b737ng Ata 00-20 General #

BOEING B737 NEXT–GENERATION MAINTENANCE TRAINING MANUAL
Part–147 Maintenance Training Organization PL.147.0004

THIS MANUAL IS FOR TRAINING PURPOSES ONLY
BOEING B737NG MAINTENANCE TRAINING MANUAL

ATA 00–20 GENERAL
TOC
B737NG (CFM56-7) B1.1 & B2 Level 3 Training Part-147 Maintenance Training Organization PL.147.0004
Date: 07.06.2021 Revision: 01 Doc. No: D-37-06L30WA-01 Subject/Chapter: Page: 1/310
ATA 00–20 GENERAL

TABLE OF CONTENTS
00–00 GENERAL COMMUNICATION EQUIPMENT COMPONENT LOCATIONS 96

INTRODUCTION 5 FLIGHT INTERPHONE SYSTEM OPERATION 99
RANGE 11 CREW CALL OPERATION 102
POWER PLANT INTRODUCTION 13 SERVICE INTERPHONE SYSTEM 104
POWER PLANT ENGINE HAZARDS 17 VHF COMMUNICATION SYSTEM OPERATION 106
FLIGHT CONTROL SURFACES 19 FMCS CONTROL DISPLAY UNIT 109

DOORS INTRODUCTION 21
ENTRY DOOR EXTERIOR OPERATION 23 05–00 TIME LIMITS/MAINTENANCE CHECKS
ENTRY DOOR INTERIOR OPERATION 26 GENERAL 112
FLIGHT COMPARTMENT PANELS 29 CONDITIONAL INSPECTIONS – MAINTENANCE
118
MAIN INSTRUMENT PANELS 34 PRACTICES
GLARESHIELD PANELS 36
P2 CENTER INSTRUMENT PANEL AND P9 FORWARD 06–00 DIMENSIONS AND AREAS
38
ELECTRONICS PANEL GENERAL 120
CONTROL STAND 40 FUSELAGE STATION DIAGRAM 122
P8 AFT ELECTRONICS PANEL 42 VERTICAL FIN AND RUDDER STATION DIAGRAM 129
P5 AFT OVERHEAD PANEL 44 HORIZONTAL STABILIZER AND ELEVATOR STATION
P5 FORWARD OVERHEAD PANEL 46 131
DIAGRAM
AFT FLIGHT COMPARTMENT PANELS 48 WING STATION DIAGRAM 133
ELECTRONIC EQUIPMENT COMPARTMENT 52 ENGINE AND NACELLE STATION DIAGRAM 135
EE COMPARTMENT DOOR OPERATION 54 ZONE DIAGRAMS 137
ELECTRONIC EQUIPMENT RACK E1 56 FUSELAGE (MAJOR ZONES 100 AND 200) ACCESS
ELECTRONIC EQUIPMENT RACKS E2, E3, AND E4 60 145
DOORS AND PANELS
ELECTRONIC EQUIPMENT RACK E5 64
LOADABLE SOFTWARE 67
07–00 LIFTING AND SHORING
ANTENNA LOCATIONS 71
AIRPLANE JACKING 148
EXTERNAL POWER APPLICATION 76
JACK AIRPLANE AXLES – MAINTENANCE PRACTICES 156
APU FIRE PROTECTION 81
SHORING 159
APU OPERATION 85
MAIN AND NOSE LANDING GEAR JACKING 161
EQUIPMENT COOLING 88
HYDRAULIC POWER OPERATION 90
08–00 LEVELING AND WEIGHING
AIRPLANE LEVELING 169
ATTITUDE GAGE 173
WEIGHING 177
Date: 07.06.2021 Revision: 01 Doc. No: D-37-06L30WA-01 Subject/Chapter: Page: 2/310 TOC
ATA 00–20 GENERAL

TABLE OF CONTENTS
09–00 TOWING AND TAXIING 20–00 STANDARD PRACTICES

TOWING 181 INTRODUCTION 274
TOWING – OPERATION 187 AIRWORTHINESS LIMITATION PRECAUTIONS 276
TOWING LEVER 189 ELECTROSTATIC DISCHARGE SENSITIVE (ESDS)
TAXI THE AIRPLANE 279
191 DEVICES
E/E RACK-MOUNTED COMPONENTS AND PRINTED

281
10–00 PARKING, MOORING, STORAGE AND CIRCUIT CARD
AIRPLANE GROUNDING 286
RETURN TO SERVICE
TERMS AND ABBREVIATIONS 288
PARKING 200
BOLT AND NUT INSTALLATION 291
PARKING BRAKE 201
FASTENER TORQUE 292
PARKING BRAKE SYSTEM 202
TORQUE TIGHTEN COMPONENTS 294
PITOT PROBE AND STATIC PORT COVERS 204
TIGHTENING PRACTICES AND TORQUE VALUES 295
STATIC GROUND 213
LOCKWIRE 300
MAIN LANDING GEAR DOWNLOCK PIN 215
SAFETY CABLE INSTALLATION 303
NOSE LANDING GEAR DOWNLOCK PIN 218
LOCK PROCEDURES 304
AIRPLANE NORMAL PARKING 221
INSTALL THE COTTER PIN 305
PROLONGED STORAGE 225
INSTALL THE TAB WASHER 306
ACTIVE STORAGE - MAINTENANCE PRACTICES 226
TEMPORARY MARKING 307
PUT THE AIRPLANE BACK IN ITS USUAL CONDITION FOR
230 SEALS (PREFORMED PACKINGS AND O–RINGS) AND
RETURN TO SERVICE 309
GASKETS
HIGH WIND CONDITIONS MOORING 232
11–00 PLACARDS AND MARKINGS

GENERAL 236
12–00 SERVICING
GROUND SERVICE POINTS 244
FUEL SERVICING 247
HYDRAULIC RESERVOIR SERVICING 253
ENGINE OIL SERVICING 256
INTEGRATED DRIVE GENERATOR (IDG) SERVICING 261
APU GEARBOX SERVICING 264
AIRPLANE SYSTEMS AND COMPONENTS LUBRICATION 270

00–00 GENERAL
TOC
GENERAL
INTRODUCTION
Introduction This section also introduces you to these tasks:
This section introduces you to the 737NG airplane. • Electrical power application
You will see general information about these topics: • Hydraulic power application
• Range • Equipment cooling operation
• Dimensions • Radio and intercommunication system operation
• Engines • Towing
• Flight controls • Control display unit (CDU) operation.
• Doors
• Flight compartment panels
• Electronic equipment rack configuration
• Electrical.
GENERAL
INTRODUCTION
Abbreviations and Acronyms • APU – AUXILIARY POWER UNIT
• A/P – AUTOPILOT • ATC – AIR TRAFFIC CONTROL

• A/S – AIRSPEED • ATT – ATTENDANT
• AC – ALTERNATE CURRENT • AUTO – AUTOMATIC
• ACARS – AIRCRAFT COMMUNICATIONS ADDRESSING • BAT – BATTERY

AND REPORTING SYSTEM
• BCN – BEACON
• ACMS – AIRPLANE CONDITION MONITORING SYSTEM
• BL – BUTTOCK LINE
• ADF – AUTOMATIC DIRECTION FINDER
• BPCU – BUS POWER CONTROL UNIT
• ADIRS – AIR DATA INERTIAL REFERENCE SYSTEM
• BTB – BUS TIE BREAKER
• AFCS – AUTOMATIC FLIGHT CONTROL SYSTEM
• C/W – CONTROL WHEEL
• AGCU – APU GENERATOR CONTROL UNIT
• CAPT – CAPTAIN
• ALTN – ALTERNATE
• CDS – COMMON DISPLAY SYSTEM
• AMP – AMPLIFIER
• CDU – CONTROL DISPLAY UNIT
• APB – APU BREAKER
• CHGR – CHARGER
GENERAL
INTRODUCTION
• COMM – COMMUNICATION • ELT – EMERGENCY LOCATOR TRANSMITTER
• COMP – COMPUTER • EMDP – ELECTRIC MOTOR DRIVEN PUMP

• CONN – CONNECTED • ESDS – ELECTROSTATIC DISCHARGE SENSITIVE
• COND – CONDITION • EXT – EXTERNAL
• CNTL – CONTROL • F/O – FIRST OFFICER
• DET – DETECTOR • FCC – FLIGHT CONTROL COMPUTER
• DEU – DISPLAY ELECTRONIC UNIT • FMC – FLIGHT MANAGEMENT COMPUTER
• DIST – DISTRIBUTION • FMCS – FLIGHT MANAGEMENT COMPUTER SYSTEM
• DME – DISTANCE MEASURING EQUIPMENT • FREQ – FREQUENCY
• DU – DISPLAY UNIT • FWD – FORWARD
• ECU – ELECTRONIC CONTROL UNIT • GCU – GENERATOR CONTROL UNIT
• EE – ELECTRONIC EQUIPMENT • GND – GROUND
• EEC – ELECTRONIC ENGINE CONTROL • GPS – GLOBAL POSITIONING SYSTEM
• ELEX – ELECTRONICS • HF – HIGH FREQUENCY
GENERAL
INTRODUCTION
• HUD – HEADS UP DISPLAY • NLG – NOSE LANDING GEAR
• IDG – INTEGRATED DRIVE GENERATOR • OVHT – OVERHEAT

• ILS – INSTRUMENT LANDING SYSTEM • PA – PASSENGER ADDRESS
• INV – INVERTER • PCU – POWER CONTROL UNIT
• L – LEFT • PDP – POWER DISTRIBUTION PANEL
• LBL – LEFT BUTTOCK LINE • PNL – PANEL
• LE – LEADING EDGE • PROX – PROXIMITY
• LRRA – LOW RANGE RADIO ALTIMETER • PSU – PASSENGER SERVICE UNIT
• LRU – LINE REPLACEABLE UNIT • PWR – POWER
• MOD – MODULE • R – RIGHT
• MLG – MAIN LANDING GEAR • RBL – RIGHT BUTTOCK LINE
• MCP – MODE CONTROL PANEL • REU – REMOTE ELECTRONICS UNIT
• MPD – MAINTENANCE PLANNING DOCUMENT • RLY – RELAY
• NAV – NAVIGATION
GENERAL
INTRODUCTION
• SATCOM – SATELLITE COMMUNICATION • TYP – TYPICAL
• S/B – SPEEDBRAKE • VHF – VERY HIGH FREQUENCY

• SEC – SECTION • VLV – VALVE
• SEL – SELECT • VOR – VHF OMNI RANGE
• SCU – START CONVERTER UNIT • WL – WATER LINE
• SPCU – STANDBY POWER CONTROL UNIT • XFER – TRANSFER
• SOV – SHUTOFF VALVE • XFMR – TRANSFORMER
• STAB – STABILIZER
• STA – STATION
• STDBY – STANDBY
• SW – SWITCH
• TCAS – TRAFFIC ALERT AND COLLISION AVOIDANCE

SYSTEM
• TE – TRAILING EDGE
• TRU – TRANSFORMER RECTIFIER UNIT
BOEING 737 NEXT GENERATION

GENERAL
RANGE
Introduction
The 737NG is a two–engine airplane. It is for short to medium

range flights with a capacity of up to 149 passengers.
Features
There are many new features. These new features increase the
airplane payload, service ceiling, and range.
737-600
143,500-lb (65,090-kg) MTOW 3510Nm
110 two-class passengers
737-700*
154,500-lb (70,080-kg) MTOW 3752Nm
737-800*
174,200-lb (79,010-kg) T OGW** 3383Nm*
737-900*
174,200-lb (79,010-kg) MTOW 3159Nm*
• Typical mission rules
• Airways and traffic allowances included
• 85% annual winds
* With optional winglets
** Fuel volume limited
RANGE
GENERAL
POWER PLANT INTRODUCTION
General
Two CFM56–7B engines supply thrust for the airplane.

The engines also supply power for these systems:
• Electric
• Hydraulic
• Pneumatic.
The CFM56–7B is a high bypass ratio, dual rotor, turbo fan

engine.
CFM INTERNATIONAL ORGANIZATION

CFM56-7B FOR BOEING APPLICATIONS

CFM56-7B
GENERAL
POWER PLANT ENGINE HAZARDS
General Exhaust Velocity
It is dangerous to work around engines. Use the entry/exit corridor Exhaust velocity is very high for a long distance behind the
when the engine is in operation. Stay out of the inlet and exhaust engine. This can cause damage to personnel and equipment.
areas when the engine is in operation. These are the hazards

Engine Noise
around an engine in operation:
• Inlet suction Engine noise can cause temporary and permanent loss of your
ability to hear. You must wear ear protection when near an engine
• Exhaust heat in operation.
• Exhaust velocity Engine Entry/Exit Corridor
• Engine noise. Engine entry corridors are between the inlet hazard areas and the
exhaust hazard areas. You should go near an engine in operation
Inlet Suction only when:
Engine inlet suction can pull people and large objects into the
• The engine is at idle
engine. At idle power, the inlet hazard area is a 10 ft (3.1 m)
radius around the inlet. • You can speak with people in the flight compartment.
Warning: If the wind is over 25 knots, increase the inlet hazard For additional safety, wear a safety harness when the engine is in
area by 20%. operation.
Exhaust Heat Training Information Point
The engine exhaust is very hot for a long distance behind the When the engine is in operation, the anticollision lights should be
engine. This can cause damage to personnel and equipment. on.
POWER PLANT ENGINE HAZARDS

GENERAL
FLIGHT CONTROL SURFACES
General • Trailing edge flaps (4)
The flight controls keep the airplane at the necessary attitude • Spoilers (12)
during flight. They have movable surfaces on the wing and the
• Horizontal stabilizer.
empennage. These are the two types of flight controls:
• Primary The 12 spoilers consists of 4 ground and 8 flight spoilers. The

spoilers are numbered 1 to 12, left to right.
• Secondary.
Power Source
Primary Flight Controls
Hydraulic actuators or electric motors move the surfaces. You
The primary flight controls has these subsystems: must be very careful when you work near flight control surfaces.
When hydraulic power is on, make sure that all the flight control
• Aileron (2) surfaces are clear of personnel and equipment.
• Elevator (2)
• Rudder.
Secondary Flight Controls
The secondary flight control system has these components:
• Leading edge flaps (4)
• Leading edge slats (8)
FLIGHT CONTROL SURFACES

GENERAL
DOORS INTRODUCTION
General Description The crew door and lavatory doors are inside the airplane.
These are the types of doors on the airplane: The cargo doors are on the right side of the airplane.
• Forward and aft entry doors The miscellaneous access doors are near the systems they serve.
• Forward and aft galley service doors Training Information Point
• Emergency exit doors (and pilot sliding windows) You can open and close entry, galley service, and cargo doors in
winds up to 40 knots without structural damage. You can let these
• Cargo doors
doors stay latched open in winds up to 65 knots without structural
damage.
• Interior doors (crew door and lavatory doors)
If a door is left open for a long time, a protective cover should be
• Forward airstair door
put over the door frame. This prevents bad weather damage to
• Miscellaneous access doors. the airplane.
Location
The entry doors are on the left side of the airplane.
The galley service doors are on the right side of the airplane.
The emergency exit doors are above the wings on both sides of
the airplane. The pilot sliding windows are in the flight
compartment.
DOORS INTRODUCTION
GENERAL
ENTRY DOOR EXTERIOR OPERATION
General At this point, any more effort on the door control handle will not
produce more door motion. The door control handle has gone
You open and close an entry door manually with the control
through its full motion. Release the control handle and allow it to
handle. While open, a hinge lock mechanism holds the door in the
return to its recess by spring force.
open position.
To complete the door opening operation, hold the aft edge of the
The cabin crew puts the door slide warning pennant across the
door and pull it open.
door window if the slide is armed.
As the door opens, winds may push it. This can push the operator
Open the Door – Exterior Operation off balance. Keep a strong, secure stance to prevent this.
An escape slide is on the inside, lower part of the entry door. If the
As you pull the door open, the door turns. This moves the door
slide girt bar is in the armed position, the slide will deploy
parallel to the airplane fuselage when the door is fully open.
automatically as the door opens. Look to see if there is a door
slide warning pennant (orange) in the door window. The pennant Close the Door
is across the window when the slide is armed. Make sure that the
Before you close the door, examine the escape slide. The escape
escape slide is not armed before you open the door.
slide girt strap and bar must be properly stowed. An incorrectly
The door swings out of the door frame when it opens. Make sure folded strap or improperly stowed bar will interfere with the door
that the area outside of the door is clear. threshold clearance. This will prevent the door from sealing and
latching, and may damage components.
You must pull the exterior door control handle from the recess
position to engage the door drive mechanisms. Turn the handle To close the door, first release the hinge lock. The release
180 degrees in the clockwise direction. The door moves to the mechanism is yellow. Operate the latch release mechanism to
cocked open position. unlock the hinge.
GENERAL
This lets you to swing the door back into the door frame. If the airplane is pressurized, a properly rigged door will not
unlatch. This is because the door gates must open against cabin
Pull the door to the cocked position.
pressure during door unlatch. Pressure on the door gates
prevents this.
Pull the exterior control handle out of the recess, and turn it
slightly until it engages the door drive mechanisms. Turn the door
control handle counterclockwise 180 degrees to complete the
action.
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.
The force on the control handle to open and close the door is not
large. If a large force is required, 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.

GENERAL
ENTRY DOOR INTERIOR OPERATION
General Pull the door to the cocked position and turn the control handle in
the close direction.
You use an interior control handle to open and close an entry
door. The hinge lock mechanism holds the door in the open
position. You release this mechanism to close the door.
Interior Operation
The escape slide is on the inside lower part of the 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 not armed and
then remove the door slide warning pennant (orange) in the door
window.
To open the door from the interior, unlatch the door with the
control handle and turn the handle in the OPEN direction. This
puts the door in the cocked position. Push the door through the
door frame until it is fully open. Use the assist handles for this
operation. A hinge lock mechanism in the upper hinge keeps the
door in the fully open position.
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 you swing the door back into the door
frame.
ENTRY DOOR INTERIOR OPERATION

ENTRY DOOR
GENERAL
FLIGHT COMPARTMENT PANELS
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
• P8 aft electronic panel.




GENERAL
MAIN INSTRUMENT PANELS
General
The controls and displays on the main instrument panels (P1 and
P3) include these components:
• Clock (2)
• Display unit (4)
• Display select panel (2)
• Master dim and test switch
• Brake pressure indicator
• Autoflight status annunciator (2)
• GPWS control panel
• Lighting control (2)
• Conditioned air outlet control (2).
MAIN INSTRUMENT PANELS

GENERAL
GLARESHIELD PANELS
General
The controls and displays on the P7 glareshield include these

components:
• Master caution annunciator (2)
• System caution annunciator (2)
• Mode control panel (MCP)
• EFIS control panel (2)
• Fire warning light (2).
GLARESHIELD PANELS
GENERAL
P2 CENTER INSTRUMENT PANEL AND P9 FORWARD ELECTRONICS PANEL
General
The controls and displays on the P2 center instrument panel

include these components:
• Yaw damper indicator
• Standby instruments
• Engine display control panel
• Antiskid and autobrake switches and lights
• Flap position indicator
• Landing gear lever and position indicator
• Upper center display unit.
The controls and displays on the P9 forward electronics panel

• Lower center display unit
• Multi–function control display unit (MCDU) (2).
P2 CENTER INSTRUMENT PANEL AND P9 FORWARD ELECTRONICS PANEL

GENERAL
CONTROL STAND
General
The controls and indications on the control stand

• Forward thrust lever (2)
• Reverse thrust lever (2)
• Speed brake handle
• Horizontal stabilizer trim wheel and indicator(2)
• Parking brake lever and light
• Flap lever
• Stabilizer trim cutout switch (2)
• Start lever (2).
CONTROL STAND
GENERAL
P8 AFT ELECTRONICS PANEL
General
The P8 aft electronics panel has these components:

• Weather radar control panel
• Cargo fire control panel
• Aileron/rudder trim panel
• ATC/TCAS control panel
• Audio control panel
• Overheat/fire protection panel
• Navigation control panel
• SELCAL control panel
• Radio communication panel
• ADF control panel
• ACMS printer
• Lighting control.
P8 AFT ELECTRONICS PANEL

GENERAL
P5 AFT OVERHEAD PANEL
General • ELT control panel
The controls and displays on the P5 aft overhead panel include • Leading edge devices annunciator panel.
these components:
• Inertial system display unit
• Engine panel
• Observer audio control panel
• Oxygen panel
• Landing gear indicator lights
• White dome light switch
• Service interphone switch
• IRS mode select unit
• Flight recorder and mach airspeed warning module
• Stall warning test module
• Proximity switch electronics unit light
P5 AFT OVERHEAD PANEL

GENERAL
P5 FORWARD OVERHEAD PANEL
General • Cockpit voice recorder panel
The controls and displays on the P5 forward overhead panel • Engine start panel
• Passenger signs panel

• APU control switch
• Source select panel
• APU indicator panel
• Window/pitot heat module
• Fuel control panel
• Instrument switching and VHF Nav and IRS panel
• Ground power and bus switching panel
• Door warning panel
• Equipment cooling panel
• Anti ice panel
• Generator drive and standby power panel
• Temperature control panel
• AC and DC meter panel
• Light switches.
• Flight control panel
• Air–conditioning/bleed air controls panel
• Hydraulic control panel
• Cabin altitude panel
• Cabin pressure control panel
P5 FORWARD OVERHEAD PANEL

GENERAL
AFT FLIGHT COMPARTMENT PANELS
General
The main circuit breaker panels are behind the first officer and
captain seats. The P6 and P18 have the component load circuit
breakers. Circuit breaker organization is by airplane systems.
The P61 panel has the data loader controls.



GENERAL
ELECTRONIC EQUIPMENT COMPARTMENT
General
Most 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 aft of the nose landing gear.
The airplane has these equipment racks in the EE compartment:
• E1 – forward part of the compartment
• E2 – left aft part of the compartment
• E3 – center aft part of the compartment
• E4 – right aft part of the compartment
• E5 – right side of the compartment.
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.
ELECTRONIC EQUIPMENT COMPARTMENT

GENERAL
EE COMPARTMENT DOOR OPERATION
Operation Close Door
You manually operate an external access door to the electronic Before you close the door, release the spring catch and extend
equipment (EE) compartment. You open and close the door from the roller tracks. Make sure the door frame area is clear.
outside the airplane.

Pull the door out of the fully open detent and then restrain it as
Open Door gravity causes it to slide down the tracks. When the door reaches
the lower detent you can release it.
The handle on the door fairs in a recess. A push–button trigger
releases the handle, and it comes out of fair by spring force. Turn the handle counterclockwise to retract the latch pins. If you
do not do this, the door will not seat in the door frame.
Turn the handle counterclockwise to disengage the latch pins.
When the latch pins are free you can push the door upward and Pull the handle to the left and the door will come out of the
slightly to the right to the first detent. Then push the door to the partially open detent. Then it slides down into the door frame.
right to the fully open detent.
Turn the handle clockwise to latch the door. Then push the door
When the door is fully open, the roller tracks can be folded to handle back into its recess.
improve access to the equipment racks. A spring catch on the end
of each roller track holds the track in the folded or unfolded
position.
EE COMPARTMENT DOOR OPERATION

GENERAL
ELECTRONIC EQUIPMENT RACK E1
General Blow through cooling cools the equipment on this rack.
The equipment on the E1 rack includes electronics for these The equipment on the E1–2 rack includes these line replaceable
functions: units (LRUs):
• Autothrottle • DME interrogator 1
• Autopilot • ATC transponder 1
• Communication • VOR/marker beacon receiver 1
• Navigation • Multi–mode receiver (MMR)1.
• Flight control. Blow through cooling cools the equipment on this rack.
Equipment The equipment on the E1–3 rack includes these line replaceable
units (LRUs):
The equipment on the E1–1 rack includes these line replaceable
units (LRUs): • Anti–skid/autobrake controller
• Ground proximity warning computer (GPWC) • PA amplifier
• Integrated flight systems accessory unit (IFSAU) • VHF communication transceiver 1.
• Flap/slat electronics unit (FSEU)
• Flight control computer A (FCC A)
• TCAS computer.
GENERAL
Blow through cooling cools the equipment on this rack.

units (LRUs):
• VOR/marker beacon receiver 2
• Multi–mode receiver 2
• Flight control computer B
• Compartment overheat detector controller.
Draw through cooling cools the equipment on this rack.

units (LRUs):
• VHF communication transceiver 2
• ATC transponder 2
• DME interrogator 2.
Draw through cooling cools the equipment on this rack.


GENERAL
ELECTRONIC EQUIPMENT RACKS E2, E3, AND E4
General E2 Equipment Rack
The equipment in the E2, E3, and E4 racks include electronics for The equipment in the E2–1 shelf includes these line replaceable
these functions: units:
• Window heat • Window controller 2 left front
• Communications • Window controller 1 right side
• Electrical power • APU generator control unit
• Common display system (CDS) • Generator control unit 1
• Flight control • Transformer rectifier 1
• Fire detection • Battery charger.
• APU. Blow through cooling cools the equipment on the shelf.
The EE compartment light switch is on a panel just aft of the

access door opening.
GENERAL
The equipment in the E2–2 shelf include these line replaceable The equipment in the E3–2 shelf include these line replaceable
units: units:
• ENG and APU fire det control module • Low range radio altimeter 2
• Cabin pressure controller 1 • Digital flight data acquisition unit
• APU start converter unit • Eng vibration signal conditioner
• Static inverter • Engine accessory unit
• APU start power unit. • Audio entertainment player
This shelf does not have blow through or draw through cooling. • Stall management/yaw damper 1 and 2.
E3 Equipment Rack Draw through cooling cools the equipment on the shelf.
The equipment in the E3–1 shelf includes these line replaceable The equipment in the E3–3 shelf include these line replaceable
units: units:
• ADF receiver 1 and 2 • ACARS management unit
• CDS display electronics unit 1 and 2. • VHF communication transceiver 1
Blow through and draw through cooling cool the equipment on the • Battery charger.
shelf.
Draw through cooling cools the equipment on the shelf.
GENERAL
E4 Equipment Rack • Window controller 4 right front
The equipment in the E4–1 shelf include these line replaceable • Transformer rectifier 2 and 3
units:
• Bus power control unit

• Air conditioning accessory unit
• Generator control unit 2.
• Cabin temperature controller
Draw through cooling cools the equipment on the shelf.
• Cabin pressure controller 2
• SELCAL decoder
• HF transceiver 1 and 2
• Remote electronics unit.
Draw through cooling cool the equipment on the shelf.
The equipment in the E4–2 shelf include these line replaceable

units:
• Audio multiplexer
• Auto speed brake accessory module
• Window controller 3 left side

GENERAL
General
The equipment in the E5 rack includes electronics for these

functions:
• Air data inertial reference system (ADIRS)
• Flight management computer system (FMCS).
Equipment
The E5–2 shelf has these line replaceable units:
• Flight management computer 1 and 2
• Air data inertial reference unit 1 and 2.
Draw through and blow through cooling cools the equipment on

the E5–2 shelf.


GENERAL
LOADABLE SOFTWARE
General • Passenger flight information distribution system (PFIDS) or

AIRSHOW
Some of the LRUs in the 737 need both hardware and software.
Without the software, the logic circuits in the LRUs can not do • Digital flight data acquisition unit (DFDAU)
their specified function. They must have the proper software load.
• Airplane condition monitoring system (ACMS).
You can load the software in the LRU at the shop or you can load
it at the airplane. Note: Some of the above units are for optional systems on the
airplane. When the airplane does not have the LRU for the
Systems optional system, the switch position for the optional system shows
INOP.
These LRUs have loadable software features:
Except for the electronic engine control (EEC), you connect a
• Flight management computer (FMC)
portable data loader to the data transfer unit receptacle at the P61
to load the software.
• Control display unit (CDU)
You load the EEC software at the engine with a portable data
• ARINC communications addressing and reporting system
loader.
(ACARS)/communication management unit (CMU)
• Display electronic unit (DEU) Loadable Software Binder
A binder is in the book compartment at the bottom of the P61. The

• Satellite communication (SATCOM)
binder has all the software necessary to load software at the
• Flight control computer (FCC) airplane.
• APU engine control unit (ECU)
GENERAL
LOADABLE SOFTWARE
These are the basic steps to load software at the A software installation procedure is in the maintenance manual,
airplane: maintenance practices section (–200 page block) for each
software loadable LRU.
• Supply electrical power
• Open the DATA LOADER circuit breaker
• Connect the portable data loader (PDL) to the data transfer

unit receptacle
• Close the DATA LOADER circuit breaker
• Set the data load select switch to the applicable LRU position
• Put the diskette into the disk drive
• Remove the diskette when the software load is

complete
• Open the DATA LOADER circuit breaker
• Set the data load select switch to NORM
• Remove the PDL from the data transfer unit

receptacle
• Use the FMCS to do a check of the software part number.
LOADABLE SOFTWARE
LOADABLE SOFTWARE
GENERAL
ANTENNA LOCATIONS
Antenna Location • Localizer
These are the communication and navigation system antennas: • Glideslope.

• Weather Radar
• Traffic alert and collision avoidance system (TCAS)
• Air traffic control (ATC)
• Global positioning system (GPS)
• Very high frequency (VHF) communication
• Automatic direction finder (ADF)
• High frequency (HF) communication
• VHF omni range (VOR)
• Marker beacon
• Radio altimeter
• Distance measuring equipment (DME)
• Emergency locator transmitter (ELT)
ANTENNA LOCATIONS
ANTENNA LOCATIONS
ANTENNA LOCATIONS
ANTENNA LOCATIONS
GENERAL
EXTERNAL POWER APPLICATION
General P5–4 AC Systems, Generator and APU Module
You use these panels to apply external electrical The ground power switch gives you manual control when good
power: quality ground power is available. The blue GRD POWER
AVAILABLE light above the switch shows if the ground source is

• P5–13 electrical meters, battery and galley power module
connected and quality is good.
• P5–4 ac systems, generator, and APU module The ground power switch has three positions and is spring loaded
to the center (neutral) position. The ON and OFF positions are
• P19 external power receptacle panel.
momentary positions.
P5–13 Electrical Meters, Battery, and Galley Power Module
P19 External Power Receptacle Panel
The BAT switch lets you energize these buses with battery power:
The external power receptacle panel has these two sections:
• Switched hot battery bus
• External power receptacle
• Battery bus
• Control and display section.
• AC and DC standby buses.
You connect the external power cable to the external power
• The switch is guarded in the BAT ON position. receptacle.
The control and di splay section has the EXTERNAL POWER

CONN and the external power NOT IN USE indicators.
GENERAL
The amber EXTERNAL POWER CONN light comes on when the Energize the external power cable.
ground power plug is connected and power is present.
These lights on the external power panel (P19) come on:
The white NOT IN USE indicator comes on when external power
• EXTERNAL POWER CONN

is present, but not in use.
External Power Application • NOT IN USE.
The GRD POWER AVAILABLE light on the P5–4 panel also

Before you supply external power to the airplane, make sure that
comes on.
the external power supply operates correctly.
To let the ground power go to the ac transfer buses, put the BAT
Warning: If the external power supply has an earth grounded
switch on the P5–13 module to ON. Then put the GRD PWR
neutral, there must not be an open or floating ground in the
switch on the P5–4 panel to ON.
neutral circuit wiring of the supply or the airplane. If an open or
floating ground is present, the airplane can be put at an electrical
These lights on the P5–4 panel go off when ground power goes to
potential above earth ground. This electrical potential can cause
the ac transfer buses:
electric shock with possible severe injury to personnel who touch
the airplane. • 1 SOURCE OFF
Warning: Remove the electrical power from the external power • 2 SOURCE OFF
cable before you connect the cable to the airplane. Injury to
persons can be caused by an electrical shock. • 1 TRANSFER BUS OFF
• 2 TRANSFER BUS OFF.

To apply power, open the external power receptacle door and
connect the power cable to the external power receptacle. The NOT IN USE light on the P19 panel also goes off.
GENERAL
External Power Removal
To remove external power from the airplane, put the GRD PWR
switch momentarily to the OFF position. Then put the BAT switch
to the OFF position. This removes the ac power from the ac

transfer buses and the battery power from the standby, switched
hot battery and battery buses.
The external power NOT IN USE light on the P19 panel comes
on.
When you de–energize the external power cable, the EXTERNAL

POWER CONN and the NOT IN USE lights go off. You can then
safely remove the cable from the external power receptacle.


GENERAL
APU FIRE PROTECTION
General Momentarily put the TEST switch to OVHT/FIRE. Make sure

these indications come on:
You use the overheat/fire protection panel to do the APU fire
protection test and to extinguish an APU fire from the flight • APU fire handle light on the overheat/fire
compartment. protection panel
You use the APU ground control panel on the main wheel well to • FIRE WARN lights on the glareshield
turn off the APU and extinguish an APU fire from outside the
airplane. • Fire bell from the aural warning unit.
Make sure the APU BOTTLE DISCHARGED light is off. This light
Fire Protection System Test
is normally off to show a charged APU fire extinguishing bottle.
Do a test of the APU fire protection system before you start the
To do a test of the APU squib, put the EXT TEST switch to
APU. The controls to do the test are on the overheat/fire
position 1 or 2. If the squib is good, the APU squib light comes on.
protection panel.
Before you do the fire protection system test, alert the ground
crew. The APU fi re warning horn comes on during the test.
To start the test, momentarily put the TEST switch to

FAULT/INOP. The FAULT and APU DET INOP lights come on.
GENERAL
APU FIRE PROTECTION
Flight Compartment Operation Main Wheel Well Operation
If the fire detection system detects an APU fire, these are the In the main wheel well, you hear an intermittent horn if the fire
results in the flight compartment: protection system detects a fire. The APU fire warning light on the
APU ground control panel flashes.

• APU fire handle light on the overheat/fire
protection panel To stop the APU warning horn, use the HORN CUTOUT switch.
• APU fire handle unlocks To extinguish the fire, pull down the APU ground
control panel fire control handle to arm the
• FIRE WARN lights on the glareshield
extinguisher. Use the BOTTLE DISCHARGE switch to discharge
• Fire bell from the aural warning unit the extinguisher.
• APU shuts down.
To stop the fire bell, use the bell cutout switch or

the master fire warning lights.
To extinguish the fire, use the APU fire handle. Pull up on the
APU fire handle and then turn the handle to discharge the APU
fire bottle.
APU FIRE PROTECTION

APU FIRE PROTECTION

GENERAL
APU OPERATION
General The low oil pressure light comes on and stays on for
approximately 30 seconds. The APU exhaust gas temperature
When you do maintenance, you start the APU to supply electrical
(EGT) increases. The APU GEN OFF BUS light comes on when
power and bleed air.
the APU is ready to supply electrical power.
The APU switch lets you control the APU. The APU electronic
The maintenance, fault, and overspeed lights normally are off. If
control unit (ECU) controls the system operation.
these lights come on, refer the problem to a qualified APU
technician.
The APU indicator panel shows system status.
Shutdown
Start
The battery switch must be ON before you can start and operate The ECU also controls the APU shutdown. Normally, to shutdown
the APU. the APU, you put the APU switch to OFF. This starts a cool down
cycle. The cool down cycle time is approximately 60 seconds.
If AC power is available, turn the aft number 1 fuel boost pump on. When the cool down cycle is complete, the APU shuts down.
This gives pressurized fuel to the APU. Pressurized fuel makes
The ECU can also automatically shutdown the APU. If the ECU
the APU start better.
finds a shutdown condition, the ECU does a protective shutdown.
The ECU controls the APU start sequence. A protective shutdown causes one of these indications on the
APU indicator panel to come on:
When you move the APU switch to START and release it, the
switch moves back to the ON position. The ECU goes through the • Fault light
start sequence. The time for the start sequence is about 60
seconds. • Overspeed light
• Low oil pressure light.
GENERAL
APU OPERATION
The BAT DISCHARGE light on the electrical meters, battery, and

galley power module comes on when the APU start uses DC
power. The BAT DISCHARGE light does not come on when the
APU uses AC power to start.
The APU fuel shutoff valve and air inlet door will
close for a normal or protective shutdown. Wait 40 seconds after
the EGT goes below 300 C for the inlet door and fuel shutoff valve
to close before you move the battery switch to the OFF position.
Do not use the battery switch or fire switches to begin a normal

APU shutdown. The 60–second cool down is required to prevent
coke in the turbine bearing and fuel nozzles.
If the fuel shutoff valve does not close in the

required time, the APU FAULT light comes on and stays on until
you start the APU again or you put the battery switch in the OFF
position.
APU OPERATION
GENERAL
EQUIPMENT COOLING
General The equipment cooling system has low flow detectors to give a
warning when there is not sufficient cooling airflow. On the ground
To prevent damage to equipment, you must make sure that
the ground crew call horn comes on when low flow is found. This
cooling air is on while electrical power is on. The controls and
occurs to prevent an overheat condition.
indications for the equipment cooling system are on the

equipment cooling panel.
Operation
The equipment cooling panel has an equipment cooling SUPPLY

switch and an equipment cooling EXHAUST switch.
Each switch has two positions:
• NORMAL
• ALTERNATE.
You put the switch in one of these positions to operate the normal
or the alternate fan.
Indication
The equipment cooling supply or exhaust OFF light and a master

caution light comes on when a failure occurs.
EQUIPMENT COOLING
GENERAL
HYDRAULIC POWER OPERATION
General Hydraulic Pump Pressurization
You pressurize the hydraulic systems with a ground service cart You use the hydraulic panel to operate and to monitor the
or with the hydraulic pumps. hydraulic pumps for system A and B. The flight control panel lets
you operate the standby pump.

The switches on the hydraulic panel lets you control hydraulic
system A and B hydraulic pumps. You pressurize system A and B with an engine–driven pump
(EDP) or an electric motor–driven pump (EMDP). The ELEC 1
The flight control panel lets you control the standby hydraulic and ELEC 2 switches on the hydraulic panel let you control the
system. EMDPs. The hydraulic low pressure lights go off when the
hydraulic pressure is normal.
Ground Service Cart Pressurization
To pressurize hydraulic system A, connect a ground service cart Normally, the engine–driven pumps are on. When the engines are
to the left ground service disconnect. on, the engine–driven pumps come on to also pressurize systems
A and B.
To pressurize hydraulic system B, connect a ground service cart
An overheat light lets you monitor the system temperature.
to the right ground service disconnect.
You can not pressurize the standby system from a ground service
cart.
GENERAL
Training Information Point Caution: Do not operate the emdp for more than two minutes if a
main fuel tank contains less than 250 gallons (1675 pounds/761
If you pressurize the hydraulic systems with the
kilograms) of fuel. You must let the reservoir temperature
hydraulic pumps, make sure there is sufficient fuel in the main fuel
decrease to ambient temperature before you operate the pump
tanks to remove heat from the heat exchangers.

again. Damage to equipment can occur if you do not do this.
To pressurize a hydraulic system with a ground service cart, first
you must remove the pressure from the hydraulic reservoir.
Warning: Keep persons and equipment away from all control

surfaces and the nose gear when hydraulic power is supplied.
The ailerons, elevators, rudder, flaps, slats, spoilers, and the nose
gear are supplied with power by the hydraulic systems. Injuries to
persons or damage to equipment can occur when hydraulic power
is supplied.
Caution: You must monitor the instruments and indicator lights for
the hydraulic systems when hydraulic systems are pressurized.
This is to make sure the hydraulic systems operate
correctly. If the overheat light of a hydraulic system comes on, you
must stop the operation of that hydraulic system immediately.
Damage to the equipment can occur if you do not do this.




GENERAL
COMMUNICATION EQUIPMENT COMPONENT LOCATIONS
Flight Compartment Component Locations Jack Locations
These are the captain and first officer flight These locations have service interphone jacks:
interphone system components:
• Electronic rack (location A)

• Boom mic jack
• Right wing refueling slat (location B)
• Headphone jack
• Right wheel well (location C)
• Hand mic jack
• Left wheel well (location D)
• Oxygen mask mic jack
• Aft entry light panel (location E)
• Control column mic switch
• Flight interphone speaker • APU (location F).
• Audio control panel.
The service interphone switch is on the P5 aft overhead panel.
The passenger signs panel is on the P5 forward overhead panel.
The controls for the VHF radios are on the P8 aft

electronics panel.


GENERAL
FLIGHT INTERPHONE SYSTEM OPERATION
General The observer has the same components without a control column
microphone switch, boom mic jack, or speaker. The external
The flight crew uses the flight interphone system to speak with
power panel has a flight interphone jack for the ground crew.
each other and the ground crew.
Operation
Flight and maintenance crews use the flight interphone system to
get access to the communication systems. You can also use the To talk between the pilot stations, do these on the audio control
flight interphone system to monitor the navigation receivers. panels:
Flight Interphone Components • Push down on the FLT INT receive volume switch and turn
the switch to adjust the volume
These are the captain and first officer flight
interphone system components: • Push the FLT INT mic selector switch to select the flight
interphone system.
• Control wheel microphone switch
• Key a mic switch. You use either the mic switch on the control
• Audio control panel (ACP) wheel or the radio–intercom switch on the audio control panel.
• Hand microphone
• Talk on a microphone.
• Oxygen mask
You hear audio on the headphones that are connected at the
other stations.
• Headset
The ground crew can listen and talk to the flight crew with a
• Hand microphone (mic)
headset connected to the flight interphone jack on the external
• Speaker. power panel.


GENERAL
CREW CALL OPERATION
General The ground crew pushes the PILOT CALL switch on the external
power panel to call the flight compartment. A call light on the
The ground crew call system makes call signals between the flight
forward overhead panel comes on and there is a chime from the
compartment and ground crew. Aural signals from the system tells
aural warning module.
you to use the service interphone.
Components
The ground crew call system has these components:
• Ground call switch on the passenger signs panel
• Pilot call switch on the external power panel
• Ground crew call horn.
The system uses the aural warning module for alerts in the flight
compartment.
Operation
A crew member pushes the GRD CALL switch in the flight

compartment to call the ground crew. The switch is on the
passenger signs panel on the P5 forward overhead panel. A horn
in the nose wheel well makes a sound when the crew member
uses the switch.
CREW CALL OPERATION

GENERAL
SERVICE INTERPHONE SYSTEM
General The attendant handset automatically connects into the service

interphone system when the handset is removed from the cradle.
The ground crew uses the service interphone system to talk to
each other and to the flight crew. Service interphone jacks are at The ground crew hears audio when a headset connects to a
different locations on the airplane. The flight attendants use the service interphone jack. For other stations to hear the ground
service interphone system to speak with each other and the pilots. crew, the service interphone switch must be ON.
Components
The service interphone system has these components:
• Service interphone jacks
• Attendant handsets
• Service interphone switch.
The pilots can use the flight interphone system to interface with
the service interphone system.
Operation
From the flight compartment, you select the service interphone

function with the audio control panel (ACP). Push the service
interphone mic selector switch and adjust the receiver volume
control.
SERVICE INTERPHONE SYSTEM

GENERAL
VHF COMMUNICATION SYSTEM OPERATION
General Push the VHF switch for the VHF radio you want to use. A light on
the switch comes on to show which radio the panel controls. The
You use these components to operate the VHF radio:
frequency indicators show VHF radio frequencies (118.000 to
136.975 kHz). The VHF transceiver tunes to the frequency in the
• Microphone or headset
active frequency indicator.
• Radio communication panel (RCP)
Use the frequency selectors to tune the radio to a new frequency.
• Audio control panel. The standby frequency display shows the new frequency.
Receive Operation When you are sure the frequency is correct, push the frequency
transfer switch. The active frequency indicator shows the new
You use the radio communication panel and the audio control frequency. The VHF radio uses the new frequency.
panel to receive transmissions on the VHF radio.
Listen to the audio from the VHF radio on the speaker or headset.
On the audio control panel, push the receiver volume control for
Adjust the volume control switches on the audio control panel for
the VHF radio. Turn the control to adjust the volume from the VHF
a comfortable sound level.
radio.
You hear audio on the headset and the flight interphone speakers.
To hear sound from the flight interphone speakers, push the
speaker (SPKR) volume control to turn on the speaker. Turn the
control to adjust the volume of sound from the speaker.
When you apply power to the airplane, the radio

communication panels (RCPs) are on. Initially, RCP 1 tunes VHF
1 and RCP 2 tunes VHF 2.
GENERAL
Transmit Operation
Make sure the active frequency indicator shows the frequency you
want to transmit. Make sure the frequency you select is a valid
transmit frequency.
Push the microphone selector switch on the audio control panel

for the VHF radio.
Listen for transmissions on the frequency you selected. When the

frequency is clear and you want to transmit a message, key the
mic and speak into it. You hear sidetone in the headphone and
muted sidetone from the speaker. The flight interphone system
mutes the sidetone to the speaker when you use the boom mic or
the hand mic.
You can continue to transmit and receive on the frequency you

selected.

GENERAL
FMCS CONTROL DISPLAY UNIT
General Maintenance BITE Page
The flight crew uses the control display unit (CDU, also called the You use the MAINT BITE index page to select BITE for these
MCDU) to put in flight data and to select displays and modes of systems:
operation. They also use the CDU to start ADIRU alignment. You
• Flight management computer system (FMCS)
use the CDU to test the FMCS and other systems. There are two
CDUs in the airplane. They are functionally and physically
• Digital flight control system (DFCS)
interchangeable.
• Autothrottle system (A/T)
Physical Description
• Air data inertial reference system (ADIRU)
The CDU has a keyboard and a display. Line select keys (LSK)
are on the left and right of the display. The keyboard has function • Common display system (CDS)
and mode keys and alphanumeric keys. The CDU has these
• Engines
annunciators:
• Auxiliary power unit (APU)

• FAIL
• CALL • Fuel quantity indication system (FQIS).
This shows how to get to the MAINT BITE index page from
• MSG (message)
airplane electrical power up.
• OFST (offset)
• EXEC (execute).
The EXEC light is on the right of the CDU keyboard.
FMCS CONTROL DISPLAY UNIT


05–00 TIME LIMITS/MAINTENANCE CHECKS
TOC
TIME LIMITS/MAINTENANCE CHECKS

GENERAL
The aircraft maintenance manual chapter five (Time The HIRF/lightning procedures section contains high intensity
Limits/Maintenance Checks), has the following sections: radiant fields (HIRF)/lightning inspection criteria. The three types
of inspections detailed in this section of the manual are general
• Time Limits/Maintenance Checks
visual, detailed visual and functional. This section of the manual
• Zonal Inspection Items also details some scheduled maintenance tasks.
The resistance section contains instructions on how to use

• Unscheduled Maintenance Checks
a tester to measure and evaluate resistance.
• HIRF/Lightning Procedures
Service Bulletins (SB) and Service Letters (SL)
• Resistance
As a general rule, this Maintenance Programme does not cover a
The time limits/maintenance checks section details airworthiness one–time and repetitive SB and SL The process of their
limitations (AWLs). AWLs are defined as a critical design implementation is managed via Engineering Controls in TRAX
configuration control limitation (CDCCL) or as airworthiness (CAMO IT system).
limitation items (ALIs). CDCCLs are critical fuel tank ignition
source prevention features. ALIs identify inspection tasks related
to fuel tank ignition source prevention.
The zonal inspection program divides the airplane into specific

zones. Each zonal inspection includes a general visual check of
a defined area.
The unscheduled maintenance checks section details the required

conditional inspections for unusual events. Some examples are
a hard landing, lightning strike, and volcanic ash.

GENERAL
Airworthiness Directives (AD) Aircraft Weighing
Unrepeatable tasks required by Airworthiness Directives that The following aircraft basic empty weight (BEW) and central
affect LOT Polish Airlines airplanes or components, according to gravity (CG) control system is applied for B737–800 airplanes:
adopted policy, are not specified in the Maintenance programme.

1. The individual basic empty weight and center of gravity is
The process of Airworthiness Directive implementation is
reestablished periodically by weighing at intervals of 4 years.
managed via Engineering Orders.
Repetitive tasks concerning LOT Polish Airlines airplanes 2. The weighing period cannot be extended over 4 years.
(components), which are currently required by Airworthiness
3. Costumer continuously monitors weight and balance records
Directives, are included into Maintenace Programme not later
which indicate aircraft weights and CG positions. These records
than in the revision following the effectivity date of AD, until that
should not exceed below limits:
time they are managed via Engineering Orders.
• ± 0,5% of the maximum Ianding weight – for BEW,
AD task is deleted from Maintenace Programmme if an action
(e.g. modification, replacement of parts) terminates the repeti–tive • ± 0,5% of the mean aerodynamic cord (MAC) – for CG
task identified in the AD on all aircrafts(components). It should be position.
done on the following revision after performance last terminative
4. The weight and CG position are re–established between the
action.
periodic weighing whenever the cumulative changes caused by
All AD task are additionally evaluated once a year during eval– significant modifications, configurations changes or repairs
uation of Maintenace Programme, exceed the values shown in item 3 above.
5. The weight and CG position re–establishment between the

periodic weighing can be made either by weighing or by
calculation.

GENERAL
6. Calculation can be made: Note: All intervals are maximum values.
• lf all data concerning the changes in the weight and in the For B737–800 in Boeing source documents term “maintenance
center of gravity position are well known and ac–curate (e.g. check” does not exist. Program is made of single tasks running
provided by the manufacturer in Service Bulletins), which have strictly related intervals declared in flight hours (FH),
flight cycles (FC) or calendar periods.. The result of this is ability
• lf the validity of the method of calculation chosen is justified.
of grouping tasks to packages(line and hangar). Tasks can be
also performed individually.
7. After each re–establishment of BEW and CG position a new
weight and balance report is issued. TRAX CAMO IT system uses days to track calendar periods,
because in MPD such intervals can be expressed in other forms
Aircraft painting
(e.g. MO, YR) conversion table was used.
The recommended aircraft re–painting interval is 6 years. Final
decision is made by Continuing Airworthiness Post holder after 1MO = 30 days – with exception for period equal 12MO or its
checking the aircraft paint. multiplicity
1YR/12MO = 365 days – any multiplicity of 12MO period should

Task frequencies
be conversed in the same way (e.g. 24MO = 730 days)
Task frequencies are specified by intervals. lntervals are usual–ly
expressed in terms of flight hours (hrs), flight cycles (cyc),
calendar time (dys). Same intervals may also be given in de–
scriptive form.
lf two or more alternative intervals are shown, e. g.: 1200hrs OR

720 dys, the task should be performed before the end of the
interval which occurs first.

GENERAL
Line Maintenance check intervals Hangar Maintenance check intervals
1. Pre–departure check (PDC) All tasks with an interval of more than 5000 FH, 3000 FC, 18 MO
and their possible combinations are assigned to heavy
2. Daily check (DAILY) 48H±5

maintenance.
3. Weekly check (WEEKLY) 14DY±1 Each hangar maintenance visit (“HM..” check) is planned by a
special computer software according to:
4. Line Maintenance Checks (LM…)
• LM1: 400 FH; 450 FH; 500 FH; 600 FH; 750 FH; 300 FC; • Estimated date of execution of “HM..” check,
• Estimated number of flight hours at the time of “HM..” check,

• LM2: 800 FH; 1000 FH; 400 FC; 450 FC.
• Estimated number of flight cycles at the time of “HM..” check,
• LM3: 90 DAY/560 FC; 90 DAY;
• ……. • The period during which the aircraft is to be “cleared” after

“HM..” check.
• LM17: 5000 FH, 5000 FH/18 MO Timing is 5000 FH
• LM18: 18 MO

GENERAL
Airworthiness Limitations – Systems Similar and coordinated with FAR requirements have been
introduced by EASA in interim policy INT/POU25112 issued 01
For all systems life–limited parts the replacement times are
October 2000. This Policy requires System Safety Assessment of
established and listed in Section 9 of this MP, in Boeing document
the fuel tank system under CS 25.1309 and relates to igni–tion
no. D626A001–9–01, titled 737 Airworthiness Limitations. These

prevention covered by CS 25.981.
maintenance actions are mandatory. Some of the life–limited
components will be there temporary, due to qualification testing or Following these requirements holders of Type certificates (TCs)
endurance testing inadequacies at the time of air–plane and Supplemental Type certificates (STCs) of large transport
certification, and will be removed when Boeing has satisfied the airplanes have conducted a safety review of the fuel tank systems
certification requirements for these components. and have introduced relevant records in their MPD and/or MRB.
Airworthiness Limitations for Systems are based on FAA Fuel system Airworthiness Limitation (AWLs) are mandatory
approved programme of scheduled inspections to meet the new maintenance actions required to ensure that unsafe conditions
standards and assumptions introduced by FAR 25.981 and identified by the safety review do not occur or are not introduced
Special Federal Aviation Regulation SFAR No 88. SFAR 88 – into the fuel tank system as a result of configuration changes,
Fuel Tank System Fault Tolerance Evaluation Requirements and repairs, alterations, or deficiencies in the maintenance program
the Regulations § 25.981 – Fuel Tank Ignition Prevention require throughout the operationally of the airplane. An AWL may be an
maintenance instructions, and control limitations for certain fuel Airworthiness Limitation Instruction (ALI) or a Critical Design
tank critical design configurations. Requirements resulting from Configuration Control Limitation (CDCCL).
25.981 analysis (SFAR 88) are contained in B737–800 Special
Compliance Items, D626A001–9–04.

GENERAL
ALIs identify inspection tasks required to prevent and preclude the

existence or development of ignition sources in the fuel tank
system for the operational life ofthe airplane. ALIs for B737–800
AIRPLANES are listed in Boeing 737 Special Compliance Items
(SCIs)/Airworthiness Limitations, Doc, No D626A001–9–04. They

are mandatory and identified as AWL in Section 1 Systems
Maintenance Requirements.
CDCCLs are a means of identifying certain design configuration

features intended to preclude a fuel tank ignition source for the
operational life of the airplane.
CDCCLs for B737–800 AIRPLANES are listed in Boeing 737

Special Compliance Items (SCIs)/Airworthiness Limitations, Doc,
No D626A001–9–04. Listed CDCCL items are mandatory and
need special attention when any maintenance activity is
performed in the areas (each time maintenance is performed to,
or maintenance is performed affecting their installation). They are
properly identified and highlighted in the maintenance manuals
(AMM, CMM).
DESCRIPTION OF UNSCHEDULED 21 Hot Air Duct Rupture 05–51–34/201

NO. MAINTENANCE CHECK AND CONDITIONAL AMM CHAPTER / PAGE
INSPECTION 22 Overweight Landing 05–51–35/201
1 Hard Landing or High Drag/Side Load Landing 05–51–01/201 23 Winglet Strike 05–51–36/201
Severe or Unusual Turbulence, Excessive
2 Maneuver, Buffet or Speeds More than the 05–51–04/201 24 Damage due to Engine Blade Out 05–51–42/201
Design Limits
3 High Energy Stop/Heat Damage 05–51–07/201 25 Nacelle/Strut Pressure Relief Doors Open 05–51–44/201
4 Flap/Slat Down Overspeed 05–51–08/201 26 Landing Gear Operation Above Design Speed 05–51–47/201
5 Overweight Taxi 05–51–09/201 27 Fuel Imbalance Exceedance 05–51–48/201
Dragged Engine Nacelle/Fan Blade 28 Extreme High Winds 05–51–51/201
6 Out/Engine Seizure/Thrust Reverser and 05–51–10/201
Attach Points Damage Heavy Water Spray from Tires during Takeoff
29 05–51–52/201
7 Galley Spill 05–51–13/201 and Landing
8 Mercury Spillage 05–51–14/201 30 Interior Ice 05–51–53/201

9 Brake Seizure 05–51–15/201 31 Tire Tread Loss or Tire Burst 05–51–54/201
10 Flat Spotted Tires 05–51–16/201 32 Smoke or Fumes in Cabin 05–51–56/201
11 Wheel Bearing Failure/Damage 05–51–17/201 33 Acid Spillage 05–51–57/201
12 Bird/Hail Strike 05–51–18/201 Ground Handling Equipment Hits Airplane or
34 05–51–59/201
Part Departs Airplane
13 Lightning Strike 05–51–19/201
35 Airframe Vibration 05–51–67/201
14 Hydraulic Fluid Reaction with Titanium 05–51–22/201
36 Main Landing Gear Shimmy/Vibration 05–51–68/201
15 Cabin Overpressure 05–51–24/201
Conditioned Air Pack Outlet Duct System
37 05–51–80/201
Failure
16 Extreme Dust or Sand 05–51–27/201
38 Cabin Depressurization 05–51–81/201
17 Ice or Snow 05–51–28/201
Exceeding Maximum Nose Landing Gear 39 Excessive Cabin Pressure Leakage 05–51–91/201
18 05–51–29/201
Towing Angle or Maximum Towing Load 40 Cold–Soaked Fuel Frost 05–51–92/201
19 Volcanic Ash 05–51–31/201 41 Dry Chemical Fire Extinguisher Used 05–51–95/201
20 Tail Strike/Skid 05–51–32/201 42 Runway/Taxiway Excursions 05–51–96/201
CONDITIONAL INSPECTIONS – MAINTENANCE PRACTICES


06–00 DIMENSIONS AND AREAS
TOC
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.


FUSELAGE STATION DIAGRAM
This procedure has these tasks:
• Fuselage station diagram for sections 41 only

• Fuselage station diagram for sections 42, 44, and 46 only
• Fuselage station diagram for section 47 only
• Fuselage station diagram for section 48 only
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.







VERTICAL FIN AND RUDDER STATION DIAGRAM
The vertical fin and rudder station diagram gives you the locations
of the structural components and features on the vertical fin and
rudder.
The following are definitions for the vertical fin and rudder
stations:
• FIN STA is Vertical Fin Station
• RUD STA is Rudder Station.
VERTICAL FIN AND RUDDER STATION DIAGRAM


HORIZONTAL STABILIZER AND ELEVATOR STATION DIAGRAM
The horizontal stabilizer and elevator station diagram gives the

locations of the structural components and features on the
horizontal stabilizer and elevator.
The following are definitions for the horizontal stabilizer and

elevator stations:
• EL STA is Elevator Station
• STAB STA is Stabilizer Station
HORIZONTAL STABILIZER AND ELEVATOR STATION DIAGRAM


WING STATION DIAGRAM
The wing station diagram gives the locations of the structural

components and features on the wing.
WING STATION DIAGRAM


ENGINE AND NACELLE STATION DIAGRAM
The engine and nacelle station diagram gives you the locations of
the structural components and features on the engine and nacelle.
ENGINE AND NACELLE STATION DIAGRAM


ZONE DIAGRAMS
The 737 airplane is divided into 8 major zones to help you find A three–digit number identifies the major zones, subzones, and
and identify the airplane components and parts. The major zones zones as follows:
are divided into subzones and the subzones into zones.
• Major Zone – the first digit is a number from 1 to 8 followed by
The zones are numbered in the sequence that follows: two zeroes.
• Fuselage – front to back and away from the floorline • 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
• Wings – inboard to outboard and front to back a zero.
• Horizontal Stabilizer and Elevator – inboard to outboard and

• Zone – the first two digits represent the subzone number and
front to back
the third digit shows a component or group of components
• Vertical Fin and Rudder – leading edge to the trailing edge of that are in the subzone.
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.
ZONE DIAGRAMS
MAJOR ZONE 100/200 - LOWER AND UPPER HALF OF FUSELAGE

MAJOR ZONE 300 - EMPENNAGE AND BODY SECTION 48

MAJOR ZONE 400 CMF 56-7 SERIES ENGINES - POWER PLANTS AND NACELLE STRUTS
MAJOR ZONE 500/600 - LEFT AND RIGHT WING

MAJOR ZONE 700 - LANDING GEAR AND LANDING GEAR DOORS

MAJOR ZONE 800 - PASSENGER AND CARGO COMPARTMENT DOORS


FUSELAGE (MAJOR ZONES 100 AND 200) ACCESS DOORS AND PANELS
Major zone 100 contains the bottom half of the fuselage but does Major zone 200 contains the top half of the fuselage but
not include Section 48. Major zone 100 includes the subzones does not include section 48. Major zone 200 includes these
shown below, which are identified with two numbers followed by subzones:
a zero.
• Subzone 210 - Flight Compartment

• Subzone 110 - Nose Area
• Subzone 220 - Section 41
• 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

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.
WING TO BODY FAIRING ACCESS DOORS AND PANELS


07–00 LIFTING AND SHORING
TOC
LIFTING AND SHORING

AIRPLANE JACKING
General Training Information Point
The airplane has 3 main jack points and 4 auxiliary jack points. Warning: Make sure the downlock pins are installed on all the
The main jack points are the wing jack points A and B and aft landing gears. Without the downlock pins, the landing gear could
body jack point C. retract and cause injuries to persons and damage to equipment.
The auxiliary jack points are: Caution: Do not put the airplane on the jacks in winds more than
35 knots. If you do not obey these instructions, damage to the
• Stabilizing jack point at the forward body jack point D airplane can occur.
• Two main landing gear axle jack points at F

Caution: During windy conditions, you must use the stabilizing
• Nose landing gear axle jack point at E. jack (jack point d). You must put a pre–load on the stabilizing jack
to a maximum of 5000 pounds (2268 kilograms) at winds of 35
You can lift the airplane on jacks at different gross weights if the miles per hour. If you do not obey these instructions, you can
load on each jack point is not more than the maximum permitted cause damage to the airplane.
load.
Open the DRAIN MAST–AIR circuit breaker on the P18–3 circuit
Before you lift the airplane, make sure that the airplane gross breaker panel and attach a DO–NOT–CLOSE tag. This removes
weight and the center of gravity are in the approved limits. For heat from the drain mast so it does not burn persons around the
complete information about jacking and leveling the airplane, refer airplane.
to Maintenance Manual Part II, Chapter 7 and 8.
AIRPLANE JACKING
MAIN JACK POINT

MAIN JACK POINT

MAIN JACK POINT

LIFTING AND SHORING

AIRPLANE JACKING
Prepare for Aircraft Jacking 4. Make sure the airplane is turned into the wind if it is possible,
when it is out of the hangar.
1. Make sure the nose gear tires are near the center position.
5. When you lift the airplane on jacks for a gear retraction test,
2. Make sure the landing gear down lock pins and the NLG
do the steps that follow:
towing lever pin, SPL–1499, are installed.
• Ground airplane in two locations to the jack pads during
3. If electrical power is supplied to the airplane while it is on landing gear retraction tests.
jacks, do the step that follows:
• Make sure the nose landing gear shock strut is filled to the
• Make sure the airplane is in air mode when raised on jacks,
correct pressure before a gear retraction test.
do these tasks:
• Make sure the main landing gear shock struts are filled to the
o Prepare to Put the Airplane in the Air Mode.
correct pressure before a gear retraction test.
o Put the Airplane in the Air Mode. 10. Set the ATC mode switch on the ATC control panel to the
STBY position.
4. Make sure that the airplane gross weight and the center of
gravity (CG) are within the approved limits
5. Obey the maximum jacking loads for the specific jack points.
6. Make sure the stabilizer, the aileron, and the rudder trim
controls are set to 0 degrees.
7. Make sure the trailing edge flaps and leading edge devices
are stowed in the flaps up configuration.
LIFTING AND SHORING

AIRPLANE JACKING
Lift the Airplane Lower the Airplane off the Jacks
1. Use a plumb bob and a leveling scale; not the inclinometer in 1. Make sure the area below the airplane is clear.
the right wheel well. Make the Airplane Level.
2. Make sure the landing gear control is in the down position.

2. Put one person at each jack to operate the jack and to make
sure the jack loads stay at the approved limit. 3. Make sure the nose and main landing gear ground lockpins
are installed,
3. Put one person at the plumb bob in the wheel well to make
4. Lower the stabilizing jack at jack point D if jack point D was
sure the airplane is raised on the jacks in a level (+/– 1/2
used. Remove the auxiliary jack from below the airplane.
degree) attitude.
5. Put wheel chocks in position to be installed when the airplane
4. Remove the wheel chocks.
is on the ground. Make sure the wheel chocks do not touch
5. Release the parking brake. the tires while you lower the airplane
6. Jack the airplane until the landing gear does not touch the 6. Put one person at each jack location, and one person at the
ground. plumb bob and leveling scale.
Note: When you jack the airplane for a gear retraction test, jack 7. Make sure there is communication between each person and
the airplane 4 in. (10 cm) or more for tire arc sweep clearance. the coordinator for the jack procedure.
8. Lower the jacks at jack points A, B, and C evenly and at the

same time.
9. Remove the jacks from jack points A, B, and C.
LIFTING AND SHORING

AIRPLANE JACKING
Additional steps
1. Service the shock struts for the main landing gear if it is

necessary.
2. Service the shock strut for the nose landing gear if it is

necessary.
3. Return airplane back to ground mode.
4. Reset the PSEU.
LIFTING AND SHORING

JACK AIRPLANE AXLES – MAINTENANCE PRACTICES
Lift the Main Landing Gear Axles with the Axle Jacks Prepare for Procedure
There are jack points under each landing gear axle to permit the • Make sure the airplane center of gravity is within the specified
removal of the wheel and tire or brake as–sembly without jacking limits.
the complete airplane.

• Make sure the landing gear down lock equipment are in–
Make sure you have the correct axle jack pad heights and stalled.
clearances between the tires.
Lift the Main Landing Gear
Note: The dimensions can change when conditions change.
If one tire on the main gear axle is flat, do these steps:
The design of the axle jack points will permit you to change two
• Use the axle jacks to lift the airplane.
flat tires on the same landing Gear while the airplane is at the
maximum taxi weight (MTW).
• If you cannot install the axle jack, do this step:
Note: The load on an axle jack point must not be more than the
o Put an inclined block below the good wheel.
maximum permitted.
o Tow the airplane to move the main landing gear wheel up on
Follow these safety instructions when you lift the air–plane on the the inclined blocks.
axle jacks:
• If two tires on the main gear axle are flat, do these steps:
• Lift only one main landing gear at a time.
o If jacks of a correct height are available, use the axle jacks to
• Remove only one wheel on each gear at a time.
lift the airplane.
Note: You can remove two wheels from the gear only when a jack o If jacks of a correct height are not available, do one of the two
with a mechanical safety provision (lock device) is used. procedures that follow:
LIFTING AND SHORING

• Do the servicing of the main landing gear tire that is Lift the Airplane Nose Landing Gear with the Axle Jack at
serviceable. Jack Point E
• Install the main gear axle jack. Prepare for Procedure

• Do this procedure to lift the main gear wheels onto inclined • Make sure the airplane center of gravity is within the air–plane
blocks: limit.
• Put one inclined block below each wheel of the main gear • Make sure that the parking brake is set.
axle that you need to install an axle jack.
• Make sure that the wheel chocks are installed.
• Tow the airplane to move the main landing gear wheel up on
• Make sure that the landing gear downlock equipment and
the inclined blocks.
NLG towing lever pin are installed.
• Put wheel chocks around the nose gear and opposite main
landing gear. Lift the Nose Landing Gear
• If one tire on the nose gear axle is flat, do these steps:

• Install the main gear axle jack.
o Use the axle jacks to lift the airplane.
• Lift the applicable landing gear on the axle jack.
o If you cannot install the axle jack, do this step:
✓ Put an inclined block below the good wheel.
✓ Tow the airplane to move the nose landing gear up on the

inclined blocks.
LIFTING AND SHORING

• If two tires on the nose gear axle are flat, do these steps:
o If jacks of a correct height are available, use the axle jacks to

lift the airplane.
o If jacks of a correct height are not available, do one of the two

procedures that follow:
✓ Do the servicing of the nose landing gear tire that is

serviceable.
✓ Install the axle jack.
• Do this procedure to lift the nose gear wheels onto inclined

blocks:
o Put one inclined block below each wheel of the nose gear
axle that you need to install an axle jack.
o Tow the airplane to move the nose landing gear wheels up on

the inclined blocks.
o Put wheel chocks, around the wheels of the main landing

gear.
o Install the axle jack between the wheels of the gear.
• Lift the airplane on the axle jack.

LIFTING AND SHORING

SHORING
General
The airplane recovery document D6–26A004 contains the data for

lifting and shoring the airplane. The need to recover an airplane is
always the result of an accident.
The airplane can be lifted with jacks, pneumatic bags or cranes.

The airplane must be kept in a level attitude while it is lifted. This
keeps the center of gravity in a safe range.
Tethers are required when the airplane is lifted with pneumatic

bags or cranes. Tethers make the airplane stable and maintain a
controlled lift.
It may be necessary to use supports (cradles/cribs) during a

recovery operation.
LIFTING AND SHORING - GENERAL DESCRIPTION

LIFTING AND SHORING

MAIN AND NOSE LANDING GEAR JACKING
General You can remove two wheels from the gear only when you use a
jack with the mechanical safety provision (lock device).
Before you lift the airplane, make sure that the airplane gross
weight and the center of gravity are within the approved limits. For Make sure the airplane center of gravity is in the specified limits.
complete information about jacking and leveling the airplane, refer

Nose landing Gear Jacking
to Maintenance Manual Part II, Chapter 7 and 8.
Main Landing Gear Jacking There is a jack point at the nose landing gear axle to permit the
removal of the wheel assembly.
There are jack points at each landing gear axle to permit the
Remove only one wheel assembly at a time. You can remove two
removal of the wheel and tire or brake assembly without a lift of
wheels from the gear only when you use a jack with the
the complete airplane.
mechanical safety provision (lock device).
Make sure that you have the correct axle jack pad heights and
Make sure the airplane center of gravity is in the specified limits.
clearances between the tires. The axle jack points allow you to
change two flat tires on the same landing gear while the airplane
is at its maximum taxi weight.
Warning: Make sure the downlock pins are installed on all the
Follow these safety instructions when you lift the airplane on the
landing gears. Without the downlock pins, the landing gear could
axle jacks:
retract and cause injuries to persons and damage to equipment.
• Lift only one main landing gear at a time
• Remove only one wheel assembly at a time.


MAIN BODY/WING TRIPOD JACK PN 7235A

FORWARD BODY TRIPOD JACK PN 714A

AFT BODY TRIPOD JACK PN 8882

AIRCRAFT JACKING ACCIDENTS


08–00 LEVELING AND WEIGHING
TOC
LEVELING AND WEIGHING

AIRPLANE LEVELING
General Attach the plumb bob and cord to the bracket in the right main
wheel well. The bracket shows the words LEVEL HERE. The
Your Aircraft Maintenance Program makes it necessary that you
bracket is directly above the leveling scale.
regularly weigh the airplane. This normally includes three
operations, jacking, leveling, and weighing. Weight and balance The plumb bob cord must be on the outboard side (decal side) of
calculations are in relation to the airplane empty weight. The the support. The plumb bob must be away from the target by less
complete instructions for leveling and weighing of the airplane are than 1/8 inch (3.18 mm).
in the AMM chapter 8.
Examine the position of the plumb bob when no movement
Plumb Bob – General continues. If the plumb bob is not at the zero position on the
leveling scale, make the airplane level.
The airplane must be level when it is on jacks for these
procedures: Lift or lower the jacks until the plumb bob is at the zero position on
the level scale. Complete leveling instructions are in AMM Part II
• Weighing the airplane
Chapter 08.
• General airplane maintenance

• Gear retraction test. The 737NG airplane has inclinometers in the left side wheel well.
The inclinometers are used in conjunction with the aircraft fueling
Park the airplane in a level location. Make sure the downlock pins
manual and the fuel sticks to determine fuel quantity. The
are installed.
inclinometers are not used for leveling the aircraft.
It is easier to level the airplane laterally (roll axis) first.
landing gear. Without the downlock pins, the landing gear could
AIRPLANE LEVELING
AIRPLANE LEVELING
AIRPLANE LEVELING

ATTITUDE GAGE
General Make the airplane level around its roll axis. Lift or lower the jacks
until the bubble is in the center of the tube.
The airplane must be level when it is on jacks for these
procedures: Make the airplane level around its longitudinal axis.
• Weighing the airplane Put the gage parallel to the airplane centerline to see if the
airplane is level around its pitch axis. Set the screw adjuster on
• General airplane maintenance the top of the attitude gage until the pointer is on zero.
• Gear retraction test.

Lift or lower the jacks until the bubble is in the center of the tube.
Park the airplane in a level location. Make sure that the downlock The bubble moves to the high side of the airplane.
pins are installed.
Leveling instructions are in AMM Part II Chapter 08.
Put the attitude gage perpendicular to the airplane centerline to Training Information Point
see if the airplane is level around its lateral axis.
The 737NG airplane has inclinometers in the left side wheel well.
Make sure that the alignment tube ends are on a flat surface of
Use the inclinometers, the aircraft fueling manual and the fuel
the wheel well ceiling.
sticks to find fuel quantity. The inclinometers are not used to level
Set the screw adjuster on top of the attitude gage until the pointer the aircraft.
is on zero.
landing gear. Without the downlock pins, the landing gear could
If the bubble is not in the center of the tube, you must lift or lower
the sides of the airplane. The bubble moves to the high side of the
airplane.
ATTITUDE GAGE
ATTITUDE GAGE
ATTITUDE GAGE

WEIGHING
General Caution: During windy conditions, you must use the stabilizing
jack (jack point d). You must put a pre–load on the stabilizing jack
You can weigh the airplane with these four equally accurate
to a maximum of 5000 pounds (2268 kilograms) at winds of 35
procedures:
mph. If you do not obey these instructions, you can cause
• Weigh at the landing gear wheels with a set of floor scales damage to the airplane.
Procedures to Weigh the Airplane

• Weigh at the main landing gear and nose landing gear axle
jack points Refer to the Weight and Balance Manual for procedures to
prepare and weigh the airplane.
• Weigh at the main landing gear and forward body jack points
• Weigh at the wing and aft body jack points. Delivery Empty Weight – Definition
The Delivery Empty Weight (DEW) is the scale weight adjusted

Refer to the Weight and Balance Control and Loading Manual for
for all items installed or removed at the time of delivery.
the instructions that show how to weigh the airplane.
Manufacturer’s Empty Weight – Definition

Warning: Make sure the downlock pins are installed on all the The Manufacturer's Empty Weight (MEW) is the weight of the
landing gear. Without the downlock pins, the landing gear could aircraft as configured in the Detail Specification.
Caution: Do not put the airplane on the jacks in winds more than
35 knots. If you do not obey these instructions, damage to the
airplane can occur.

WEIGHING
Basic Empty Weight – Definition Inventory List
Basic Empty Weight (BEW) of an airplane is the standard empty The Inventory List defines the configuration of the aircraft as
weight of the airplane plus optional equipment installed. weighed and as delivered. Equipment such as seats, galley
structures and components, emergency equipment, avionics,

BEW is the weight of the standard airplane, optional equipment
furnishings, power plants, wheels and tires are commonly
(defined by operator as Inventory List), unusable fuel, and all
included in the Inventory List and are identified by vendor, part
operating fluids including engine and transmission oil, and
number, actual weight and balance arm. organization of
hydraulic fluid for those aircraft so equipped.
equipment into sections is defined in the Table of Contents.
Weighing Form The columns on the right side of each page of the Inventory
List are used to define the configuration of the aircraft when
The Weighing Form presents individual scale readings, the
weighed and to calculate the manufacturer's Empty Weight
balance arm of the scale reaction points, a summation of the
and the Delivery Empty W eight.
weight and the resultant center of gravity (balance arm) of the
aircraft. The type of weighing equipment used is noted and a
The first column indicates the quantity of each item required by
diagram of the aircraft showing scale reaction points is included.
drawing. The second column indicates the quantity included as
All weighing equipment is calibrated at regular intervals by part of the MEW. The third column indicates the quantity
authorized Calibration and Certification personnel to an accuracy installed at the time of weighing. The fourth column indicates the
of +/- 0.1% of indicated weight. Regulatory Agency quantity installed at the time of delivery.
requirements to weigh aircraft before entering service are
normally satisfied by presentation of the W eighing Form.
WEIGHING EQUIPMENT

09–00 TOWING AND TAXIING
TOC
TOWING AND TAXIING

TOWING
General Pushback Towing: The movement of a fully loaded aircraft (up to

Maximum Ramp Weight (MRW)) from the parking position to the
You tow the airplane with a towbar that connects to the nose gear
taxiway. Movement includes: pushback with turn, a stop, and
tow fitting.
short tow forward to align aircraft and nose wheels. Engines may
You install a special eyebolt on each main gear to move the or may not be operating. Air-plane movement is similar to a
airplane in non–normal conditions. conventional pushback operation with a towbar.
Dispatch (Operation) Towing: The movement of a revenue aircraft

You can also tow the airplane with towbarless equipment.
(loaded with passengers, fuel, and cargo up to Maximum Ramp
Warning: When you tow the airplane, all persons must stay out of Weight (MRW)), from the terminal gate/remote parking area, to a
the dangerous areas around the tow vehicle, tow bar, and nose location near the active runway. The movement may cover
wheels. Personnel on the ground must be aware of the possibility several mile (kilometers) with speeds up to 20 mph (32 km/h),
of being run over by the nose wheels. The tow vehicle, tow bar, with several starts, stops, and turns. Replaces typical taxi
and airplane will change position during pushback and towing. operation.
Maintain a minimum of 10 feet separation between persons on the
The design of the airplane will permit you to tow the airplane from
ground and the equipment that moves. A fatal injury could occur.
the nose or main landing gear.
Definitions
• The tow fitting on the nose gear can be used to tow the
Maintenance Towing: The movement of an airplane for airplane with a tow bar
maintenance/remote parking purposes (e.g. from the gate to a
• The maximum normal towing turning limits are indicated by
maintenance hangar). Aircraft is typically unloaded with minimum
the painted stripes on the nose gear doors.
fuel load.
Warning: maintain a minimum of ten feet (3 meters) separation between

persons on the ground, and the nose wheels, the tow bar and tow vehicle,
and the main wheels while the airplane is moving.
TOWING AND TAXIING

TOWING
TOW FITTING
TOWBAR CROSSBOLT
TOW FITTING
TOWING AND TAXIING

TOWING – OPERATION
Operation
You push or pull the airplane with a tow vehicle. The design of the
airplane lets you tow the airplane from the nose or the main
landing gear.
You usually tow the airplane by the nose gear. A tow bar from a
tow vehicle connects to a fitting on the nose gear. The maximum
turn angle is 78 degrees for normal towing. Red stripes on the
nose gear doors show this towing limit. Disconnect the nose gear
torsion link for turn angles more than 78 degrees. Disconnect the
torsion link and the taxi light cable for turn angles more than 90
degrees.
You do not use a tow bar to move the airplane from the main
gear.
You tow from the main gear for unusual towing conditions such as
towing on soft ground or on an incline. This prevents loads more
than the nose gear structural limits. A tow fitting connects to an
eye in the jacking cone on each main gear. A locally made cable
connects the tow fitting to the tow vehicle. When you tow from the
main gear, the maximum turn angle is 30 degrees from the
landing gear centerline.
TOWING – OPERATION
TOWING AND TAXIING

TOWING LEVER
General If you tow the airplane and turn the nose wheels more than 90
degrees, you must disconnect the taxi light wire bundle.
A towing lever lets you depressurize the nose wheel steering
system. Because of this, you do not have to depressurize Warning: Make sure all persons and equipment are away from the
hydraulic system A to tow the airplane. nose gear until the nose gear is centered. A fast movement of
nose gear can occur if the hydraulic system is pressurized when
The towing lever is on the left side of the metering valve module
the lockout pin is removed. This can cause injury to persons and
above the steering actuator.
damage to equipment.
Operation
The towing lever is spring–loaded to the off position. Move the

lever forward to the tow position. Insert a pin in the pin hole in the
lever to hold the lever in the towing position. A placard on the
protective cover (not shown) shows the two positions of the
towing lever.
If you tow the airplane and turn the nose wheels more than 78
degrees, you must disconnect the torsion links. Support the lower
torsion link from dragging on the ground when it is disconnected.
A red stripe on the outside of each nose landing gear door shows
when the wheels are at 78 degrees. When the tow bar aligns with
the red stripe, the wheels are at 78 degrees.
TOWING LEVER
TOWING AND TAXIING

TAXI THE AIRPLANE
To taxi the airplane, do the steps that follow:
• Get the necessary approval from the airport ground control to

start the engine.
• Make sure that the parking brake is set.
• Tell the ground crew to remove the wheel chocks, and the
static electrical ground wire (as necessary).
• Make sure that the beacon light that turns, is on.
Note: The beacon light must be on while the engines are on.
Warning: Stay away from the engine inlet, and the exhaust areas
while the engine operates. Injuries to personnel can occur.
• Obey these precautions before starting the engines.
• All persons must keep away from the two engine inlet and
exhaust areas.
• Start the engines.
TOWING AND TAXIING

TAXI THE AIRPLANE
• Make sure that the navigation lights are on. • When the taxi surface has taxi lines available, taxi the
airplane with the nose wheel on the line. Taxi the airplane
Note: The navigation lights must be on during movement of the
slowly with the engines at minimum power. Use the Inertial
airplane.
Reference System (IRS) in the ground speed (GS) mode to
• When the airplane is prepared to taxi, get approval to taxi monitor the taxi speed.
from the airport ground control. When the ground crew gives
Caution: Do not use the brakes continuously to keep the
the signal, release the brakes and start to taxi the airplane.
necessary taxi speed. If you use the brakes without sufficient time
Supply engine power smoothly to start the airplane in forward
for the brake temperature to decrease, you can cause the brakes
movement.
to become too hot. This can cause brake damage or the tire
inflation pressure to decrease because a wheel–thermal–fuse
• Put the engines back to idle power when the airplane starts to
plug melted.
move. Make sure the airplane moves, forward in a straight
line before a turn is started. Turn the airplane with the tiller, or • Operate the brakes slowly and smoothly for short periods
the rudder pedals for the nose wheel steering. only.
Note: You will get approximately 78 +/–2 degrees of nose wheel

Note: The Brake Temperature Monitoring System may not
steering when the tiller for the nose wheel steering is turned to its
indicate high wheel temperatures if the heating comes from
maximum. You will get approximately 7 degrees of nose wheel
continuous light brake application.
steering through maximum movement of the rudder pedals.
• Do not taxi the aircraft at low speeds that require continuous
• Talk to the ground crew during a turn to make sure the
or frequent brake application.
airplane has the necessary clearance. Make sure the
airplane stays clear of all equipment, buildings, and airplanes.
Use the service interphone or the hand radios.
TOWING AND TAXIING

TAXI THE AIRPLANE
Caution: Do not taxi more than 8 miles. If you taxi more than 8 • Tell the ground crew to install the wheel chocks, and to install
miles, the brakes can become too hot. The heat can also melt the the static electrical ground wire (CHOCK INSTALLATION,
thermal–heat plug which will decrease the tire inflation pressure. PAGEBLOCK 10–11–05/201). Release the parking brake
Damage to the wheels, brakes, and tires can occur. after the wheel chocks are installed (optional).
• Limit the total taxi distance to 8 mi (13 km). If this taxi

distance limit is exceeded, stop and cool the tires for 1 hour
before continuing. Always use the largest radius possible
when you turn the airplane.
Note: This will decrease landing gear side loads, and the tire wear
will be decreased.
• Make sure that the airplane continues to move while a turn is

made. Do not stop during a turn. 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.
• Operate the brakes to stop the airplane. Set the parking brake
after the airplane has stopped. Use the airline checklist to
deactivate, and to shutdown the applicable airplane systems.
ENGINE INLET AND EXHAUST HAZARD AREAS



TAXI THE AIRPLANE

TAXI THE AIRPLANE


10–00 PARKING, MOORING, STORAGE AND RETURN TO SERVICE
TOC
PARKING, MOORING, STORAGE AND RETURN TO SERVICE

PARKING
General
This section gives data for parking and mooring the airplane.
Complete information is in the Aircraft Maintenance Manual Part
II, chapter 10. Normal parking procedures are for airplanes in

transit and those parked overnight. Other parking procedures are
for airplanes parked more than 7 days. For airplane protection
from high winds, you can moor the airplane.

PARKING BRAKE
Parking Brake
You must put wheel chocks in front of and behind a minimum of

one of the main gear for normal parking.
If the brakes are very hot, they can bond together when the
parking brake is set. When the brakes are hot, do not use the
parking brake for more time than necessary.
When you set the parking brake (such as for 24–hour parking),
open the circuit breaker for the antiskid/auto brake control unit and
the parking brake valve. This prevents a discharge of the battery.
The parking brake holds for a maximum of 8 hours before you
must pressurize the B hydraulic system again. It is possible for a
parking brake failure to occur if the pressure gage shows less
than 1200 psi.

PARKING BRAKE SYSTEM
Purpose Training Information Point
The parking brake system uses the normal hydraulic brake Caution: Parking brakes should not be set following a high energy
system to keep the main landing gear brakes applied when you stop. High energy stops are defined as a refused take off or any
park the airplane. stop other than normal. Under static pressure, hot brake surfaces
tend to fuse together. Therefore, after a high energy stop, or
Parking Brake System Indication
following touch and go stops, a cooling period of 40 to 60 minutes
should be allowed before the parking brake is set.
A red parking brake light next to the parking brake lever shows
the condition of the parking brake system.
A brake pressure indicator shows the available brake pressure.
An optional light on the external power panel also shows the

condition of the parking brake system.
Operation
To set the parking brakes, push the brake pedals and pull the
parking brake lever. The linkage latches the brake pedals in the
brakes–applied position.
A fully charged brake accumulator shows 3000 PSI on the brake

pressure indicator. This keeps the brakes pressurized for at least
8 hours.
PARKING BRAKE

PITOT PROBE AND STATIC PORT COVERS
Install pitot probe and static port covers when the airplane is
parked. If you do not remove the covers before a flight, large
errors in airspeed and altitude sensing signals can occur. This can
have a dangerous effect on the flight.
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 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 airspeed–sensing and altitude sensing signals, which may lead
to loss of safe flight.
Warning: Attach a tag to the left control wheel in the flight deck as
a reminder that the static ports and pitot probes are covered.
Failure to remove coverings may cause large errors in airspeed–
sensing and altitude sensing signals, which may lead to loss of
safe flight.




ALTERNATE STATIC PORT COVER PROCEDURE

PRIMARY STATIC PORT COVER PROCEDURE

ANGLE OF ATTACK SENSOR COVER PROCEDURE



STATIC GROUND
A static ground on the airplane is not necessary for these

conditions:
• A parked airplane
• Servicing during a turnaround operation
• Pressure refuel of the airplane.
A static ground is necessary when you use devices such as

these:
• Power tools
• Lights
• Electrical cords
• Instruments that get power from external cords.
STATIC GROUND

MAIN LANDING GEAR DOWNLOCK PIN
General
You install a downlock pin into the main landing gear (MLG) to
prevent an outside force from unlocking the main landing gear.
There is one main landing gear downlock pin for each main
landing gear.
The downlock pin installs in the MLG downlock strut.
Warning: You must carefully install the ground locks in all landing
gear. An accidental retraction of the landing gear can cause injury
to persons and damage to equipment.



NOSE LANDING GEAR DOWNLOCK PIN
General
You install a downlock pin into the nose landing gear (NLG) to
prevent an outside force from unlocking the nose landing gear.
There is one nose landing gear downlock pin for the nose landing
gear.
The nose landing gear downlock pin installs in the NLG downlock
pin hole.
Warning: You must carefully install the ground locks in all landing
gear. An accidental retraction of the landing gear can cause injury
to persons and damage to equipment.



AIRPLANE NORMAL PARKING
Normal Parking procedures up to 7 days • In winds of 35 knots (65 km/h) and above, install wheel
chocks, COM-1505 in front and behind all wheels on both
Pitot probe and static port covers are recommended when the
main gears.
airplane is parked for more than a standard turnaround.
• The parking brakes off.

Failure to remove coverings from static ports or covers from pitot
probes before flight may cause large errors in airspeed-sensing
You must keep a minimum distance of 15 ft (5 m) between
and altitude-sensing signals, which may lead to loss of safe flight.
airplanes.
If the temperature of the fuel is below 32°F (0°C), do not drain the
Note: This is necessary to get a sufficient area to turn 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 airplane.
following to raise the temperature of the fuel:
Install the landing gear ground lockpins for the main gear and the
• fill the tanks with warm fuel nose gear.
• move the airplane in to a warm hangar. Install the protective covers for protection from dirt, dust, de-bris,
ice, snow, and volcanic ash as follows:
The airplane is usually parked for a small quantity of time as
follows: • The engine cover kit
Note: The parking brake holds the airplane until the chocks are in • The engine inlet cover
their positions.
• The engine exhaust cover
• In winds up to a maximum of 35 knots (65 km/h), install wheel
chocks, COM-1505 in front and behind a mini-mum of one • The total air temperature (TAT) probe cover
wheel on both main gears.
• The (AOA) sensor angle of attack vane cover or AOA vane
protective cover.

AIRPLANE NORMAL PARKING
Put the protective pitot static probe cover to prevent contamination

from dirt, dust, debris, ice, snow, and volcanic ash.
• To place the pitot probe covers on the elevator feel pitot

probes, it is optional to use an aerial work platform.
For the primary and alternate static ports use the AMM procedure
to prevent contamination from dirt, dust, debris, ice, snow, and
volcanic ash.
Cover the angle of attack (AOA) sensors.
If the airplane will be parked for more than three days, pre-pare
the water and waste systems for storage.
CHOCK INSTALLATION IN WINDS OR WIND GUSTS TO A MAXIMUM CHOCK INSTALLATION IN WINDS OF MORE THAN 35
OF 35 KNOTS KNOTS
CHOCK INSTALLATION IN WINDS

AIRPLANE PARKING

PROLONGED STORAGE
When an airplane is not in operation for 7 days or more, the • Service and protection for more than 180 days (6 months)
airplane must have protection. There are different procedures to
• Service and protection for more than 365 days (1 year)
prepare some systems for storage. The procedures used are
determined by the length of time the airplane is to be in storage.
• Put the airplane back to a serviceable condition after the

The Maintenance Manual gives procedures that prevent the storage.
deterioration of the airplane structure, finish, and system
components.
The time in storage has a relation to the necessary storage

procedures. The Aircraft Maintenance Manual contains these
procedures for long storage:
• Prepared the airplane for storage for more than seven Days
• Service and protection on 7 day (1 week) cycles
• Service and protection on 14 day (2 week) cycles
• Service and protection on 30 day (1 month) cycles
• Service and protection on 60 day (2 month) cycles
• Service and protection for more than 60 days (2 months)
• Service and protection for more than 90 days (3 months)

ACTIVE STORAGE - MAINTENANCE PRACTICES
The Active Storage procedure can be used up to 60 days. Storage
This procedure contains these tasks: Active storage are where the aircraft systems are visited
frequently for inspection, lubrication, engine runs, etc. to provide
• Prepare for Active Storage

for minimum work being required to restore the airplane to flight
ready status.
• Service and Protection on 7 Day (1 Week) Cycle
Be careful when you remove and install the static port covers or
• Service and Protection on 14 Day (2 Week) Cycle
pitot probe covers of the airplane. There are very important
• Service and Protection on 30 Day (1 Month) Cycle precautions to obey when you install and remove the covers.
• Put the Airplane Back to a Serviceable Condition after The following airplane Active Storage preparation Quick Check
table is to be used only for reference and for a quick review of
what is in the procedure.


After the storage you have to do procedure that prepares the

airplane for return to service.
The following airplane Active Storage depreservation Quick

Check table is to be used only for reference and for a quick
review of what is in the procedure.


PUT THE AIRPLANE BACK IN ITS USUAL CONDITION FOR RETURN TO SERVICE
The return aircraft to service must be prepared in accordance with

Aircraft Maintenance Manual SUBTASK 10–11–01–630–001.
Here is given precautions which must be taken in to account

during preparation this procedure:
Warning: Failure to remove 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.
Caution: Remove all covers. Engines should not be operated with

covers in place because the covers can come off and damage the
engines.
Caution: Make sure the pitot probe cover is in good working

condition with no evidence of damage, especially fraying around
the cover opening. Frayed fibers from the cover combined with
other substances such as dirt, grease and fluids can cause
obstruction in the probe.
PROLONGED STORAGE

HIGH WIND CONDITIONS MOORING
General
The airplane is resistant to low velocity ground winds from all

angles without mooring. The maintenance manual contains the
instructions to make sure the airplane stays in its position when it

is parked in lower wind conditions (AMM 10–11–03).
When high wind velocity conditions are forecast mooring at the

wheels may be necessary to decrease airplane movement. This
also decreases the risk of structural damage. Mooring of the
airplane includes these functions and services:
• Removal of surface debris such as snow and ice
• Wheel chocks in place
• Parking brakes on
• Mooring straps on the nose and main landing gear
• Full fuel tanks
• Installation of covers and plugs.
Complete mooring instructions are in the maintenance manual

(AMM 10–21–00).



11–00 PLACARDS AND MARKINGS
TOC
PLACARDS AND MARKINGS

GENERAL
Purpose Flagnote AS INSTALLED shows that locations of markers are an

example only.
The data in this chapter gives a picture of the placards and
markings on the airplane and shows their general location. Flagnote IF INSTALLED shows that there can be small
differences in the equipment installed on an airplane.

Chapter 11 is divided into two Sections:
The shape of a marker in Chapter 11 can be different from a
• EXTERIOR PLACARDS AND MARKINGS marker on your airplane. Chapter 11 uses EXAMPLE to show that
there can be a small difference.
• INTERIOR PLACARDS AND MARKINGS.
All placards and markings included in Chapter 11 are FAA The words used on a marker shown in Chapter 11 can have a
Required. The markings are also required by all other regulatory small difference from a marker on your airplane. Chapter 11 uses
authorities. EXAMPLE to show that there can be a small difference. An
example of this is the difference between the words LAVATORY
Note: These are placards and markings that must be put on the and TOILET.
airplane.
Chapter 11 shows all markers that have more than one language
A placard or marker that is unique to one or more foreign as MULTI–LANGUAGE and English. The location of MULTI–
regulatory authority will be identified with an asterisk. LANGUAGE on the markers shown in Chapter 11 is example
only.
General
When you install or replace placards or markings, you must use

approved standard maintenance practices. These approved
practices are in the Airplane Maintenance Manual, Chapter 20,
Standard Practices – Airframe.







12–00 SERVICING
TOC
SERVICING
GROUND SERVICE POINTS
General • Periodic Lubrication:
This section contains information for Replenishment of the system o Landing Gear.
reservoirs or components.
o Flight Controls.
These airplane systems or components require servicing:
o Control Cables.
• Fuel System.
o Doors.
• Hydraulic Rreservoir.
o Forward Airstair.
• Engine, APU and VFSG Oil.
o Sliding Windows.
• Portable Water.
• Cold Weather Maintenance.
• Hydraulic Brake Accumulator.
• Airplane Cleaning and Polishing.
• Crew Oxygen Cylinder.
• Passenger Oxygen Cylinder.
• Landing Gear Shock Strut.
• Landing Gear Tire.
• Windows.
• Waste Tank.


SERVICING
FUEL SERVICING
You must not permit the fuel tanks to collect too much water. Refuel the airplane in areas which allow the free movement of air,
fire fighting equipment and other emergency equipment.
Do the procedure to drain the sumps drain valves for each tank
regularly. Stop the refuel operation if any conditions change which could
cause an unsafe condition for persons or equipment.

Fuel Servicing Regulations
Each fuel spill event is different. Variables such as the size of the
• Each operator is responsible for complying with the local, spill, weather conditions, equipment location, aircraft occupancy,
state and national regulations regarding aircraft fuel servicing. emergency equipment and personnel available will determine the
It is possible that fire codes and standards make it necessary correct response to control the fire hazard.
to use different or more restrictive procedures than those
given in AMM. Make sure the procedures used during the During a refuel operation, continuously monitor the airplane for
refuel operation give sufficient protection to persons and fuel leaks and fuel spills at the wingtip.
equipment.
Obey all airport and operator procedures if you refuel the airplane
• Obey all of the safety precautions supplied in this task: with passengers onboard.
"Precautions and Limits for the Refuel Operation".
For each airplane type, a hazardous area must be identified for
• If you make a decision not to do this recommended boarding or unloading passengers during a refuel operation.
procedure, you must have an approved alternative procedure. Barriers must be in place to stop passengers from entering this
hazardous area.
Obey all of the precautions when you refuel the airplane.
Obey all airport and operator provided fire protection, rescue and
fuel spill emergency procedures.
SERVICING
FUEL SERVICING
Obey these restrictions on maintenance tasks during a refuel • A refuel operation with a main engine operating is an
operation: emergency procedure. Obey all airport and operator–provided
emergency procedures.
• Do not connect or disconnect the battery chargers, aircraft
ground power generators or other electrical ground power Make sure the fuel source contains the correct fuel grade as
components. Do not test the power equipment until after the specified by the AFM (Airplane Flight Manual).
refuel operation is complete.
Use only approved fuel servicing equipment in a serviceable
• Do not fill or change oxygen bottles. condition.
• Do not remove electrical power. Do not put ground equipment below the fuel system vents at the
wingtips. The fuel tanks are vented through the wingtips vents. An
Note: Damage to the refuel system components can occur.
explosive mixture of fuel vapor can exist at these locations.
• Do not start refueling if any part of the landing gear is
Added fuel weight will compress the landing gear shock struts and
unusually hot.
lower the airplane. Make sure all stands, ladders, vehicles, and
equipment that can come in contact with the air–plane are
• Do not operate a hydraulic system if the tank that contains the
removed before the refuel operation starts.
exchanger for that hydraulic system has less than 250 gal
(946 l) of fuel.
o If the hydraulic exchangers are not below the top level of the
fuel, the system becomes too hot.
• Make sure the landing gear wheel chocks do not touch the
tires. The wheel chocks can wedge against the tire after you
add fuel.
SERVICING
FUEL SERVICING
When thunderstorms or lightning are in the area, approximately a You can put fuel into all of the tanks at the same time or you can
10 mi (16 km) radius, do these steps: put fuel into each of the tanks in a sequence.
• Contact the airport authority, air traffic control, or flight deck Obey all of the approved procedures and precautions during a
crew for guidance on the decision to continue or suspend refuel operation.

fueling operations.
• Stop the refuel operation when fueling operations are

suspended.
• Disconnect and remove any external headsets.
• Do not touch any electrical connections.
Put approximately the same quantity of fuel in the No. 1 tank and
the No. 2 tank.
If the center tank has more than 1000 lb (454 kg) of fuel, you must
fill the No. 1 tank and the No. 2 tank fully.
Note: This requirement is applicable to the fuel configuration for

flight. Any quantity of fuel can be added to the center tank or
transferred from the No. 1 or No. 2 tank for ground maintenance.
If the No. 1 tank and the No. 2 tank are scheduled to be filled fully,
it is not necessary to put a specified quantity of fuel in the center
tank.
FUEL SERVICING
FUEL SERVICING
FUEL SERVICING
SERVICING
HYDRAULIC RESERVOIR SERVICING
Operators should inspect both reservoirs for proper servicing The fluid chilling at high altitude and the large ambient
during the same inspection. If it is noted that one reservoir is temperature changes between departure and arrival locations can
under serviced, while the other is over serviced, then hydraulic result in a decrease in fluid levels. These cold soak effects will not
fluid transfer may be occurring. In this case, it is important to have an impact on the operation of the systems but it can shrink
remove excess fluid from the over serviced reservoir to decrease the fluid sufficiently to indicate a need for servicing, even if you
potential fluid entry into the air conditioning system. If this serviced the reservoirs at a warm location before the previous
continues to occur, it is recommended to do Hydraulic Fluid flight. Under such circumstances, if you service the airplane "high"
Transfers FIM procedures to inspect for faulty components that at the cold location before the airplane is sent back to the warm
can lead to inter–system hydraulic fluid transfer. location, it is possible that you will cause an overfill of the
reservoir and fluid can overflow from the drain line.
If one of the two hydraulic systems has been serviced again and
again because of a low reservoir condition, it is recommended to If the ambient temperature on the ground is 20° F (6° C) or lower
do Reservoir Fluid Quantity Problems FIM procedure to look for at an arrival location and a fluid level is below "REFILL", service
internal hydraulic leaks in the engine strut or fuel tank. the reservoir to just above "REFILL" to avoid the over–flow of fluid
at the next warmer location.
The equipment that is necessary to fill the hydraulic fluid is on the
forward bulkhead of the right wheel well. The equipment includes When servicing the hydraulic reservoirs, do not use fluid from any
a reservoir manual fill pump, a pressure fill connection, a reservoir previously opened or partially used containers. Partially used
fill filter module for the hydraulic fluid, and a reservoir fill selector containers should be discarded after use to prevent fluid which
valve. could possibly become contaminated from being used in the
future.
There is a fluid quantity indicator on the system A and B
reservoirs. The standby reservoir is filled through the B system
reservoir. When the fluid quantity indicator for system B shows
full, the system B reservoir and the standby reservoir are full.


SERVICING
ENGINE OIL SERVICING
The total oil tank capacity for Engine 1 is 5.34 U.S. gallons (20.2 Oil tank servicing is usually done daily, after the last engine
liters) and for Engine 2 is 5.4 U.S. gallons (20.4 liters). shutdown of the day. This frequency can, however, be increased
depending on each operator's airplane use rate un–less these
Oil should be added not less than 5 minutes and no greater than
conditions occur:
60 minutes after engine shutdown while the oil in the tank is still
warm. This will prevent the over–servicing of the engine. • The oil level indication is less than 60 percent full or 12.00
U.S. quarts (11.40 liters).
• If the oil in the tank is cool or cold, the oil density will increase
(volume decreases) and the oil tank can be over–serviced. • The specific oil consumption rate is higher than usual.
• If the oil tank is over–serviced, this will not damage the You must flush the oil system if the system contains
engine. The extra oil will be blown overboard through the contamination.
engine vent system.
Do not mix different approved brands of oil unless you refer to
• The quantity of oil can cause incorrect calculations for the CFM SB 79–0001.
consumption rate.
When you change the fleet from one approved brand to a different
The oil tank should be serviced on a regular basis such that the oil approved brand, make sure that you follow the CFM SB 79–0001
level indication, with the engine not running, is equal to or greater instructions when you service the engine.
than 60 percent full or 12.00 U.S. quarts (11.40 liters).
Note: An indicated oil level 60% minimum will prevent transient

low oil level indications during takeoff phase due to gulping and
airplane pitch and longitudinal acceleration.
SERVICING
Find the minimum oil level necessary to dispatch the airplane with With the engine not in operation, examine the oil level indication in
these recommendations: the flight compartment.
• Before each flight, the indicated engine oil level in the flight • Make sure the oil level is enough to meet the oil level
compartment with engine not in operation must be 60% full or requirements above.
12.00 U.S. quarts (11.40 liters) or more.
• If the indicated oil level is less than the necessary minimum
o If the airplane has more than one flight between oil servicing, oil level, replenish the oil tank.
make sure there is enough oil in the tank so the indicated
level is always greater than 60% before each flight.
o There must be 7 quarts (6.65 liters) or more of oil remaining in

the tank by the end of the scheduled flights for possible
takeoff and go around (TOGA) operation.
• Calculate the oil usage from the flight(s) duration and the
specific engine oil consumption.
• The minimum oil level necessary for dispatch should include

the 60% and the oil usage.



SERVICING
INTEGRATED DRIVE GENERATOR (IDG) SERVICING
The oil volume for the IDG and external cooling circuit is as o For the number 1 IDG, use the LEFT FULL mark on the sight
follows: glass.
• IDG oil volume – 6.84 qt (6473.05 cc). Note: The FULL mark is at the top of the silver band.
• External cooling circuit oil volume – 2.16 qt (2044.12 cc). o For the number 2 IDG, use the RIGHT FULL mark on the
sight glass.
• Total oil volume – 9 qt (8517 cc).
Note: The FULL mark is at the top of the silver band.
Do a check of the IDG oil level as follows:
o If the oil level is in the black area below the silver band, the oil
Note: Do not do a check of the oil level on a disconnected IDG,
level is too low – servicing is necessary.
because the indication will be incorrect.
o If the oil level is within the silver band, the oil level is correct
• Make sure the engine has been shutdown for a minimum of 5 and no servicing is necessary.
minutes before checking oil level.
o When the oil is warm or hot and the oil level is above the
• Clean the sight glass with a clean, cotton wiper, if necessary.
silver band but below the DRAIN line, the oil level is correct
• Push the PUSH–TO–VENT valve for a minimum of 15 and no servicing is necessary.
seconds before you view the sight glass.
o When the oil is cold and the oil level is above the silver band
but below the DRAIN line, the IDG has been overfilled a little.
Note: The PUSH–TO–VENT valve is located near the top of the
Some of the oil should be drained until the oil level is at the
sight glass.
top of the silver band.
• View the sight glass for the oil level.
o If the oil level is in the black area above the DRAIN line, the
oil level is too high. Drain some of the IDG oil.


SERVICING
APU GEARBOX SERVICING
If you do the APU BITE procedure, you must examine the APU oil APU Oil Level Inspection – APU BITE Procedure
level in the no APU operation (APU shutdown) condition or within
Make sure the APU master switch on the P5 forward over–head
one hour of starting the APU and before operating the main
panel is OFF.
engines.
Get access to the OIL QUANTITY REPORT page from the MAIN
If you do the oil sight glass procedure, you can examine the APU
MENU page for the APU BITE TEST on the control display unit
oil level during an APU operation or in the no APU operation (APU
(CDU). To get access to the OIL QUANTITY REPORT page, do
shutdown) condition.
these steps:
When dry, the APU oil capacity is approximately 8.8 quarts, after
the APU oil lines and oil cooler are filled, the gearbox sump holds • Get access to the MAIN MENU page for the APU BITE TEST.
approximately 5.7 quarts.
• Get access to the OIL QUANTITY REPORT page by pushing
the line select key adjacent to OIL QUANTITY> on the MAIN
• The FULL level is approximately 5.7 quarts
MENU page.
• The ADD level is approximately 4.0 quarts
Note: The OIL QUANTITY REPORT page shows on the CDU
• The LOW level is below approximately 4.0 quarts display.
Use one of the two procedures to do a check of the APU oil level. • If the OIL QUANTITY REPORT page shows FULL for the oil
level, the APU oil level is satisfactory.
Note: If the oil level shows FULL, you will not see the APU hours
for a FULL oil condition.
SERVICING
• If the OIL QUANTITY REPORT page shows ADD for the oil If the oil level is above the ADD mark on the oil sight glass, the
level, you must add oil to the APU gearbox in 30–50 APU APU oil level is satisfactory.
hours.
Note: It is not necessary to add oil to the APU gearbox if the oil
• If the OIL QUANTITY REPORT page shows LOW for the oil level is above the ADD mark. If the oil level is on the ADD mark,
level, fill the APU Gearbox. you must add oil to the APU gearbox in 30–50 APU hours.
Note: If the oil level shows ADD or LOW, you will see the APU If the APU oil level is below the ADD mark, fill the APU Gear–box.
hours from the first time the electronic control unit senses this
ADD or LOW oil condition.
APU Oil Level Inspection – Oil Sight Glass Procedure
If it is necessary, set the APU master switch on the P5 forward

overhead panel to the OFF position.
Get access to the APU compartment and APU oil level sight
glass.
If the oil level is on the FULL mark on the oil sight glass, the APU
oil level is satisfactory.
Note: There are two FULL and ADD marks on the oil sight glass.
The left side of the oil sight glass shows the oil level during APU
operation. The right side of the oil sight glass shows the oil level
for the no APU opera–tion (APU shutdown) condition.




SERVICING
AIRPLANE SYSTEMS AND COMPONENTS LUBRICATION
Do these steps to prevent lubricant contamination: Do these steps for correct lubrication:
• Put lubricant identification labels on all containers, guns, and • Remove dirt from the grease fittings before you attach the
dispensers. grease gun.
• Keep lubricants in containers that have tight covers. • Make sure that the pressure that you set is less than 2500 psi
(17,237 kPa).
o Make sure that the container material will not absorb
contamination. • Set the pressure at 100 psi (689 kPa) to 200 psi (1379 kPa)
unless otherwise specified.
• Do not let contamination get in the lubricant.
Note: This is usually sufficient to push out the used grease.
o Keep out dust and other contamination when the container is
open. • Find all of the lubrication points that are identified in the
specific maintenance task.
o Keep the grease guns, brushes, and oil cans clean.
o Use the specified lubricant.
o Use an Alemite Midget flush adapter (No. 314150) for flush–

type grease fittings.
o Apply all lubricants slowly and smoothly.
o Dispense grease into the grease fitting until the used grease
is visually removed and only new grease comes out.
SERVICING
Note: This removes contamination along with the used grease.
• After lubrication, remove the unwanted grease or lubricating

fluid that is around the part or on other parts with a wiper to
prevent contamination and damage to other surfaces.
• Do not lubricate Teflon bearings and bushings.
Note: It is not necessary to lubricate these bearings.
• If a grease fitting comes out, do these steps:
o Look for blockage in the fitting or part.
o Disassemble the part to remove the blockage.
o Install a new fitting.
• Be careful when you lubricate sealed–ball, or sealed–roller

bearings that have a grease fitting
o Do not push the seal out with the grease
o Use a restrictor–type adapter to decrease the flow rate of the

grease
o Stop the operation if the shape of the seal starts to change, or

if the grease comes out of the bearing.


20–00 STANDARD PRACTICES
TOC
STANDARD PRACTICES
INTRODUCTION
This section contains procedures which apply to many areas of REPAIR AND REPLACEMENT
the airplane. General maintenance practices, removal and
This section contains tasks described repair and replacement of
installation, and cleaning and painting procedures are given in this
non–specialized parts which are not related to specific product or
section.
system and standard jobs. For example:

Some standard practices in this chapter apply to the engine
• CONTROL CABLE AIR SEAL – REMOVAL/INSTALLATION
buildup components.
Standard practices that apply to the basic engine are given in • O–RINGS – REMOVAL/INSTALLATION
Chapter 70, Standard Practices − Engine components.
• E/E RACK–MOUNTED COMPONENTS AND PRINTED
CIRCUIT CARD – REMOVAL/ INSTALLATION
The standard practices in this chapter contain these seven
subchapters: • METAL SURFACES – CLEANING/PAINTING
• 20−10 REPAIR AND REPLACEMENT

• LOCKWIRE – REMOVAL/INSTALLATION
• 20−15 DATA LOADING

• SEALS ON OPEN ELECTRICAL TERMINALS
INFLAMMABLE LEAKAGE ZONES – MAINTENANCE
• 20−20 INSPECTION/CHECK
PRACTICES
• 20−30 SPECIFICATIONS AND MATERIALS
• 20−40 GROUNDING
• 20−50 TORQUE VALUES
• 20−60 MISCELLANEOUS
STANDARD PRACTICES
INTRODUCTION
DATA LOADING STANDARD TORQUE VALUES
This section contains tasks for Off–Airplane and On–Airplane This section contains the standard torque values applied to bolts,
software installation. nuts, clamps, couplings, and tube fittings.
INSPECTION/CHECK MISCELLANEOUS
This section contains inspection conditions for the control cables. This section contains standard tasks concerning with estimation of
wiring condition. Such as :
SPECIFICATIONS AND MATERIALS
• DETAILED INSPECTION OF EWIS
This section contains all of the consumable materials specified in
the Maintenance Manual. The materials are divided into these six • CLEANING TO REMOVE COMBUSTIBLE MATERIAL
groups:
• ELECTRONIC LINE REPLACEABLE UNIT CLEANING
• Adhesives, Cements, and Sealers (20−30−04)
• CIRCUIT BREAKER RESET
• Cleaners and Polishers (20−30−02)
GROUNDING
• Finishing Materials (20−30−03)
This section contains procedures to attach a static ground onto
• Lubricants (20−30−04) the airplane and precautions for electrostatic sensitive devices.
• Strippers (20−30−05)
• Miscellaneous Materials (20−30−07)
STANDARD PRACTICES
AIRWORTHINESS LIMITATION PRECAUTIONS
CDCCL ALI
Design features that are CDCCLs are defined and controlled by Inspection features that are ALIs are defined and controlled by
Special Federal Aviation Regulation (SFAR) 88, and can be found Special Federal Aviation Regulation (SFAR) 88, and can be found
in Section 9 of the Maintenance Planning Data (MPD) document. in Section 9 of the Maintenance Planning Data (MPD) document.
CDCCLs are a means of identifying certain design configuration These ALIs identify inspection features related to fuel tank ignition
features intended to preclude a fuel tank ignition source for the source prevention which must be done to maintain the design
operational life of the airplane. level of safety for the operational life of the airplane. These
inspection features are mandatory and cannot be changed or
CDCCLs are mandatory and cannot be changed or deleted
deleted without the approval of the FAA Oversight Office that is
without the approval of the FAA Oversight Office that is
responsible for the airplane model Type Certificate.
responsible for the airplane model Type Certificate. A critical fuel
tank ignition source prevention feature may exist in the fuel Strict adherence to methods, techniques and practices as
system and its related installation or in systems that, if a failure prescribed is required to ensure the ALI is complied with. Any use
condition were to develop, could interact with the fuel system in of methods, techniques or practices not contained in these ALIs
such a way that an unsafe condition would develop without this must be approved by the FAA Oversight Office that is responsible
limitation. for the airplane model Type Certificate.
Strict adherence to configuration, methods, techniques, and

practices as prescribed is required to ensure the CDCCL is
complied with. Any use of parts, methods, techniques or practices
not contained in the applicable CDCCL must be ap-proved by the
FAA Oversight Office that is responsible for the airplane model
Type Certificate.

STANDARD PRACTICES
Fuel Systems Airworthiness Limitations – AWLs. Airworthiness Limitation Instructions (ALI) identify inspection tasks
related to fuel tank ignition source prevention which must be done
Paragraph 2(a) of SFAR 88 and paragraph (b) of the new
to maintain the design level of safety for the operational life of the
standard introduced by AC 25.981 require certain design approval
airplane. Any ALI related tasks in this section are identified in the
holders of Type Certificates (TCs) and Supplemental Type

Classification field as “AWL” and in the E/C CONTENT column by
Certificates (STCs) of large transport airplanes to conduct a safety
reference to the AWL number.
review of the fuel tank systems. The purpose of the safety review
is to identify design features that may result in development of Critical Design Configuration Control Limitations (CDCCL) are not
ignition sources in the fuel tank systems. scheduled inspection tasks and it is therefore imperative that
when carrying out any scheduled maintenance tasks on the
Fuel System AWLs are mandatory maintenance actions re-quired
aircraft that require access to, are in the area of or require work
to ensure that unsafe conditions identified by the safety review do
inside the fuel tanks, that the Aircraft Maintenance Manual (AMM)
not occur or are not introduced into the fuel tank system as a
procedure is fully adhered to.
result of configuration changes, repairs, alterations, or
deficiencies in the maintenance program through-out the Since AWL intervals are based on estimations of the probability of
operational life of the airplane. An AWL may be an Airworthiness an event, an exceptional shorter extension for each fuel system
Limitation Instruction (ALI) or a Critical Design Configuration AWL listed in this document may be made without jeopardizing
Control Limitation (CDCCL). safety, from the local regulatory authority.
For AWLs which require the use of certain tools, use of alternate
tools requires approval from the Seattle FAA ACO.
STANDARD PRACTICES
ELECTROSTATIC DISCHARGE SENSITIVE (ESDS) DEVICES
Many electronic line replaceable units (LRUs) contain The military and commercial symbols are used on some units,
microcircuits and other sensitive devices which can be damaged while the international (JEDEC) symbol is used on most ESDS
internally by electrostatic discharges. These LRUs are identified placards. The ESDS printed circuit boards that are LRU's are
as ESDS The placards installed on the ESDS LRUs show that identified with a "STATIC SENSITIVE" placard.
you must be careful. The persons who remove, install, and move
The placards on the outer area of the card files show the cards
the ESDS LRUs must know about static electricity and how to
that contain electrostatic sensitive devices.
protect ESDS LRUs from static discharges.
Electrostatic charges can be caused by these: human bodies,

hair, clothing, floors, equipment racks, and equipment units. An
electrostatic discharge is electrostatic energy transmitted between
substances of different electrical potentials. Electrostatic
discharges from nylon clothing or human hair onto polyethylene or
steel can damage ESDS components. Damage to the internal
components of an ESDS LRU can cause failure with one static
discharge. System properties can change with time because of
many static discharges.
The function of this procedure is to show the maintenance

persons how to handle the ESDS LRUs. This procedure contains
the precautions that are necessary to safely touch the units that
are identified by the ESDS placard. Three types of decals are
used to identify the units with ESDS sensitive circuits.
ELECTROSTATIC DISCHARGE SENSITIVE (ESDS) DEVICES

STANDARD PRACTICES
E/E RACK-MOUNTED COMPONENTS AND PRINTED CIRCUIT CARD
Caution: Do not touch the e/e box before you do the procedure for Note: Shake the front of the E/E box from side to side
devices that are sensitive to electrostatic discharge. Electrostatic approximately 1/8 inch (3 mm) to help disconnect the E/E box
discharge can cause damage to the e/e box. from the electrical connector.
Caution: Do not touch the conductor pins or other conductors on Airplanes with lever latch handles
the e/e box. If you touch these conductors. Electrostatic discharge
Remove the connections from the front of the E/E box, if it is
can cause damage to the e/e box.
necessary. Depress the lever latch allowing the lever to move
Open the applicable circuit breakers to remove electrical power. away from the handles. Move the lever in an opening direction
forcing the unit away from the shelf-mounted connector.
Airplanes with knob extractor
Carefully move the E/E box out from the tray and remove the E/E
Remove the connections from the front of the E/E box, if it is
box.
necessary.
Note: Shake the front of the E/E box from side to side
Turn the knob on the front hold-down extractor counterclockwise
approximately 1/8 inch (3 mm) to help disconnect the E/E box
to disengage the clutch..
from the electrical connector.
Note: Apply light pressure down on the E/E box handle while you If the E/E box is not sensitive to electrostatic discharge, put
disconnect the front hold-down extractor. protective covers on the electrical connector(s).
Lower the front hold-down extractor to be clear of the T-hook.

If the E/E box is sensitive to electrostatic discharge, do this AMM
Carefully move the E/E box out from the tray and remove the E/E task: Conductive Dust Cap and Connector Cover Instal-lation,
box. TASK 20-40-12-400-804.


STANDARD PRACTICES
Printed Circuit Card Removal
Caution: Do not touch the printed circuit card before you do the
procedure for devices that are sensitive to electrostatic discharge.
Electrostatic discharge can cause damage to the printed circuit

card.
Make sure you remove electrical power from the printed circuit
card. Open the cardfile door.
Remove the printed circuit card assembly:
• Turn the two ejector levers approximately 90 degrees to give

the printed-circuit card a lateral play.
• While you push the two latch levers, turn the two lock release
levers to release the latch lock.
• Turn the ejectors on the printed-circuit card assembly until the

printed-circuit card disengages from the electrical connector.
• Carefully move the printed-circuit card assembly out along the

guide.
• Remove the printed-circuit card assembly.
PRINTED CIRCUIT CARD REMOVAL

STANDARD PRACTICES
AIRPLANE GROUNDING
Maintenance Practices The operator must ensure that the conductivity of the airplane and
the parking site are adequate and may need to establish local
General
procedures in area where inadequate parking site conductivity is
seasonal or permanent.
This procedure contains these tasks:
Static grounding is necessary when performing maintenance

• Static Grounding
tasks using these devices:
• Electrical Bonding
• Power tools
• Measurement of Airplane Electrical Resistance to Ground
• Electrical power sources
If operators choose not to do these recommended tasks, they
• Lights
should develop alternate procedures which adequately protect
personnel and equipment. Local fire codes and customs may • Powered instruments
require alternative or additional procedures to those shown here.
• Flammable conditions (such as painting and solvent
Static Grounding
application).
The airplane is normally electrostatically grounded through
When static grounding is recommended in a detailed procedure,
conductive tires (Refer to the task, Measure Electrical Resistance
the airplane must be statically grounded to a common, approved,
to Ground). However, static grounding is necessary for:
identified ground
• Airplanes having inadequate conductivity to ground through Static grounding is not necessary if the airplane is parked for
the tires. turnaround flight and no maintenance is to be done.
• Airplanes on parking sites that have inadequate conductivity.
STANDARD PRACTICES
AIRPLANE GROUNDING
During pressure refueling of the airplane an electrical bond is Static grounding procedure must be carry out in the following
necessary between the airplane and the refueling vehicle. Static sequence.
grounding is not necessary as long as the conductivity of the
Connect the grounding cable to an approved, identified static
airplane
ground point.
Warning: Do not wear headset or handle any umbilical
Note: These points may be located in the parking surface or in
connections to airplane during atmospheric electrical
another fixed location.
disturbances. Lightning strike can cause severe injury.
Warning: Always attach the grounding cable to the ground • Connect the grounding cable to approved grounding attach
connection first. Never attach the cable to the airplane and then to point on the airplane.
the ground connection.
Before the airplane is moved, remove the ground cables in
reverse sequence of attachment.
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.
STANDARD PRACTICES
TERMS AND ABBREVIATIONS
This procedure gives the terms and abbreviations to use with the
power plant procedures of the maintenance manual. Terms the
use of notes, cautions and warnings are given as follows:
Note: Notes make you think about a procedure which can make a
task easier; notes also give you more explanatory data.
Warning: Warnings make you think about the procedures or limits.

If you do not correctly follow the procedure, you can cause injury
or death to persons and damage to the equipment.
Caution: Cautions make you think about the procedures. If you do

not correctly follow the procedure, you can cause damage to the
equipment.
Use the terms that follow to tell and specify defects.
TERMS DEFINITION ASSOCIATED TERMS
• •
BLISTER
A portion of a surface that is raised and is caused by Bubble Flaking Scale

the separation of the outer layers of the parent • Oxide Formation • Slag inclusion (weld)
material or a layer that you applied. • Peeling
A change in the elasticity or resilience of the parent material

BRITTLE
usually caused by age, extreme cold, chemical action or cold–

• Cold worked hard (like an old O–ring)
working.
• Ballooning • Distortion
• Bend • Elongation
A large–scale deformation of the original contour of a • Bulge • Fold
BUCKLE
part, usually caused by the pressure or impact from • Crease • Indentation Kink
a foreign object. Structural stresses, excessive • Curl • Protrusion (hollow)
localized heat, high–pressure differentials or a • Dent (do not confuse with a • Rupture (cause of
mixture of these. small–area defect in heavy excessive buckling)
material) • Uneven Warpage
• Depression Wrinkle
A fast, destructive, oxidizing effect, usually caused • Burn out (missing piece) • Overheated
BURN
by higher temperatures than the parent material can • Guttered Heat check Heat • Oxidation
go through. Change in color usually shows this deterioration Hole (burn) • Erosion
condition. • Hot spot • Corrosion
TERMS DEFINITION ASSOCIATED TERMS
To make a metal surface smooth with a mechanical action, but

BURNISHING
without a decrease in material. Usually you will find it on a plain

bearing surface. It is possible to see surface discoloration around • Rub
the outer edges. Usual burnishing that is caused by operational • Wear
service is not dangerous if the coverage approximates the load it
carries and there is no evidence of burns.
BURR
A rough edge or a sharp point on the edge or surface of the

parent material.
CHAFING
See "Gall" or "Scratch".
STANDARD PRACTICES
BOLT AND NUT INSTALLATION
General
Various types of fastening devices allow quick dismantling or

replacement of aircraft parts that must be taken apart and put
back toget
Bolts and screws are two types of fastening devices that give the
required security of attachment and rigidity. her at frequent
intervals.
Aircraft bolts are fabricated from cadmium– or zinc–plated

corrosion–resistant steel, un–plated corrosion–resistant steel, or
anodized–aluminum alloys.
STANDARD PRACTICES
FASTENER TORQUE
Torque
As the speed of an aircraft increases, each structural member

becomes more highly stressed. It is therefore extremely important
that each member carry no more and no less than the load for
which it was designed. To distribute the loads safely throughout a
structure, it is necessary that proper torque be applied to all nuts,
bolts, studs, and screws. Using the proper torque allows the
structure to develop its designed strength and greatly reduces the
possibility of failure due to fatigue.
Torque wrenches
The three most commonly used torque wrenches are the flexible
beam, rigid frame, and the ratchet types.
When using the flexible beam and the rigid frame torque
wrenches, the torque value is read visually on a dial or scale
mounted on the handle of the wrench.
TORQUE WRENCHES
STANDARD PRACTICES
TORQUE TIGHTEN COMPONENTS
General Lubrication
A torque load is applied to nuts, bolts and setbolts to prevent too It is important that threaded parts are lubricate get the correct
much force on the components. The torque load makes sure that tension when they are tightened. This is because most of the
the components are assembled correctly. The assembly applied torque is absorbed by friction at the thread and the mating
procedure will specify a torque load or refer to this Standard faces. The mean tensile load can be 80 percent larger if the
Practice for a torque load. incorrect lubricant is used. This will cause too much force to be
applied to the fastener.
Torque value tolerance
The assembly torque values given in the tables within this

procedure, or within Assembly/Installation procedures, have been
calculated to give the correct clamping force on the related parts,
and are often given as a single torque value. Torque values that
are within plus or minus (+/–) 5 percent of the given value are
acceptable. The operator must apply a torque as near as possible
to the value given. The procedure to torque threaded fasteners is
not completely accurate; repeatable processes must be used to
limit variance.
When torque loads are specified to decimal places, it is

acceptable to round lbf.in. values down or up to the nearest whole
number that is achievable on the torque wrench and to round Nm
values down or up to the nearest decimal place (e.g . 0,1 Nm)
achievable on the torque wrench.
STANDARD PRACTICES
TIGHTENING PRACTICES AND TORQUE VALUES
This procedure has the definitions, terms and procedures that you Definitions
use to tighten the fasteners that have threads (bolts, nuts and
Terms about the procedure to tighten are:
fittings). When you turn a fastener around the axis of the fastener
you cause torque. Usually, you will use the torque values that are
• BOLT – A male part that has threads.

specified in this procedure. When a installation procedure gives
you a torque value, use that torque value. But when an installation • BREAKAWAY TORQUE – The maximum torque that you
procedure tells you to tighten a bolt, but does not give a torque must apply before you make the fastener move.
value, refer to 20–50–11/201. Make sure that you apply the torque
• GROSS TORQUE – The torque that the gage on the torque
accurately. A torque of one pound–inch is a force of one pound
wrench shows.
applied to a lever at a distance of one inch from the of the fastener
(whereas one N.m is the force of one Newton you apply to a lever • INSTALLED NUT – A nut is referred to as an installed nut
one meter in length). To calculate the torque, you multiply the when these conditions occur:
force that you apply in pounds (Newtons) by the distance of the
force from the axis of the fastener in inches (meters). The o The nut has the specified torque.
specified torque is the best value for the fastener and the part that
o The chamfer and 1–1/2 threads of the bolt show above the nut
it holds. The specified torque will cause the fastener to hold the
or the chamfer and 1–1/2 threads of the bolt show above the
part tightly but will not break the fastener or the part.
lock device.
Note: Torque values are shown in pound–inches (N.m) to identify
• MAXIMUM INSTALLATION TORQUE – The highest value to
it from a force you apply over a distance (work), which is shown
get as the nut is initially installed and sized ("opened up" or
as inch–pounds or joules (J).
"worn in") by the bolt.
STANDARD PRACTICES
• MINIMUM PREVAILING TORQUE – The minimum value you • SPACER, SPACING ELEMENTS – All of the parts
get while the nut or bolt moves from the end of the first (regardless of function, size, shape or material) are held
revolution to the end of the second revolution (during the together by one or more fasteners that have threads.
removal of the nut from the bolt or the bolt from a threaded
• UNSEATED NUT or BOLT – A nut or bolt is unseated when it

hole).
is removed a minimum of one turn from the seated position.
• REMOVED NUT – A self–locking nut is removed when you
• When you remove all the axial load from the bolt.
remove the lock part from the bolt. (It is not necessary for the
nut to be removed from the bolt.)
• UNSEATING TORQUE – The torque that is necessary to
• RUN–ON TORQUE – The torque that is necessary to turn a unseat the bearing surface of a nut or bolt from a spacer.
nut or bolt before it is fully engaged (an axial tightening effect (When you remove all the axial load from the bolt).
on the bolt or spacing elements).
• SEATED NUT or BOLT – A nut or bolt is engaged when its

bearing surface touches a spacer. An axial load is put on the
bolt when you apply a specified seating torque or
compressive force. When you get a measured extension of
the bolt.
• SEATING TORQUE – The torque you apply to a specified

compressive force to the spacing elements. An axial load or
an extention force to a bolt (after the bearing surfaces of the
bolt and nut touch the spacing elements).
STANDARD PRACTICES
Procedure to Tighten the Parts Complete the procedure to tighten all remaining fasteners
independently. a) Tighten to the specified torque value.
When you tighten the nuts, you must apply the specified torque
values. These torque values are given to make sure of the best Do not tighten more than the maximum torque values.
procedure to tighten the parts for safety functions.

Torque Wrench Sizes
On flanges with a large number of bolts and nuts, tighten the pairs
of bolts that are opposite to each other. The torque wrenches given below are recommended for use in
the indicated ranges. Larger wrenches have a larger tolerance,
On the same flanges, it is recommended to continue to a last and they can cause important errors.
check, clockwise. Make sure all the nuts are tight to the specified
Note: Wrench sizes given below are specified with a combination
torque values. Tighten at a constant rate until you get the
Newton meter and pound–inch torque wrenches.
specified torque. In some cases, where gaskets or other parts
cause a slow permanent set, make sure to measure the torque at
the necessary value after you engage the material.
Do not tighten to the last torque value when you first tighten it.
Note: Tension that is not equal can cause distortion or

overstressing of parts.
Tighten the bolts to engage the mating parts, in slow and in small
steps until the parts are tightly engaged.
TORQUE WRENCH SIZE TORQUE LIMITS TOLERANCE
±1 inch–pound
30 inch–pounds 0–25 inch–pounds

(3.5 newton–meters) (0–3.0 newton–meters) (±0.1 newton–m)
150 inch–pounds 25–120 inch–pounds ±5 inch–pounds

(17.0 newton–meters) (3.0–14.0 newton–meters) (±0.5 newton–m)
600 inch–pounds 120–480 inch–pounds ±20 inch–pounds

(60 newton–meters) (14–50 newton–meters) (±1 newton–m)
175 foot–pounds 40–140 foot–pounds ±5 foot–pounds



STANDARD PRACTICES
When you use an offset extension wrench, such as a crowfoot Find the effective length of the extension when you measure it
extension, with a torque wrench, you change the effective length from the center of the drive opening to the center of the wrench
of the torque wrench. opening.
When you calibrate the torque wrench (when an extension wrench Multiply the required torque (T) by the effective length of the
is used), the torque (the value that shows on the scale or dial of torque wrench (L).
the torque wrench) can be different from the correct torque you
The quotient is the gage or scale value necessary to get the
apply to the nut or bolt. The procedure to calculate the adjustment
required torque.
is as follows:
When you add or decrease to the effective length of the extension

wrench, it is found by its position on the torque wrench.
When the extension wrench is pointed in the same direction as

the torque wrench, add the effective length of the extension (E) to
the effective length of the torque wrench (L) to give (L + E).
When the extension is pointed to the rear of the handle of the

torque wrench, subtract the effective length of the extension (E)
from the effective length of the torque wrench (L) to give (L–E).
When the extension is pointed at right angles to the torque

wrench, the effective length does not change.
The effective length of the torque wrench changes, and a different

figure must be used for each type of torque wrench.
STANDARD PRACTICES
LOCKWIRE
Examples apply to all types of bolts, fillister–head screws, Note: Wire may be wrapped over the unit rather than around it
square–plugs, and which are wired so that the loosening tendency when wiring castellated nuts or on other items when there is
of either part is counteracted by tightening of the other part. The clearance problem.
direction of twist from the second to the third unit is
counterclockwise in examples to keep the loop in position against

the head of the bolt. The wire entering the hole in the third unit is
the lower wire, and by making a counterclockwise twist after it
leaves the hole, the loop is secured in place around the head of
that bolt.
Coupling nuts attached to straight connectors shall be wired as

shown when hex is an integral part of the connector.
Coupling nuts on a tee shall be wired, as shown above, so that

tension is always in the tightening direction..
OUTER SLEEVE
SMALL SCREW IN CLOSELY SPACED CLOSED

GEOMETRICAL PATTERN – SINGLE–TWIST METHOD
SINGLE–FASTENER APPLICATION • DOUBLE–TWIST METHOD
SCREWHEADS • DOUBLE–TWIST METHOD PLIER HANDLES WILL SPIN

WHEN KNOB IS PULLED
EXTERNAL SNAPRING • SINGLE–WIRE METHOD
CASTLE NUTS
BOLT HEADS
DOUBLE–WRAP AND SINGLE SAFETY WIRE METHODS FOR NUTS, BOLTS, AND SNAP RINGS
EXAMPLES OF VARIOUS FASTENERS AND METHODS OF SAFETYING

STANDARD PRACTICES
SAFETY CABLE INSTALLATION
Caution: Do not use the safety cable again. Always use new • Tighten the cable by putting the head of the tool in contact
safety cable. Damage to equipment can occur. with the last bolt head to be wired (step 4).
• Examine the safety–wire holes of the parts to be safetied for
• Activate the tool to tighten the assembly to the correct tension
correct alignment. If the component is tightened to the correct

torque and is not correctly aligned, replace the component. and automatically crimp the ferrule at the same time (step 5).
• Obey these limits, unless specified differently in the engine • Cut off the excess wire. The overlap must not exceed 0.06
manual: inch (1.6 mm). No notches or no frays are permitted.
• The maximum length of the safety cable between cabled parts

is 6.0 inches (152.4 mm).
• Do not safety more than three bolts with one safety cable.
• Do not use safety cable on titanium fasteners.
• Do the steps that follow to install the safety cable:
Note: Correct alignment means that the safety cable holes are
aligned so that the installed safety cable will prevent
disengagement of the part. Do not exceed torque limits of any part
in an attempt to align the holes.
• Put the cable through parts to be safetied

(step 1).
• Put the ferrule on the cable (step 2 and step 3).
STANDARD PRACTICES
LOCK PROCEDURES
General
This procedure tells the usual procedures to install the self–

locking, hexagonal and castellated nut. This procedure tells how
to attach parts with the use of the cotter pin, the tab washer, and
the lockwire.
The lock devices are safety devices to keep the fasteners and
other parts engaged. The lock devices prevent all opposite forces
that can cause the fasteners to disengage. Do not use the lock
devices to apply or keep a torque.
The lock devices are related to safety and you must install them
with the best shop procedures.
Install the Self–Locking, Hexagonal and Castellated Nut
You must examine the new or used nuts and compare them with
the assembly specifications. You must discard the nuts that do not
agree with the specifications. Make sure the threads of a stud or
bolt shank come out of the nuts with a minimum of one thread
(unless otherwise specified).
Use a torque wrench to apply the correct torque values.
STANDARD PRACTICES
INSTALL THE COTTER PIN
Install the Cotter Pin
Caution: Do not use the same cotter pins again. Use new cotter
pins for each assembly operation. When you tighten the fasteners,
do not use more than the maximum torque value. Damage to the
equipment can occur.
After you apply the minimum torque to a castellated nut, do these

steps:
• Tighten the castellated nut until the one slot on the nut is
straight with the hole for the cotter pin.
• If you cannot align the nut and the hole, then loosen the nut
by one–half turn. Tighten the castellated nut again.
• If you cannot correctly align the castellated nut again, then

replace the nut.
• Install the cotter pin with the head engaged tightly in the slot
of the nut.
• Bend the points of the cotter pin until the head and the top
point are tightly engaged against the bolt.
STANDARD PRACTICES
INSTALL THE TAB WASHER
Install the Tab Washer
Caution: Do not use the tab washers again. Use new tab washers
for each assembly operation. Damage to the equipment can
occur.
• Install the tab washer in the correct position.
• Install the lock tab so it cannot get loose.
• Bend the lock tab tightly against the flat side of the nut.
STANDARD PRACTICES
TEMPORARY MARKING
General • This procedure refers to the materials that were examined by

CFM International. You can use these materials safely on
Guideline to use temporary marks:
engine parts.
• Use temporary marks for temporary identification only.

• If more temporary marking compounds are necessary, refer to
CFMI Standard Practices Manual, 70–10–02.
• Temporary marks are not intended to remain after engine
operation.
• Remove the temporary marks before the operation of the

engine.
• The temporary marks must not cause damage or failure of the

parts, if you do not remove the marks.
• When you make a mark incorrectly, they can be damaged by

the high temperatures of engine operation.
• Temporary marks used to identify parts may no longer be

there after an engine run.
• Incorrect materials used to make temporary marks, when

subjected to high temperatures, can cause chemical damage
to the part and cause possible part failure.
STANDARD PRACTICES
TEMPORARY MARKING
Temporary Marking Materials
Caution: When it is necessary, make a mark on the engine parts.

You can only use approved marking compounds. Marking
compounds that are not approved can cause damage to the

engine parts. You must not use grease pencils or lead (graphite)
pencils to make a mark on the combustion section and hot section
parts. These materials and heat can cause damage to the parts.
(1) The materials that follow are commercially available to make a

mark on the parts:
MATERIAL MANUFACTURER
Chalk Dykem Local Purchase Dykem Company

(red, yellow or black) 237 West 11th St. St. Louis, MO 63108
Mark–Tex Corp.
No. 33, 44, or 55
163 Coolidge Ave. Englewood,
Action Marker
NJ 07631
Dixon Jos. Dixon Crucible Co.

(black or yellow) 167 Wayne St. Jersey City, NJ 07303
Dykem Steel Blue

Dykem Company
DX100
STANDARD PRACTICES
SEALS (PREFORMED PACKINGS AND O–RINGS) AND GASKETS
General Apply a light layer of engine oil to the O–rings. If you apply too
much lubricant, you can prevent the correct seal installation and
The data in this procedure is applicable to all installations that use
can cause contamination.
seals or gaskets.
Installation of the Seal

Seal removal, installation and lubrication instructions is given in
this procedure. Use only new seals and rubber items during installation
operations.
This procedure tells you when you can continue to use a gasket.
Make sure the seals are in good condition and free from cuts or
Removal of the Seal
gouges.
Do not remove the seals with a sharp or pointed tool (knife–blade
During the seal installation, be careful to install the seal correctly.
or a scriber) which could cause damage to the surface of the
Make sure the seal groove (recess) is free from sharp edges.
parts.
For O–rings that must be installed over threads or splines, you
Lubrication of Seals must use a conical sleeve, without burrs or sharp edges, to
prevent damage to the seal.
Lubricate the seals with lubricants recommended in the
installation procedure.
Warning: Do not let engine oil stay on your skin. Use engine oil in
area with good ventilation. Engine oil is poisonous and can be
absorbed through your skin. Engine oil fumes can’t irritate your
respiratory tract.
STANDARD PRACTICES
SEALS (PREFORMED PACKINGS AND O–RINGS) AND GASKETS
Aluminum Gaskets
Examine for nicks, cuts, gouges or openings across the surface of

the seal material. These are not permitted.
Examine for hard or brittle seal material. These are not permitted.
Examine the surface of the seal material for deformation that

could cause a blockage of the seal. These are not permitted.
For the fuel pump or MEC gasket only, examine the seal material
for a minimum of 0.018 inch (0.45 mm) above the aluminum
surfaces.
Examine the full length of the seal surface.
Maintenance of the Aluminum Gaskets
Remove the lifted metal in the bolt hole area with a fine polishing
stone or equivalent. Be careful not to cause damage to the seal
material.
Cut all thin, lacy, seal material that extends beyond the normal
seal material on the aluminum surfaces. Be careful not to cut or
loosen the bottom of the material.

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BOEING B737 NEXT–GENERATION MAINTENANCE TRAINING MANUAL

Part–147 Maintenance Training Organization PL.147.0004

BOEING B737NG MAINTENANCE TRAINING MANUAL

ATA 00–20 GENERAL

00–00 GENERAL COMMUNICATION EQUIPMENT COMPONENT LOCATIONS 96

FLIGHT CONTROL SURFACES 19 FMCS CONTROL DISPLAY UNIT 109

ATA 00–20 GENERAL

09–00 TOWING AND TAXIING 20–00 STANDARD PRACTICES

E/E RACK-MOUNTED COMPONENTS AND PRINTED

11–00 PLACARDS AND MARKINGS

BOEING B737NG MAINTENANCE TRAINING MANUAL

Introduction This section also introduces you to these tasks:

• Range • Equipment cooling operation

• Dimensions • Radio and intercommunication system operation

• Flight controls • Control display unit (CDU) operation.

• Flight compartment panels

• Electronic equipment rack configuration

Abbreviations and Acronyms • APU – AUXILIARY POWER UNIT

• A/P – AUTOPILOT • ATC – AIR TRAFFIC CONTROL

• A/S – AIRSPEED • ATT – ATTENDANT

• AC – ALTERNATE CURRENT • AUTO – AUTOMATIC

• ACARS – AIRCRAFT COMMUNICATIONS ADDRESSING • BAT – BATTERY

• COMM – COMMUNICATION • ELT – EMERGENCY LOCATOR TRANSMITTER

• COMP – COMPUTER • EMDP – ELECTRIC MOTOR DRIVEN PUMP

• CONN – CONNECTED • ESDS – ELECTROSTATIC DISCHARGE SENSITIVE

• COND – CONDITION • EXT – EXTERNAL

• CNTL – CONTROL • F/O – FIRST OFFICER

• DET – DETECTOR • FCC – FLIGHT CONTROL COMPUTER

• DEU – DISPLAY ELECTRONIC UNIT • FMC – FLIGHT MANAGEMENT COMPUTER

• DIST – DISTRIBUTION • FMCS – FLIGHT MANAGEMENT COMPUTER SYSTEM

• DME – DISTANCE MEASURING EQUIPMENT • FREQ – FREQUENCY

• DU – DISPLAY UNIT • FWD – FORWARD

• ECU – ELECTRONIC CONTROL UNIT • GCU – GENERATOR CONTROL UNIT

• EE – ELECTRONIC EQUIPMENT • GND – GROUND

• EEC – ELECTRONIC ENGINE CONTROL • GPS – GLOBAL POSITIONING SYSTEM

• ELEX – ELECTRONICS • HF – HIGH FREQUENCY

• HUD – HEADS UP DISPLAY • NLG – NOSE LANDING GEAR

• IDG – INTEGRATED DRIVE GENERATOR • OVHT – OVERHEAT

• ILS – INSTRUMENT LANDING SYSTEM • PA – PASSENGER ADDRESS

• INV – INVERTER • PCU – POWER CONTROL UNIT

• L – LEFT • PDP – POWER DISTRIBUTION PANEL

• LBL – LEFT BUTTOCK LINE • PNL – PANEL

• LE – LEADING EDGE • PROX – PROXIMITY

• LRRA – LOW RANGE RADIO ALTIMETER • PSU – PASSENGER SERVICE UNIT

• LRU – LINE REPLACEABLE UNIT • PWR – POWER

• MOD – MODULE • R – RIGHT

• MLG – MAIN LANDING GEAR • RBL – RIGHT BUTTOCK LINE

• MCP – MODE CONTROL PANEL • REU – REMOTE ELECTRONICS UNIT

• MPD – MAINTENANCE PLANNING DOCUMENT • RLY – RELAY

• SATCOM – SATELLITE COMMUNICATION • TYP – TYPICAL

• S/B – SPEEDBRAKE • VHF – VERY HIGH FREQUENCY

• SEC – SECTION • VLV – VALVE

• SEL – SELECT • VOR – VHF OMNI RANGE

• SCU – START CONVERTER UNIT • WL – WATER LINE

• SPCU – STANDBY POWER CONTROL UNIT • XFER – TRANSFER

• SOV – SHUTOFF VALVE • XFMR – TRANSFORMER

• TCAS – TRAFFIC ALERT AND COLLISION AVOIDANCE

• TRU – TRANSFORMER RECTIFIER UNIT

BOEING 737 NEXT GENERATION

The 737NG is a two–engine airplane. It is for short to medium

Two CFM56–7B engines supply thrust for the airplane.

The engines also supply power for these systems:

The CFM56–7B is a high bypass ratio, dual rotor, turbo fan

CFM INTERNATIONAL ORGANIZATION