Fctm Flight Ops Tech Bulletins

Front 1

CFM56-7 Fuel Leaks

If a small amount of fuel is noticed leaking from the engine drain pad during push back and or engine start, ......


737-QAN-01

Back 1

the engine may be run at idle power for 5 minutes.
If the leak ceases before 5 minutes, the aircraft may be dispatched without maintenance action.

Front 2

Stuck "Mic" Transmit Switch

If a stuck microphone transmit switch is suspected, all Flight Crew should

737-TB-01

Back 2

immediately select the Flight Interphone (or nterphone) transmit position on their respective audio select panels.

Front 3

Integrated Standby Flight Display

737-TB-03

Back 3

The RST pushbutton does not perform the same function as the caging control on conventional gyro attitude indicators. Use the RST pushbutton only in response to the ATT:RST amber message.

Front 4

Two Engine Bleed Trip Off

737-TB-04

Back 4

737-800 operator reported the Flight Crew selected the Wing Anti-ice Switch ON while climbing through 33,000ft. This was followed by illumination of both the left and right BLEED TRIP OFF Lights.

Select the Anti-Ice Switch OFF and a
successful Bleed Trip Reset may be accomplished.

Front 5

Illumination of ENGINE CONTROL Light

737-TB-05

Back 5

If the EEC detects a fault inflight, no immediate Flight Crew indication is provided. Once the aircraft has landed and slowed below 30kt groundspeed for more than 30 seconds, the MASTER CAUTION light ENG annunciation, and ENGINE CONTROL light for the affected engine illuminate. Flight Crew must pay particular attention to the ENGINE CONTROL light prior to cancelling the MASTER CAUTION after landing. The appropriate maintenance personnel must be notified and the fault corrected prior to the next dispatch of the aircraft.

Front 6

Speed Brake Initiated Takeoff Configuration Warning

737-TB-07

Back 6

The Boeing 737 Preflight procedure and checklist include the step to check the Speed Brake in the “DOWN DETENT”.

If the speed brake handle is not in the down detent or the speed brake warning switch is not properly adjusted, the intermittent Takeoff Configuration Warning horn sounds.

Front 7

Common Engine Fire/Failure/Malfunction Procedure

AICC

737-TB-08 R6

Back 7

Announce,
• “Engine fire”
• “Engine failure”
• “Abnormal engine indications” or “Engine problem”

Identify,
Once control of the aircraft’s flight path is assured (minimum 400ft AGL), at the direction of the PF, the PNF is to refer to relevant non-normal indications and systematically determine the nature of the problem. EG "Engine 1 severe damage"

Confirm
PF; "Engine 1 severe damage confirmed" or
“Negative - re-identify the problem”

Commence
The PF determines which non-normal checklist is required and directs the PNF to call and action the checklist.

To be clear and unambiguous, the intent is to state the title of the required checklist as it appears in the QRH.

Front 8

Introduction of the New Display Glass Assembly for the
Honeywell Display Units (DU)

737-TB-09

Back 8

The current DU is on the left and the new DU is on the right which reduces reflected images on the display.

Front 9

Battery Bus Failure

737-TB-10

Back 9

On aircraft with a digital AC and DC Metering panel, illumination of the STANDBY POWER OFF light indicates that one or more of the following buses
are unpowered: AC Standby bus, DC Standby bus, or battery bus.
The STANDBY POWER OFF Non-Normal Checklist (NNC) calls for moving the STANDBY POWER switch to BAT.

This action powers the battery bus.

Think this was more of an issue on the Classic with analog AC and DC Metering Panel?

Front 10

Convective Weather Containing Ice Crystals
Associated with Engine Power Loss and Damage

737-TB-12

Back 10

Since ice crystals may not be detected by existing onboard weather radar systems, it is not possible to avoid all ice crystal conditions. However, normal thunderstorm avoidance procedures may help in avoiding high crystal content conditions. These include:

• Plan a flight path that avoids reflective regions of storm cells by at least 20 Nautical Miles

• Use the radar antenna tilt function to scan the reflectivity of storms ahead. Assess the height of the storms. Recognise that heavy rain below, typically, indicates high concentrations of ice crystals above

• Fly upwind of storms when possible

• The most effective procedure is to avoid flying over storm cells. Visible moisture at high altitude must be considered a threat since intense storm cells may produce high concentrations of ice crystals at cruise altitude.
Storm cells that do not produce visible moisture at cruise altitude may be overflown safely.

Front 11

Landing on Slippery Runways


737-TB-13

Back 11

The Boeing QRH advisory data provided to FAA operators is unfactored (no additional distance margin).

Operators are encouraged to add additional margin appropriate to their operations to ensure an acceptable landing distance is available.

Note: CAO 20.7.1B does not discriminate between preflight and inflight calculations therefore a factor of 1.67 (dry) or 1.92 (1.67 x 1.15) (wet) must
be applied at all times unless an emergency exists.

Front 12

Flight Crew Monitoring During Automatic Flight

737-TB-16

Back 12

If one LRRA provides erroneous altitude readings, the associated flight deck effects may typically include:

Large differences between displayed radio altitude.
• Inability to engage both autopilots in dual channel approach (APP) mode.
• Unexpected removal of the Flight Director Command Bars during approach on the pilot's side with the erroneous radio altimeter display.
• Unexpected Configuration Warnings after takeoff, during approach, or during go-around.
• Inappropriate Flight Mode Annunciation (FMA) indication of autothrottle RETARD mode during approach phase with the aircraft above 27ft AGL.
There will also be corresponding thrust lever movement towards the idle stop. The FMA will continue to indicate RETARD after the thrust levers
have reached the idle stop rather than change to ARM.

Front 13

Effects of Digital Selector Panel Failure (Digital Cabin
Pressure Control System) DCPCS


737-TB-17

Back 13

Discusses the failure of displays on the pressurization panel and the impact on flight and after landing.

Consider;
Unable to reset FLT ALT when final cruise altitude has changed.
Unable to reset LAND ALT when destination airport has changed:

Front 14

Specific Flight Crew actions required in response to
Volcanic Ash encounters


737-TB-18
Date : June 15, 2010

Back 14

Operational guidance about volcanic ash is divided into three parts:

Avoidance, requires planning, alternate routes, escape routes, stay upwind, radar is
ineffective

Recognition; Odour, Haze, Changing Engine, Airspeed, Pressurisation & Static Discharges

and Procedures; Inflight
Exit the ash cloud as quickly as possible.
If volcanic dust fills the flight deck, the Flight Crew may need to use oxygen.
Turn the autothrottle(s) off.
If conditions allow, reduce thrust to idle immediately.
Turn on continuous ignition, if available.
If an engine flames out or stalls, attempt to restart the engine(s).
Turn on engine and wing anti-ice devices and all air conditioning packs.
Start the Auxiliary Power Unit (APU), if available.
Monitor engine Exhaust Gas Temperature (EGT).
Monitor airspeed and pitch attitude.

& on the Ground
Refer to procedures listed in Bulletin

Front 15

Ice Crystal Icing


737-TB-20 R1
Date : October 8, 2012

Back 15

Until now, ice crystals at high altitude have not been thought of as a threat to aircraft because they do not lead to airframe icing. However, the industry has identified a condition in which solid ice particles can cool interior engine surfaces through melting and ice build-up. When the ice sheds, it can result in engine power loss or damage. Typically, the engine power loss has occurred at high altitude, in clouds, as the aircraft is flying over an area of convective weather where little or no weather radar returns were observed at the flight altitude. In other cases, flight altitude radar returns were observed and pilots followed standard thunderstorm avoidance procedures.

Ice Crystal Encounter Pilot Questionnaire
Most information about ice crystal icing has been gathered from meteorological studies, airline-provided pilot reports, and flight data. If you suspect you’ve experienced an ice crystal encounter, we’d like to hear about it.
Questionnaire in Bulletin.

Front 16

Multi Scan Weather Radar (WXR) Operation


737-TB-21
Date : December 1, 2011

Back 16

Top of Descent

Since the weather below the airplane flight path is not shown, before top of descent, select Manual mode and tilt the antenna down to determine if convective weather is present below the airplane flight path. Once the descent is started, reselect AUTO mode.

Front 17

Center Tank Fuel Pump LOW PRESSURE Light
During Taxi


737-TB-22
Date : December 14, 2011

Back 17

During turns, the center tank fuel pump inlets can be uncovered as the fuel is forced away from the inlets due to centrifugal force. After the airplane has stabilized and the fuel is no longer forced away from the inlets, if the LOW PRESSURE light(s) remain illuminated, automatic shutoff may have occurred. If more than 1000 pounds/453 kilograms of fuel remain in the center tank, the affected center tank fuel pump switch should be turned OFF, then ON, to
reactivate the fuel pump.

Front 18

Rejected Takeoff (RTO) Manoeuvre


737-TB-23
Date : January 31, 2012

Back 18

To ensure compliance with engine certification requirements, the RTO manoeuvre should be accomplished as a three-step manoeuvre: close the thrust levers, manually raise the SPEED BRAKE lever, and apply reverse thrust up to the maximum amount consistent with conditions.

Front 19

Upset Recovery


737-TB-24
Date : June 25, 2012

Back 19

To provide increased Flight Crew awareness of the Upset Recovery non-normal manoeuvre and the requirement to disconnect automation as the first step.

The Upset Recovery non-normal manoeuvre assumes that the airplane is not stalled. If the airplane is stalled, recovery from the stall must be done before upset recovery actions are taken.

Front 20

Thrust Reverser Operation


737-TB-25
Date: June 21, 1999

Back 20

The reverse lever position to initiate the stow command occurs at approximately four knob widths past the idle detent. If the reverse thrust levers are held between these two positions for more than approximately 8 seconds, the REVERSER lights will illuminate.

Cycling the thrust reverser will clear the REVERSER lights, reset the system and stow the reversers. The ENGINE CONTROL lights, if set, will require maintenance to clear.