b737 Tag Posts Index

3 great photos in a day:)

Hi everybody who loves planes:)Started with Qantas for takeoff picture. And here is the De Havilland Canada approacing for landing! and the last is B737-800 landing

The Royal Boeing Business Jet - Worth $100 Million

The Most Luxurious Boeing Business Jet - B737, Royal Jet owns this. The range of this BBJ can fly up to 10 1/2 hours. So from Abu Dhabi it can go all the way to

High Engine Vibration

P6-2A Transfer Bus2 - 115v ac Condition : Accomplish this NNC only when engine vibrations indicate above 4.0 units and airframe vibrations occur (to exclude a faulty

FMC FAIL(review) in GUM

P6-1D P18-2A Transfer Bus 1 Sect 1 - 115v ac Standby Bus Sect 1 - 115v ac (as wired) Transfer Bus 2 Sect 2 - 115v ac (optional FMC 2) Condition : “FMC” message or

Engine Ignition Inoperative

P6-2D (left) P18-2A (right) Transfer Bus 1 Sect 1/2 - 115v ac (left) Standby Bus Sect 1/2 - 115v ac (right) On GND Left ignition is powered by Transfer Bus 1. As

Engine Limit or Surge or Stall

LIMIT Condition : LIMIT refers to N1, N2 or EGT approaching or exceeding its respective limits. However, if the ENG OVERHEAT amber light or ENGINE FIRE switch

PACK / PACK TRIP OFF

P6-4A, Temp at ACM Compressor Oulet > 199 degrees C / 390 degrees F Temp at ACM Turbine Inlet > 99 degrees C / 210 degrees F Temp in Supply Duct > 121 degrees

ALL Flap Up Landing

FCTM 8.x [Leading Edge or Trailing Edge Device Malfunctions] Approach Review the approach chart : Published procedure turns and radar vectors that are executed at

Tail Strike

Typical tail clearance during takeoff is between 50 and 75 cm / 20 and 30 inches. This clearance increases with flap setting. Consider using Flaps 15 for takeoff

MANUAL REVERSION or LOSS OF SYSTEM A AND SYSTEM B

FCTM 8.x [Hydraulic System(s) Inoperative - Landing] X with one or both hydraulic system fluid quantities not zero, verify the EDP. The EMDP are located in the E&E,

LOSS OF BOTH ENGINE DRIVEN GENERATORS

Make sure you are not dealing with a single or dual engine failure! Advance thrust levers and verify engine response. ENG FAIL should not be displayed. Verify MCP

Engine In-Flight Start

Note : An engine in-flight start is not allowed if %N1 or %N2 shows zero rpm There in no minimum oil quantity requirement for an engine in-flight start. However,

Engine Fuel Leak

According to the NNC an increase in fuel imbalance of 230 kg / 500 lbs or more in 30 minutes should be considered an engine fuel leak. However, bear in mind that

EMERGENCY DESCENT

NNC 0.x [Emergency Descent] PRIOR DESCENT - Advise ATC about rapid descent - Advise cabin crew using company SOP and call-outs DURING DESCENT - confirm heading and

Engine Bird Strike

! typical indications for an engine bird strike are audible thuds on the airframe, increase in engine EGT, engine surge, engine vibrations and unpleasant odors from

APU FIRE

Pulling the APU Fire Switch : closes the APU Fuel SOV closes the APU Bleed Air Valve trips the APU GCR and GCB closes the APU inlet Door arms the discharge squib

CABIN ALTITUDE WARNING or Rapid Depressurization

RAPID DECOMPRESSION outflow valve malfunction door operning structural damage (e.g. bomb explosion) SLOW DECOMPRESSION outflow valve malfunction presurization controller

AUTO FAIL/UNSCHEDULED-PRESSURIZATION CHANGE

AUTO FAIL or Unscheduled Pressurization Change P6-4F Loss of DC power on DC BUS 1/2 for > 3" Rate of cabin pressure change > 2,00 fpm SLE Cabin altitude

AIRSPEED UNRELIABLE

The following events may cause the air data to become invalid: pitot/static system blocked by protective covers installed for overnight stop pitot/static system

PARTIAL OR GEAR UP LANDING

FCTM 8.x [Partial or Gear Up Landing] - Do not spend too much time trying to clear a gear problem and meanwhile reducing the possibility of diverting to a more suitable