Boeing B737-300/400 Notes




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Boeing B737-300/400 Notes


Training Notes by Eric Parks
Copyright  2001-2002 Eric Parks

Disclaimer: NOT approved by US Airways B737-3/400 Flight Training Dept.
For study only, use at own risk, last update – 04/17/02
These notes are intended to be used in conjunction with the

Flight Operations Manual and Boeing B737-3/400 Pilots Handbook.

As always, the FOM, PH and the

US Airways Boeing B737-3/400 Training Department are your final authorities.

For corrections, suggestions or comments email: eparks@compuserve.com


Welcome aboard the -300!
If it ain’t Boeing, I ain’t going”
You can slow down or you can come down

but you can’t slow down and come down!”

Table of Contents


Table of Contents 2

Non-Memory Limits (PH 2.x): 9

Captain Flows
10


Systems 11

Emergency (PH 1.x) 11

Warning Systems (PH 5.35.x) 11

Light color legend 11

Master Fire Warning and Master Caution 11

Ice & Rain (PH 6.x) 12

Electrical (PH 7.x) 14

Fire Protection (PH 8.x) 18

Fuel (PH 9.x) 21

Pneumatics, Air Cond. & Pressurization (PH 10.x) 23

Dual Bleed Light 24



Hydraulics, Brakes & Landing Gear (PH 11.x) 30

Flight Controls (PH 12.x) 35

Autoslats: When slats are in the Extend (Intermediate) position with flaps 1 - 5, they can be extended automatically when near a stall. This is normally powered by “B” hydraulics. The autoslat system has dual channels. If a single channel failure occurs there is no loss of capability. Single channel failure will be shown during MASTER CAUTION recall. If both channels are lost the AUTO SLAT FAIL light will illuminate. 38

PTU: The autoslat operation can be powered by “A” hydraulic through the PTU (Power Transer Unit) if B engine pump fails. The PTU transfers power but not fluid. The PTU is started if loss of pressure on the B engine pump is sensed. This PTU only transfers power in one direction, from A to B. 38

Ground Speed Brakes: When armed the speed brake handle will automatically deploy on landing, raising all spoiler panels (including Flight spoilers). All spoiler panels will automatically extend fully on landing with speed brake handle in ARMED position, thrust levers in idle and indication of a correct combination of wheel spin-up or wheel spin-up and ground sensing is present. To arm Speed Brakes prior to landing pull handle up out of detent and back slightly until Green SPEED BRAKE ARMED light comes on. 38



Instrument/Nav/Comm (PH 13.x.x) 41

IRS (PH 13.37.x) 41

Instrument Transfer Switching (PH 13.27.x) 43

VHF NAV (PH 13.19.x) 43



Auto Flight (PH 14.x) 44

Oxygen (PH 15.x) 48

Powerplant & APU (PH 16.x) 49

Reversers 49



FMS (PH 13.57 to 13.119) 51

FMC 101 53

“Manual” 53

“Autoflight” 53

“Computer Guided” 53



Hands On 55

Waypoints 55

Conditional Waypoints 56

Enter At Own Risk 56

Uh-Oh! 56

Pages and Pages and Nothing to Read 57

The Theory of Discontinuity 57

The Slash Thing 58

Key to the Whole Thing 58

Getting That Boeing Going - Initialization 65

Going Vertical 68

Reroutes 71

Procedures & Maneuvers (PH 18) 74

Takeoff 74

RNAV Departure 75

Approaches 76

The Drill” 78

Slowing down and coming down –or– How to avoid that flyby 78

Go-Around/ Missed Approach (PH 18-70-x) 79

Windshear 80

EGPWS 82

Precision Approaches 83

CAT II/IIIA Approaches 84

Non-Precision Approaches 86

Tips and Tricks 88

FOM Stuff 89

Logbook Stuff 97

Line Fixes 98



Authors notes:
These notes are not intended to be a comprehensive look at every aspect of the 737-300/400. I only intend them to cover the basics. I hope they help in studying for initial or recurrent or as a quick reference during line operations. They are written from the view point of a US Airways line pilot because that is who I am. I have included what I find helpful and left out what I thought obvious or too obscure. There are pilots at US Airways that have been in the 737-300/400 Training Dept. longer than I have been with the airline! So if you find something that you feel should be included or corrected please let me know, I am always seeking to “improve the product”.
Eric Parks,

eparks@compuserve.com


Note: Express permission is given to distribute these notes free of charge under the following conditions:

Note: Copy shops may distribute and charge for cost of copies alone, no charge for the content allowed.


Trust in the LORD with all thine heart; and lean not unto thine own understanding. In all thy ways acknowledge him, and he shall direct thy paths. Proverbs 3:5,6

Limits

(memory items in bold italics, U stands for US Airways imposed limit)


Note: additional limits are listed in PH, this is reduced to memory limits
Weight Limits (PH 2.2)





B737-300 (B1)

B737-300 LR (B2)

B737-400

Max Taxi:

135,500 lbs.

139,000 lbs.

143,000 lbs.

Max Takeoff:

135,000 lbs.

138,500 lbs.

142,500 lbs.

Max Landing:

114,000 lbs.

114,000 lbs.

121,000 lbs.

Max Zero Fuel:

106,500 lbs.

106,500 lbs.

113,000 lbs.

Seats:

126 (12-114)

126 (12-114)

144 (12-132)


Note: when fuel is loaded in Aux fuel tank the Max. Zero Fuel Wt. must be reduced by the weight of the aux fuel.

Operation Limits (PH 2.3)
Max 90° crosswind component (including gusts)

for Takeoff and Landing: 29 knots (U)


Max 90° crosswind component (including gusts)

for Landing when visibility is less than ¾ mile

or RVR 4000, runway less than 7000 ft.

and runway wet or contaminated: 10 knots (U)


Max 90° crosswind component (including gusts)

For CAT II/III: 10 knots (U)


Limiting tailwind component for takeoff and landing: 10 knots
Max operating altitude: 37,000 ft.
Max flap extension altitude: 20,000 ft.
Speed Limits (PH 2.4)
VMO VMO pointer
MMO .82
Turbulence 280 kts./.73M

Note: in severe turbulence below 15,000’ and below max landing weight aircraft may be slowed to 250 kts. in clean configuration (PH 3a-13-3)
Max. speed with Mach Trim INOP .74M
VLO (extension) 270 kts./.82M
VLE 320 kts./.82M
VLO (retraction) 235 kts.
Max Flap Operating Speeds:


Flaps Setting

-300

-400

1

230 kts.

250 kts.

2

230 kts.

250 kts.

5

225 kts.

250 kts.

10

210 kts.

215 kts.

15

195 kts.

205 kts.

25

190 kts.

190 kts.

30

185 kts.

185 kts.

40

158 kts.

162 kts.

Alternate flap system




230 kts.

Max speed with Window Heat INOP below 10,000 ft.

or any altitude where bird strike is likely: 250 kts.

Ice & Rain Protection (PH 2.6)
Engine anti-ice must be on during all ground and flight operations when icing conditions exist except during climb and cruise when the temperature is below:

-40° C SAT.
Icing conditions exist on ground: OAT 10° C (50° F) or below

Icing conditions exist in flight: TAT 10° C (50° F) or below




Electrical (PH 2.8)
CSD : Amber HIGH OIL TEMP light


Max Gen Loads

Engine Gen load

Max APU inflight

Max APU ground

-300

125 amps

125 amps

150 amps

-400

140 amps

140 amps

160 amps

T/R voltage range: 24 to 30 volts


Max T/R load (with cooling): 65 amps
Max T/R load (without cooling): 50 amps
Battery voltage range: 22 to 30 volts

Fuel (PH 2.9)
Max fuel temp. +49 C
Min. fuel temp. –37 C (U)
Each Main tank: 10,000 lbs.
Center Tank: 15,500 lbs.
-300 aux. 2,800 lbs.

-400 aux. 3,300 lbs.


Max allowable fuel imbalance between Mains: 1000 lbs.

Pneumatics, Air Conditioning & Pressurization (PH 2.10)
Max external air pressure: 60 psi
Max Dispatch Altitude with one pack INOP: 25,000 ft. (U)
Max pressurization differential: Red Radial
Max cabin differential for landing: .125 psi
Hydraulics, Brakes & Landing Gear (PH 2.11)
Min fuel for ground operation of electric pumps: 1,676 lbs.

Relief valve pressure: Upper Red Arc



Powerplant (PH 2.15)
Maximum: Red Radial (upper)

Cautionary Range: Yellow Arc

Normal Operating Range: Green Arc

Minimum: Red Radial (lower)








Max EGT Limits:




Takeoff

Red Radial

5 mins.

Takeoff

Red Radial + 10 C

Transient, 20 secs.

Max Continuous

Green Arc

Continuous

Starting (ground & flight)

725 C

-




Engine Oil Pressure:

Normal range:

Green Arc

Minimum:

13 psi

If engine oil pressure is in the yellow band with

takeoff thrust set , do not takeoff.




Engine Oil Temperature:

Normal Operating range

Green Arc

Allowable for 15 mins:

Yellow Arc

Maximum:

Red Radial

Starting Pressures – Minimum prior to Starter Engagement:



30 PSIG at sea level, decreasing ½ PSIG per 1,000 feet above sea level
Starter Duty Cycle - First Attempt: 2 min. ON, 20 sec. OFF

Second Attempt: 2 min. ON, 3 min. OFF


Engine RPM - Max N1: Red Radial, Max N2: Red Radial


Maximum APU operating altitudes:

APU Bleed with electrical load:

10,000 ft.

APU Bleed:

17,000 ft.

APU Electrical Load:

35,000 ft.

Maximum APU Operating Altitude:

35,000 ft.
APU (PH 2.16)
Normal EGT: Green Arc

Maximum EGT: Red Radial



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