Boeing 737 NG ENGINEERING CONTINUATION TRAININGcbt.altitudeglobal.aero/Files/A16 Boeing 737 NG Q34...

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Boeing 737 NG ENGINEERING

CONTINUATION TRAINING

Q3 & Q4 2018

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Contents:

1 INTRODUCTION

2 737 AIRWORTHINESS DIRECTIVES

3 737 UK MAINTENANCE RELATED MOR

4 PROCEDURES REVIEW

5 900 DIFFERENCES

FOR REFERENCE ONLY

1. Introduction Welcome to a second instalment of the new module for the introduction of the Boeing 737NG to the Altitude Global Part 145 capability. Included are MOR & AD’s for the period June 2018-Dec 2018.

2. B737 NG Airworthiness Directives The following pages lists the Boeing 737 NG AD’s issued from June 2018 to Dec 2018. If a full listing is required, they can be found on the EASA website (http://ad.easa.europa.eu) or you can navigate from the Quality Tab on TechCom. Some superseded and superseding ADs have not been included as there is no material change.

EASA AD No.: 2018-0211 Airworthiness Directives can be viewed at http://ad.easa.europa.eu/

ATA 72 Engine – Fan Blades – Inspection

Manufacturer/s: SAFRAN Aircraft Engines

Applicability CFM56-7B20, CFM56-7B22, CFM56-7B22/B1, CFM56-7B24, CFM56-7B24/B1, CFM56-7B26, CFM56-7B26/B1, CFM56-7B26/B2, CFM56-7B27, CFM56-7B27/B1, CFM56-7B27/B3, CFM56-7B20/2, CFM56-7B22/2, CFM56-7B24/2, CFM56-7B26/2, CFM56-7B27/2, CFM56-7B20/3, CFM56-7B22/3, CFM56-7B22/3B1, CFM56-7B24/3, CFM56-7B24/3B1, CFM56-7B26/3, CFM56-7B26/3B1, CFM56-7B26/3B2, CFM56-7B27/3, CFM56-7B27/3B1, CFM56-7B27/3B1F, CFM56-7B27/3B3, CFM56-7B26/3F, CFM56-7B26/3B2F, CFM56-7B27/3F, CFM56-7B20E, CFM56-7B22E, CFM56-7B22E/B1, CFM56-7B24E, CFM56-7B24E/B1, CFM56-7B26E, CFM56-7B26E/B1, CFM56-7B26E/B2, CFM56-7B27E, CFM56-7B27E/B1, CFM56-7B27E/B3, CFM56-7B26E/F, CFM56-7B26E/B2F, CFM56-7B27E/F, CFM56-7B27E/B1F, CFM56-7B27A, CFM56-7B27AE and CFM56-7B27A/3 engines, all serial numbers (s/n). These engines are known to be installed on, but not limited to, Boeing 737-600, 737-700, 737-800 and 737-900 aeroplanes.

Reason: An occurrence was reported of fan blade failure on a CFM56-7B engine. The released fan blade was initially contained by the engine case, but there was subsequent uncontained forward release of debris and separation of the inlet cowl. Preliminary investigation determined that the event was due to a fracture in the blade, which had initiated from the fan blade dovetail.

http://ad.easa.europa.eu/


FOR REFERENCE ONLY

US AD No.: 2018-20-13 Airworthiness Directives can be viewed at http://ad.easa.europa.eu/

ATA 28 [Correction] Fuel - Motor-Operated Valve Actuators - Replacement / Maintenance or Inspection Program - Revision

Manufacturer/s: The Boeing Company

Applicability Model 737 airplanes, excluding Model 737-100, -200, -200C, -300, -400, and -500 series

Reason: This AD was prompted by reports of latently failed motor-operated valve (MOV) actuators of the fuel shutoff valves. This AD requires replacing certain MOV actuators of the fuel shutoff valves for the left and right engines (on certain airplanes) and of the auxiliary power unit (APU) fuel shutoff valve (on Model 757 and Model 767 airplanes); and revising the maintenance or inspection program to incorporate certain airworthiness limitations (AWLs). We are issuing this AD to address the unsafe condition on these products.


ATA 28 Fuel - Maintenance or Inspection Program - Revision


Applicability This AD applies to The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes, certificated in any category, line numbers 1 through 6899 inclusive.

Reason: This AD was prompted by significant changes made to the airworthiness limitations (AWL) related to fuel tank ignition prevention and the nitrogen generation system. This AD requires revision of the maintenance or inspection program, as applicable, to include the latest revision of the AWLs. We are issuing this AD to address the unsafe condition on these products.



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ATA 55 Stabilizers - Horizontal Stabilizers - Inspection


Applicability This AD applies to all The Boeing Company Model 737-600, -700, -700C, -800, -900, and 900ER series airplanes, certificated in any category.

Reason: AD 2016-13-16 required an inspection or records check to determine if affected horizontal stabilizers are installed, related investigative actions, and, for affected horizontal stabilizers, repetitive inspections for any crack of the horizontal stabilizer rear spar upper chord, and corrective action if necessary. This AD requires retaining the requirements of AD 2016-13-16, with revised service information that clarifies the inspection areas and serial number information of the horizontal stabilizer. This AD was prompted by reports of a manufacturing oversight, in which a supplier omitted the required protective finish on certain bushings installed in the rear spar upper chord on horizontal stabilizers, which could lead to galvanic corrosion and consequent cracking of the rear spar upper chord. We are issuing this AD to address the unsafe condition on these products.

EASA AD No.: 2018-0259

Airworthiness Directives can be viewed at http://ad.easa.europa.eu/

ATA 46 Information Systems – Electronic Flight Bag Universal Serial Bus Receptacle – Modification

Manufacturer/s: Fokker Services B. V.

Applicability Fokker F27 Mark 050, F28 Mark 3000, F28 Mark 0070 and F28 Mark 0100 aeroplanes; Airbus A318, A319, A320, A321, A330 and A340 aeroplanes; Avions de Transport Régional (ATR) ATR42 and ATR72 aeroplanes; Boeing 737, 757, 767 and 777 aeroplanes; and Bombardier (formerly Canadair) CL-600 and (formerly De Havilland Canada) DHC-8 aeroplanes; as identified in Appendix 1 of this AD.

Reason: Several occurrences on various aeroplanes have been reported of smoke and fumes in the cockpit, due to overheating of an Electronic Flight Bag



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(EFB) USB receptacle, which had been installed by FS Supplemental Type Certificate (STC), SB, or minor modification, either an Engineering Change Request (ECR) or Compliance Record Report (CRR), as applicable. Investigation results revealed that each of these events was caused by a short circuit in the EFB charging cable.

2. 737 NG UK Maintenance Related MOR’s

The following are maintenance related MOR from the UK CAA MOR digest. As the

information is protected and strictly controlled by the UK CAA, it is respectfully requested that this information is not circulated.

“No part of the MOR publication may be reproduced or transmitted outside of the organisation without the express permission in writing of the Civil Aviation Authority Safety Data Office.”

ATA 28 Significant shorting and burning present during wing re-fuel panel gauge overhaul.

"A component was removed from B737 due to the Re-Fuel Panel Gauge not illuminating. When this was received, the unit was noted to have significant burning present which is concerning due to the locality of the component when installed on the aircraft and that it is related to the fuel system. There are no specifics for CDCCL or SFAR 88 listed in the AMM for this particular component, however it is still concerning.

CAA Closure:

Root Cause: Loss of inert air from inside the body of the indicator allowed moisture to ingress and cause oxidisation of the internal components. This caused a small short circuit inside the unit and presented the defect. Remedial Action(s) Taken: Gauge replaced. Operator has introduced a softlife programme for FQIS to be removed and tested."

ATA 27 Missing #6 flap transmission mounting hardware.

During a pre-flight walkaround by myself on a 'spin' of the aircraft, I happened to notice a bolt-tail protruding from a drain hole in the #6 flap carriage aft fairing. Upon further inspection, I found a couple more bolts sat against a rib inside the flap fairing sitting directly below the flap transmission assembly. The aft flap fairing was removed to assist with further detailed inspection of the area to find the source of the missing fasteners. After removing the fairing, I found a further 2 bolts, nuts and washers loose in the fairing. A total of x6 bolts (x3 3/8 bolts that attach the vertical flange of the transmission to the carriage mount on the inboard side and x3 1/4 bolts that attach on the inboard side of the mount through the transmission assy.) the outboard attachments of the flap transmission are all fitted while all of the attachments on the inboard side are missing.

FOR REFERENCE ONLY

ATA 24 Generator no. 2 disconnected due to oil temperature being high.

Oil temp high on generator drive no2, and increasing, QRH actioned and APU started, Autopilot switched to other side and APU put on Bus 2. With advice of Engineer drive was disconnected. Mel consulted 3 day limit on use of APU as generator The aircraft was at FL350 (limitation) and the flight plan changed to Northerly so we descended to FL340. The Crew followed the correct procedure. The #2 Engine generator CSD is now INOP, APU generator to be used in flight and it has a 3 Day limit. Engineering inspected the aircraft and the #2 CSD filter was found to be contaminated along with the CSD unit. The pipework and Oil Cooler was replaced and a TLP has been attached to this report for work completed.

ATA 32 One of the wheel jacks sunk into tarmac and as a result the aircraft weight was only carried by one side of the aircraft. Additional inspections required.

During maintenance to replace a brake unit on B737-800 ***** the rh Mlg was jacked up and the #4 Mainwheel removed. When the brakes were released to drop the pressure to replace the brake, the Jack started to sink into to the tarmac and the rear of the jack Lifted. The jack was removed and This left the a/c weight on the RH side on the #3 wheel only. The a/c will now require additional maint and inspections. No damage was evident to the a/c at the time of the incident. #3 mainwheel will be replaced and axle inspections will be carried out as required. Manchester airfield ops and duty manager have been made aware and have attended. They will be raising their own ASR. No personnel were injured in this incident.

ATA 35 Crew oxygen bottle valve not open.

Crew report before departure "no crew oxygen flow". Found valve not open after replacement. Opened crew oxygen bottle and lock wired valve. Tested crew oxygen system I.A.W. AMM: 35-12-00-700-801 REV.66

ATA 32 Nose wheel steering issue at low speed due to incorrect assembly of the nose gear during installation.

Pilot reported: At slow speeds it is nearly impossible to straighten the nose wheel with the pedals. Action: Steering cables NWS A/B found twisted around each other inside the L/H trunnion pin: cable loop system released and adjusted as required. Note: this must have happened at the last nose gear ASSY install.

ATA 76 CB left pulled. Engine failed to start.

On arrival at aircraft engineer was conducting a number of checks after replacing No1 engine start switch. During preflight failed to spot pulled CB relating to Eng No1 ignition system. SETO as normal but upon reaching RW threshold ENG 1 failed to start (no EGT rise). QRH actioned. After consultation with engineers it was discovered the CBs were not reset after maintenance action. After motoring engine to purge fuel start was satisfactory.

FOR REFERENCE ONLY

ATA 27 Spanner found near flight control column.

A 1/4" combination spanner fell onto the floor when the R/H upper nose wheel well pressure panel (114AC) was removed during heavy maintenance. The spanner has ***** engraved. on it.

ATA 71 Rag found in fan cowl area.

We received a call from red handling to say that RWY had a “rag in the engine”. Found a rag in area fan cowl latches eng # 2. AC delayed.

ATA 20 Chaffed cables found behind bottom P18 circuit breaker panel.

***** is currently on maintenance at *******, Several wires found chaffed behind bottom P-18 circuit breaker panel at floor level. Cables chaffing against lightning hole / cable feed thtough point at rear of panel. Damaged cables found to be free floating and not secured to main loom, allowing cable movement during normal aircraft operation. Job card ***** raised for rectification. ATA 73 Aircraft operated the previous two sectors with EEC MEL action not in accordance with the MEL.

Aircraft had returned to stand at LGW on previous flight due to EEC ALTN on starting number 2 Engine, leading to Tech Log Aircraft Status Sheet entry: After Start, #2 Engine in ALTN mode, aircraft to operate IAW MEL 73-11-01 with both Engines selected to ALTN Incoming CP gave detailed summary of issue and operational considerations, but mentioned that the EECs has been left in ALTN ON position (whereas the hard ALTN position has no ON indication). On entering the FCC, the guarded EEC switches were found to be in the normal ON position, and the FO and attending engineer stated that they had not touched these switches. 2 further phone calls to the incoming CP confirmed that the aircraft had operated the previous 2 sectors with the EEC switches in the ON position, with the crew believing that they were in ALTN (This was later supported by that crew stating that on the subsequent engine starts, no Master Caution or ALTN light had illuminated). [I suspected that prior to its first flight of the day, the EEC switches could have been left in the ALTN position (possibly due to engineering trouble-shooting following other reported DEU issues, or incorrect crew procedures, or another reason), and due to the subtle blank indication of the switches, hadn't been picked up by the PF in the Preliminary pre-flight scan. On the first Engine Start, this would have resulted in the Master Caution and ALTN illumination. It then seemed that in the subsequent MEL operational action, the EEC switches had been incorrectly switched to ON where they remained.] Due to the above, I asked both the local engineer and Maintrol if the ASS entry could be cleared, for the following reasons: To avoid, if possible, the required full thrust take-off, on a wet runway with moderate rain, at ferry weight to a low expected SID initial altitude (with added adjustment and monitoring of thrust on a short take-off roll) To avoid added MEL operational procedures (as we were significantly delayed) To be able to report further (and possibly avoid the now-planned DEU replacement post-flight) The aircraft had just operated 2 sectors with EECs ON with no indicated malfunctions. This request was turned down by the local engineering team, who asked that the aircraft was dispatched in accordance with the MEL. Whilst not in agreement with this decision, it was accepted by the crew. An Engineering Manager then entered the FCC to enquire about

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the problem. He interrupted the CP, in a manner later described by the FO as excessively condescending When the CP stood, and requested a private conversation on the airbridge, the Manager refused, using an expletive. He then physically blocked the CP's exit from the FCC, before leaving the aircraft and returning to his car. The CP twice requested that he return to discuss the issue, but he refused. The aircraft took-off (in accordance with the MEL) approximately 2 hours late. Info - FM, FSO,

ATA21 Aircraft aircon pack critical components not assembled correctly with missing parts.

B737-800 aircraft ***** is currently on C1 check + 6yr at ******, On disassembly (AMM 21-51-04-1) of #1 Air Conditioning Pack (L/H), it was discovered that the V Band Clamp (Part No. *****) attaching the discharge end of the Air Cycle Machine was not correctly connected, despite the fastening having been done up tight. Furthermore, the V Band Clamp had its Crushable Seal missing (Part No.*****). On further inspection of the area directly above the Air Cycle Machine, the tie rod attachment bolt for the air cycle machine had not been correctly installed. The Bolt was not done up tight and the attaching nut was not in safety.

ATA 27 Aileron cable found damaged during inspection due to incorrect installation.

During gvi of w/w on a-******, aileron cable absa-r1 found Damaged. Event reported to b1. During investigation noted cable wrongly installed. Aileron cable absa-r1 replacement required.

ATA36 Nr.2 Engine, bleed air sense tube from bleed air regulator found chafed through.

FAircraft B737-800 **** was undergoing maintenance at *******, whilst on this maintenance input the following was found; Whilst carrying out the bleed air system health check on #2 engine, sense tube part # ****, connected to bleed air regulator found disconnected and chafed through. Further inspection of associated parts also revealed reducer part # ****** also badly chafed.

ATA29 Engine Driven Pump installation incorrect.

During replacement of the #1 engine CSD it was noted that the electrical receptacle on the EDP for that engine was loose and there appeared to be X3 securing screws sheared, (*** pump). A replacement pump was ordered and installed IAW AMM 29-15-11 and on completion of maintenance on that engine an attempt was made to close the fan cowls. It became apparent that there was interference between the EDP depressurisation solenoid electrical plug and the latch fitting of the outboard fan cowl which prevented the cowl from closing. Powerplant were made aware of the situation via tech assist. Further investigation found that the orientation of the QAD adaptor plate was incorrect and required adjustment along with associated hyd plumbing. Initial pump replacement c/o and subsequent investigation/rectification on WO. The damaged pump has been routed to stores and will be held in quarantine until further notice.

FOR REFERENCE ONLY

4. Procedures Review Due to time to print differences between this publication and current published technical matter, it has been decided to no longer reference changes to individual operators’ technical notices and procedures. This information will of course still be readily available via TechCom or the individual operators’ systems. If you are having difficulty in accessing any of this information, please contact your local supervisor or STN tech library.

-END-

These notes are for information and training use ONLY and are NOT subject to amendment or alteration.

Always use the correct and current aircraft maintenance manuals relevant to the

aircraft and operator.

These notes are not intended to be used to carry out maintenance on the aircraft.

!!!!

Altitude Global Limited - Training Notes

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General

Many airplanes have the rounded aft pressure bulkhead. Some airplanes have the flat aft pressure bulkhead. The flat bulkhead gives more interior space in the fuselage.

737 GENERAL -- STRUCTURES - FUSELAGE - AFT PRESSURE BULKHEAD737 GENERAL -- STRUCTURES - FUSELAGE - AFT PRESSURE BULKHEAD


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737 GENERAL - STRUCTURES - FUSELAGE - AFT PRESSURE BULKHEAD

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