Boeing 737 NG 05-20 Level 1.pdf

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TRAINING MANUAL

Boeing 737-600/700/800/900 (CFM 56)

05-20 AIRPLANE GENERAL

LEVEL 1

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(CFM 56) AIRPLANE GENERAL

TABLE OF CONTENTS

ABBREVIATIONS AND ACRONYMS ... 4

ABBREVIATIONS AND ACRONYMS (CONT) ... 5

INTRODUCTION ... 6

GENERAL DESCRIPTION ... 6

BOEING 737 -600/700/800/900 PRINCIPAL CHARACTERISTICS ... 10

FLIGHT DECK ... 12

INTRODUCTION ... 12

CAPTAINS INSTRUMENT PANEL ... 14

FIRST OFFICERS INSTRUMENT PANEL ... 16

CENTER INSTRUMENT PANEL ... 18

GLARESHIELD PANEL ... 20

FORWARD ELECTRONIC PANEL ... 22

CONTROL STAND... 23

P8 AFT ELECTRONICS PANEL ... 24

P5 AFT OVERHEAD PANEL ... 25

P5 FORWARD OVERHEAD PANEL ... 26

AFT FLIGHT COMPARTMENT PANELS ... 28

ELECTRONIC EQUIPMENT COMPARTMENT ... 29

05 TIME LIMITS / MAINTENANCE CHECKS ... 30

GENERAL... 30

INTRODUCTION ... 30

06-00 GENERAL ... 32

PRINCIPAL DIMENSIONS AND AREAS ... 32

FUSELAGE STATION DIAGRAM ... 34

PLANES AND LINES ... 34

MAJOR ZONES ... 41

FUSELAGE (MAJOR ZONES 100 AND 200 ACCESS DOORS AND PANELS ... 44

07. JACKING ... 45

08 LEVELING & WEIGHING ... 47

LEVELING ... 47

WEIGHTING ... 47

09 TOWING and TAXIING ... 49

AIRCRAFT TOWING ... 49

TOW THE AIRPLANE ... 51

TAXI THE AIRPLANE (ATA09-20) – ... 53

MAINTENANCE PRACTICES ... 53

10 PARKING AND MOORING ... 59

PARKING - MAINTENANCE PRACTICES ... 59

MOORING (Parking in High Winds) ... 65

11 PLACARDS AND MARKINGS ... 66

12 SERVICING ... 68

GENERAL ... 68

GROUND OPERATIONS ... 70

20 STANDART PRACTICIES ... 71

GENERAL (AIRFRAME) ... 71

AIRPLANE GROUNDING - MAINTENANCE PRACTICES ... 73

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TABLE OF FIGURES

GENERAL ... 7

GENERAL ... 8

GENERAL ... 9

FLIGHT COMPARTMENT PANELS... 13

CAPTAIN'S PANEL ... 15

FIRST OFFICER'S INSTRUMENT PANEL ... 17

CENTER INSTRUMENT PANEL ... 19

GLARESHIELD ... 21

FORWARD ELECTRONIC PANEL ... 22

CONTROL STAND ... 23

AFT ELECTRONIC PANEL ... 24

AFT OVERHEAD PANEL ... 25

FORWARD OVERHEAD PANEL ... 27

AFT FLIGHT COMPARTMENT PANELS ... 28

ELECTRONIC & EQUIPMENT COMPARTMENT ... 29

TIME LIMITS / MAINTENANCE CHECKS ... 31

INTRODUCTION - DIMENSION B737−600/-700/-800 ... 32

INTRODUCTION - DIMENSIONS B737−900 ... 33

INTRODUCTION – REFERENCE PLANES AND LINES... 36

INTRODUCTION – FUSELAGE SECTION 41 ... 37

INTRODUCTION - MAJOR ZONES ... 42

INTRODUCTION - SUB ZONES ... 43

INTRODUCTION – ACCESS DOORS AND PANELS ... 44

INTRODUCTION - JACK POINT LOCATIONS ... 46

INTRODUCTION - LEVELING ... 48

INTRODUCTION - TOWING TURNING RADIUS ... 50

INTRODUCTION - TOWING HAZARD ZONES ... 52

BOEING 737-900 TAXIING TURNING RADIUS ... 56

BRAKEAWAY POWER – BOTH ENGINES OPERATED ... 57

IDLE POWER – FORWARD THRUST ... 58

IDLE POWER REVERSER THRUST (RIGHT ENGINE ONLY) ... 58

INTRODUCTION - PARKING & MOORING ... 59

CHOCKS INSTALLATION IN WIND UP TO 35 KNOTS ... 60

MOORING AIRCRAFT ... 65

FUSELAGE EXTERIOR MARKINGS ... 67

INTRODUCTION - SERVICE LOCATIONS ... 69

INTRODUCTION - TERMINAL SERVICE ARRANGEMENT (EXAMPLE)... 70

INTRODUCTION – STATIC GROUNDING ... 74

INTRODUCTION - ESDS DEVICE HANDLING... 75

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ABBREVIATIONS AND ACRONYMS

A/P — autopilot COND — condition

A/S — airspeed cntl — control

ac — alternate current DET — detector

ACARS — ARINC communications addressing and reporting system

DEU — display electronic unit ACMS — airplane condition monitoring system DIST — distribution

ADF — automatic direction finder DME — distance measuring equipment ADIRS — air data inertial reference system DU — display unit

AFCS — automatic flight control system ECU — electronic control unit AGCU — APU generator control unit EE — electronic equipment

altn — alternate EEC — electronic engine control

AMP — amplifier ELEX — electronics

APB — APU breaker ELT — emergency locator transmitter

APU — auxiliary power unit EMDP — electric motor driven pump ATC — air traffic control ESDS — electrostatic discharge

sensitive

att — attendant EXT — external

auto — automatic F/O — first officer

bat — battery FCC — flight control computer

BCN — beacon FMC — flight management computer

BL — buttock line FMCS — flight management computer

system

BPCU — bus power control unit freq — frequency

BTB — bus tie breaker FWD — forward

C/W — control wheel GCU — generator control unit

CAPT — captain gnd — ground

CDS — common display system GPS — global positioning system

CDU — control display unit HF — high frequency

chgr — charger HUD — heads up display

comm — communication IDG — integrated drive generator

COMP — computer ILS — instrument landing system

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ABBREVIATIONS AND ACRONYMS (CONT)

L — left sel — select

LBL — left buttock line SCU — start converter unit

LE — leading edge SPU — start power unit

LRRA — low range radio altimeter SOV — shutoff valve

LRU — line replaceable unit stab — stabilizer

mod — module STA — station

MLG — main landing gear stdby — standby

MCP — mode control panel sw — switch

MPD — maintenance planning document TCAS — traffic alert and collision avoidance system

nav — navigation TE — trailing edge

NLG — nose landing gear TRU — transformer rectifier unit

OVHT — overheat typ — typical

PA — passenger address VHF — very high frequency

PCU — power control unit vlv — valve

PDP — power distribution panel VOR — VHF omni range

pnl — panel WL — water line

prox — proximity xfer — transfer

PSU — passenger service unit xfmr — transformer

pwr — power R — right

RBL — right buttock line REU — remote electronics unit RLY — relay SATCO M — satellite communication S/B — speedbrake sec — section

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INTRODUCTION GENERAL DESCRIPTION GENERAL

The main differences of the B737 Next Generation (NG) are as follows: Performance:

Faster cruise M0.78 Higher ceiling 41,000ft

Lower take−off & approach speeds Higher MTOW

Lower fuel burn Engines:

FADEC controlled CFM56−7 2.5deg nozzle tilt

Redesigned struts

Improved nacelles with increased airflow and improved noise treatment 7% more fuel efficient than CFM56−3

Fuselage:

Strengthened for increased tail loads and design weights New wing−body strake

Wings

New airfoil section 25% increase in area

217” (5.4m) wing−span increase 17” (0.43m) chord increase Raked wing−tip

Larger inspar wingbox with machined ribs mIncreased fuel capacity (4500kg) Tail:

4ft 8in taller 60 sq ft root insert

Modified rudder

Segmented rudder seals Digital yaw damper Flight Controls:

Increased elevator PCU capability Aileron and tab span increase

New double slotted continuous span flaps New leading edge Krueger flaps

Additional slat Additional spoiler Nose Gear:

Stroke increased 3.5” to relieve higher dynamic loads and wheelwell extended 3” forward.

Main Gear: Longer

One piece titanium gear beam 43.5” tyres

Digital antiskid Flight Deck:

6 programmable LCD’s, replacing most conventional and early generation EFIS CRT displays.

Systems:

Most systems developed particularly: electrics, powerplant & navigation.

Commonality

The B737 NG is designed to be common with the B737 Classic. Because both airplanes have the same flight deck layout and airplane handling characteristics, the flight crews can be common type rated.

In addition, there is substantial component commonality between these two models.

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BOEING 737 -600/700/800/900 PRINCIPAL CHARACTERISTICS The design of the B737 NG (Next Generation) is based on the B737 Classic family:

Boeing 737-300/-400/-500.

The Boeing B737 NG is a twin engine airplane. It is designed for short to medium range operation and consists of four models:

● B737−600 ● B737−700 ● B737−800 ● B737−900

In this document, the use of the designator B737 NG without a reference to a specific model indicates that this information applies to all four models.

The Boeing 737 NG program was launched in June 1993, starting with the B737−700 (22cm (9in) longer than the original B737−300 and a seating up to 149).

The B737−800 project was launched in September 1994 and is based on the B737−400 but is significantly longer at 39.4m (129ft 6in) and seats up to 189. The −800 has been available with winglets since May 2001. These reduce aerodynamic drag thereby reducing fuel consumption by up to 7%.

The B737−600 was the third of the NG’s to be built and started in March 1995 and originated as the B737−500 with a similar length fuselage, seating between 108−132.

Boeing began work on the stretched B737−900 in April 1997 and opted to use the same (-800) emergency exit layout, with 4 main exit doors and 4 overwing exits, thereby still restricting the maximum passenger load to 189.

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Boeing 737-600 Boeing 737-700 Boeing 737-800 Boeing 737-900 Maximum weight (kg): Taxi 56530 60550 78460 79243 Take-off 56250 60330 78220 79016 Landing 54650 58060 65310 66360 Zero-fuel 51480 54660 61690 62730 Powerplant: Model CFM 56-7 CFM 56-7 CFM 56-7 CFM 56-7 Type B18 B20 / B22 / B24 B24 / B26 / B27 B24 / B26 / B27 Static Thrust (lb) 19500 20600 / 22700 / 24200 24200 / 26400 / 27300 24200 / 26400/ 27300 Bypass Ratio 5.5 : 1 5.4 : 1 5.3: 1 5.1 : 1 Dimensions (m): Aircraft Length 31.20 33.60 39.50 42.10

Wing Span (Winglets) 34.30 (35.80) 34.30 (35.80) 34.30 (35.80) 34.30 (35.80)

Overall Height 12.60 12.60 12.60 12.60

Tail Span 14.30 14.30 14.30 14.30

Accommodation:

Max. Seating (single class) 132 149 189 189

Hold Volume (m3) 23.30 30.20 47.10 52.40

Fuel (kg):

Standard 20536 20536 20536 20536

Optional (BBJ) 30170

Long Range Cruise:

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FLIGHT DECK INTRODUCTION Flight Compartment Panels

These are the major panels in the flight compartment: P1 captain instrument panel

● P2 center instrument panel P5 forward overhead panel P5 aft overhead panel P7 glareshield panel

P3 first officer instrument panel P9 forward electronic panel Control stand

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CAPTAINS INSTRUMENT PANEL

The captain‘s instrument panel is the P1 panel. The P1 panel has these textures:

Left outboard display unit Left inboard display unit Display switching module Clock

Autoflight status annunciator Conditioned air outlet controls Lighting controls tor the captain Master dim and test switch Yaw damper indicator.

The display switching modules let the pilots show different display formats on the inboard and lower display units.

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FIRST OFFICERS INSTRUMENT PANEL

The first officer‘s Instrument panel is the P3 panel. The P3 panel is almost the same as the P1. The P3 panel also has these features:

Ground proximity module Brake pressure indicator.

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CENTER INSTRUMENT PANEL

The center instrument panel is the P2 panel. The P2 panel has these items: Engine control module

Antiskid and autobrake switches and tights Landing gear lever and position indicators Upper center display unit

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GLARESHIELD PANEL

The glareshield panel is the P7 panel. The P7 panel contains these panels: Mode control panel (MCP)

EFIS control panels

Master caution annunciations Fire warning light.

The mode control panel is redesigned with different switches. The MCP uses integrated LED light switch assemblies. This redesign improves the reliability of the mode control panel.

The EFIS control panels are on the glareshield panel for easier access by the pilots.

These control panels are similar to the Boeing 747−400 and 777 EFIS control panels.

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FORWARD ELECTRONIC PANEL

The forward electronic panel is the P9 panel. The P9 panel contains these displays:

Lower center display unit Control display units.

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CONTROL STAND General

The controls and indicators on the control stand include these components: Forward thrust lever (2)

Reverse thrust lever (2)

Speed brake handle

Horizontal stabilizer trim wheel and indicator (2) Parking brake lever and indication light

Flap lever Start lever (2).

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(CFM 56) AIRPLANE GENERAL P8 AFT ELECTRONICS PANEL

General

The P8 aft electronics panel has these components: Weather radar control panel

Overheat / fire protection panel ATC / TCAS control panel

VHF radio control panels Navigation control panels Audio control panels Aileron/rudder trim panel Lighting control

ACMS printer ADF control panel

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P5 AFT OVERHEAD PANEL General

The controls and displays on the P5 aft overhead panel include these components:

Inertial system display unit

Engine panel

Observer’s audio control panel Oxygen panel

Landing gear indicator lights White dome light switch Service interphone switch JRS mode select unit

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P5 FORWARD OVERHEAD PANEL General

The controls and displays on the P5 forward overhead panel include these components:

APU control switch APU indicator panel Fuel control panel

Ground power and bus switching panel Equipment cooling panel

Generator drive and standby power panel AC and DC meter panel

Flight control panel

Air-conditioning/bleed air controls panel Hydraulic control panel

Cabin altitude panel

Cabin pressure control panel Engine start panel.

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AFT FLIGHT COMPARTMENT PANELS

The main circuit breaker panels are behind the first officer and captain. The P6 and P18 have the component load circuit breakers. Circuit breakers are organized by airplane systems.

Emergency equipment is placed within easy reach ot the crew.

Emergency equipment includes these items: A fire extinguisher on the P6 panel A crash axe on the P18 panel

Escape lanyards above the sliding windows. The data loader control panel is on the P10 panel.

The bulkhead and sidewalls have provisions for stowing crew luggage, flight manuals, coats, and hats.

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ELECTRONIC EQUIPMENT COMPARTMENT General

Electronic equipment is in a compartment below the main cabin floor, aft of the nose wheel well. On the ground, you enter this electronic equipment (EE) compartment through a door in the bottom of the fuselage. The door is located just aft of the nose landing gear.

There are five standard equipment racks. These are the E1, E2, E3, E4, and E5 racks.

Shelf assemblies have equipment mounts, interconnected wiring, and accessory boxes. Most equipment rack shelves are cooled with air. Air is blown through or drawn through the equipment racks.

There is a drip shield over the racks to protect the equipment from moisture condensation.

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05 TIME LIMITS / MAINTENANCE CHECKS (ATA05) GENERAL

INTRODUCTION

This section contains recommended checks and inspections which are due to special or unusual conditions.

The types of conditional inspections are as follows:

Hard Landing or High Drag/Side Load Landing (Ref 05−51−01)

Severe or Unusual Turbulence, Buffet, or Speeds More than the Design Limits (Ref 05−51−04)

High Energy Stop/Heat Damage (Ref 05−51−07) Flap/Slat Down Overspeed Condition (Ref 05−51−08)

Dragged Engine Nacelle / Engine Seizure/Engine and Strut Damage Condition (Ref 05−51−10)

Mercury Spillage Condition (Ref 05−51−14) Brake Seizure (Ref 05−51−15)

Flat Spotted Tires (Ref 05−51−16)

Wheel Bearing Failure/Damage Condition (Ref 05−51−17) Bird/Hail Strike Condition (Ref 05−51−18)

● Lightning Strike Condition (Ref 05−51−19)

Fire Resistant Hydraulic Fluid Reaction with Titanium (Ref 05−51−22) Excessive Cabin Pressure Leakage (Ref 05−51−24)

Extreme Dust Condition (Ref 05−51−27) Ice or Snow Condition (Ref 05−51−28)

Exceeding Maximum Nose Landing Gear Towing Angle or Maximum Towing Load (Ref 05−51−29)

Volcanic Ash (Ref 05−51−31) Tail/Tail Skid Drag (Ref 05−51−32) Overweight Landing (Ref 05−51−35)

Damage due to Engine Blade out (Ref 05−51−42)

Nacelle/Strut Pressure Relief Doors Open Condition (Ref 05−51−44) Landing-Gear-Down Overspeed Condition (Ref 05−51−47)

Tire Treat Loss or Tire Burst (Ref 05−51−54) Acid Spillage Condition (Ref 05−51−57) Airframe Vibration Condition (Ref 05−51−67)

Main Landing Gear Shimmy Vibration Condition (Ref 05−51−68)

Conditioned Air Pack Outlet Duct System Failure (Ref 05−51−80) Cabin Depressurization Condition (Ref 05−51−81)

Excessive Cabin Pressure Leakage (Ref 05−51−91) Non-Environmental Wing Icing (Ref 05−51−92)

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06-00 GENERAL (ATA06)

PRINCIPAL DIMENSIONS AND AREAS GENERAL

Dimensions are included for the wing, ailerons, flaps, horizontal stabilizer surfaces, vertical stabilizer surfaces and body. Areas are included for the wing and stabilizer surfaces.

These are the general dimensions of the airplane.

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FUSELAGE STATION DIAGRAM PLANES AND LINES

ADOPTED in aircraft construction coordinate system includes the stations, waterlines, and buttock lines. They are measured in inches. They will help you quickly identify the location of components, the center of gravity and the weight distribution.

Fuselage, wings, nacelles, landing gear, empennage are divided by these units.

Standard Abbreviations and Definitions BS, _В STA, or STA

Body (Fuselage) Station. A plane that is perpendicular to the fuselage centerline. It is measured from a point 130.00 inches forward of the nose.

BBL or BL

Body (Fuselage) Buttock Line. A vertical plane that is parallel to the vertical centerline plane, BBL 0.00. It is found by its perpendicular distance from the fuselage centerline plane. (It is a measurement of width.)

BRP

Body (Fuselage) Reference Plane. A plane that is perpendicular to the BBL plane and goes through BWL 208.10, the top of the main deck floor beams.

BWL or WL

Body (Fuselage) Waterline. A plane that is perpendicular to the BBL plane, parallel to the fuselage centerline. It is measured from a parallel imaginary plane, BWL 0.00, 148.5 inches below the lowest fuselage surface.

LBL

Left Buttock Line RBL

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Fuselage Station Diagram

Technologically fuselage is narrow 6 main parts : sections 41, 43, 44, 46, 47, 48.

The fuselage station diagram gives you a reference system to help you find components, features, and major fuselage structural openings in relation to a

datum plane. The datum plane is perpendicular to the fuselage centerline and found 130.0 inches (3.302 meters) forward of the airplane nose. Changing the length of the fuselage performed by the introduction of additional frame parts to sections 43 and 46.

INTRODUCTION – FUSELAGE SECTION 41

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MAJOR ZONES General

The 737 airplane is divided into 8 major zones to help you find and identify the airplane components and parts. The major zones are divided into subzones and the subzones into zones.

The zones are numbered in the sequence that follows: Fuselage − front to back and away from the floorline Wings − inboard to outboard and front to back

Horizontal Stabilizer and Elevator − inboard to outboard and front to back

Vertical Fin and Rudder − leading edge to the trailing edge of the vertical stabilizer

Each of the structural components, passenger compartment doors, cargo compartment doors, landing gear doors, rudders, elevators, flaps, ailerons, spoilers, leading edge devices, and equivalent components has a different zone number.

A three−digit number identifies the major zones, subzones, and zones as follows:

Major Zone − the first digit is a number from 1 to 8 followed by two zeroes.

Subzone − the first digit represents the major zone, the second digit is a number from 1 to 6 or 9, and the third digit is a zero.

Zone − the first two digits represent the subzone number and the third digit shows a component or group of components that are in the subzone.

Access

Location Zones

100 Lower Half of Fuselage 200 Upper Half of Fuselage 300 Empennage

400 Powerplant and Nacelle Struts 500 Left Wing

600 Right Wing

700 Landing Gear and Landing Gear Doors 800 Doors

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Passenger and Cargo Compartment Doors - Major Zone 800

Below shown example of subzone dividing and numbering for major zone 800.

These are the applicable zones for the passenger and cargo compartment doors in format : Number Name/Location

821 Forward Cargo Door 822 Aft Cargo Door 831 Forward Entry Door 832 Emergency Exit 833 Emergency Exit 834 Aft Entry Door

841 Forward Galley Service Door 842 Emergency Exit

843 Emergency Exit

844 Aft Galley Service Door

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FUSELAGE (MAJOR ZONES 100 AND 200 ACCESS DOORS AND PANELS Major zone 100 contains the bottom half of the fuselage but does not include Section 48. Major zone 100 includes the subzones, which are identified with two numbers followed by a zero :Subzone 110 - Nose Area; Subzone 120 - Forward Cargo Compartment; Subzone 130 - Wing Center Section; Subzone 130 - Main Landing Gear Wheel Well; Subzone 140 - Aft Cargo Compartment; Subzone 140 - Bulk Cargo Compartment; Subzone 190 - Wing-To-Body Fairings

Major zone 200 contains the top half of the fuselage but does not include section 48. Major zone 200 includes these subzones:

Subzone 210 - Flight Compartment; Subzone 220 - Section 41; Subzone 230 - Section 43; Subzone 240 - Section 44; Subzone 250 - Section 46; Subzone 260 - Section 47

Each subzone is divided into zones that are identified with the first two numbers of the subzone followed by a number that is not zero.

Access doors and panels in a zone are identified by the zone number and a two or three letter suffix.

This alphanumeric label is different for each access door or panel. 111 Radome Bulkhead

112A Forward Compartment Access Door

113AC Fwd Nose Wheel Well Upper Access Panel 113AW Forward Nose Wheel Well Panel

113BW Forward Nose Wheel Well Panel

114AC Fwd Nose Wheel Well Upper Access Panel 114AR External Power Receptacle Door

114AW Forward Nose Wheel Well Panel 114BW Forward Nose Wheel Well Panel 117A Electronic Equipment Access Door 117AW Equipment Access Door Cover 117BL Forward Airstair Door

711AL Forward Nose Wheel Door 712AR Forward Nose Wheel Door

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07. JACKING (ATA07) Jacking Points

The airplane has three main jack points and four auxiliary jacking points. The main points are wing jacking points A and B and aft body jacking point C. The four auxiliary points are forward body jacking point D and three landing gear points E (Nose) and F (Main Landing Gear).

The airplane may be jacked at any gross weight provided the maximum load of any jacking point is not exceeded. If the airplane is supported entirely by the three main jacks and the stabilizer jack at point D, the maximum jacking weight of the airplane must not be exceeded (see AMM 07−11).

Axle jacking points E and F provide the means for changing two flat tires on the same axle up to maximum gross taxi weight. Landing gear jack points are integral 3/4 inch spherical radius pads under main and nose gear axles. The jacking points on the wing and body include special provisions for the attachment of bolt-on type jack adapters provided with 3/4 inch spherical radius pads.

To minimize the vertical lift during the jacking operation, main and nose gear shock strut restrainers which lock the oleos in a de-pressurized and compressed condition may be used if gear retraction is not the reason for jacking.

Caution: DO NOT LIFT THE AIRPLANE ON JACKS IN WINDS MORE THAN 35 KNOTS. IF YOU DO NOT OBEY THESE INSTRUCTIONS DAMAGE TO THE AIRPLANE CAN OCCUR. Level the Airplane with a Plumb Bob

Make sure the airplane is parked in the most level position available.

Attach a plumb bob and chord in the right main wheel well to the bracket that shows the words „LEVEL HERE“.

The bracket is directly above the leveling scale.

The plumb bob chord must be on the outboard side (decal side) of the support bracket.

The plumb bob must be clear of the target by less than 1/8 inch. Examine the position of the plumb bob when it does not move.

If the plumb bob is not in the zero position on the leveling scale, make the airplane level.

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08 LEVELING & WEIGHING (ATA08) LEVELING

General

The airplane is supplied with one lateral and one longitudinal inclinometer, and a plumb bob leveling scale, as leveling indicators.

The inclinometers and plumb bob leveling scale are on the keel beam near the rear of the left main wheel well and the front of the right main wheel well. For small adjustments to make the airplane level, the landing gear shock struts are inflated or deflated as necessary. For larger adjustments, the airplane must be lifted on jacks.

WEIGHTING General

Refer to the Weight and Balance Manual for procedures to prepare the airplane to be weighed.

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09 TOWING and TAXIING (ATA09) AIRCRAFT TOWING

The nose gear has a forward tow fitting. Each main gear has both a forward and an aft tow fitting. The main gear tow fittings are for abnormal towing conditions. A placard describing towing operations is below the towing lever.

To tow the aircraft the towing lever must be held in the tow position with a lockpin. In this position, hydraulic pressure for nose wheel steering is locked out. A red stripe on each nose wheel well door identifies the 78 degree position. Maximum nose gear steering angle is 78 degrees, with the torsion links connected. If the steering angle is to exceed 78 degrees, disconnect the torsion links.

Make sure you have the necessary clearance when you go near a parked airplane or other structures. When the APU in the towed airplane or a parked airplane is on, you must have a minimum clearance of 32.8 feet (10 meters). The clearance must be between the APU exhaust port and the adjacent airplane’s wingtip (fuel vent).

To tow the airplane with the entry or the cargo doors open is optional. Towbarless Towing

Towing stability of a Towbarless Tow Vehicle (TLTV)/Airplane combination is dependent on many variables, two of these key variables being the characteristics of the tow vehicle attractive forces and the runway conditions. Maximum towing speeds shall be the responsibility of the airplane operator in conjunction with the airport authorities with consideration of recommendations from the TLTV manufacturer.

Precautions

Tip clearance requires special care during the turn. Airplane should be moving before turning the nose wheel. Airplane nose wheel should be fore and aft prior to parking.

Warning: MOST TOWBARLESS TOW VEHICLES DO NOT HAVE A

SHEAR PIN TO LIMIT THE LOADS IF THE AIRPLANE BRAKES ARE USED DURING TOWING. DO NOT APPLY THE AIRPLANE BRAKES WHEN YOU TOW THE AIRPLANE WITH TOWBARLESS TOW VEHICLES. IF YOU APPLY THE BRAKES, YOU CAN APPLY LOADS TO THE NOSE LANDING GEAR THAT ARE MORE THAN THE DESIGN LOAD LIMITS. IF YOU DO NOT OBEY THIS CAUTION, DAMAGE WILL OCCUR TO THE NOSE LANDING GEAR, THE TOW VEHICLE, AND MAINTENANCE PERSONS CAN BE INJURED.

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TOW THE AIRPLANE

Warning: WHEN YOU TOW THE AIRPLANE, ALL PERSONS MUST STAY

OUT OF THE DANGEROUS AREAS AROUND THE TOW VEHICLE, TOW BAR, NOSE WHEELS, AND MAIN WHEELS. PERSONS ON THE GROUND MUST KNOW IT IS POSSIBLE TO BE RUN OVER BY THE NOSE WHEELS, MAIN WHEELS, AND THE TOW VEHICLE. THIS IS BECAUSE THE AIRPLANE WILL CHANGE POSITION DURING PUSHBACK AND TOWING. MAKE SURE YOU KEEP A MINIMUM OF 10 FEET SEPARATION

BETWEEN PERSONS ON THE GROUND AND THE

EQUIPMENT THAT MOVES. IF YOU DO NOT KEEP THE MINIMUM DISTANCE, A FATAL INJURY COULD OCCUR.

Make sure the persons that work near the areas that follow know the pushback hazard zones as shown in Figure:

tow vehicle tow bar nose wheels main wheels.

To tow the airplane with the entry or lower cargo doors open is optional. Tow the airplane slowly straight ahead before you try to turn.

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TAXI THE AIRPLANE (ATA09-20) – MAINTENANCE PRACTICES

Warning: Refer to the Operations Manual to taxi the airplane for revenue

service. Taxi Safety

When you taxi an airplane, caution and precision are necessary.

The taxi procedure must be done only by persons that are trained to taxi the airplane.

The taxi path must be clear of all persons and vehicles.

You must get approval from the airport ground control to taxi the airplane.

You must keep clearance from the buildings and the other airplanes, at all times.

You must have electrical power to operate: - the taxi lights

- the navigation lights

- the radio and intercom equipment - other necessary systems.

Check for a fuel imbalance condition.

Note: If an aircraft was moved (tow or taxi) with a lateral fuel imbalance in

excess of AMM limits while on the ground, a structural inspection is not required provided normal taxi procedures were followed, the maximum taxi speed was below 25 knots and no hard braking or maximum braking occurred. If these limitations were exceeded a structural inspection is required, contact engineering for a specific bill of work.

The applicable airplane hydraulic systems must be pressurized to supply hydraulic pressure.

When you taxi the airplane at night or in bad weather conditions, the crew must know the area around the airplane.

A taxi checklist is necessary to help the crew have a safe taxi operation.

Maintenance Persons Necessary to Taxi the Airplane

The persons necessary for a safe taxi operations must include a flight compartment crew and a ground crew. There must be a minimum of two flight compartment persons (One taxi approved person and one observer).

One flight compartment person must be trained in all of the procedures that follow, for the taxi operations:

Note: It is not necessary for the observer to be taxi approved.

Correct procedure to prepare the flight compartment The engine start, operation, and shutdown procedures The engine fire and emergency procedures

The radio and intercom operation and procedures

The taxi procedures (turning, wing tip clearances, taxi speeds, etc) One or two ground crew persons are necessary to do the tasks that follow:

Note: In areas of congestion or a limit of space (hangers, ramp areas next

to the terminal, airplane parking areas, etc.) more ground persons are necessary. This is to help monitor the wing clearances and to be general observers.

To remove and replace the wheel chocks To help during the engine start

To help the flight compartment crew during the airplane movement To make sure the airplane taxi path is clear.

Communications

Most areas around the airplane are out of the field of view permitted by the flight compartment windows. Also, it is hard to see much of the ground operations work near the airplane from the flight compartment crew. There must be communication between the airplane and the ground crew. This is necessary during the engine start, removal and replacement of wheel chocks, and during the engine shutdown. To have a safe taxi operation you must use hand signals, lights, intercom and/or radio communication. The communications with the ground control authority is also necessary for taxi

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Taxi the Airplane

When you taxi the airplane on the ground, the movement is equivalent to other conventional tricycle geared airplanes. The nose wheel steering, and the engine thrust are used as necessary, to taxi the airplane.

1. Airplane ground stability - During the airplane taxi, the center of gravity (CG) must always be below the Ground Stability Limits line, (see, AMM 09-11-00 for more information).

Find the airplane center of gravity (CG) for the applicable airplane configuration. Use component weight and CG data, and the procedures to calculate them, in the approved weight and balance manuals.

2. Airplane clearance during the taxi - Make sure you have the necessary clearance when you go near a parked airplane or other structures. When the APU in the taxi airplane or the parked airplane is on, you must have a minimum clearance of 32.8 ft (10.0 m). The clearance must be between the APU exhaust port and the adjacent airplane’s wingtip (fuel vent).

Airplane taxi speed - The taxi speed must not be more than approximately 20 knots. Speeds more than this, added to long taxi distances will cause heat to collect in the tires. Before you make a turn, decrease the speed of the airplane to a speed which is applicable to the local conditions. On a dry surface, use a speed of approximately 8 to 12 knots.

3. Airplane turns during taxi. Always use the largest turn radius possible. Do not try to turn the airplane until it has started to moved. Make sure you know the taxi turn radii, (see AMM 09-11-00 for more information). Monitor the wingtips and the horizontal stabilizer carefully for clearance with buildings, equipment, and other airplanes. Make all turns at a slow taxi speed to prevent tire skids. When a left or right engine is used to help make a turn, use only the minimum power possible. Do not let the airplane stop during a turn.

Do not use the brakes to help during a turn. Decrease the speed of the airplane with the brakes when it is necessary, before the turn is started. Make a minimum radius turn with maximum nose wheel steering, and the engine thrust only. When you use the brakes during a turn, they will cause the main and nose landing gear tires to wear. ) When it is possible, complete the taxi in a straight line roll for a minimum of 12 ft (4 m).

Note: This will remove the torsional stresses in the landing gear

components, and in the tires.

Note: The wingtips and the horizontal stabilizer move in larger arcs during

a turn than the nose of the airplane. You must monitor these areas of the airplane carefully for clearance with buildings, equipment, and other airplanes.

The basic factors that can change the diameter of a turn are as follows: the nose wheel steering angle

the engine power

the center of gravity of the airplane the airplane gross weight

the taxi surface conditions the airplane ground speed

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Taxi the Airplane (Continue) 4. Engines operation.

Warning: YOU MUST FOLLOW ALL

PRECAUTIONS WHEN YOU

OPERATE THE JET ENGINES.

INJURY TO PERSONS OR

DAMAGE TO BUILDINGS,

EQUIPMENT, OR OTHER

AIRPLANES CAN OCCUR.

To find the dangerous areas at engine idle and at the engine breakaway thrust task Engine Ground Safety Precautions should be completed. For more information see TM chapter 70-80 and AMM 71-00-00.

All persons must keep away from the two engine inlet and exhaust areas. Hot, high velocity gases come out of the exhaust nozzles of the engine. When the thrust reverser is in the reverse position, the high velocity fan air will come out and move forward.

To find the angles of view from the flight compartment, for a person in the left seat, see figure.

Note: This is when the pilot or first officer’s

seat is in the correct position to operate the rudder and brake pedals.

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10. PARKING AND MOORING (ATA10) PARKING - MAINTENANCE PRACTICES

Warning: PITOT PROBE COVERS AND STATIC PORT COVERS ARE

RECOMMENDED WHEN THE AIRPLANE IS PARKED FOR MORE THAN A STANDARD TURNAROUND OR WHEN CONDITIONS SUCH AS INSECT ACTIVITY, DUST STORMS, ICE, SNOW, OR VOLCANIC ASH MAY INCREASE THE RISK OF PITOT PROBE OR STATIC PORT CONTAMINATION. A PITOT PROBE OR STATIC PORT SYSTEM BLOCKED BY FOREIGN OBJECTS SUCH AS INSECTS MAY CAUSE LARGE ERRORS IN AIRSPEEDSENSING AND ALTITUDE-SENSING SIGNALS, WHICH MAY LEAD TO LOSS OF SAFE FLIGHT. Pitot probe and static port covers are recommended when the airplane is parked for more than a standard turnaround. Failure to remove coverings from static ports or covers from pitot probes before flight may cause large errors in airspeed-sensing and altitude-sensing signals, which may lead to loss of safe flight.

If the temperature of the fuel is below 32°F (0°C), do not to drain the fuel tank sumps. To check for water at the fuel tank sump drain valves with fuel temperature below 32°F (0°C), do one of the following to raise the temperature of the fuel:

fill the tanks with warm fuel

move the airplane in to a warm hangar.

The airplane is usually parked for a small quantity of time as follows:

Note: The parking brake holds the airplane until the chocks are in their

positions.

In winds below 25 knots (46 km/h) install wheel chocks, COM-1505 in front and behind a minimum of one wheel on both main gears ( see more information AMM 10-11-05 ).

In winds above 25 knots (46 km/h), install wheel chocks, COM-1505 in front and behind all wheels on both main gears;

It is not mandatory to install wheel chocks, COM-1505 on the tires of the nose landing gear.

The parking brakes off.

A static ground on the airplane is not necessary when the airplane is parked or is serviced during the turnaround operation. This does not include when specific maintenance steps are done.

INTRODUCTION - PARKING & MOORING NORMAL PARKING AMM 10-11-00

PROLONGED PARKING AMM 10-12-00

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(CFM 56) AIRPLANE GENERAL Normal parking

Normal Parking is procedure for a short time airplane parking. 1. Install chocks:

Put chocks forward and aft of the inboard (or outboard) set of tires of each main landing gear.

It is not mandatory to install chocks on both the inboard and outboard set of tires when wind or wind gusts to a maximum of 35 knots (40 mph) (65 km/hr). If the ramp does not slope put the main landing gear chocks and nose landing gear chocks (if necessary) approximately 2 in. (51 mm) from the tires. This can prevent jamming of chocks when a load is added to the airplane.

Put chocks forward and aft of the inboard and outboard set of tires on each main landing gear.

If the ramp slopes, put the chocks that are down from the nose landing gear and main landing gear tires such that they touch the tires. And put the chocks up from the nose landing gear and main landing gear tires approximately 2 in. (51 mm) from the tires.

2. Release the parking brake

3. Turn the battery switch to the OFF position, if it is not necessary to have it on.

4. Make sure the flight controls are in the parking position:

the aileron and rudder trim control to ZERO (neutral position); the stabilizer trim control to four pilot units (neutral position);

the aileron control wheel and elevators control column are in the neutral position.

5. Close all the lavatory doors when the airplane is parked. This will help to prevent the spread of a fire.

6. Install the protective covers for protection from dirt, dust, debris, ice, snow, and volcanic ash to the follows:

engine inlet cover; engine exhaust; APU plug;

total air temperature (TAT) probe; pitot static probe cover,

Attach a "PITOT PROBES COVERED" tag, printed on it in black letters, to the top of the left control wheel in the flight deck with wire. For covering static ports use the 3M Nr 471 yellow vinyl adhesive tape. Attach a "STATIC PORTS COVERED" tag, printed on it in black letters, to the left control wheel in the flight deck with wire.

Warning:

DO NOT PLACE 3M NO. 471 YELLOW VINYL ADHESIVE TAPE OVER THE HOLES OF THE STATIC PORTS.

7. If the airplane will be parked for more than three days, prepare the water and waste systems for storage:

do Waste Tank servicing; drain Potable Water System.

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Prolonged Parking

When the airplane is initially put into storage, necessary to complete storage preparation maintenance tasks. During the storage will do the tasks for service and protection on the appropriate cycles.

The prolonged parking procedure is not intended for use on aircraft that are out of service for maintenance or modification reasons only. However, this procedure can still be used as a guide for an airplane in maintenance or modification if the systems that will be impacted are evaluated, and any necessary changes to the procedure are made, based on the unique airplane configurations that are encountered during the maintenance or modification period.

When an airplane is not operated for 7 days or more, the airplane must be protected. The procedures that follow will prevent the deterioration of the airplane structure, finish, or system components. There are different procedures to prepare some systems for storage. These procedures are calculated by the length of time the airplane is to be in storage.

The airplane storage times are categorized as follows:

Short Term Storage - applies to times that are 0 to 60 days unless specified differently

Long Term Storage - applies to times that are more than 60 days unless specified differently.

More details about Prolonged Parking see AMM 10-12-02.

The airplane prolonged parking preservation Quick Check list to show what is necessary when you do the preservation to an airplane. This data is in direct relationship with the tasks and subtasks within the procedure. The table was created to help the mechanic understand quickly what is necessary to put an airplane into a storage condition.

PRESERVATION PROCEDURES - QUICK CHECK

These procedures are to be done at the start of the storage time as preparation of the airplane for storage for more than seven (7) days

Warning: THE QUICK CHECK LIST IS NOT A SUBSTITUTE FOR

FOLLOWING THE COMPLETE PROCEDURE WHICH

CONTAINS WARNINGS, CAUTIONS, TASKS, AND DETAILED INSTRUCTIONS. FAILURE TO FOLLOW THE COMPLETE PROCEDURE CAN RESULT IN INJURIES TO PERSONNEL AND DAMAGE TO THE AIRPLANE AND EQUIPMENT.

OXYGEN SYSTEMS Do this step:

check hydrostatic dates of cylinders weigh the crew portable oxygen cylinders. WATER AND WASTE Do these steps:

drain potable water

disinfect potable water system drain and flush all toilet tanks. FIRE PROTECTION Do these steps:

test the fire extinguisher circuits weigh all portable fire extinguishers. FUEL Do these steps:

make sure tanks are greater than 10% full put in biocide if applicable

drain water (sumps and surge tanks) cover fuel vent openings

check for fuel leaks.

AIR CONDITIONING Do these steps: drain water separators

clean coalescer

seal all external openings close outflow valves.

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PRESERVATION PROCEDURES - QUICK CHECK (Continue)

HYDRAULIC Do these steps: check for leaks service all systems

lubricate all component bearings. LANDING GEAR Do these steps:

install wheel chocks release parking brake install down lock pins service the struts remove corrosion

lubricate the landing gear service the tires

apply corrosion preventive compound lubricate wheel bearings

put covers on brakes/wheels/tires service the shock struts.

FLIGHT CONTROLS Do these steps: move all flight control surfaces put all actuators in initial position lubricate all flight controls lubricate all visible cables open all drain holes put flaps FULL UP put slats FULL UP

remove snow if more than 8 inches accumulates. APU Do this step:

operate the APU weekly or preserve the APU. POWERPLANT Do these steps:

preserve or remove the engine

if the engine is removed, cap and stow hydraulic and fuel lines, and wires. Prevent moisture from accumulating on the strut.

ELECTRICAL/ELECTRONIC Do these steps: ground the airplane

put all switches in the OFF position check the components in the E/E Bay open all necessary circuit breakers apply electrical power for 2 hours

if parking brake is set, open antiskid circuit breakers remove or disconnect main battery.

FLIGHT COMPARTMENT Do these steps: open pitot heat circuit breakers

put a cloth or cover on the glare shield. EQUIPMENT AND FURNISHINGS Do these steps:

put covers on internal furnishings if necessary, remove seats if necessary, remove carpet

if carpet not removed, install carpet runners if seats not removed, install seat covers

if carpet and seats not removed, close window shades clean trays and waste containers

check galleys and toilets

make sure escape slide girt bars are stowed.

EXTERNAL SURFACES (FUSELAGE,WING, HORIZONTAL AND

VERTICAL STABILIZERS): Do these steps: wash the airplane, if necessary remove stains and corrosion inspect the composite panels install pitot covers

install all static port covers cover all probes.

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Put the Airplane Back to a Serviceable Condition After the Storage

Warning: THE QUICK CHECK LIST IS NOT A SUBSTITUTE FOR

FOLLOWING THE COMPLETE PROCEDURE WHICH

CONTAINS WARNINGS, CAUTIONS, TASKS, AND DETAILED INSTRUCTIONS. FAILURE TO FOLLOW THE COMPLETE PROCEDURE CAN RESULT IN INJURIES TO PERSONNEL AND DAMAGE TO THE AIRPLANE AND EQUIPMENT.

The list below are for a Quick Check to show what is necessary when you put an airplane back into a serviceable condition after being in storage. This data is in direct relationship with the tasks and subtasks within the procedure. The list was created to help the mechanic understand quickly what is necessary to put an airplane into a storage condition.

FUSELAGE Do these steps to the external areas: remove pitot probe covers

remove static port covers

remove all covers on external area remove temporary coatings open and clean drains look for corrosion

remove covers from doors & panels remove flags

remove tape

remove covers from windows. Lubricate these areas:

external mechanisms door hinges

external handle housings. Look at these internal areas:

door seals

inside handles (cargo & entry doors) passenger arm/disarm handles. ELECTRICAL/ELECTRONIC Do these steps:

ground the airplane

put all switches in the OFF position

install inertial reference systems check or install all batteries

close all applicable circuit breakers apply electrical power

charge the batteries

test emergency light system put all switches in correct position.

WING LEADING EDGE, TRAILING EDGE, AND EMPENNAGE

HORIZONTAL AND VERTICAL STABILIZERS Do these steps: wash the surface

look for corrosion inspect the paint functional test slats functional test flaps functional test spoilers examine all drain holes

lubricate all flap & slat components.

PRIMARY FLIGHT CONTROLS SYSTEMS Do these steps: remove all covers

lubricate all visible cables check the control wheel check the rudder check the elevator operate the stabilizer trim

check the maintenance pages of CMC test the primary control system

test the secondary control system. HYDRAULIC Do these steps:

clean grease off actuators pressurize the hydraulic systems check for hydraulic fluid leaks check all system components make sure the systems are serviced check the low pressure warn light replace the hydraulic system filters.

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Put the Airplane Back to a Serviceable Condition After the Storage (Continue)

LANDING GEAR Do these steps: install ground locks

landing gear control handle down landing gear doors closed

remove wheel covers remove tiedowns

jack airplane if necessary test alternate extension system examine the door seals

inspect wheel bearings lower airplane off jacks service the struts remove corrosion clean oleo

lubricate all fittings.

FIRE PROTECTION Reactivate these systems: engine fire extinguishing systems APU fire extinguishing systems fire extinguisher bottles

smoke detectors. FUEL Do these steps:

remove screen mesh from openings remove flags

fuel airplane check for leaks

drain all water (sumps and surge tanks). POWER PLANT Do the engine depreservation

BLEED AIR SYSTEM Do the depreservation of the bleed air system APU Do the depreservation of the APU

AIR CONDITIONING Do these steps: drain water separators

clean coalescer

remove the covers from external opening close outflow valves

install components that were removed operate ECS system.

EQUIPMENT AND FURNISHINGS Do these steps: remove carpet runners

remove waterproof cover remove cotton seat covers open window shades

clean trays and waste containers check galleys and toilets

install seats and carpets in flight compartment if they were removed install seats and carpets in passenger compartment if they were

removed install life vests.

WATER AND WASTE Reactivate these systems: potable water

drains toilet tanks.

COMPASS Do the compass swing OXYGEN Do these steps:

check hydrostatic dates

flush oxygen system (if necessary) install crew oxygen bottles

install passenger oxygen bottles install crew oxygen masks check chemical generators

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MOORING (Parking in High Winds)

The airplane is made to be resistant to high velocity ground winds from all angles without mooring. However, when airplane configuration and expected high wind conditions are in the "EXTREME CAUTION ZONE" according to AMM 10-11-03. It is recommended to move the airplane to a safe location. If the airplane cannot be moved, moor/ secure the airplane.

Here is not specific values of wind velocity for High Wind conditions. When you think it is necessary to do special mooring because of strong winds. Mooring at the wheels will decrease the airplane movement. It will also decrease the risk of structural damage.

Note: Refer to AMM 10-11-03 for the effects of wind on the airplane. To

reduce airplane movement, snow and ice must be removed from the surface below the wheels.

Mooring the airplane utilizes ground anchor points and tie down equipment. The tie down equipment is customer furnished and may be any combination of components (i.e. shackles, chain, or cable) that meet the load requirements stated in the procedure.

Following procedures must be completed for prepare to mooring:

Park the airplane, do this task, except that the parking brake must be on.

Caution: THE PARKING BRAKES WILL HAVE AN EFFECT FOR 8 HOURS AFTER THEY ARE SET. BEFORE THE 8 HOURS ARE DONE, YOU MUST RELEASE AND SET THE PARKING BRAKE AGAIN. THIS WILL MAKE SURE THERE IS SUFFICIENT HYDRAULIC PRESSURE. IF THERE IS NOT SUFFICIENT HYDRAULIC PRESSURE, THE AIRPLANE CAN MOVE AND CAUSE DAMAGE TO THE AIRPLANE.

Make sure the flaps are in the full up position to decrease the wing lift. Fill the airplane to its maximum fuel capacity and move the CG fully

forward.

Close all the doors and hatches.

Make sure that all the covers and plugs are tightly held in their positions.

Attach nose and main gears mooring straps and shackles around each landing gear shock strut parallel to the airplane y-axis as shown in figure Attach the tie down equipment to the landing gear mooring equipment. Attach the other ends of the tie down equipment to the ground anchor points. Make sure all the mooring straps have equivalent tension .

Make sure there is no equipment in the area that can move during the strong wind and cause damage to the airplane.

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11 PLACARDS AND MARKINGS (ATA11) 1 . General

The data in this chapter gives a picture of the placards and markings on the airplane, and shows their location. These pictures (illustrations) give operation instructions, servicing instructions, safety precautions, rescue instructions, and escape instructions.

There are few groups of placards and markings (to be included in the maintenance manual) as specified by the ATA 100 specification.

(1) Safety Information.

Note: These Placards and Markings are for passenger and

equipment safety. Placards and Markings in this group have WARNINGS and CAUTIONS.

(2) Maintenance Significant.

Note: These are servicing and maintenance instructions.

(3) By Government Regulations.

Note: These are placards and markings that must be put on the

airplane. When these type of placards and markings are shown in Chapter 11, they are identified by an asterisk (*).

When you install or replace placards or markings, you must use approved standard maintenance practices. These approved practices are in the Maintenance Manual, Chapter 20, Standard Practices - Airframe.

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FUSELAGE EXTERIOR MARKINGS 1. General

A. This section shows markings for the Fuselage Exterior Markings, Section 41.

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12 SERVICING (ATA12) GENERAL

Conditioned Air

A connector for ground conditioned air is located on the lower fuselage forward of the main wheel well, downstream of the air conditioning packs. Electrical Ground Power

The electrical power receptacle is located on the lower right fuselage near the nose wheel well.

Fuel

The fueling station is on the RH wing leading edge. There is one connector in the station. An overwing fueling port is in each wing for gravity fueling refer to AMM 12−11 Fuel Servicing.

Pneumatics

Connections for pneumatics are located on the lower fuselage in the RH air conditioning bay.

Waste Tank

A single panel on the lower left aft fuselage services the waste tank. There is a single drain connection and a flush connection refer to AMM 12−17 Toilet. Potable Water

A panel on the lower right fuselage aft of the bulk cargo door services the potable water system. There is a single service connection refer to AMM 12−14 Potable Water Service

Hydraulic Reservoir Servicing

There are three hydraulic systems. Each system has a reservoir. The service point is on the forward wall of the right main landing gear wheel well to services all three systems. There is one pressure fill connection and a selector handle.

A hand pump is built in as part of the service point refer to AMM 12−12 Reservoir Hydraulic

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Note: ADD ± 3 INCHES TO HEIGHT ABOVE THE GROUND TO ACCOUNT FOR VARIATIONS IN LOADING, OLEO AND TIRE PRESSURES, CENTER OF GRAVITY, ETC.

POINT SERVICE POINT DISTANCE AFT OF

NOSE FT-IN (m) DISTANCE FROM A/P C/L FT-IN (m) HEIGHT ABOVE GROUND FT-IN (m) 1 ELECTRICAL 8-6 (2.59) 3-1 R (0.94) 6-4 (1.93) 2 PRESSURE FUELING 53-2 (16.21) 25-3 R (7.70) 9-5 (2.87) 3 CONDITIONED AIR 39-9 (12.12) 0 (0) 3-10 (1.17) 4 PNEUMATICS 41-7 (12.67) 3-0 R (0.91) 4-8 (1.30) 5 POTABLE WATER 80-11 (24.66) 1-0 R (0.30) 6-4 (1.93) 6 VACUUM LAV SERVICE 75-7 (23.04) 2-7 L (0.79) 5-10 (1.78) 7 OXYGEN SERVICE (OPT) 18-11 (5.77) 0-10 R (0.25) 5-6 (1.67) 8 ENGINE NO. 1 (OIL)

ENGINE NO. 2 (OIL) 39-0 (11.89) 13-1 (3.98) 4-2 (1.27) 10 ENGINE NO. 1 IDG (OIL)

ENGINE NO. 2 IDG (OIL) 37-6 (11.43) 19.0 (5.79) 2-11 (0.89) 11 APU OIL 95-10 (29.21) 0.10 R (0.25) 11-3 (3.43)

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GROUND OPERATIONS

The doors, service connections and access panels on the B737 NG are located to facilitate simultaneous ground operations and minimum ground operations and turn around times.

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20 STANDART PRACTICIES (ATA20) GENERAL (AIRFRAME)

INTRODUCTION Standard Practices

This section contains procedures which apply to many areas of the airplane. General maintenance practices, removal and installation, and cleaning and painting procedures are given in this section.

Some standard practices in this chapter apply to the engine buildup components.

Standard practices that apply to the basic engine are given in Chapter 70, Standard Practices − Engine components.

The standard practices in this chapter contain these seven subchapters: 20−10 REPAIR AND REPLACEMENT

20−15 DATA LOADING 20−20 INSPECTION/CHECK

20−30 SPECIFICATIONS AND MATERIALS 20−40 GROUNDING

20−50 TORQUE VALUES 20−60 MISCELLANEOUS Repair and Replacement

This section contains tasks described repair and replacement of non-specialized parts which are not related to specific product or system and standard jobs. For example :

CONTROL CABLE AIR SEAL - REMOVAL/INSTALLATION O-RINGS - REMOVAL/INSTALLATION

E/E RACK-MOUNTED COMPONENTS AND PRINTED CIRCUIT CARD - REMOVAL/ INSTALLATION

METAL SURFACES - CLEANING/PAINTING LOCKWIRE - REMOVAL/INSTALLATION

SEALS ON OPEN ELECTRICAL TERMINALS IN FLAMMABLE LEAKAGE ZONES - MAINTENANCE PRACTICES

Data Loading

This section contains tasks for Off-Airplane and On-Airplane software installation.

Inspection/Check

This section contains inspection conditions for the control cables. Specifications and Materials

This section contains all of the consumable materials specified in the Maintenance Manual. The materials are divided into these six groups:

Adhesives, Cements, and Sealers (20−30−04) Cleaners and Polishers (20−30−02)

Finishing Materials (20−30−03) Lubricants (20−30−04)

Strippers (20−30−05)

Miscellaneous Materials (20−30−07) Standard Torque Values

This section contains the standard torque values applied to bolts, nuts, clamps, couplings, and tube fittings.

Miscellaneous

This section contains standard tasks concerning with estimation of wiring condition. Such as :

DETAILED INSPECTION OF EWIS

CLEANING TO REMOVE COMBUSTIBLE MATERIAL ELECTRONIC LINE REPLACEABLE UNIT CLEANING CIRCUIT BREAKER RESET

Grounding

This section contains procedures to attach a static ground onto the airplane and precautions for electrostatic sensitive devices.

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AIRPLANE GROUNDING - MAINTENANCE PRACTICES General

This procedure contains these tasks: Static Grounding

Electrical Bonding

Measurement of Airplane Electrical Resistance to Ground

If operators choose not to do these recommended tasks, they should develop alternate procedures which adequately protect personnel and equipment. Local fire codes and customs may require alternative or additional procedures to those shown here.

Static Grounding (TASK 20-40-11-910-801)

The airplane is normally electrostatically grounded through conductive tires (Refer to the task, Measure Electrical Resistance to Ground). However, static grounding is necessary for:

Airplanes having inadequate conductivity to ground through the tires. Airplanes on parking sites that have inadequate conductivity.

The operator must ensure that the conductivity of the airplane and the parking site are adequate and may need to establish local procedures in area where inadequate parking site conductivity is seasonal or permanent.

Static grounding is necessary when performing maintenance tasks using these devices:

power tools

electrical power sources lights

powered instruments

flammable conditions (such as painting and solvent application)

When static grounding is recommended in a detailed procedure, the airplane must be statically grounded to a common, approved, identified ground

Static grounding is not necessary if the airplane is parked for turnaround flight and no maintenance is to be done.

During pressure refueling of the airplane an electrical bond is necessary between the airplane and the refueling vehicle. Static grounding is not necessary as long as the conductivity of the airplane

Warning: DO NOT WEAR HEADSET OR HANDLE ANY UMBILICAL

CONNECTIONS TO AIRPLANE DURING ATMOSPHERIC ELECTRICAL DISTURBANCES. LIGHTNING STRIKE CAN CAUSE SEVERE INJURY.

Warning: ALWAYS ATTACH THE GROUNDING CABLE TO THE

GROUND CONNECTION FIRST. NEVER ATTACH THE CABLE TO THE AIRPLANE AND THEN TO THE GROUND CONNECTION.

Caution: ATTACH GROUNDING CABLES ONLY TO SPECIFIED POINTS ON THE AIRPLANE. INCORRECTLY ATTACHED GROUNDING CABLES CAN CAUSE SCRATCHES WHICH CAN CAUSE CORROSION AND CRACKS ON STRESSED PARTS. GROUND WIRES ATTACHED TO DOORS OR FAIRINGS MADE FROM COMPOSITE MATERIALS DO NOT PROVIDE A GROUND.

Static grounding procedure must be carry out in the following sequence: Connect the grounding cable to an approved, identified static ground point.

Note: These points may be located in the parking surface or in another

fixed location.

Connect the grounding cable to approved grounding attach point on the airplane .

Before the airplane is moved, remove the ground cables in reverse sequence of attachment.

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Handling Printed Circuit Cards

When replacing printed circuit cards, remove electrical power on the applicable system. Wear a wrist strap that is properly grounded. The wrist strap prevents a build−up of electrostatic charges. The wrist strap has a 1 meg ohm safety resistor to prevent electrical shock if you touch a high voltage source, such as 115 volts AC.

Put the card into a printed circuit card carrier or a special conductive bag. Close the bag with an ESDS (Electrostatic Sensitive Devices) label.

Handling Computers

When replacing computers, remove electrical power on the applicable system. A wrist strap need not be worn.

Remove the computer without touching the connectors on the back and install Conductive caps. The conductive caps prevent an electrostatic discharge from reaching the pins in the back of the computer.

For more detailed information on the safe handling of ESDS devices refer to Maintenance Manual (MM 20−10−07).

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