(red circ
I used to flights, g awarene represen
Underne electrica flickers, after lan
pit pane
led on the im o look around gaining know
ess. Did you e nt? Probably eath those “+
al componen gently tap th nding call out
el “+” sy
mage) d, challenge wledge on sys ever wonder y not, but her +” symbols a ts (gauges) o hat location o t maintenanc
ymbols.
(and being c stems and fli r what the ra re is the sho are the wiring
on that pane on the pane ce to have a
.
challenged) p ight deck sur andom “+” sy
rt explanatio g connectors el. If any of th l to possibly
closer look a
pilots and flig rroundings n
ymbols on th on on them a s (Cannon pl he electrical correct the o and fix it.
ght engineer ot to forget he cockpit/av as a nice to k
ugs) located components occurring pr
rs during “lon situational vionics pane know subject for backligh s / backlighti oblem. Of co
ng haul”
ls t.
hting, or ing fail or ourse,
Overh
I’ve rece purpose
Q: What coming f
Well . . . creates c skin tem electrica drain it t
head (P
eived a quest of specific ( t is the purpo
from the ove . it appears condensatio mperature pro
al problems.
through thos
P5) pane
tion from on and sometim ose of the ve erhead pane that the fibe n above the oduces a mo Boeing mou se tubes to t
el drain
e of our follo mes unnotice ertical tubes
l?
erglass insula overhead pa oist environm nted a plasti he aircrafts f
ns.
owers relate ed) compone
against each
ation blanket anels. The va ment behind ic “drip pan”
fuselage dra
d to the prev ents around y h side of the
ts of the ove ariation of w the P5 overh
” to collect th in system.
vious post, m you on the f fwd (1L and
erhead panel arm cockpit head panels, hat condensa
meaning wha light deck.
1R) window
are such, th air and cold , which could ation moiste
at is the
w frames
hat it aircraft d cause er and
Close
There is a found thi followers
Note that to your c By the wa
Original ( Fuel Limi
•
One of th could end
Mind you ask me w dependin
Further e higher ou during hig that you’
In the im tank #1.
Another r separates
ed cross
a limitation on is rule in some s . . . . WHY??
t it is NOT in t urrent Compa ay, power sou older) AFM te tations:
Fuel Crossfee he reasons I ca
d up with an a u, Boeing philo why, just pay a
ng on the amo explanation is utput pressure
gh thrust sett re not paying age the left FW
reason could s both sides o
sfeed va
n the NG to as e Company M
the up‐to‐date any operation urce for the cr
ext:
d valve must an think of, is actual imbalan osophy inhibit attention on th ount of differe that the fuel e will feed bot tings. This wou
attention to t WD pump pro
be safety wise of the fuel man
alve on t
ssure that the Manuals and tr
e manuals I ha so . . . . be ca rossfeed valve
be closed for that when yo nce when the ted the imbala he wing fuel lo ence between
pumps do not th engines wit uld be the cas the fuel load.
oduces the hig
e, if anything nifold reducin
takeoff
e fuel crossfee ry to give a de
ave in my pos areful. (althou e is the Battery
takeoff and la ou’re close to
valve is open ance warning oad before yo
the wing tan t always (neve th an open cro se at takeoff–,
ghest pressure
happens with ng hazardous c
and lan
ed valve is clos cent answer t
session so, I d gh the rule ca y Bus.
anding.
an imbalance .
on the groun ou rotate prev ks fuel load.
er) deliver an ossfeed valve , or go‐around
e thereby feed
h a massive str conditions.
ndings?
sed for takeof to the questio
do NOT know an do no harm
condition (45
nd so it’s only venting unwan
equal pressur resulting in a d thrust, so ex
ding both eng
ructural probl
ffs and landing on of one of o
if this limit sti m if all is norm
53 Kg/1000 Lb
active in the a nted roll move
re, so a pump a possible imb xactly the mom
gines with fue
lem (crash) th gs. I’ve ur
ill applies mal)
bs), you
air. Don’t ements
p with balance
ments
l from
he valve
Ambe
The next
First of al for 1 – 2 s when the
When an BRAKE DI
When an illuminate
The AUTO occur:
• a
• a
•
When aft
•
• a
•
More in d causes th
•
• t
The last c
O yeah do
er AUTO
conditions ar ll it starts whe seconds,indic e test was not y auto brake s ISARM light ill
RTO selection e ± 2 seconds O BRAKE DISA a malfunction a malfunction manually ove ter touchdow moving the sp advancing the manual brakin depth technic he light to illum
RTO autobrak the autobrake PSI
cause is an inv
on’t forget th
O BRAK
e related to th en RTO is sele
ating a self‐te successful, th selection (1, 2 luminates and n was not ma (AMM says 1 ARM amber lig ning autobrake ning(normal) a rriding the au n (or RTO)aut peed brake lev e thrust levers
ng is applied al activation o minate when:
ke is command e selector is in
valid input to t
e light test an
KE DISAR
he illuminatio cted (on the g est of the syst he light remai 2, 3 or MAX) is d auto braking nually deselec 1.4) after touc ght comes on
e system antiskid system utobrake syste
to braking is in ver down/det s (not within 3
of the light is r
ded to apply, n the OFF pos
the antiskid/a
nd pushing the
RM Ligh
on of the AUTO ground), the a
em and when ns illuminated s madefor lan g is inhibited.
cted before la ch down sense when autobra
m
em by steppin nitiated, the A tent
3 seconds afte
related to the
and the auto ition andthe s
autobrake con
e light ;‐)
ht
O BRAKE DISA amber AUTO B n successful it
d.
ding and the
anding, the AU ed through the akes are selec
g on the brak AUTO BRAKE D
er touch down
e Hydraulic sys
brake soleno solenoid valve
ntrol unit (AAC
ARM light.
BRAKE DISARM will extinguis
system self‐te
UTO BRAKE DI e PSEU, and n cted and any o
kes
DISARM lightil n)
stem B pressu
id valve press e pressure inc
CU) from the A
M light will illu h. On the oth
est fails, the A
ISARM light w no auto brake of the next co
lluminates wh
ure to the syst
sure is low reases more t
ADIRU
uminate er hand
AUTO
will occurs.
nditions
hen:
tem and
than 1000
B737
GENERAL
•
• A
• W
• O
ENGINES
•
• 2
APU
• S
•
• W e
CARGO C
•
•
WHEEL W
•
•
7 Fire pr
L NOTES:
FIRE EXTINGU power OFF.
APU & ENG D WHEEL WELL powered by a OVHT & FIRE o OVH o Carg o Mast
Dual loop ove o when
auto o If bo o Ther 2 Extinguishe o Both
Single loop fir 1 Extinguishe When an APU extinguish.
COMPARTMEN Uses (dual loo o 4 det o 4 det o 6 det o Powe Fire EXTINGU
o 2 noz o 2 (73 o (EXT WELL
1 Loop for FIR EXTINGUISHIN
rotectio
UISHING is pow DETECTION sys
FIRE DETECTI any AC source indications ar T&FIRE prote o fire panel ter caution pa
erheat/fire det n 1 loop fails,
matically disc th (2) detecto re will be NO M
r bottles for 2 h can be used
re detection. ( r bottle. (can U FIRE is detec
NT
op) SMOKE de tectors in FW tectors (737‐6 tectors in AFT ered by DC BU ISHING by;
zzles (HALON) 37‐600) or 3 (7 INGUISHERS,
RE detection in NG by lowerin
on
wered by the stems are pow ION system us (APU or Eng.
re shown on t ction panel anel.
tection system there will be connects the d or loops on the MASTER CAUT 2 engines.
for an “on‐sid
(no overheat) also be contro cted, the APU
etection syste D CARGO COM 600)
T CARGO COM US 1 & 2.
) in the ceiling 737‐7/8/900's so powered b
n main landin ng the landing
HOT BAT BUS wered by the B
ses AC pwr (A Gen, Ext pwr he flight deck
m
NO flight dec defective loop e same engine TION.
de & off‐side”
olled from AP will automati
m
MP (all 737NG MP (737‐7/8/9
g in FWD CARG s) in AFT CARG by HOT BAT BU
g gear wheel g gear (below
S, so discharge BAT BUS.
AC transfer bus ) energized fo k on;
k indication b p).
e have faults,
engine fire.
PU ground con ically shut dow
G's) 00's)
GO COMP (all GO COMP.
US)
well
max LG exten e is possible e
s 1), so this AC or operation o
but the fault d the FAULT lig
ntrol panel) wn but NOT a
l 737NG's).
nsion speed)
ven with all e
C bus must be of this system.
etection syste ght will illumin
utomatically
lectrical
e .
em nate.
Start
All positio the might position i the switc
OFF
•
• O t
• GRD
• T
CONT
• O
•
• S
t switch
ons on the sta ty CFM’s agai is monitored b
h, together w
Neither ignite On ground, w the Idle positi In flight when is at Idle.
The engine bl The starter va On ground, th o Powe o Powe In flight, both
o You d in‐fli prob The EEC is pow alternator mo
o > 15%
o On a after ECU (APU) rec o To p At 56% N2, th
o This
On ground, ac In flight, activ Selected;
o Take o Land o Befo
functio
art switch rep nst unwanted by the EEC (th with igniter sel
er is activated when N2 drops
ion.
n N2 drops be
eed valve (so alve opens.
he selected ign ered by Xfr bu ered by Xfr bu igniters will a do not want t ght. There mu blem on the (o
wered from it ounted on the
% N2 (gearbo battery start r reaching 15%
ceives a signa rovide maxim he starter swit is the AUTO p
ctivates the se vate both ignit e‐off.
ding.
re TAI is selec
ons.
resent severa d or uncomma hrough the DE
ection.
when the sta s below 57% u
low Flight Idle
lenoid) is com niter(s) will ac us 1 for engine us 2 for engine activate.
to be bothered ust be a reaso only) operatin ts XFR bus (1 f e gear box tak
x RPM) it’ll pr you won’t se
% N2.
l to open the mum air capaci tch is comman position with n
elected ignite ters when N2
cted.
l important fu anded decay i EU’s) to activa
art lever is in t until 50%, bot e RPM until 5%
mmanded to c ctivate.
e #1 left ignite e #2 left ignite d by a failed s on why you wa
g engine.
for eng #1, 2 f es over;
roduce enoug e EGT, FF, Oil APU IGV’s.
ity and pressu nded to move newer switch
r(s) when the drops below
unctions towa n N2, and/or te the severa
he cutoff pos h igniters will
%, both ignite
lose the valve
er, AC stdb bu er, AC stdb bu selected ignite ant to start a s for eng #2) be
h AC power to press & oil te
ure for starting e to the OFF po
features.
start lever is idle also with
ard starting en flame‐outs. T l functions an
ition.
activate whe ers will activat
e.
us for the righ us for the righ er when you n shut‐down en elow 15% N2 w
o operate the emp until the
g.
osition. (AMM
at Idle.
the start leve
ngines and pro he start switc d related acti
en the start lev e when the st
t igniter.
t igniter..
need to start a ngine like a gre
where after an e EEC.
EEC becomes
M says 55%)
er at the Idle p otecting ch
ons of
ver is in tart lever
an engine eater n AC
powered
position.
FLT
• Activate both igniters.
• Selected;
o Adverse weather.
AUTO (when installed)
• Ignition is OFF.
• Both igniters activate when engine start lever is in IDLE and:
o An uncommanded rapid decrease in N2 occurs o On ground, N2 is between 57% and 50% or, o In flight, N2 is between idle and 5%.
• Activates selected igniters when:
o Below 18000 feet altitude and flaps extended.
o TAI is selected.