Airbus Maintenance Training

Boeing Student Book

AIRPLANE GENERAL

DISCLAIMER
This is an UNCONTROLLED DOCUMENT and will not be revised. Information contained herein is For Training
Purposes Only and is not to be regarded as authority over any Maintenance Manual or other Controlled
Documents. Always refer to the appropriate Maintenance Manual or other Controlled Documents

Training Code TS379

Revision 1.1.0-20200101
Airbus Maintenance Training
Boeing Student Book
Airplane General - Introduction • Thrust: 26,000lbs (27,000lbs on post EA & 467+).

General Power plant Configuration

The Boeing 737NG is a twin engine, narrow body aircraft. The CFM56–7B is a high bypass ratio, dual rotor, turbo fan
engine
Advanced systems, materials, and aerodynamics make this
aircraft the finest in its class. United Airlines operates the 737- The two CFM56-7B engines supply thrust for the airplane and
700, 737-800, 737-900 (ER). also supply power for these systems:
• Electric
Fleet Identification
• Hydraulic
The model number identifies the aircraft type. The line number • Pneumatic.
identifies the production line position. The variable effectivity
number identifies the options that have been selected for the Abbreviations and Acronyms
aircraft. The serial number identifies a specific aircraft within the
total number of Boeing commercial aircraft. ADF - automatic direction finder
737-700 ADIRU - air data inertial reference unit
ALTM- altimeter
• Tail Numbers: 701-750 ampl - amplifier
• Gross Weight: 154,500 APU - auxiliary power unit
• Thrust: 24,000lbs (COPA 753-754, 22,000lbs). ATC - air traffic control
737-800 AUX - auxiliary
• Tail Numbers: 202-299, 501-531 bcn - beacon
• Gross Weight: 174,200lbs BPCU- bus power control unit
• Thrust: 26,000lbs (27,000lbs, post EA). brk - brake
737-900 C - center
CAB - cabin
• Tail Numbers: 401-412
• Gross Weight: 174,200lbs
• Thrust: 26,000lbs (27,000lbs, post EA).737-900ER
• Tail Numbers: 413-478, 801-810
• Gross Weight: 187,700lbs
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Airbus Maintenance Training
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Airplane General - Introduction INV - inverter
intfce- interface
chgr - changer
L - left
cmptr- computer
MU - management unit
comm- communication
MCDP- maintenance control and display panel
comp- computer
MEW- manufacturers empty weight
cont - control
MGTW- maximum gross taxi weight
CTR - center
mkr - marker
damp- damper
MMR- multi-mode receive module
DCDR- decoder
mon - monitor
DFDAU- digital flight data acquisition unit
MTOGW- maximum take-off gross weight
DIU - digital interface unit
MUX - multiplexer
DLW - design landing weight
OEW- operating empty weight
DME - distance measuring equipment
outbd- outboard
dsply - display
prcs - processor
elex - electronics
press- pressure
eng - engine
proc - processor
ent - entertainment
prop - propulsion
FCC - flight control computer
prox - proximity
FMC - flight management unit
qty - quantity quant- quantity
fwd - forward
R - right
flt - flight
rad - radio
GCU - generator control unit
rcvr - receiver
gen - generator
rud - rudder
gnd - ground
stab - stabilizer
HMG - hydraulic motor generator
stdby- standby
HT - heat
hyd - hydraulic
ILS - instrument landing system

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Airplane General - Introduction
sw - switch
sym - symbology
sys - system
TCAS- traffic collision avoidance system
TEMP- temperature
TRU - transformer rectifier unit
vib - vibration
VOR - VHF omni-range
win - window
wind - window
xcvr - transceiver
ZFW - zero fuel weight

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Airplane General - Introduction

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Airplane General - Dimensions
General

Dimensions for the airplane are shown. Dimensions are also

shown on the second picture for those aircraft with scimitar
winglets.

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Airplane General - Dimensions

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Airplane General - Dimensions

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Airplane General (MAX) - Dimensions

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Airplane General - Walk Around Inspection
General

You must do a walk around inspection before you do an engine

run and/or taxi procedure. The walk around inspection should
follow the same sequence to be consistent and thorough.
The sequence begins at the flight deck to make sure the
airplane brakes are set and flight deck is secure. The walk-
around continues from flight deck to inspect these areas: (follow
diagram for sequence)
• Nose landing gear.
• Forward equipment bay circuit breakers
• Fuselage (on-going throughout the walk) vents, ports,
probes
• No. 1 & 2 engines.
• Wing leading edges and wing tip position light
• Wing trailing edges
• Under wing for evidence of fuel leakage
• Engine exhaust pipe
• Main Landing gear
• APU exhaust
• Tail position light
• Continue to walk around to left side of airplane and
repeat all inspection items as on the right side. The walk-
around ends back at the flight deck area.

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Airplane General - Walk Around Inspection

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Airbus
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Airplane General - Doors - Passenger/Crew -
Exterior Operation
General
You open and close the door manually. Use these steps to open
the door from the airplane exterior:
• Move the door to the cocked open position with the
control handle
• Pull the door to the fully open position.
Use these steps to close the door:
• Release the upper hinge lock latch
• Pull the door to the cocked position
• Fully close and latch the door with the control handle.
Opening the Door - Exterior Operation
An escape slide is on the inside lower door. If the slide girt bar is
in the armed position, the slide will deploy automatically as the
door opens Look to see if there is a door slide warning pennant
(orange) in the door window. The pennant is across the window
when the slide is armed.
The door swings out of the door frame when it opens. Make
sure the area outside of the door is clear.
You must pull the exterior door control handle from the recess
position to engage the door drive mechanisms. Turn the handle
180 degrees in the clockwise direction. Initial movement of the
handle causes the door interior mechanisms to do these things:
• Door latch roller mechanisms disengage from their door
frame latch track fittings
• Door warning sensor target moves away from the sensor.
This causes the FWD ENTRY or AFT ENTRY
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• Door warning light on P5 forward overhead panel to
come on
• Upper and lower door gates fold inward. This makes the
door smaller, breaks the door seal, and vents any cabin
differential pressure.
As the handle moves through the full motion (180 degrees), the
door mechanisms do these things:
• Cocking mechanism moves the door hinge arms (and the
door) inward
• Upper hinge guide arm controls the door rotation as it
swings
• Door goes to the cocked open position.
Any more effort on the door control handle does not cause more
door motion. The door control handle has gone through the full
motion. Release the control handle and let it return to its recess
by spring force.
To complete the door open operation, hold the aft edge of the
door, and pull it open.
As the door opens, winds may push it. This can push the
operator off balance. Keep a strong, secure stance to prevent
this.
As you pull the door open, the door turns. This puts the door
parallel to the airplane fuselage when the door is fully open.
At the fully open position, these things happen:
• A snubber and stop mechanisms gently stop the door at
the fully open position.
• Latch mechanism in the upper hinge engages. This locks
the hinge (and the door) in the fully open position.
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Airplane General - Doors - Passenger/Crew -
Exterior Operation
Closing the Door
Before you close the door, examine the escape slide. The
escape slide girt strap and bar must be properly stowed. An
incorrectly folded strap or improperly stowed bar interferes with
the door to threshold clearance. This can prevent door sealing
and latching and can damage components.
To close the door, first release the hinge lock. The release
mechanism is yellow. Operate the latch release mechanism to
unlock the hinge. This lets the door swing back into the door
frame.
Pull the door to the cocked position. Pull the exterior control
handle out of the recess, and tum it slightly until it engages the
door drive mechanisms. Then tum the door control handle
counterclockwise 180 degrees.
Initial movement of the handle causes internal door
mechanisms to seat the door into the door frame. As the handle
continues to turn, the door mechanisms do these things:
• Door latch roller mechanisms engage the door latch track
fittings
• Door latches push the door warning sensor target toward
the sensor. This causes the FWD ENTRY or AFT ENTRY
door warning light on P5 forward overhead panel go off
• Door seals compress between the door and the door
frame
• Upper and lower door gates unfold outward. This
compresses the gate seals, and returns the door to a
structural plug configuration.
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When the control handle has gone through its full motion,
release it and allow it to return to the recess by spring force.
Training Information Point
You can operate the forward entry door in winds up to 40 knots.
You can let the door stay latched open in winds up to 65 knots.
WARNING: DO NOT OPERATE DOORS IN JET
BLAST OR HIGH WINDS. DAMAGE TO
EQUIPMENT OR INJURY TO PERSONS CAN
RESULT.
The force on the control handle to open and close the door is
not large. If a large force is necessary, there is a fault with the
door or the procedure.
If the door does not close and latch easily, there may be a
clearance problem. Make sure the door-to-frame area is clear.
An incorrectly slowed escape slide girt strap may be caught
between the door and the frame.
If the airplane is pressurized, a properly rigged door will not
unlatch. This is because the doors gates must open against
cabin pressure during door unlatch. Pressure on the door gates
has a mechanical advantage and prevents this.
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Airplane General - Doors - Passenger/Crew - Exterior Operation

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Airplane General - Doors - Passenger/Crew -
Interior Operation
General
You open and close the door manually. Use these steps to open
the door from the airplane interior:
• Move the door to the cocked open position with the
control handle
• Push the door to the fully open position with the door
assist handles.
• Use these steps to close the door:
• Release the upper hinge lock latch
• Pull the door to the closed position with the door assist
handles
• Fully close and latch the door with the control handle.
Open the Door
An escape slide is on the inside lower door. If the slide girt bar is
in the armed position, the slide will deploy automatically as the
door opens. Make sure the slide girt bar is in the stowed
position if you do not want the slide to deploy.
The door swings out of the door frame when it opens. Make
sure the area outside of the door is clear.
Turn the interior control handle counterclockwise. Initial
movement of the handle causes the door interior mechanisms to
do these things:
• Door latch roller mechanisms disengage from their door
frame latch track fittings
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• Door warning sensor target moves away from the sensor.
This causes the FWD ENTRY or AFT ENTRY door
warning light
• Upper and lower door gates fold inward. This makes the
door smaller, breaks the door seal, and vents any cabin
differential pressure.
As you continue to turn the handle to the end of the stroke, (170
deg) the door mechanisms to do these things:
• Cocking mechanism swings the door hinge arms (and the
door) inward
• Upper hinge guide arm controls the door rotation as it
swings
• Door goes to the cocked open position.
More force on the door control handle does not cause any more
door motion. The control handle has gone through the full
movement. To complete the door opening operation, push the
door through the door frame with the door assist handles.
As the door opens, wind may push the door. This can pull the
operator through the door frame To prevent this, keep one hand
on an interior assist handle.
As you push the door through the door frame, the door turns. At
the fully open position, the door is parallel to the airplane
fuselage. The control handle turns 45 degrees.
At the fully open position, these things happen:
• A snubber and stop mechanisms gently stop the door at
the fully open position
• Latch mechanism in the upper hinge engages. This locks
the hinge (and the door) in the fully open position.
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Airplane General - Doors - Passenger/Crew -
Interior Operation
Close the Door
To close the door, first release the hinge lock. The release
mechanism is yellow Operate the latch release mechanism to
unlock the hinge. This lets the door swing back into the door
frame.
Hold an internal assist handle to keep your balance. Pull on the
door assist handle to bring the door into the frame until it is in
the cocked position.
Turn the control handle clockwise. Initial movement of the
handle causes the internal door mechanisms to seat the door
into the door frame.
Further movement of the control handle does these things:
• Door latch roller mechanisms engage the door latch track
fittings
• Door latches push the door warning sensor target toward
the sensor. This causes the P5 panel FWD ENTRY or
AFT ENTRY door warning light go off
• Door seals compress between the door and the door
frame
• Upper and lower door gates unfold outward. This
compresses the gate seals, and returns the door to a
structural plug configuration.
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Training Information Point
You can operate the forward entry door in winds up to 40 knots.
You can let the door stay latched open in winds up to 65 knots.
WARNING: DO NOT OPERATE THE DOOR IN
JET BLAST OR HIGH WINDS. DAMAGE TO
EQUIPMENT OR INJURY TO PERSONS CAN
RESULT.
The force on the control handle to open and close the door is
not large. If a large force is necessary, there is a fault with the
door or the procedure.
If the door does not close and latch easily, there may be a
clearance problem. Make sure the door-to-frame area is clear.
An incorrectly stowed escape slide girt strap may be caught
between the door and the frame.
If the airplane is pressurized, a properly rigged door will not
unlatch. This is because the doors gates must open against
cabin pressure during door unlatch. Pressure on the door gates
has a mechanical advantage and prevents this
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Airplane General - Doors - Passenger/Crew - Interior Operation

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Airplane General - Equipment/Furnishings -
Emergency Equipment - Escape Slide Operation
Operation
To arm the escape slide, remove the girt bar from the stowage
hooks on the door and install it in the floor brackets.
Open the door as usual but do not hesitate until it is fully open.
The girt strap will extend while you open the door.
As you open the door, the girt latch assembly will let the slide
pack fall out of the slide cover.
Maintenance Training
Student Book
Training Information Point
Arm and disarm the escape slide manually. When the escape
slide is armed, the grit bar is secure in the escape slide floor
brackets. When the escape slide is stowed (not armed), the girt
bar is in the girt bar retainer hooks.
Make sure the slide is not armed before you open the door. If
you open the door when the slide is armed, the slide will deploy.
Put the slide warning pennant across the door window when the
slide is armed. The slide warning pennant will warn people
outside the airplane that the door is armed.

As the slide pack falls, it will start the slide inflation.

The escape slide will fully inflate in approximately six seconds.
If the escape slide does not inflate automatically, pull the
inflation handle sharply to inflate the escape slide manually.
To remove the escape slide from the airplane, lift the cover flap
and pull the girt release handle.
The escape slide will remain connected to the airplane by the
mooring line until the line is released, cut, or the frangible link
breaks under load.
Activation of the incandescent lighting system is automatic
during inflation of the slide.

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Airplane General - Equipment/Furnishings - Emergency Equipment - Escape Slide Operation

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Airplane General - Equipment/Furnishings -
Emergency Equipment - Door Slide - Operation
General

Deployed escape slide shown in graphic.

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Airplane General - Equipment/Furnishings - Emergency Equipment - Door Slide - Operation

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Airplane General - Flight Deck Access JAMCO

General
Access to the flight deck is controlled by the Enhanced Flight
deck Door Control system. The system is always active as long
as the aircraft is powered. There are two different systems: the
C&D, and JAMCO systems.
C&D
To gain access to the flight deck, locate the Flight deck
Emergency Entry Access Panel which is mounted on the right
side cockpit door post on the cabin side.
Open the panel door, and push the switch. This will initiate a 30-
second auto-unlock delay and sounds the cockpit emergency
aural alert. After 30 seconds, the door will automatically unlock
allowing access to the flight deck.

To gain access to the flight deck, locate the Cockpit Access

Panel which is mounted on the right side cockpit door post on
the cabin side.
On the Keypad, enter the emergency access code (1-3-4-2) and
then press ENT). This will initiate a 30-second auto-unlock delay
and sounds the cockpit emergency aural alert. After 30
seconds, the door will automatically unlock allowing access to
the flight deck.
3 LED Door Indication Lights indicate the status of the door as
follows:
• Red indicates the door is locked
• Amber indicates the emergency access code has been
entered
• Green indicates the door is unlocked.

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Airplane General - Flight Deck Access

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Airplane General - Windows - Control Cabin Sliding Window No. 2 has laminated glass on each side of a polyvinyl
Windows No. 2 Openable Window butyral (vinyl) core. The window is resistant to bird impact with
or without window heat.
Purpose
The inner glass pane is thicker than the outer pane. It is the
primary structure. It holds the internal airplane pressure load.
The No. 2 window is on tracks so that it may be rolled back to
permit ventilation and communication during ground handling The vinyl layer is the secondary structure. It is also a failsafe
operations. device that prevents the shatter of the window if the inner pane
breaks.
You can operate the right window from outside of the airplane
as an emergency exit. The outer pane is not structural. The outer pane gives a rigid,
hard, scratch-resistant surface.
Physical Description
A conductive coating on the inner face of the outer glass pane
The No. 2 openable window has these parts: permits electrical heating for window anti icing and defogging.
• Handle with trigger Functional Description
• Bell cranks
To open the window, operate the handle. This turns a bell crank,
• Pushrods
which is connected to other bell cranks at the rear, top, and
• Clothes guard protector bottom of the window. This moves the window inboard. The
• Link forward roller prevents backward movement of the window until
• Springs there is sufficient clearance. This lets free movement back to
the latched open position. When the window is moved
• Window open latch plate
rearwards, the lower aft roller moves to the window-open latch
• Upper roller plate. The window open latch plate is spring-loaded to lock the
• Upper track window in the open position.
• Lower roller The window is unlocked from its locked open position when you
• Lower track pull forward on the latch mechanism rod. This releases the
window open latch plate and lets the window move forward.
• Latch mechanism rod
While the window moves forward, it resets the window open
• External access door latch plate. Move the window forward by its handle until it
• External release handle. touches the forward stops. As the handle is turned, the window
is moved outboard, guided by a guide pin in the track, until the
window is closed against the window frame When you release
the handle, a trigger bolt latches the window closed.

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Airplane General - Windows - Control Cabin Sliding
Windows No. 2 Openable Window
Normal Operation

To open the window, hold the trigger and tum the handle back
and inboard. After the window moves inboard, move it back until
it locks it in the open position.
To close the window, pull forward on the latch mechanism rod to
unlock the window. Hold the trigger and move the window
forward until you can tum the handle forward and outboard.
When you release the trigger, the window latches.
Emergency Operation

To open the window, push the external access door, and pull
the external release handle. This will position the window
inwards. Then move the window to the rear.
Training Information Point

WARNING: BE CAREFUL WHEN YOU DO

WORK ON WINDOW NO.2. THE OUTPUT
VOLTAGE OF THE AUTOTRANSFORMER IS
250-350 VOLTS. THIS CAN CAUSE INJURY
TO PERSONS.

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Airplane General - Windows - Control Cabin Sliding Windows No. 2 Openable Window
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Airplane General - Equipment/Furnishings - Flight Seat Height
Compartment - Captain/First Officer Seats
The seat height lock mechanism controls seat height. To raise
Purpose the seat, pull the height lock lever to unlock the seat height lock
mechanism. Then lift your body weight to raise the seat.
The captain and first officer seats provide adjustable seats for Release the height lock lever to lock the seat in position.
the flight crew.
To lower the seat, pull the height lock lever to unlock the seat
Physical Description height lock mechanism. Then lower your body weight into the
seat. When the seat is at the desired level, release the height
The seats are left or right hand (captain or first officer) and lock lever.
operate the same.
Seat Fore and Aft Position
The seat base has controls and mechanisms for seat fore/aft
position. The controls are on the inboard side of each seat. The track lock mechanism controls seat fore and aft position
The upper seat has controls and mechanisms for these Pull the track lock lever towards the rear of the seat to unlock
Adjustments: the track lock pin from the track. Then move the seat fore or aft
as necessary. Release the track lock lever to lock the seat in
• Seat height position.
• Thigh pad position
Thigh Pad Position
• Seat recline
• Armrest height and stowage Tum the thigh pad adjustment hand wheel, to raise or lower the
• Back cushion (lumbar support) position thigh pads.
• Headrest position. NOTE: WHEN YOU USE THE FOOT
CONTROLS, PRESSURE ON THE THIGH PAD
Four bogie units hold the base to the aircraft seat tracks. Rollers
OVERRIDES THE POSITION OF THE THIGH
in each bogie unit make adjustment of the seat position easy. A
PAD AND ALLOWS THE THIGH PADS TO
spring-loaded track lock mechanism sets fore and aft movement
MOVE. WHEN YOU RELEASE PRESSURE ON
on the seat tracks.
THE FOOT CONTROLS, THE THIGH PADS
The aft-end of each seat track curves outboard. This allows the RETURN TO THEIR PRE-SET POSITION.
seats to move outboard in the last five inches of travel.

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Airplane General - Equipment/Furnishings - Flight
Compartment - Captain/First Officer Seats
Seat Recline
To increase the recline angle, pull up and hold the seatback
recline control lever then push aft on the seat back. Release the
control lever to lock the seat back in the new position.
To decrease the recline angle, pull up and hold the seatback
recline control lever, then lean forward so that no pressure is on
the seat back. Release the control lever to lock the seat back in
the new position.
Maintenance Training
Student Book
Training Information Point
Flexible hook and loop fastener tape secures the seat covers to
the seat. You can remove the seat covers to clean them.
Do operational checks with a person in the seat (170 pounds
minimum weight).
To remove the flight crew seats, you must first remove stops on
the inboard seat tracks. Then slide the seats forward off the
tracks.
GMM 11-40-10 and 11-40-20 mandate the use of seat belts for
all occupants.

Armrest Height and Stowage

Armrest height adjustment knobs are under the forward end of

the armrests. Turn the knob to move the armrest up or down.
To store the arm rest, lift up on the front of the armrest. When
the armrest is up as far as it will go, you can push it in toward
the center of the seat.
Back Cushion (Lumbar Support) Position

Two hand wheels, one on each side of the seat, control the
position of the back cushion. The hand wheel on the left side
controls the up/down movement, the right hand wheel controls
the in/out movement.
Headrest Position

To adjust the headrest, move the headrest cushion to the right

and turn it to select one of eight possible lock positions.

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Airplane General - Equipment/Furnishings - Flight Compartment - Captain/First Officer Seats

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Airplane General - Rudder Pedal Adjustment
General

Captain’s rudder pedal adjustment area is shown in the graphic.

Rudder Pedal Adjustment

Pedal adjustment cranks are connected by flex cable to the

forward quadrant and jackshaft assemblies to adjust the fore
and aft position of the pedals.

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Airplane General - Rudder Pedal Adjustment

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Airplane General - Flight Deck Seat Adjustment
General

Flight deck seat adjustment guidelines are shown in the graphic.

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Airplane General - Flight Deck Seat Adjustment

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Airplane General - Flight Compartment Circuit
Breaker Panels
General

Most circuit breakers are located on the P6 and P18 panels.

Alpha-numeric decals identify each circuit breaker. Circuit
breaker panels are set up and arranged by system.

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Airplane General - Flight Compartment Circuit Breaker Panels

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Airplane General - Flight Compartment Panels
General

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
• P8 aft electronic panel.

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Airplane General - Flight Compartment Panels

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Airplane General - Flight Compartment Panels -
Instrument Panels
General

Center instrument panel, pedestal, and forward and aft P5 is

shown in the graphic.

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Airplane General - Flight Compartment Panels - Instrument Panels

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Airplane General - Flight Compartment Panels - Instrument Panels

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Airplane General - Flight Compartment Panels - Instrument Panels

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Airplane General - Equipment/Furnishings -
Emergency Equipment - Escape Lanyards
Purpose

Escape lanyards let the flight crew move safely to the ground
through the number 2 windows.
Location

The rope and stowage bag are behind doors in the flight
compartment lining above the number 2 windows.
Physical Description

The escape lanyards have these components:

• Fitting
• Core
• Links
• Hand holds
• Jacket.
The core is a Kevlar cord rated at 1500 pounds Foam links
space hand holds at regular intervals. A jacket of weaved Kevlar
covers the entire length of the lanyard.
One end of the escape lanyard attaches to the airplane
structure. The other end is coiled and stored in a stowage bag.
To get access to the escape lanyards, unlatch the compartment
cover.

Effective On: 42
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Airbus Maintenance Training
Boeing Student Book

Airplane General - Equipment/Furnishings - Emergency Equipment - Escape Lanyards

Effective On: 43
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Airbus Maintenance Training
Boeing Student Book
Airplane General - Flight Deck Window Emergency
Egress
General

The flight deck number two windows can be opened from the
inside on the ground or in flight.
Number Two Window

The flight deck number two windows can be used for

emergency evacuation. The window lock lever locks or unlocks
the window. Rotating the window crank opens and closes the
window.
Emergency Escape Rope

Escape ropes are available above the number 3 windows for

both the Captain and First Officer to facilitate egress via the
number two window.
Flight Deck Window Emergency Egress

If the flight deck number two windows must be used for

emergency evacuation, exit in accordance with the illustration
on the following page.
CAUTION: ENSURE THE ROPE IS SECURELY
FASTENED TO THE AIRPLANE.

Effective On: 44
737 NG 00-00-00
Airbus Maintenance Training
Boeing Student Book

Airplane General - Flight Deck Window Emergency Egress

Effective On: 45
737 NG 00-00-00