through Hydraulic System A - Use normal braking technique

Autobrake System INOP Warning Systems Landing Gear Configuration Warning during Go-Around Approach Request Holding to extend Flaps Landing

Go-Around

Flaps 15 - Refer to PI [NON-NORMAL CONFIGURATION LANDING DISTANCE] Landing minima CAT I (200 ft - 700 m) due to Flaps 15 Go-Around with Flaps 15. When retracting the Landing Gear to UP, the Landing Gear Configuration Warning will sound. The horn can be silenced by retracting the Flaps to 10 or by lowering the Landing Gear or by pulling the P6-3D 'AURAL WARN' (to be reset prior to the next approach !)

Diversion

With a Loss of System B upon Takeoff or during Go-Around and a diversion is required, retract TE Flaps to UP. The LE devices remain in Mid (T/O) or Full (T/O or G/A) Extend. Max. 230 kts. Max. FL 200. Fuel penalty 10% (LE Full Extend)

ATC

"PAN-PAN" call. Request Fire Brigade in standby

Cabin Crew

Advise CC to keep passengers seated after landing

Passengers

No information required since Flaps 15 is a standard landing

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.14

SUBSEQUENT FAILURE(S)

LOSS OF STANDBY HYDRAULIC SYSTEM Perform the NNC [STANDBY HYDRAULIC LOW PRESSURE] when time available, but prior to the Descent-Approach part of the NNC [LOSS OF SYSTEM B] - Rudder control is available through System A - Reverser Engine No. 2 is INOP. Required landing distance is not affected - Flaps LE Devices are INOP - Flaps TE Devices remain available through electrical system ! Complete the NNC [LOSS OF SYSTEM B] up to the last item 'Flaps 15…..Green Light' Then perform the NNC [LE FLAPS TRANSIT] to land with 'Flaps 15…..Amber Light'

MALFUNCTIONS DURING ALTERNATE FLAP EXTENSION During the manual Flaps extension the following problem(s) may occur : - TE Flaps do not move or asymmetry - LE Flaps do not move or asymmetry - Both TE and LE Flaps do not move Complete the NNC [LOSS OF SYSTEM B] up to the last item 'Flaps 15…..Green Light' Then perform the

NNC associated with the problem that has occurred

Refer to MRG [ALTERNATE FLAPS OPERATION] for additional information

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.15

MANUAL REVERSION

With one or both Hydraulic Systems Oil Quantity not zero, check System A : System B :

EDP EMDP EMDP EDP

P6-2B P6-2A P6-12C P6-2A P6-11C P6-2B

In case of an OVERHEAT of the EMDP, an attempt to re-engage the EMDP can be considered after sufficient cooling time. It may power the hydraulic system the time required to configure the aircraft for landing. However, in some (300) models, this will not be possible, since electric power is automatically removed from an overheated EMDP, causing the LOW PRESSURE amber light to illuminate together with OVERHEAT ! (As Installed) Disconnect A/T due to excessive pitch variations - FO may assist as 'Autothrottle' Electric Trim available - Trim Airplane slightly nose up to remain outside Elevator cable control dead band Before extending the Landing Gear and Flaps, verify ATC and Cabin ready for approach Minor Rudder inputs may assist in entering a turn in cruise and in maintaining directional control on final. However, this technique is not recommend by Boeing.

SYSTEM A-B FLIGHT CONTROL SWITCH ..... STBY RUD When moving this switch to STBY RUD, closely observe that : - System A-B Flight Control LOW PRESSURE amber light extinguishes - Standby Hydraulic LOW QUANTITY amber light does not illuminate - Standby Hydraulic LOW PRESSURE amber light illuminates momentarily, then extinguishes However, with a loss of System A-B on GND and wheel speed above 60 kts or airborne and the Flaps extended, the Standby Hydraulic pump activates automatically. Consequently the LOW PRESSURE amber light will not illuminate anymore

If the Standby Hydraulic LOW PRESSURE amber light remains illuminated, the Standby Hydraulic System is INOP ! Check

P6-11 and P6-12 !! Refer to SUBSEQUENT FAILURES below

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.16

Section

Remarks

Automatic Flight

No Autopilot

Engines, APU

Flight Controls

Both Engines have Standby System pressure for Reverser operation. Expect slow deployment and possible illumination of the Standby Hydraulic LOW QUANTITY amber light during roll-out due to Oil moving from the Standby System to System A-B through the Reverser return-line Alternate Flaps Extension. Do NOT exceed Flap Placard Speeds to avoid overload of Electric Motor. Flaps extension till F15 takes about 2 min. Caution : No asymmetry protection. Refer to MRG [ALTERNATE FLAPS EXTENSION] for any malfunction during alternate Flap extension Ground Spoilers and Flight Spoilers INOP - Limit Bank angle to 20° to avoid over-banking Yaw Damper INOP Aileron Trim INOP

Landing Gear

Expect manual Gear extension. Once extended, the Landing Gear cannot be retracted. Nose Wheel Steering INOP - (As Installed) Switch to Alternate Nose Wheel Steering Brakes have accumulator pressure only Autobrakes INOP Antiskid is an electrical system, thus OK - However, consider selecting Antiskid OFF to avoid that the system depletes the accumulator pressure in case of severe braking

Approach

Burn-off Fuel to a practical minimum to reduce Landing Mass Avoid Overweight Landing Start Flaps and Gear extension with Reserve Fuel + 1000 kg. Leave Holding Fix at + 500 kg

Landing

Body Attitude circa 4° Flaps 15 - no flare, positive landing - aircraft has tendency to float or bounce due to INOP Spoilers Choose RWY : - Weather forecast at ETA (= after Fuel burn-off) > and landing minima (200 ft / 700 m) > > > > >

- Refer to PI [NON-NORMAL CONFIG LANDING DISTANCE] - No X-wind - Avoid Wet Runway - Verify obstacles for straight out Go-Around

Apply steady moderate braking technique for optimal use of accumulator pressure. Accumulator pre-charge pressure 1000 PSI is not usable for braking ! TUI-B 3.16.5 RHSP must call-out Brake Accumulator Pressure during landing roll ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.17

Go-Around

Go-Around with Flaps 15 and Gear Down

Diversion

In case of Diversion after a Missed Approach, retract TE Flaps to UP. The LE Devices remain in Full Extend. Max. speed 230 kts. Max FL 200

Slowly advance Thrust Levers to avoid rough pitch-up

Compute Alternate Fuel with penalty 50% (Gear Down) and another 10% (LED Full extend) ATC

Initially "PAN-PAN", later in approach "MAYDAY" to obtain priority landing : "Severe technical problem - Loss of all Hydraulic Systems Difficulty in maintaining altitude and directional control"

Cabin Crew

Request : > > > > >

- Weather forecast at ETA (= after Fuel burn-off) - 2000 feet vertical separation - 10 or 20 miles Holding pattern - Radar vectors for 15 miles final - Landing clearance prior to leave the Holding - Straight ahead Go-Around procedure

Report : > > > >

- Time required in Holding to burn-off Fuel and prepare for approach - Souls on Board - Fuel upon landing - Dangerous goods

Prepare for Emergency Landing and possible Emergency Evacuation Optional / not required by

VEX-B 3.14

To report when ready for approach Passengers

"Major technical problem, airplane under control - Remain in holding for x time to reduce fuel level - Follow Cabin Crew instructions" FO call at 400 ft AGL : "Brace - Brace "

SUBSEQUENT FAILURE(S)

LOSS OF STANDBY HYDRAULIC SYSTEM Perform the time available

NNC [STANDBY HYDRAULIC LOW PRESSURE] when

- Rudder control is lost - Both Engine Reversers INOP. Required landing distance is not affected

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.18

STANDBY HYDRAULIC LOW PRESSURE

P6-11 P6-12

GEN BUS 1 automatic Back-up to GEN 2

Oil Pressure in Standby System Module < 1300 PSI

LOW PRESSURE

The Standby Hydraulic LOW PRESSURE amber light is armed only when Standby Pump operation is activated On GND

Refer to

DDPG-MEL 29-12 for the LOW PRESSURE amber light

System A Flight Control Switch to STBY RUD System B Flight Control Switch to STBY RUD

OR

Alternate Flaps Master Switch to ARM

STDBY Hydraulic Pump manually activated

Loss of Hydraulic System A

Loss of Hydraulic System B

OR

RPR failed to return to High Press Air/Gnd Relay in FLT Wheel Speed > 60 kts

AND OR

STDBY Hydraulic Pump automatically activated

TE Flaps extended

SUBSEQUENT FAILURE(S)

Refer to

MRG [LOSS OF SYSTEM A],

MRG [LOSS OF SYSTEM B] and/or

MRG [MANUAL REVERSION] for subsequent failures

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.19

STANDBY HYDRAULIC LOW QUANTITY

LOW QUANTITY

Hydraulic STDBY System Quantity < 50%

The Standby Hydraulic Low Quantity amber light is always armed

Verify System B hydraulic quantity level between 1/2 and RFL line or indicating 64% (EIS)

SUBSEQUENT FAILURE(S)

Refer to

MRG [LOSS OF SYSTEM A],

MRG [LOSS OF SYSTEM B] and/or

MRG [MANUAL REVERSION] for subsequent failures

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

13 - Hydraulics – p.20

Systems

Management Reference Guide

Section 14

Landing Gear

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.1

Section 14 Landing Gear Gear Lever will not move up after Takeoff ......................................................... 3 Landing Gear Lever jammed in the Up Position ................................................ 8 Hot Brake(s) after Landing ................................................................................. 8 Landing Gear Unsafe Indication ........................................................................ 9 Partial or Gear Up Landing .............................................................................. 11 Manual Gear Extension ................................................................................... 12 Tire Burst during Takeoff Run .......................................................................... 13 Wheel Well Fire ................................................................................................ 14 Antiskid INOP ................................................................................................... 15 Parking Brake Warning Red Light does not illuminate .................................... 17 Autobrake Inop / Disarm .................................................................................. 18 Brake Pressure Indicator Zero PSI .................................................................. 21

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.2

GEAR LEVER WILL NOT MOVE UP AFTER TAKEOFF

P6-3C Gear Lever Locking Solenoid Air/Gnd Relay

This

"LATCH & PRESS WARN" "AIR/GND RELAY & LTS"

NNC applies to the Landing Gear LEVER only ! If the Landing Gear

does not move UP, refer to

MRG [LANDING GEAR UNSAFE INDICATION]

In combination with an Engine failure on Takeoff, pull Landing Gear Override Trigger by recall in order to meet second segment requirements ! Before executing the

NNC, check Gear Lever Locking Solenoid

not popped out

Determination of which system has failed is based on the sounding of the (Takeoff) Configuration Warning Horn when Flaps are selected UP :

CONFIG WARNING DOES NOT SOUND AFTER FLAP RETRACTION Failure of Landing Gear Lever Locking Solenoid Mechanism The Override Trigger may be pulled and Landing Gear may be selected UP and OFF. Wait until all lights extinguish before positioning the Gear Lever from UP to OFF Continue normal flight to destination Use standard Descent-Approach and Landing Checklist

CONFIG WARNING CONTINUES TO SOUND AFTER FLAP RETRACTION Failure of Air/Gnd Safety Sensor ; Air/Gnd Logic is still on GND and Flaps UP is no approved Takeoff Flap setting Leave the Landing Gear Down and land at the nearest suitable airport. Use

NNC - Descent-Approach and Landing Deferred Items.

Refer to the table below to determine which systems are affected and which mode they are forced into On GND

After Landing, reset

to connect APU to GEN BUS

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.3

The Air/Gnd Relay consists of an Air Sensing Proximity Sensor with modes AIR and NOT AIR and a Gnd Sensing Proximity Sensor with modes GND and NOT GND. Connected to the same Teleflex Cable is the Ground Spoiler Bypass Valve which prevents deployment of the Ground Spoilers in flight.

BAT BUS

P6-3C AIR/GND RELAY & LTS

AIR sensor

GND sensor

GND sensor

Ground Spoiler Bypass Valve

Teleflex Cable

AIR / GND RELAY

RMLG

Nose Gear

Consequently a malfunction of the Air/Gnd Relay can be a failure of the Air Sensor, the Gnd Sensor or both Air and Gnd Sensors in the event that the Teleflex Cable would be broken. will return both sensors to a preset position Pulling the Landing Gear Air/Gnd Relay as to exclude any doubt about both Sensor Modes and placing about 80% in optimum mode.

With the Teleflex Cable broken, Ground Spoilers will deploy in flight. Therefore Speed Brakes should not be operated in flight.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.4

________________________________________________________________________

Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.5

Automatic Flight

Windshield Heating Drain Mast Heat (300-400500) Autothrottle TO/GA

Probe Heat

Pressurization on the ground

GND

Pressurizati on (DCPCS) Wing AntiIce

Enabled Go-Around below 2000 feet RA Flight Directors engages in GoAround Mode

Disengages 2 seconds after landing - Takeoff mode enabled Flight Directors engages in Takeoff Mode

GND

Allows programmed pressurization in the Auto Modes Control Valves open when WAI Switch is ON. Thrust setting and Duct Temperature logic is by-passed

Allows programmed pressurization in the Auto and Standby Mode

With one Pack operating, regulates to high flow with Flaps UP

Turbofan(s) operate only when Air Conditioning Packs operate and Flaps are not UP

Normal INFLIGHT operation

GND

AIR

GND

GND

(As installed) With WAI Switch ON, valves cycles open and closed. WAI Switch trips to OFF at lift-off

Pressurization is determined by the position of the FLT/GRD switch

GND

Pressurization (CPCS)

GND

With one Pack operating, regulates to high flow only when Pack is operating from the APU and both Engine Bleed Switches are OFF

GND

Pack Valves

Anti-Ice, Rain

Turbofan(s) operate whenever Air Conditioning Packs operate - Deflectors Doors are extended

AIR

Ram Air Doors

Normal ON GROUND operation

Air Systems

Mode

System

Section

________________________________________________________________________

Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.6

Flight Controls

LED indication

Flap Load Limiter Auto Slat

APU Fire Wheel Well Horn Engine Low Idle control Speed Brake Lever Actuator

APU Generator

Thrust Reversers APU Control

Engines, APU

GND

ACARS

APU auto shutdown when BAT switch is selected OFF APU may be connected to both GEN BUSSES

GND

AIR

GND

GND System disabled

Activates Speed Brake lever on landing if armed. Rejected Takeoff feature available. Drives to Down when Thrust Lever is advanced

Returns to Low Idle 4 seconds after landing

AIR AIR

APU Fire Wheel Well Horn enabled

AIR

GND

Thrust Reversers enabled

(As installed) BAT position must be selected for transfer of STBY power

Allows tape erasure when Parking Brakes are set

AIR

GND

GND

Transponder

STBY Power

AIR

Flight Recorder

Electrical

Communications

System enabled with Flaps 1-25 selected. PTU available if Hydr. System B pressure is lost

Engine Idle Control and light is armed - High Idle Can be armed to raise Ground Spoilers upon landing

Thrust Reverser disabled by Air/Gnd sensor and RA APU operation possible with BAT switch OFF APU Generator may be connected to only one GEN BUS APU Fire Wheel Well Horn disabled

Automatic transfer of Battery and Inverter to STBY power when electrical power is lost

Prevents erasure of tape

________________________________________________________________________

Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.7

Warning Systems

Landing Gear

Hydraulics

Fuel

Flight Manag. Navigation (300-400500)

AIR

Disabled

Disabled

GND

GND

Ground Proximity Windshear Warning

Stall Warning

Enabled

Enabled

Disabled

Enabled

GND

LGTU

Takeoff Configuration Warning

Allows selection of landing modes Enabled

(300-400-500) Allows selection of RTO mode Disabled

AIR

Autobrakes

Releases normal Brakes for touchdown protection

STBY Pump automatic engagement with loss of Hydraulic System A or B and Flaps not UP

Position updated from DME or VOR/DME

Allows normal Antiskid Braking after Wheel Spin-up

Wheel speed must be greater than 60 kts for automatic engagement of STBY Hydraulic Pump

No position update

AIR

AIR

GND

GND

GND

GND

Antiskid (inboard touchdown protection)

Fuel Crossfeed STBY Pump

IRS

FCC A-B

FMC

LANDING GEAR LEVER JAMMED IN THE UP POSITION

NNC does NOT apply to “Landing Gear Lever blocked in OFF position” Refer to

NNC [MANUAL GEAR EXTENSION]

If the Landing Gear does not extend when performing Manual Gear Extension, suspect a blocked or malfunctioning Landing Gear Transfer Valve

Flight Spoilers are cycled to depressurize Hydraulic System A, increasing the probability of having a floating Spoiler to quasi certain. This explains why target speed for approach is 10 kts higher than target speed in the

NNC [LOSS OF SYSTEM A].

10 minutes equals circa 400 KG of Fuel

HOT BRAKE(S) AFTER LANDING

Brakes producing smoke after landing (or as installed) Brake Temperature Monitoring System indicating hot Brakes Advice ATC Request Fire Brigade Stop Fueling Set Chocks in place and release Parking Brakes Request inspection by maintenance

Brake temperature 10 minutes after landing should be below 90°C - 195°F. (max Landing Weight – ISA) Fire Brigade can also cool the Brakes by air blow. If no Brake Temperature Monitoring System installed ; Fire Brigade has an optical thermometer to measure Brake temperature from nearby.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.8

LANDING GEAR UNSAFE INDICATION

On GND In FLT

Refer to

DDPG-MEL 32-6

VEX-B 3.17.9

Both green and red light illuminated indicates Gear down and locked ! DOWN and LOCKED can be confirmed by : - visual confirmation - through Viewing System - light test - aural confirmation - no Landing Configuration Warning when Flaps > 10 - no GPWS “TOO LOW GEAR” below 500 feet RA

DURING EXTENSION ON FINAL APPROACH Only one recycle is recommended ! In fact, the FCTM recommends NOT to recycle the Landing Gear in an attempt to extend the remaining Gear Strut. Rather apply the Manual Gear Extension method. rd

Check Viewers (main gear viewers are located 3 seat aft of over-wing Emergency Exit) day-time night-time

= red painted lines = switch Wheel Well light ON to observe red lines

AFFECTED GEAR STRUT CONFIRMED UP Perform NNC [LANDING GEAR LEVER JAMMED IN THE UP POSITION]

AFFECTED GEAR STRUT BLOCKED IN TRANSIT Use slip turns and G-loads to lower the Gear Perform low pass over threshold for visual check by ground crew (Flaps 40 – 100 ft AAL) Perform

NNC [PARTIAL OR GEAR UP LANDING]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.9

FOLLOWING GEAR RETRACTION AFTER TAKEOFF Place the Landing Gear Lever in OFF to remove Hydraulic System Pressure

BOTH RED AND GREEN LIGHT ILLUMINATED Mechanical Up-Lock failure or Locking Pin still in place Position Landing Gear Lever to UP Continue flight (fuel penalty 50%) or return to departure field

ONLY RED LIGHT ILLUMINATED Up-Lock Micro-switch malfunction (or) Affected Gear Strut blocked in intermediate position rd

Check Viewers (main gear viewers are located 3 seat aft of over-wing Emergency Exit) day-time night-time

= visible daylight = rotating beacon

AFFECTED GEAR STRUT CONFIRMED UP Perform NNC [LANDING GEAR LEVER JAMMED IN THE UP POSITION]

AFFECTED GEAR STRUT BLOCKED TRANSIT Use slip turns and G-loads to lower the Gear Perform low pass over threshold for visual check by ground crew (Flaps 40 – 100 ft AAL) Perform

NNC [PARTIAL OR GEAR UP LANDING]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.10

PARTIAL OR GEAR UP LANDING

NOSE GEAR INOP Move all passengers to rear of cabin Normal Speed Brakes, Reverse and Braking technique Hold the nose up as long as possible after touchdown, but lower the nose gently before losing elevator effectiveness (circa 90-70 kt) Emergency Evacuation

ONE MAIN LANDING GEAR INOP Move all passengers to the Gear Down side of aisle Do NOT arm Speed Brakes - at touchdown, move Speedbrakes to FLT DETENT Use Reverse thrust on the engine at the Gear Down side only Use Nose Wheel steering for directional control Maintain wings level as long as possible Place Start Levers to CUTOFF prior to Engine ground contact Emergency Evacuation

BOTH MAIN LANDING GEAR INOP The Engines will contact the ground prior to the Nose Gear Do NOT arm Speed Brakes - at touchdown, move Speed Brakes to FLT DETENT Use Nose Wheel steering for directional control Select Fuel Pumps OFF prior to landing flare Emergency Evacuation

ONLY ONE MAIN LANDING GEAR EXTENDED Move all passengers to the Gear Down side of aisle Do NOT arm Speed Brakes - at touchdown, move Speed Brakes to FLT DETENT If desired, use Reverse thrust on the engine at the Gear Down side only Maintain wings level as long as possible Place Start Levers to CUTOFF prior to the Engine ground contact Select Fuel Pumps OFF prior to landing flare Emergency Evacuation

ALL GEAR UP OR PARTIALLY EXTENDED The Engines will contact the ground first Do NOT arm Speed Brakes - at touchdown, move Speed Brakes to FLT DETENT Adequate directional control available during initial ground slide by use of Rudder Select Fuel Pumps OFF prior to landing flare Emergency Evacuation ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.11

Section

Remarks

Landing

Burn-off Fuel to practical minimum in order to reduce Landing Weight Maintain standard target speed for Flaps 30/40 Avoid RWY with X-wind Be ready to take-over with Nose Wheel steering for directional control upon roll-out (if extended)

ATC

"MAYDAY" Request : - Weather forecast at ETA (= after fuel burn-off) > - Fire brigade to inspect landing gear at landing roll-out > - Foaming the RWY is NOT necessary and provides only >

minimal benefit

Report : > > > > Cabin Crew

FCTM

- Holding time required to burn off fuel and prepare for approach - Persons on Board - Fuel upon landing - Any or No Dangerous Goods on Board

Prepare for emergency landing and evacuation Brief passengers for landing. ('Brace') Cabin Crew must report "Cabin Secure" when ready for approach

Passengers

"Technical problem, airplane under control. Remain in holding for x time to reduce fuel. Follow Cabin Crew instructions." FO call at 400 ft AGL : "Brace-Brace"

MANUAL GEAR EXTENSION

NNC

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.12

TIRE BURST DURING TAKEOFF RUN

Do NOT abort Takeoff

NNM [Rejected Takeoff]

At speeds above 80 kts continue Takeoff, unless directional control cannot be maintained. It is unlikely that loose tire treads would damage the Engines, so thrust is available. Advance Thrust Levers to Full Takeoff to compensate for any extra drag. Flaps and other Flight Controls may got damaged by loose tire treads Once airborne - Keep the Landing Gear Down ! - Maintain actual Flap Setting

Section

Remarks

Flight Controls & Landing Gear

Check Tire condition through the Viewing System or visual inspection by ground crew while making a low pass overhead threshold. (Gear Down – Flaps 40 – 100 ft AAL) If no information can be obtained, expect deflated tires and/or locked wheel Maintain standard target speed for Flaps 30/40 Avoid RWY with X-wind Be ready to take-over with Nose Wheel steering for directional control upon roll-out

Diversion

Fuel penalty for diversion with Landing Gear Down is approximately 50% (300-400-500) Enter appropriate speed and altitude in FMC to compute ETA and Fuel to reach Diversion. Add 50 % to FMC calculated Fuel

ATC

Cabin Crew

Request : >

- Fire brigade - Request for any remaining parts on the RWY

Report : > >

- Persons on Board - Fuel upon landing - Any or No Dangerous Goods on Board

Prepare for possible evacuation after landing due to fire Brief passengers for landing ('Brace')

Passengers

"Technical problem, airplane under control. Follow Cabin Crew instructions." FO call at 400 ft AGL : "Brace-Brace"

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.13

WHEEL WELL FIRE

P6-2B

TFR BUS 1

Temperature in Wheel Well > 204 °C - 400°F

WHEEL WELL

Weather conditions permitting, leave Landing Gear down and return to Departure Field A Wheel Well Fire Warning does not by definition mean that Landing Gear Tires caught fire. The Wheel Well Fire Warning also can be triggered by ; - hot brakes - electric wiring fire

- hydraulic reservoir fire - short circuit in the detector loop

Section

Remarks

Landing Gear

Check Tire condition through the Viewing System or visual inspection by ground crew while making a low pass overhead threshold. (Gear Down – Flaps 40 – 100 ft AAL) If no information can be obtained, expect deflated tires and/or locked wheel Maintain standard target speed for Flaps 30/40 Avoid RWY with X-wind Be ready to take-over with Nose Wheel steering for directional control upon roll-out

Diversion

Fuel penalty for diversion with Landing Gear Down is approximately 50% (300-400-500) Enter appropriate speed and altitude in FMC to compute ETA and Fuel to reach Diversion. Add 50 % to FMC calculated Fuel

ATC

Cabin Crew

Request : >

- Fire brigade - (fire during initial flight) Request for any remaining parts on the RWY

Report : > >

- Persons on Board - Fuel upon landing - Any or No Dangerous Goods on Board

Prepare for possible evacuation after landing due to fire (in case of burned tires) Brief passengers for landing ('Brace')

Passengers

"Technical problem, airplane under control. Follow Cabin Crew instructions." FO call at 400 ft AGL : "Brace-Brace"

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.14

ANTISKID INOPERATIVE

P6-3E

(3 Breakers)

Outboard Antiskid Inboard Antiskid

DC BUS 1 - 28 VDC BAT BUS - 28 VDC

Loss of AC/DC Power

Antiskid Switch OFF Fault detected by Automatic Monitoring System

ANTISKID INOP

OR

Parking Brakes set in flight Disagreement between Parking Brake Lever and Parking Brake Valve position

WITH THE ANTISKID INOP AMBER LIGHT(S) ILLUMINATING UPON PARKING BRAKE RELEASE Disagreement between position of Parking Brake Lever and Parking Brake SOV. The Antiskid System itself is OK, but its operation is inhibited since the Parking Brake SOV is blocking the Antiskid return line. Refer to

DDPG-MEL 32-3 [Parking Brake Valve]

Comply with Maintenance Procedure Compute Takeoff Data for Antiskid INOP

WITH THE ANTISKID INOP AMBER LIGHT(S) ILLUMINATED STEADY Dispatch aircraft as per DDPG-MEL 32-2 [Antiskid System] Compute Takeoff Data for Antiskid INOP With the ANTISKID INOP amber light(s) illuminated, normal taxi and braking is possible. Parking Brakes operate normally.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.15

Momentary illumination of the ANTISKID INOP amber light(s) when Parking Brakes are set or released is a normal indication.

The Antiskid System provides 3 functions : Velocity Control

Compares wheel speed with aircraft IAS and progressively intervenes in brake pressure when a velocity difference exists (Disabled below 8 kts)

Locked Wheel Protection

Compares wheel speed with corresponding wheel at other gear strut and will fully release brake pressure when a locked wheel condition exists (Disabled below 20 kts)

Touchdown Protection

Full Brake release signal while in flight as to prevent landing with brake pressure applied (Disabled 3" after touchdown or wheel speed > 70 kts)

With the Landing Gear Lever in UP position, the Antiskid System is INOP and the ANTISKID INOP amber light is inhibited in order to apply Main Wheel Brakes (raising the Landing Gear at Takeoff).

SUBSEQUENT FAILURE(S) The Antiskid System provides Wheel speed data to many other systems, such as Standby Hydraulic System auto operation during Takeoff. Therefore, these features may not function properly or may resume auto operation once airborne, if Air/Gnd data is depicted.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.16

PARKING BRAKE WARNING RED LIGHT DOES NOT ILLUMINATE

P6-3E 'ANTISKID FAIL WARN & PARK BK'

BAT BUS 28VDC

Parking Brake Warning Red Light does not illuminate when setting Parking Brakes

(or)

Parking Brake Light is U/S (Push the light for light-test) Refer to

DDPG-MEL 32-4 [Parking Brake Light]

Parking Brake S.O.V. blocked in open position Dispatch as per DDPG-MEL 32-3 [Parking Brake Valve] Valve to be CLOSED by Maintenance Compute Takeoff Data for Antiskid INOP

Parking Brakes are not available since the hydraulic return line remains open Normal Brakes are available and Antiskid System operates normally

Parking Brake Light, Parking Brake Shutoff Valve and Parking Brake Lever Microswitch are powered by the BAT BUS 28VDC (As installed) Parking Brake Repeater Light on the External Power Panel is powered by the HOT BAT BUS. The warning light will deplete the Battery of an un-powered airplane in one week (fully charged Battery) to one night (weak Battery). Therefore, it is recommended to release the Parking Brakes during stopover.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.17

AUTO BRAKE INOP / DISARM

P6-3A

DC BUS 1-2

The Auto Brake System applies Hydraulic System Pressure to the Brake System as to equalize the airplanes total deceleration through reverse thrust and braking with the selected deceleration rate

(In FLT) Auto Brake Arm Conditions not met (On GND) Auto Brake System Deactivated OR

Electric Power Fail (DC BUS 2)

Loss of Hydraulic System Pressure

AND

AUTO BRAKE DISARM

Auto Brake Select Switch not in OFF

Auto Brake Select Switch to 1-2-3-MAX (At least one) Antiskid switch ON and Operational Wheel Speed Signal less than 60 kt AND

Air/Gnd Relay Sensing in Air Mode

AUTO BRAKES ARMED

Rudder Pedal Pressure released Speed Brake Lever ARMED (S/B must be DOWN when selecting Auto Brakes)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.18

Wheel Speed Signal above 60 kt Air/Gnd Relay Sensing in Gnd Mode Both Thrust Levers in IDLE

AND

Speed Brake Lever ARMED

AUTO BRAKES ACTIVATE

AUTO BRAKE System ARMED

Speed Brake Lever moved to DOWN detent OR

Rudder Pedal pressure > 750 PSI

AUTO BRAKES DEACTIVATE PROGRESSIVELY

Auto Brake Selector to OFF Auto Brake Selector to RTO One or both Thrust Levers moved forward

OR

Antiskid System INOP or OFF

AUTO BRAKES DEACTIVATE AT ONCE

Electric Power Fail (DC BUS 2)

Wheel Speed Signal below 60 kt Air/Gnd Relay Sensing in Gnd Mode Both Thrust Levers in IDLE

AND

RTO ARMED

Antiskid Control Switch ON AUTO BRAKE Selector RTO

RTO Mode ARMED Thrust Levers retarded to IDLE

AND

RTO ACTIVATES

Wheel Speed Signal above 90 kt

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.19

LANDING DISTANCE WITH AUTOBRAKES

Deceleration Rate [ft/sec2]

Auto Brake Selection 120 kts 140 kts

Approach Speed (zero wind)

160 kts

14

MAX

10 3

7

2

5

1

4

300 400 500

2000

3000

4000

5000

6000

7000 Landing Roll [feet]

Rule of Thumb : Landing Distance (feet) =

( 8 – AB ) x 1000

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.20

BRAKE PRESSURE INDICATOR ZERO PSI

P6-2A

TFR BUS 2

The accumulator(s) is/are filled with N2 Nitrogen with a pre-charge of 1000 PSI. With the pre-charge indicating zero PSI suspect a leak of Nitrogen. With Hydraulic System A/B normal, brakes are available upon landing. Parking Brakes however cannot be set !

On GND

The pre-charge can be checked during pre-flight by selecting Hydraulic System Pumps OFF, applying and releasing Brakes 10 times with approximately 3 seconds between each application and/or till pressure stabilizes at accumulator pre-charge. Refer to

DDPG-MEL 32-13 [Hydraulic Brake Pressure Indicator]

With a normal accumulator pressure indication in the Wheel Well an INOP Flight Deck Brake Pressure analogue Indicator may get fixed by removing it from the forward instrument panel, roll it back and forth and re-install it.

The Normal Brake System is powered by System B Hydraulic Pressure. When System B Hydraulic Pressure to the Normal Brake System is below 1500 PSI, an Alternate Source Selector Valve opens automatically to supply System A Hydraulic Pressure to the Alternate Brake System. Use normal braking technique. The Normal Brake System has one accumulator which stores hydraulic pressure and is used as a back-up system in the event of both Hydraulic System A and B failure. The accumulator has an Accumulator Brake Pressure Indicator in the Main Wheel Well and a repeater on the Flight Deck.

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.21

NORMAL OPERATION N2

Hydraulic System 3000 PSI

Brake System 3000 PSI

LEAK ON NITROGEN SIDE

Brake System 3000 PSI

Hydraulic System 3000 PSI

LOSS OF HYDRAULIC SYSTEM PRESSURE

N2

Brake System 3000 >> 0 PSI

Hydraulic System 0 PSI

LOSS OF HYDRAULIC SYSTEM FLUID

N2

Hydraulic System 0 PSI

LEAK OF HYDRAULIC SYSTEM FLUID AFTER CHECK VALVE

Brake System 3000 >> 0 PSI

N2

Brake System 0 PSI

Hydraulic System 0 PSI

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

14 - Landing Gear - p.22

Systems

Management Reference Guide

Section 15

Warning Systems

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

15 - Warning Systems – p.1

Section 15 Warning Systems Fire Warning – Master Caution ........................................................................... 3 Altitude Alert ....................................................................................................... 3 Ground Proximity Alert ....................................................................................... 3 (Takeoff) Configuration Warning ........................................................................ 4 Landing Gear Configuration Warning ............................................................... 5 Ground Crew Call Horn ...................................................................................... 6 Overspeed ......................................................................................................... 6 Cabin Altitude Warning ...................................................................................... 6 Stall Warning ...................................................................................................... 7

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

15 - Warning Systems – p.2

FIRE WARNING - MASTER CAUTION

FLT CONT ELEC IRS APU FUEL OVHT / DET ANTI - ICE ENG HYD OVERHEAD DOORS AIR COND

(EFIS)

Whilst an APU DET INOP will cause the Master Caution – APU system annunciator to illuminate, the Engine Fire/Overheat Detector FAULT will not trigger Master Caution !

All Flight Deck Warning (red), Caution (amber) and Information (blue) Lights are powered in parallel through BAT BUS, DC BUS 1 and DC BUS 2

ALTITUDE ALERT

The Altitude Alert Warning is inhibited when Flaps are 25 or more or when Glide Slope is captured ( [GS] on the FMA ).

GROUND PROXIMITY ALERT

An aircraft holding 1000 ft below may trigger the GPWS “TERRAIN” or “PULL UP” aural and visual warning. Refer also to

NNM [Ground Proximity Warning]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

15 - Warning Systems – p.3

(TAKEOFF) CONFIGURATION WARNING

P6-3C

Stabilizer Trim NOT in the Green Band (*1)

TE Flaps NOT set in Takeoff Range (*2) LE Flaps NOT in position for Takeoff (*3)

OR

Speed Brake Lever NOT in Down Detent Parking Brakes NOT released

AND

Airplane on GND

TAKEOFF CONFIGURATION WARNING

Either-Both Thrust Levers advanced for Takeoff (*4)

The Rudder Trim is not covered by the Takeoff Configuration Warning

Remark

300

400

500

(*1)

Units

1.0 - 6.3

1.0 - 5.8

1.5 - 6.8

(*2)

Flaps

1 thru 15

(*3)

LED

(*4)

On GND

5 thru 15

signal from LED 1 and 4 only ! TLA > 30°

- Trim Runaway, abort Takeoff or hold Control Wheel firmly - With the LE TRANSIT amber light illuminated, abort Takeoff or increase rotation speed VR NNM [Rejected Takeoff] Before 80 knots, abort Takeoff. After 80 knots, continue takeoff, unless aircraft considered unsafe or unable to fly.

In FLT

- System malfunction - Do not confuse with ALTITUDE WARNING horn (Cabin Pressure Altitude above 10.000 ft) which has the same intermittent warning tone

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

15 - Warning Systems – p.4

LANDING GEAR CONFIGURATION WARNING

P6-3D

Flaps 1 thru 10 : (can be silenced) Either or both TLA < 10° Flaps 15 : (can be silenced) One TLA < 10° whilst other TLA > 30° OR

Flaps 15 : (cannot be silenced) Both TLA < 30° Flaps 25 thru 40 : (cannot be silenced) Landing Gear Not Down and Locked

AND

LANDING GEAR CONFIGURATION WARNING

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

15 - Warning Systems – p.5

GROUND CREW CALL HORN

(On GND) One or both IRS not OFF and Aircraft powered by BAT EQUIP Cooling amber light illuminated for 20 seconds or more

OR

GROUND CREW HORN SOUNDS

GRD CALL Switch pushed

OVERSPEED

NNC

CABIN ALTITUDE WARNING

Refer to

NNC [CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

15 - Warning Systems – p.6

STALL WARNING

P6-1A (Capt) P18-2D (FO)

STBY DC BUS (Capt) ELEC DC BUS 2 (FO)

TEST on GND only TEST INOP if any LE DEVICE is deployed (LE FLAP TRANSIT amber light illuminated) Select Hydraulic System B Electrical Pump Switches ON to pressurize Hydraulic System B in order to retract all LED

On GND

Stall Warning System malfunction

DDPG-MEL 27.13

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

15 - Warning Systems – p.7

THIS PAGE INTENTIONALLY BLANK

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

23-Jun-04

15 - Warning Systems – p.8

Pilots Memorandum

Management Reference Guide

Normal Procedures Call-out Review (VEX) ...................................................... 2 Non-Normal Procedures Call-out Review (VEX) ............................................... 5 Normal Procedures Call-out Review (TUI) ....................................................... 7 Non-Normal Procedures Call-out Review (TUI)............................................... 10 Takeoff Flight Pattern........................................................................................ 12 Rejected Takeoff............................................................................................... 13 Engine Failure after V1 ..................................................................................... 14 Emergency Descent.......................................................................................... 15 Precision Approach........................................................................................... 16 Non-Precision Approach ................................................................................... 17 Circling Approach.............................................................................................. 18 Visual Traffic Pattern and Landing.................................................................... 19 Go-Around ........................................................................................................ 20 Go-Around One Engine INOP........................................................................... 21

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.1

VEX

CALL-OUTPROCEDURES NORMAL REVIEW CALL-OUT REVIEW

CHECKLIST REQUEST BEFORE START CHECKLIST - DOWN TO THE LINE BEFORE START CHECKLIST - COMPLETED DOWN TO THE LINE BEFORE START CHECKLIST - BELOW THE LINE BEFORE START CHECKLIST - COMPLETED

TAKEOFF BRIEFING I TAKEOFF – RUNWAY 25R BEFORE V1 - I REJECT YOU MONITOR - MAX BRAKES - SPEED BRAKES - MAX REVERSES AFTER V1 – I FLY Engine Failure procedure after V1 till holding fix Altitudes RATS REDUCTION - ACCELERATION - TRANSITION - SAFETY

PUSH BACK CABIN CREW - DOORS IN FLIGHT CONDITION - CROSSCHECK AND REPORT FLIGHT DECK TO GROUND – CONFIRM ALL DOORS ARE CLOSED, AREA IS CLEAR BYPASS PIN INSTALLED (if appropriate) BRAKES RELEASED REQUEST TO START ENGINES IN SEQUENCE BRAKES ARE SET TO PARK – YOU MAY DISCONNECT – SEE YOU ON THE LEFT HAND SIDE

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.2

ENGINE START STARTING ENGINE NUMBER 1-2 OIL PRESSURE RISING STARTER CUTOUT

TAXI – LINE UP - TAKEOFF When entering the Runway CABIN CREW – SEATS FOR DEPARTURE SET TAKEOFF THRUST TAKEOFF THRUST SET 80 V1 ROTATE POSITIVE RATE GEAR UP

AFTER TAKEOFF LNAV or HDG SEL N1 SPEED 210 (220/230) - FLAPS 1 (5) FLAPS UP VNAV or LVL CHANGE SPEED 300 TRANSITION ALTIMETERS 1013 PASSING FLIGHT LEVEL xxx CHECKED

CLIMB – CRUISE 10.000 1000 FEET TO LEVEL OFF TRANSITION QNH xxxx PASSING xxxx FEET CHECKED

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.3

DESCENT - APPROACH FLAPS 1 - SPEED 190 (200) FLAPS 5 - SPEED 180 (190) LOCALISER ALIVE - GLIDE SLOPE ALIVE GEAR DOWN - FLAPS 15 SPEED 150 (160) FLAPS 25 TARGET SPEED FLAPS 30/40 If deviating from standard approach (Localizer 1 dot – Glide Slope 1 dot – VOR/NDB 5°) CHECK TRACKING (Speed –5 knots or +15 knots) SPEED TOO LOW - HIGH (Rate of Descent > 1000 ft when below 500 feet RA) SINK RATE GO AROUND ALTITUDE xxxx FEET OUTER MARKER xxxx FEET ALTIMETERS AND INSTRUMENTS CROSSCHECKED (Non Precision) 1000 (ILS) 500 APPROACHING MINIMUMS MINIMUMS In case of low or idle thrust below 500 feet LOW N1 LANDING GO-AROUND In case of landing (if no automatic Speed Brakes Extension) SPEEDBRAKES NOT UP AUTOBRAKE DISARM 60 MY CONTROLS

GO-AROUND GO-AROUND - FLAPS 15 FLAPS 15 POSITIVE RATE GEAR UP GEAR UP ACCELERATION - SPEED 210 (220/230) FLAPS 5 FLAPS UP

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.4

NON-NORMAL PROCEDURES CALL-OUT REVIEW

VEX

NON-NORMAL MASTER CAUTION – xxx I HAVE CONTROL – YOU CLEAR THE NON-NORMAL YOU HAVE CONTROL – I CLEAR THE NON-NORMAL If appropriate ATTENTION CABIN ATTENDANT TO THE FLIGHT DECK PLEASE

RAPID DEPRESSURIZATION – EMERGENCY DESCENT EMERGENCY DESCENT 2000 TO LEVEL OFF 1000 TO LEVEL OFF CABIN CREW – MASKS OFF (2x) ATTENTION PURSER TO THE FLIGHT DECK

REJECTED TAKEOFF In case the commanders decides to continue In case of rejected Takeoff STOP 60 ATTENTION CABIN CREW ON STATION VIRGIN EXPRESS 123 – REJECTING TAKEOFF RUNWAY 25 REQUEST ASSISTANCE In case of Evacuation EVACUATION (2x) If no Evacuation is required ATTENTION PURSER TO THE FLIGHT DECK

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.5

ENGINE FAILURE AFTER V1 ENGINE FAILURE POSITIVE RATE GEAR UP I HAVE CONTROL – YOU CLEAR THE NON-NORMAL HEADING xxx – SET 15° BANK (NO) RECALL ITEMS RECALL ITEMS COMPLETED SPEED 210 (220/230) FLAPS 1 FLAPS UP LEVEL CHANGE - MAX CONTINUOUS THRUST

ENGINE FAILURE ON FINAL ENGINE FAILURE FLAPS 15 In case of Go-Around on one Engine GO-AROUND FLAPS 1 POSITIVE RATE GEAR UP SPEED 210 (220/230) FLAPS 1 FLAPS UP LEVEL CHANGE - MAX CONTINUOUS THRUST

WINDSHEAR

LOSS OF BOTH ENGINE DRIVEN GENERATORS

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.6

NORMAL PROCEDURES CALL-OUT REVIEW CALL-OUT REVIEW

TUI

CHECKLIST REQUEST BEFORE START CHECKLIST - DOWN TO THE LINE BEFORE START CHECKLIST - COMPLETED DOWN TO THE LINE BEFORE START CHECKLIST - BELOW THE LINE BEFORE START CHECKLIST - COMPLETED

TAKEOFF BRIEFING I TAKEOFF – RUNWAY 25R BEFORE V1 - I REJECT YOU MONITOR - MAX BRAKES - SPEED BRAKES - MAX REVERSES AFTER V1 – I FLY Engine Failure procedure after V1 till holding fix Altitudes RATS REDUCTION - ACCELERATION - TRANSITION - SAFETY

PUSH BACK CABIN CREW - DOORS IN FLIGHT CONDITION - CROSSCHECK AND REPORT Push Back with Nose Lift Device or Tow Truck CLEARED FOR PUSHBACK - CHECK STEERING PIN IN PLACE BRAKES RELEASED PARKING BRAKE SET - REMOVE ALL GROUND EQUIPMENT AND SHOW STEERING PIN ON THE LEFT HAND SIDE Push Back with Power Push - TANA CLEARED FOR PUSHBACK - CHECK STEERING PIN REMOVED BRAKES RELEASED PARKING BRAKE SET STARTING COMPLETED - REMOVE ALL GROUND EQUIPMENT AND HANDSIGNAL ON THE LEFT HAND SIDE

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.7

ENGINE START STARTING ENGINE NUMBER 1-2 OIL PRESSURE RISING STARTER CUTOUT

TAXI – LINE UP - TAKEOFF At least one minute prior Takeoff CABIN CREW - BE SEATED - TAKEOFF IMMINENT Lining Up APPROACH CLEAR - THRESHOLD ELEVATION … FEET – QFU … ° TAKEOFF - I HAVE CONTROL YOU HAVE CONTROL 80 KNOTS V1 ROTATE POSITIVE CLIMB GEAR UP LNAV or HDG SEL N1 ACCELERATION VMAN CLEAN - FLAPS 1 (5) FLAPS UP VNAV or LVL CHANGE SPEED 300 TRANSITION

CLIMB – CRUISE FL 100 or 10.000 FEET 1000 FEET TO LEVEL OFF

APPROACH SET-UP MARKERS LOW/HIGH NO FLAGS FUEL BALANCED AUTOBRAKES OFF/1/2/3/MAX NAVAIDS SET & CHECKED ASP SET

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.8

DESCENT - APPROACH FLAPS 1 - SPEED 1 FLAPS 5 - SPEED 5 LOCALIZER ALIVE - GLIDE SLOPE ALIVE GEAR DOWN - FLAPS 15 SPEED 15 FLAPS 25 TARGET SPEED FLAPS 30/40 PREPARE GO AROUND GO AROUND PREPARED CABIN CREW - LANDING IN TWO MINUTES PLUS 200 – NO FLAG APPROACHING MINIMUMS MINIMUMS LANDING CONTINUE for level-off at MDA > 500 ft RA GO-AROUND In case of landing SPEEDBRAKES UP AUTOBRAKE DISARM CABIN CREW DOORS IN PARKING CROSSCHECK AND REPORT

GO-AROUND GO-AROUND - FLAPS 15 FLAPS 15 POSITIVE CLIMB GEAR UP GEAR UP CHECK GO-AROUND GO-AROUND CHECKED TUNE RADIOS FOR MISSED APPROACH ACCELERATION - SPEED VMAN CLEAN SPEED BLANK FLAPS 5 FLAPS UP

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.9

NON-NORMAL PROCEDURES CALL-OUT REVIEW

TUI

NON-NORMAL MASTER CAUTION – xxx I HAVE CONTROL – YOU CLEAR THE NON-NORMAL YOU HAVE CONTROL – I CLEAR THE NON-NORMAL If appropriate ATTENTION CABIN ATTENDANT TO THE FLIGHT DECK PLEASE

RAPID DEPRESSURIZATION – EMERGENCY DESCENT HIGH CABIN RATE OF CLIMB ATTENTION CABIN CREW PREPARE FOR RAPID DESCENT (2x) CABIN OUT OF CONTROL EMERGENCY DESCENT ATTENTION CABIN CREW RAPID DESCENT (2x) 2000 FEET TO LEVEL OFF 1000 FEET TO LEVEL OFF YOU HAVE CONTROL PROCEED TO … I HAVE CONTROL CABIN CREW ALL NORMAL (2x)

REJECTED TAKEOFF In case the commanders decides to continue GO In case of rejected Takeoff REJECT SPEEDBRAKES UP ATTENTION CABIN CREW ON STATION (2x) PAN-PAN (3x) BEAUTY 123 – RUNWAY 25 BLOCKED In case of Evacuation EVACUATION (3x) MAYDAY (3x) BEAUTY 123 - RUNWAY 25 BLOCKED AIRCRAFT AND PASSENGERS ON RUNWAY 25 If no Evacuation is required KEEP YOUR SEATS ALL NORMAL (2x) ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.10

ENGINE FAILURE AFTER V1 ENGINE FAILURE POSITIVE CLIMB GEAR UP CHECK GO-AROUND STRAIGHT AHEAD - EFFRA …..FEET I HAVE CONTROL – YOU CLEAR THE NON-NORMAL (NO) RECALL ACTIONS RECALL ACTIONS COMPLETED ACCELERATION - SPEED VMAN CLEAN FLAPS 1 FLAPS UP AUTOTHROTTLE OFF - LEVEL CHANGE - SET MAX CONTINUOUS

ENGINE FAILURE ON FINAL ENGINE FAILURE FLAPS 15 FLY THE OUTER BUG – SET OUTER BUG FLAP INHIBIT LANDING CHECKLIST ONE ENGINE INOP In case of Go-Around on one Engine GO-AROUND FLAPS 1 POSITIVE CLIMB GEAR UP CHECK GO-AROUND TUNE RADIO’S FOR MISSED APPROACH ACCELERATION AT …. FEET ACCELERATION VMAN CLEAN

WINDSHEAR WINDSHEAR GO

LOSS OF BOTH ENGINE DRIVEN GENERATORS PAN PAN (3x) If unable to recover any GEN BUS and landing on Battery only MAYDAY (3x) ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.11

FLIGHT PATTERNS [ by Captain Pierre De Maeght ]

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.12

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.13

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.14

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.15

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.16

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.17

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.18

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.19

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.20

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.21

THIS PAGE INTENTIONALLY BLANK

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

26-Jun-04

V - Pilots Memorandum – p.22

Additional Information

Management Reference Guide

Worldwide Aircraft Registrations......................................................................... 2 Snowtam Decoder .............................................................................................. 4 Aviation Rules Of Thumb .................................................................................... 6 Jeppesen .......................................................................................................... 12 Atlas .................................................................................................................. 15

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.1

WORLDWIDE AIRCRAFT REGISTRATIONS

3B 3D 3X 4K 4R 4X 5A 5B 5H 5N 5R 5T 5W 5X 5Y 6V 6Y 70 7P 7Q 7T 8P 8Q 8R 9A 9G 9H 9J 9K 9L 9M 9N 9Q 9V 9Y

C

Mauritius Swaziland Guinea Azerbaijan Sri Lanka Israel Libya Cyprus Tanzania Nigeria Madagascar Mauritania Samoa Uganda Kenya Senegal Jamaica Yemen Lesotho Malawi Algeria Barbados Maldives Guyana Croatia Ghana Malta Zambia Kuwait Sierra Leone Malaysia Nepal Zaire Singapore Trinidad & Tobago

C C2 C5 C6 CC CN CP CRM CS CU CX

Canada Nauru Gambia Bahamas Chile Morocco Bolivia Macau Portugal Cuba Uruguay

D D2 D4 D6 DQ

Germany Angola Cape Verde Comoros Fiji

EC El EL EP ER ES ET EZ

Spain Ireland Liberia Iran Moldova Estonia Ethiopia Turkmenistan

F FO

France French West Indies

G

United Kingdom

H4 HA HB HC HK HL HP HR HS HZ

Solomon Islands Hungary Switzerland Ecuador Colombia South Korea Panama Honduras Thailand Saudi Arabia

D

E

F

G A A2 A40 A5 A6 A7 AP

Botswana Oman Bhutan United Arab Emirates Qatar Pakistan

B

China/Taiwan/Hong Kong

H

B

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.2

I I

Italy

J2 JA JY

Djibouti Japan Jordan

LN LV LX LY LZ

Norway Argentina Luxembourg Lithuania Bulgaria

N

United States

J

Poland Sudan Egypt Greece

TC TF TG TI TJ TN TR TS TU

Turkey Iceland Guatemala Costa Rica Cameroon Congo Gabon Tunisia Ivory Coast

UK UR

Uzbekistan Ukraine

T

K L

U

N V

V2 Antigua V5 Namibia V7 Marshall Islands V8 Brunei VH Australia VN Vietnam VP-C Cayman Islands VP-F Falkland Islands VT India

M O OB OD OE OH OK OM OO OY

SP ST SU SX

Peru Lebanon Austria Finland Czech Republic Slovak Republic Belgium Denmark

W X

Q P P2 P4 PH PJ PK PP PZ

Papua New Guinea Aruba Netherlands Netherlands Antilles Indonesia Brazil Surinam

RA RP

CIS Philippines

S2 S5 S7 S9 SE

Bangladesh Slovenia Seychelles Sao Tome Sweden

XA XT XU XY

Mexico Burkina Faso Cambodia Myanmar

YA YI YJ YK YL YR YS YU YV

Afghanistan Iraq Vanuatu Syria Latvia Romania El Salvador Serbia Venezuela

Z Z3 ZK ZS

Zimbabwe Macedonia New Zealand South Africa

Y

R

S Z

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.3

SNOWTAM DECODER

AERODROME

A

DATE/TIME OF OBSERVATION Time of completion of measurement In GMT

B

B

B

C

C

C

CLEARED RUNWAY LENGTH (meters) if less than published length

D

D

D

CLEARED RUNWAY WIDTH (meters) if less than published length if offset to the Left or Right of RWY center line add "L " or "R "

E

E

E

F

F

F

MEAN DEPTH (mm) for each third of total RWY length

G

G

G

BRAKING ACTION on each third of RWY MEASURING EQUIPMENT

H

H

H

RUNWAY DESIGNATORS

DEPOSITS OVER TOTAL RUNWAY LENGTH Observed on each third of the runway, starting from threshold having the lower RWY designation number NIL - CLEAR AND DRY 1 - DAMP 2 - WET or water patches 3 - RIME OR FROST COVERED (depth less than 1 mm) 4 - DRY SNOW 5 - WET SNOW 6 - SLUSH 7 - ICE 8 - COMPACTED OR ROLLED SNOW 9 - FROZEN RUTS OR RIDGES

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.4

MEASURED OR CALCULATED COEFFICIENT or ESTIMATED BRAKING ACTION 0.40 and above GOOD 0.39 to 0.36

-5

MEDIUM/GOOD

-4

0.35 to 0.30

MEDIUM

-3

0.29 to 0.26

MEDIUM/POOR

-2

0.25 and below

POOR

-1

9 -- unreliable UNRELIABLE -9 - When quoting a measured coefficient use the observed two figures, followed by the abbreviation of the measuring equipment used. - When quoting an estimate use single digits) CRITICAL SNOWBANKS If present, insert height (cm) / distance from the edge of runway (m) followed by "L", "R" or "LR" if applicable

J

J

J

K

K

K

L

L

FURTHER CLEARANCE EXPECTED TO BE COMPLETED BY ... (GMT)

M

M

TAXIWAY If no appropriate taxiway Is available, insert "NO"

N

N

N

TAXIWAY SNOWBANKS If more than 60 cm, insert "YES" followed by distance apart

P

P

P

APRON If unusable insert "NO"

R

NEXT PLANNED OBSERVATION/MEASUREMENT IS FOR ... day / month / hour in GMT

S

RUNWAY LIGHTS If obscured, insert "YES" followed by "L", "R" or both "LR" if applicable FURTHER CLEARANCE if planned insert length (m) / width (m) to be cleared or if to full dimensions, insert "TOTAL"

PLAIN LANGUAGE REMARKS including contaminant coverage and other operationally significant information, e.g. sanding, deicing

T

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.5

AVIATION RULES OF THUMB

1) Altimeter correction for non-standard pressure

'From high to low, look below' 1 mb = 30 feet FL 270 QNH 977 ISA - 36 mb Æ 36 x 30 = 1080 feet Altitude = 25920 feet 2) Altimeter correction for non-standard temperature

'From high to low, look below' Corr (feet) = 4 x ∆ ISA x altitude (feet) 1000 FL 300 ISA - 6°C Corr = 4 x 6 x 30 = 680 feet Alt = 29320 feet 3) SAT out of TAT

SAT (°C) = TAT (°C) - 3 x Mach TAT = -17 °C Mach 0.64 SAT = -17 – 3 x 6 = -17 - 18 = -35 °C 4) SAT out of TAT for higher Mach and lower Temp

SAT (°C) = TAT (°C) - (100 x Mach) - 50 TAT = -31 °C Mach 0.74 You have 24 above M 0.50 SAT = -31 -24 = -55 °C 5) Level Off procedure if R/C ≤ 1000 feet/min (also for descent R/D)

∆ feet = R/C (feet/min) 10 Climbing to FL 210 R/C = 2000 feet/min ∆ feet = 200 feet Æ start level off at 20800 feet ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.6

6) Level Off procedure if R/C > 1000 feet/min

(also for descent R/D)

∆ feet = 2 x R/C (feet/min) 10 Climbing to FL 300 R/C = 2500 feet/min ∆ feet = 500 feet Æ start level off at 29500 feet 7) Cruise Flight Level computation

Cruise FL = Trip Distance (NM) EBBR-EBOS = 60 NM Optimum is FL 60 8) Vertical Speed to rejoin assigned altitude

V/S (feet/min) = 2 x ∆ feet If on 6250 feet instead of 6000 feet, correct with V/S = 500 feet/min 9) To obtain TAS out of Mach-number (high altitudes - cruise)

TAS (kt) = 6 x Mach M 0.72 TAS = 420 kt 10) To find TAS out of IAS and FL

TAS (kt) = IAS (kt) + FL 2 FL 300 IAS = 240 kt TAS = 240 + 150 = 390 kt 11) Ground Speed out of Mach

GS (NM/min) = 10 x Mach M 0.72 GS = 7,2 NM/min

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.7

12) Drift computation in cruise

Drift (°) = X-wind (kt) Mach M 0.7 X-wind 35 kt Drift = 35 / 7 = 5° 13) Drift computation out of TAS

(not IAS, unless during approach)

Drift (°) = X-wind (kt) . speed number TAS 180 kt X-wind 36 kt Drift = 36 / 3 = 12° 14) To find Ground Speed with DME station available

GS (kt) = 10 x distance (NM) in 36s Read distance covered in 36 seconds towards or away from station 15) Off-Track distance

Off-Track Distance = ∆° x distance to station 60 9° off track 11 NM from station Off-Track Distance = 9 x 11 / 60 = 99 / 60 = 1.6 NM 16) Slant distance overhead a DME – station

each 6000 feet altitude Æ 1 NM DME Overhead station FL 330 you will read 33000 / 6000 = 5.5 NM on DME 17) Intercepting outbound leg when close to the VOR-DME station (valid for Mach 0.7)

1 NM for each ∆30° FL 330 Inbound on R-180 (Hdg N) to track 060 outbound Start your turn to 060 at 2 NM before (+ slant 5.5NM) ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.8

18) Intercept Heading when passing over station before turning to outbound Heading

Attack (°) = 1/3 x ∆Track (°) Inbound on 180 (Hdg N) to track 060 outbound Take Heading 080 overhead Station to intercept Radial 19) Intercept Heading when a little bit off-track

Attack (°) = 3 x Off-Track angle (°) On R-310 outbound instead of R-315 Take attack 15° to rejoin 20) Top of Descent (Idle thrust - 3° descent path)

TOD (NM) = ∆ FL 3 FL 280 down to 2000 feet TOD = 260 / 3 = 87 NM 21) R/D required to be down at certain point

R/D (feet/min) = speed number x altitude (feet) distance (NM) Descent 17000 feet in the next 28 NM TAS 240 kt R/D = 4 x 17000 / 28 = 2400 feet/min 22) Vertical speed by changing Body Attitude (valid for high speeds)

R/D (feet/min) = Mach x ∆BA (°) Mach 0.74 Æ One degree BA results in 740 feet/min 23) Vertical speed by changing Body Attitude (valid for lower speeds) Use TAS or IAS in approach

R/D (feet/min) = speed number x ∆BA (°) Speed TAS 420 kt BA 3 degrees down R/D = 7 x 3 = 2100 feet/min ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.9

24) Distance required if you want to maintain a certain R/D profile

Distance (NM) = speed number x altitude (feet) R/D Descent 23000 feet at 1000 feet/min TAS 300 kt Distance = 5 x 23 = 115 NM 25) Wind correction for descent distance

Wind Corr (NM) = 10% for each 40 kt component Example Thumbrule 20) with 20 kts Tailwind Add 58 to 87 = 92 NM 26) R/D required to follow a certain glide %

R/D (feet/min) = Ground Speed (kt) x % TAS 350 kts 20 kts tailwind Glide 3° = 5% R/D = 370 x 5 = 1850 feet/min 27) Conversion % versus degrees for glide path

% = 10 x degrees 6 ILS 3° Glide Slope Æ 30 / 6 = 5% 28) Start the roll-out from a turn when

∆Heading (°) to go = Bank (°) 3 Bank 25° Right turn to Hdg 080 Start roll-out 8° in advance, thus on Hdg 072 29) Amount of Bank required for a turn

Bank (°) = ∆ Heading (°) Heading North Right to Heading 007 Take 7° Bank ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.10

30) Bank required for a rate one turn

Bank (°) = 15% TAS (kt) TAS 180 kt Rate one turn Bank = 18 + 9 = 27° 31) Turn diameter of a rate one turn

Diameter (NM) = TAS (kt) 100 TAS 150 kt Turn Ф = 1,5 NM 32) Outbound timing for a base turn, when not mentioned on the chart

Time (min) =

36 . ∆Track

ILS Rwy 27 (QFU 270) Teardrop 066 outbound Time = 36 / (090-066) = 1,5 min 33) R/D to follow the glide slope ILS 3° = 5%

R/D (feet/min) = 5 x Ground Speed (kt) On Glide Slope TAS 140 kt 10 kt Tailwind R/D = 750 feet/min 34) Visibility required to see threshold at VDP (Non-Precision Approach)

Vis (m) = 6 x MDA (feet) MDA 430 feet Visibility = 6 x 430 feet = 2500 m 35) Memorize this table 1/60

speed (kt) speed number

120

150

180

210

240

270

300

330

2

2½

3

3½

4

4½

5

5½

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.11

JEPPESEN

Standard JEPPESEN Obstacle Clearance Criteria Obstacles with reference point at or below 5000 ft MSL are cleared by 1000 ft Obstacles with reference point above 5000 ft MSL are cleared by 2000 ft

AMA / AREA MINIMUM ALTITUDE

(prior to June 24, 1994)

The AMA figure represents the terrain high point/man-made structure clearance altitude for the green tinted envelope area. Obstacle clearance criteria

standard Jeppesen

GTC / GENERALIZED TERRAIN CONTOURS

(as from June 24, 1994)

Brown contour lines and gradient tints indicate elevation change in relation to sea level. Terrain contour information is useful for orientation and general visualization of terrain and should be used for that purpose only. Obstacle clearance criteria

The terrain contour information depicted does not assure clearance above or around terrain or manmade structures. There may be higher uncharted terrain or structures. Furthermore, the absence of terrain contour information does not ensure the absence of terrain or structures.

MAA / MAXIMUM AUTHORIZED ALTITUDE A published altitude representing the maximum usable altitude or flight level for an airspace structure or route segment. Obstacle clearance criteria

(not applicable)

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.12

MCA / MINIMUM CROSSING ALTITUDE The lowest altitude at certain fixes at which an aircraft must cross when proceeding in the direction of a higher MEA. Obstacle clearance criteria

(not applicable)

MEA / MINIMUM SAFE ENROUTE ALTITUDE The lowest published altitude between radio-fixes that meets obstacle clearance requirements between those fixes and in many countries assures acceptable navigational signal coverage. Obstacle clearance criteria

(not specified)

MHA / MINIMUM HOLDING ALTITUDE The lowest altitude prescribed for a holding pattern which assures navigation signal coverage, communications, and meets obstacle clearance requirements. Obstacle clearance criteria

standard Jeppesen

MOCA / MINIMUM OBSTRUCTION CLEARANCE ALTITUDE The lowest published altitude in effect between radio fixes on VOR airways, offairway routes, or route segments which meets obstacle clearance requirements for the entire route segment and in the USA assure acceptable navigational signal coverage only within 22 NM of a VOR. Obstacle clearance criteria

(not specified)

MORA / MINIMUM OFF-ROUTE ALTITUDE The MORA provides reference point clearance within 10 NM of the route centerline (regardless of the route width) and end fixes. The GRID MORA provides reference point clearance within the section outlined by latitude and longitude lines. Obstacle clearance criteria

standard Jeppesen

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.13

MRA / MINIMUM RECEPTION ALTITUDE The lowest altitude at which an intersection can be determined. Obstacle clearance criteria

(not applicable)

MSA / MINIMUM SAFE ALTITUDE Altitude depicted on an Instrument Approach Chart and identified as the minimum altitude which provides a 1000 ft obstacle clearance within a 25 NM radius from the navigational facility upon which the MSA is predicated. If the radius limit is other than 25 NM, it is stated. This altitude is for EMERGENCY USE only and does not necessarily guarantee NAVAID reception. When the MSA is divided into sectors, with each sector a different altitude, the altitudes in these sectors are deferred to as "Minimum Sector Altitudes". Obstacle clearance criteria

Obstacles are cleared by 1000 ft even for terrain or structures higher than 5000 ft

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.14

ATLAS

Standard ATLAS Obstacle Clearance Criteria Obstacles with reference point up to 5000 ft MSL are cleared by 1500 ft Obstacles with reference point from 5001 ft MSL up to 10000 ft MSL are cleared by 2000 ft Obstacles with reference point above 10000 ft MSL are cleared by 1000 ft plus 10% of obstacle elevation

MAA / MAXIMUM AUTHORIZED ALTITUDE The highest usable enroute cruising altitude or level established by the appropriate ATC authorities along published ATS-routes. MAA shall be indicated when lower than the upper limit of the air route, MAA shall not be indicated when its value is higher than FL450. Obstacle clearance criteria

(not applicable)

MCA-MCL / MINIMUM CRUISING ALTITUDE - LEVEL The lowest usable enroute cruising altitude (level) established by the appropriate ATC authorities along published ATS-routes. MCA/MCL are published only when 1000 ft or more higher than MEA (or lower limit of upper airspace for High Level Airways Charts) Obstacle clearance criteria

(not applicable)

MEA / MINIMUM SAFE ENROUTE ALTITUDE The lowest safe altitude to be followed along airways or air routes. Is always indicated in terms of altitude. MEA are not represented on High Level Charts when equal to or lower than 10000 ft. It should therefore be understood that for the segments without MEA an aircraft descending to 10000 ft on High Level Charts is protected for obstructions up to 8000 ft. Obstacle clearance criteria

standard Atlas

________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.15

Protected Area The protected area is 10% of the route length in NM either side of track (with a minimum of 10 NM and a maximum of 60 NM) connected to two buffer area's of 10 NM centered on the radio aids or intersections by means of straight lines tangent to the circles at 45° in respect of the track.

14 NM 45°

10 NM

140 NM

MGA / MINIMUM SAFE GRID ALTITUDE The lowest safe altitude to be followed off-route. MGA applies within a given grid area formed by lines of latitude and longitude. Obstacle clearance criteria

standard Atlas

ATLAS EMERGENCY AIRPORT CATEGORIES Class I :

Those airports having the following characteristics : - paved runway - runway length and width at least 2000 x 30 meter - at least one communication frequency available - fire fighting service available - DF available, radio homing equipment : at least one radio - at least one navaid available, such as VOR, VOR-DME, NDB or Radar - lighting aid available

Class II :

Those airports not satisfying Class I requirements

ATLAS AIRPORT LEGEND

Regular and alternate airport Emergency Class I civil or joint civil/military airport Emergency Class I military airport Emergency Class II civil or joint civil/military airport Emergency Class II military airport ________________________________________________________________________ Pat BOONE - Boeing 737 MRG

13-Aug-04

VI - Additional Information - p.16