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The design of the B737 NG (Next Generation) is based on the B737 Classic
family:
Boeing 737-300/-400/-500.
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.
Boeing 737-600 Boeing 737-700 Boeing 737-800 Boeing 737-900
INTRODUCTION
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.
CAPTAIN'S PANEL
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.
FIRST OFFICER'S INSTRUMENT PANEL
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
Standby instruments
CENTER INSTRUMENT PANEL
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.
GLARESHIELD
FORWARD ELECTRONIC PANEL
The forward electronic panel is the P9 panel. The P9 panel contains these
displays:
Lower center display unit
Control display units.
CONTROL STAND
P8 AFT ELECTRONICS PANEL
VHF radio control panels
General Navigation control panels
The P8 aft electronics panel has these components: Audio control panels
Weather radar control panel Aileron/rudder trim panel
Overheat / fire protection panel Lighting control
ATC / TCAS control panel ACMS printer
ADF control 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.
FORWARD OVERHEAD PANEL
AFT FLIGHT COMPARTMENT PANELS Emergency equipment includes these items:
A fire extinguisher on the P6 panel
The main circuit breaker panels are behind the first officer and captain. The A crash axe on the P18 panel
P6 and P18 have the component load circuit breakers. Circuit breakers are Escape lanyards above the sliding windows.
organized by airplane systems.
The data loader control panel is on the P10 panel.
Emergency equipment is placed within easy reach ot the crew.
The bulkhead and sidewalls have provisions for stowing crew luggage, flight
manuals, coats, and hats.
General There are five standard equipment racks. These are the E1, E2, E3, E4, and
E5 racks.
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) Shelf assemblies have equipment mounts, interconnected wiring, and
compartment through a door in the bottom of the fuselage. The door is accessory boxes. Most equipment rack shelves are cooled with air. Air is
located just aft of the nose landing gear. blown through or drawn through the equipment racks.
There is a drip shield over the racks to protect the equipment from moisture
condensation.
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.
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
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.
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.
INTRODUCTION - JACK POINT LOCATIONS
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
A placard describing towing operations is below the towing lever. Warning: MOST TOWBARLESS TOW VEHICLES DO NOT HAVE A
SHEAR PIN TO LIMIT THE LOADS IF THE AIRPLANE
To tow the aircraft the towing lever must be held in the tow position with a BRAKES ARE USED DURING TOWING. DO NOT APPLY
lockpin. In this position, hydraulic pressure for nose wheel steering is locked THE AIRPLANE BRAKES WHEN YOU TOW THE AIRPLANE
out. A red stripe on each nose wheel well door identifies the 78 degree position. WITH TOWBARLESS TOW VEHICLES. IF YOU APPLY THE
BRAKES, YOU CAN APPLY LOADS TO THE NOSE
Maximum nose gear steering angle is 78 degrees, with the torsion links LANDING GEAR THAT ARE MORE THAN THE DESIGN
connected. If the steering angle is to exceed 78 degrees, disconnect the torsion LOAD LIMITS. IF YOU DO NOT OBEY THIS CAUTION,
links. DAMAGE WILL OCCUR TO THE NOSE LANDING GEAR,
THE TOW VEHICLE, AND MAINTENANCE PERSONS CAN
Make sure you have the necessary clearance when you go near a parked BE INJURED.
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
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.
INTRODUCTION - TOWING HAZARD ZONES
TAXI THE AIRPLANE (ATA09-20) –
MAINTENANCE PRACTICES Maintenance Persons Necessary to Taxi the Airplane
The persons necessary for a safe taxi operations must include a flight
Warning: Refer to the Operations Manual to taxi the airplane for revenue compartment crew and a ground crew. There must be a minimum of two flight
service. compartment persons (One taxi approved person and one observer).
Taxi Safety One flight compartment person must be trained in all of the procedures that
follow, for the taxi operations:
When you taxi an airplane, caution and precision are necessary. Note: It is not necessary for the observer to be taxi approved.
The taxi procedure must be done only by persons that are trained to Correct procedure to prepare the flight compartment
taxi the airplane. The engine start, operation, and shutdown procedures
The taxi path must be clear of all persons and vehicles. The engine fire and emergency procedures
You must get approval from the airport ground control to taxi the The radio and intercom operation and procedures
airplane. The taxi procedures (turning, wing tip clearances, taxi speeds, etc)
You must keep clearance from the buildings and the other airplanes,
at all times. One or two ground crew persons are necessary to do the tasks that follow:
You must have electrical power to operate: Note: In areas of congestion or a limit of space (hangers, ramp areas next
- the taxi lights to the terminal, airplane parking areas, etc.) more ground persons
- the navigation lights are necessary. This is to help monitor the wing clearances and to be
- the radio and intercom equipment general observers.
- other necessary systems.
Check for a fuel imbalance condition. To remove and replace the wheel chocks
Note: If an aircraft was moved (tow or taxi) with a lateral fuel imbalance in To help during the engine start
excess of AMM limits while on the ground, a structural inspection is To help the flight compartment crew during the airplane movement
not required provided normal taxi procedures were followed, the To make sure the airplane taxi path is clear.
maximum taxi speed was below 25 knots and no hard braking or Communications
maximum braking occurred. If these limitations were exceeded a
structural inspection is required, contact engineering for a specific bill Most areas around the airplane are out of the field of view permitted by the
of work. flight compartment windows. Also, it is hard to see much of the ground
The applicable airplane hydraulic systems must be pressurized to operations work near the airplane from the flight compartment crew. There
supply hydraulic pressure. must be communication between the airplane and the ground crew. This is
When you taxi the airplane at night or in bad weather conditions, the necessary during the engine start, removal and replacement of wheel chocks,
crew must know the area around the airplane. and during the engine shutdown. To have a safe taxi operation you must use
A taxi checklist is necessary to help the crew have a safe taxi hand signals, lights, intercom and/or radio communication. The
operation. communications with the ground control authority is also necessary for taxi
operations.
Taxi the Airplane
Note: This will remove the torsional stresses in the landing gear
When you taxi the airplane on the ground, the movement is equivalent to components, and in the tires.
other conventional tricycle geared airplanes. The nose wheel steering, and
the engine thrust are used as necessary, to taxi the airplane. 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
1. Airplane ground stability - During the airplane taxi, the center of gravity the airplane carefully for clearance with buildings, equipment, and
(CG) must always be below the Ground Stability Limits line, (see, AMM other airplanes.
09-11-00 for more information).
Find the airplane center of gravity (CG) for the applicable airplane The basic factors that can change the diameter of a turn are as follows:
configuration. Use component weight and CG data, and the procedures the nose wheel steering angle
to calculate them, in the approved weight and balance manuals. the engine power
2. Airplane clearance during the taxi - Make sure you have the necessary the center of gravity of the airplane
clearance when you go near a parked airplane or other structures. the airplane gross weight
When the APU in the taxi airplane or the parked airplane is on, you must the taxi surface conditions
have a minimum clearance of 32.8 ft (10.0 m). The clearance must be the airplane ground speed
between the APU exhaust port and the adjacent airplane‟s wingtip (fuel the differential braking that you use.
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).
BOEING 737-900 TAXIING TURNING RADIUS
Taxi the Airplane (Continue)
4. Engines operation.
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 PROLONGED PARKING AMM 10-12-00
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
HIGH WIND CONDITION MOORING AMM 10-21-00
temperature of the fuel:
fill the tanks with warm fuel
move the airplane in to a warm hangar.
Note: The parking brake holds the airplane until the chocks are in their INTRODUCTION - PARKING & MOORING
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;
Normal parking
When the airplane is initially put into storage, necessary to complete storage These procedures are to be done at the start of the storage time as
preparation maintenance tasks. During the storage will do the tasks for preparation of the airplane for storage for more than seven (7) days
service and protection on the appropriate cycles.
The prolonged parking procedure is not intended for use on aircraft that are Warning: THE QUICK CHECK LIST IS NOT A SUBSTITUTE FOR
out of service for maintenance or modification reasons only. However, this FOLLOWING THE COMPLETE PROCEDURE WHICH
procedure can still be used as a guide for an airplane in maintenance or CONTAINS WARNINGS, CAUTIONS, TASKS, AND DETAILED
modification if the systems that will be impacted are evaluated, and any INSTRUCTIONS. FAILURE TO FOLLOW THE COMPLETE
necessary changes to the procedure are made, based on the unique airplane PROCEDURE CAN RESULT IN INJURIES TO PERSONNEL
configurations that are encountered during the maintenance or modification AND DAMAGE TO THE AIRPLANE AND EQUIPMENT.
period.
When an airplane is not operated for 7 days or more, the airplane must be OXYGEN SYSTEMS Do this step:
protected. The procedures that follow will prevent the deterioration of the check hydrostatic dates of cylinders
airplane structure, finish, or system components. There are different weigh the crew portable oxygen cylinders.
procedures to prepare some systems for storage. These procedures are
calculated by the length of time the airplane is to be in storage. WATER AND WASTE Do these steps:
The airplane storage times are categorized as follows: drain potable water
Short Term Storage - applies to times that are 0 to 60 days unless disinfect potable water system
specified differently drain and flush all toilet tanks.
Long Term Storage - applies to times that are more than 60 days
unless specified differently. FIRE PROTECTION Do these steps:
More details about Prolonged Parking see AMM 10-12-02. test the fire extinguisher circuits
weigh all portable fire extinguishers.
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 FUEL Do these steps:
relationship with the tasks and subtasks within the procedure. The table was make sure tanks are greater than 10% full
created to help the mechanic understand quickly what is necessary to put an put in biocide if applicable
airplane into a storage condition. drain water (sumps and surge tanks)
cover fuel vent openings
check for fuel leaks.
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.
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.
MOORING AIRCRAFT
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.
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.
FUSELAGE EXTERIOR MARKINGS
1. General
A. This section shows markings for the Fuselage Exterior Markings, Section
41.
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.
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
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.
When replacing printed circuit cards, remove electrical power on the applicable When replacing computers, remove electrical power on the applicable
system. Wear a wrist strap that is properly grounded. The wrist strap prevents a system. A wrist strap need not be worn.
build−up of electrostatic charges. The wrist strap has a 1 meg ohm safety Remove the computer without touching the connectors on the back and
resistor to prevent electrical shock if you touch a high voltage source, such as install Conductive caps. The conductive caps prevent an electrostatic
115 volts AC. discharge from reaching the pins in the back of the computer.
Put the card into a printed circuit card carrier or a special conductive bag. Close For more detailed information on the safe handling of ESDS devices refer
the bag with an ESDS (Electrostatic Sensitive Devices) label. to Maintenance Manual (MM 20−10−07).
THIS PAGE IS INTENTIONALLY LEFT BLANK
SAFETY ITEMS/INTERFACES
GENERAL
B2: Mechanical Interface
General safety Precautions
For avionic systems which interface with mechanical systems, some
General safety precautions are part of module 7 ”Maintenance Practices”. selected
safety items are listed here:
Specific safety Precautions When Auto Flight Systems are operated or tested, electrical
actuators may start operation. With hydraulic power active,
For each aircraft type, there are some special safety precautions. hydraulic actuators may also start operation.
This requires special awareness for safety during operation or when a task is Keep surfaces clear.
performed. The identification of safety relevant will be discussed in the Training This may affect automatic slat systems and automatic ground
Manual for the related aircraft system. spoiler systems.
Additionally, in the Training Manual for aircraft documentation shows how When any task of an aircraft system requires the Air/Ground
safety items are identified in the Aircraft Maintenance Manual. System to be set to the Flight condition, many other systems are
also affected. Note the safety items for the air/ground sensing
B1: Avionics Interface system.
For mechanical systems which interface with avionic systems, some selected HF must not be used when the aircraft is fuelled or defueled.
safety items are listed here: Weather Radar must not be used when the aircraft is fueled or
When the aircraft is fuelled or defueled, Weather radar and HF must not defueled.
be used. Some systems may operate depending on airspeed. When air data
When any task of an aircraft system requires the Air/Ground System to test equipment is used, this all consequences must be regarded.
be set to the Flight condition, probe heating systems and many other
systems are also affected.