GENERAL INFORMATION GENERAL INFORMATION (CONTINUATION)

4 INTRODUCTION 35 P8 AFT ELECTRONICS PANEL

5 MAJOR 737MAX CHANGES 36 P5 AFT OVERHEAD PANEL
7 RANGE 37 P5 FORWARD OVERHEAD PANEL
38 ELECTRONIC EQUIPMENT COMPARTMENT
STRUCTURES 39 ELECTRONIC EQUIPMENT RACK E1
10 INTRODUCTION 41 ELECTRONIC EQUIPMENT RACKS E2, E3, AND E4
11 DIMENSIONS 43 ELECTRONIC EQUIPMENT RACK E5
12 FUSELAGE REFERENCE DIMENSIONS 45 LOADABLE SOFTWARE
16 WING REFERENCE DIMENSIONS 47 APU OPERATION
17 HORIZONTAL STABILIZER REFERENCE DIMENSIONS 48 EQUIPMENT COOLING
18 AFT PRESSURE BULKHEAD 49 HYDRAULIC POWER OPERATION
19 WINGS - WINGLET 51 BITE - INTRODUCTION
53 BITE - CDU BITE
LEAP 1B ENGINE 55 TIME LIMITS/MAINTENANCE CHECKS
21 NACELLES-PYLONS 57 AIRPLANE LIFTING
22 POWER PLANT INTRODUCTION 65 LEVELING
23 POWER PLANT ENGINE HAZARDS 69 TOWING
73 PARKING
GENERAL INFORMATION 75 PLACARDS AND MARKINGS
29 FLIGHT CONTROL SURFACES 79 SERVICING
30 FLIGHT COMPARTMENT PANELS
31 MAIN INSTRUMENT PANELS DOCUMENTATION
32 GLARESHIELD PANELS 82 MAINTENANCE DOCUMENTS
P2 CENTER INSTRUMENT PANEL AND P9 FORWARD 87 INTERACTIVE FAULT ISOLATION MANUAL
33
ELECTRONICS PANEL
34 CONTROL STAND
BOEING 737 MAX

This section introduces you to the 737 airplane. You will see general data This section also shows you how to do these tasks:
about these topics:
• Electrical power application
• Range
• Hydraulic power application
• Dimensions
• Equipment cooling operation
• Engines
• Radio and intercom operation
• Flight controls
• Towing
• Doors
• Control display unit (CDU) operation.
• Flight compartment panels

• Electronic equipment rack configuration

• Electrical.
MAJOR 737 MAX CHANGES

PRINCIPAL CHARACTERISTICS • Larger engine composite fan blades

The following changes were made to the 737 MAX model compared to • Redesigned engine nacelle and strut
older variants:
• Redesigned winglets
• Longer tailcone
• Fly-By-Wire flight spoilers
• Aft body vortex generators removed
• Direct lift control for spoilers
• APU cooling eductor removed
• New APU inlet and door
• Strengthened wing, fuselage and stabalizers
• Strengthened landing gear
• Large format displays

• Electrical landing gear selector

• Relocated PSEU, WXR and FQPU

• Nose landing gear 8" longer

• Longer nose landing gear doors

• Redesigned forward equipment compartment

• 800 NG A/C (air condition) in all models

• Digital bleed air control system

• Updated CFM56 Leap-1B engines

MAJOR 737 MAX CHANGES
RANGE

INTRODUCTION

The 737 is a two-engine airplane. The 737 is for short

to medium range flights.

The 737MAX-200 is a 737MAX-8 with high density

seating. The 737MAX-BBJ (Boeing Business Jet) is a
737MAX with auxiliary fuel tanks for extended range.

FEATURES

There are many new changes to the 737. These new

changes increase the airplane payload, and range.
RANGE

MAX- BBJ BBJ BBJ

AIRPLANE MAX-7 MAX-8 MAX-9
200 MAX-7 MAX-8 MAX-9

PASSENGERS OF UP
172 189 220 200 8 8 8
TO

3,595 6,827 6,153 6,017

3,800 3,620 3,620
RANGE NM NM NM NM
NM NM NM
(approximate) 6,657 12,618 11,372 11,121
7,037 KM 6,704 KM 6,704 KM
KM KM KM KM
41,000 41,000 41,000 41,000 41,000 41,000
41,000
FT FT FT FT FT FT
SERVICE CEILING FT 1
12,497 12,497 12,497 12,497 12,497 12,497
2,497 M
M M M M M M
INTRODUCTION

GENERAL

The following ATA chapters are assigned to these

parts of the airplane:

• General Structural Practices, Procedures and

Typical Repairs (51)

• Doors (52)

• Fuselage (53)

• Pylon (54)

• Stabilizers (55)

• Windows (56)

• Wings (57).
DIMENSIONS

GENERAL

These are the general dimensions of the airplane.

DIMENSION FEET METERS

WING SPAN WITH 117 FT

35.9 M
WINGLETS 10 IN

HOR STAB SPAN 47 FT 1 IN 14.4 M

HEIGHT 40 FT 4 IN 12.3 M

LENGTH-7 116 FT 9 IN 35.6 M

LENGTH-8 129 FT 6 IN 39.5 M

LENGTH-9 138 FT 2 IN 42.1 M

FUSEL AGE REFERENCE DIMENSIONS

GENERAL

Dimensions give locations on the fuselage. The scale

for each dimension is inches. Use these dimensions
to find components on the fuselage:

• Body station line

• Body buttock line

• Water line.

The body station line (STA) is a horizontal dimension.

It starts at station line zero. The nose of the airplane
is station 130. Measure the body station line from a
vertical reference plane that is forward of the
airplane.

The body buttock line (BL) is a lateral dimension.

Measure the buttock line to the left (LBL) or right
(RBL) of the airplane center line. The water line (WL)
is a height dimension. Measure the water line from a
horizontal reference plane below the airplane. Water
line 208.1 is the top of the cabin floor.
FUSEL AGE REFERENCE DIMENSIONS
FUSEL AGE REFERENCE DIMENSIONS
FUSEL AGE REFERENCE DIMENSIONS
WING REFERENCE DIMENSIONS

WING REFERENCE DIMENSIONS

The wing has two reference dimensions. These

reference dimensions give wing locations in inches.
Measure each location from buttock line 0. These are
the wing reference dimensions:

• Wing station (WS)

• Wing buttock line (WBL)

Measure the wing station perpendicular to the wing

chord plane.

Measure the wing buttock line parallel to the

fuselage.
H O R I Z O N TA L S TA B I L I Z E R R E F E R E N C E D I M E N S I O N S

HORIZONTAL STABILIZER REFERENCE DIMENSIONS

The horizontal stabilizer has three reference

dimensions. These reference dimensions give
horizontal stabilizer locations in inches. Measure
each location from buttock line 0. These are the
horizontal stabilizer reference dimensions:

• Stabilizer station

• Stabilizer leading edge station

• Elevator station.

Measure stabilizer stations perpendicular to the

horizontal stabilizer rear spar.

Measure stabilizer leading edge stations

perpendicular to the horizontal stabilizer leading
edge.

Measure elevator stations perpendicular to the

elevator hinge centerline.
AFT PRESSURE BULKHEAD

GENERAL

The -8 and -7 airplanes have the rounded aft

pressure bulkhead. The -9 airplanes have the flat aft
pressure bulkhead. The flat bulkhead gives more
interior space in the fuselage.
WINGLET

GENERAL

The upper and lower blades of the winglets are

carbon fiber monoque construction.

The leading edge torque box for the two blades is a 3

spar laminate. The trailing edge panels are
composite with a honeycomb interior for strength.

The trailing edge panels are mechanically connected

to the leading edge torque box. The trailing edge
panels have an attachment for static discharger
mounting bases and a trailing edge tip lightning
strike diverter.

The tip cap for the upper blade is aluminum. The tip
cap for the lower blade is a LED marker light.

The forward position light is in the leading edge of

the upper blade. The anti-collision light is in the
leading edge of the lower blade.
NACELLES - PYLONS

GENERAL
The nacelle is the fairings and the components that surround the engine.
The nacelle gives an aerodynamically smooth surface to the strut and
engine. The nacelle also contains these items:
• Inlet cowl
Nacelle stations and waterlines give locations on the nacelle-pylon. The
scale for nacelle stations and waterlines is inches.
The station line is a horizontal dimension. It starts at station line zero.
The water line is a height dimension. You measure the water line from a
horizontal reference plane below the nacelle-pylon.

• Fan cowl

• Fan duct cowl and thrust reverser

• Primary exhaust nozzle

• Exhaust plug.

The pylon is the strut that attaches the engine to the wing. The strut
contains these items:

• Fuel lines

• Electrical harnesses

• Hydraulic lines

• Pneumatic ducts

• Fairings

• Fire overheat detector/extinguish lines.

POWER PLANT

GENERAL

Two CFMI LEAP-1B engines supply thrust for the

airplane. The engines also supply power for these
systems:

• Electric

• Hydraulic

• Pneumatic.

The LEAP-1B is a high bypass ratio, dual rotor, turbo

fan engine. The engine uses the latest technology to
bring increased fuel economy, high reliability and low
noise operation.
ENGINE HAZARDS

GENERAL INLET SUCTION

It is dangerous to work around engines. Use the entry/exit corridor when
the engine is in operation. Also, stay out of the inlet and exhaust areas
when the engine is in operation.
Make sure that you do a walk for foreign object in front of and around
the engine intake area before you start the engine. When you see an anti-
collision light on, an engine is in operation or will start.
Engine inlet suction can pull people and large objects into the engine. At
idle power, the inlet hazard area is a 10.6 ft (3.2 m) radius around and 4.5
ft (1.4 m) aft of the inlet. If the wind is over 25 knots, increase the inlet
hazard area by 20 percent.
WARNING: IF THE WIND IS OVER 25 KNOTS, INCREASE THE INLET HAZARD AREA
BY 20 PERCENT.

These are the hazards around an engine in operation: EXHAUST HEAT

• Inlet suction The engine exhaust is very hot for long distances behind the engine. This
can cause injury to personnel and damage to equipment.
• Exhaust heat

• Exhaust velocity

• Engine noise.

CAUTION: PERFORM A FOD WALK-AROUND IN FRONT OF AND AROUND THE

ENGINE INGESTION AREA PRIOR TO ENGINE START.
ENGINE HAZARDS

EXHAUST VELOCITY The noise comes from these areas:

Exhaust velocity is very high for long distances behind the engine. This • Air inlet
can cause injury to personnel and damage to equipment.
• Compressor
ENGINE ENTRY/EXIT CORRIDOR
• Turbine
Engine entry corridors are between the inlet hazard areas and the
• Exhaust.
exhaust hazard areas. You should go near an engine in operation only
when: Noise also comes from the operating accessories.

• Engine is at idle The noise level increases as engine power settings increase.

• You can speak with people in the flight compartment. Ear protection must be used at all times in the vicinity of the operating
engine. Obey the noise exposure limits to prevent ear damage
For additional safety, wear a safety harness when the engine is in
operation.

WARNING: ENTER THE ENTRY/EXIT CORRIDOR ONLY WHEN THE ENGINE IS AT

IDLE AND YOU HAVE POSITIVE COMMUNICATION WITH THE FLIGHT
COMPARTMENT. THERE IS NO SAFE AREA NEAR AN ENGINE THAT IS OPERATING
ABOVE IDLE.

ENGINE NOISE

Engine noise can cause temporary and permanent loss of hearing. You
must wear ear protection when near an engine in operation.

An operating engine makes noise due to high velocity air that goes into
and out of engine.
ENGINE HAZARDS
ENGINE HAZARDS-MARKINGS ON THE ENGINE
NOISE HAZARD
F L I G H T C O N T R O L S U R FA C E S

GENERAL The 12 spoilers on the 737 are 4 ground spoilers and 8 flight spoilers. You
identify the spoilers with the numbers 1 through 12. The numbers
The flight controls keep the airplane at the necessary attitude during
increase from the left outboard spoiler (1) through the right outboard
flight. They have movable surfaces on the wing and the empennage. The
spoiler (12).
airplane has primary flight controls and secondary flight controls.
POWER SOURCE
PRIMARY FLIGHT CONTROLS
Hydraulic actuators or electric motors move the surfaces. You must be
The primary flight controls has these subsystems:
very careful when you are near flight control surfaces. When hydraulic
• Ailerons (2) power is on, make sure that all the flight control surfaces are clear of
personnel and equipment.
• Elevators (2)

• Rudder.

SECONDARY FLIGHT CONTROLS

The secondary flight control system has these components:

• Leading edge flaps (4)

• Leading edge slats (8)

• Trailing edge flaps (4)

• Spoilers (12)

• Horizontal stabilizer.
F L I G H T C O M PA R T M E N T PA N E L S

FLIGHT COMPARTMENT PANELS

These are the major panels in the flight

compartment:
P5 AFT OVERHEAD PANEL
• P1 captain instrument panel

• P2 center instrument panel

• P3 first officer instrument panel

P5 FORWARD OVERHEAD PANEL
• P5 aft overhead panel

• P5 forward overhead panel P2 CENTER INSTRUMENT PANEL

P7 GLARESHIELD PANEL
• P7 glareshield panel

• P8 aft electronic panel P1 CAPTAIN INSTRUMENT PANEL P1 CAPTAIN INSTRUMENT PANEL

• P9 forward electronic panel

• Control stand.
CONTROL STAND
P9 FORWARD ELECTRONIC PANEL

P8 AFT ELECTRONIC PANEL

M A I N I N S T R U M E N T PA N E L

GENERAL

The controls and displays on the main instrument

panels (P1 and P3) include these components:

• Display unit (4)

• Master dim and test switch

• Caution lights

• Autoflight status annunciator (2)

• GPWS control panel

• Lighting control (3)

• Conditioned air outlet control (2).

G L A R E S H I E L D PA N E L S

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)

• Microphone switch (2).

P 2 C E N T E R I N S T R U M E N T PA N E L
P 9 F O R W A R D E L E C T R O N I C S PA N E L
GENERAL

The controls and displays on the P2 center

instrument panel include these components:

• Standby instrument

• Landing gear lever and position indicator

• Alternate nose wheel steering switch.

The controls and displays on the P9 forward

electronic panel include these components:

• Multi-function Control display unit (MCDU) (2)

• Fuel flow indication control switch

• Antiskid and autobrake switch and lights

• Brake and tire pressure indicator lights

• Brake accumulator pressure indicator

• Multi-function display control switches

• Display selector switches.

C O N T R O L S TA N D

GENERAL

The controls and indications on the control stand

include these components:

• Forward thrust lever (2)

• Reverse thrust lever (2)

• Speedbrake handle

• Flap lever

• Horizontal stabilizer trim wheel and indicator(2)

• Fuel control switch (2)

• Parking brake lever and light

• Landing gear warning HORN CUTOUT switch

• Stabilizer trim cutout switch (2).

P 8 A F T E L E C T R O N I C S PA N E L

GENERAL

The P8 aft electronics panel has these components:

• Overheat/fire protection panel

• Radio tuning panel (3)

• Cargo fire control panel

• Navigation control panel (2)

• ATC/TCAS control panel

• Audio control panel (2)

• Weather radar control panel

• SELCAL control panel

• ACMS printer

• Lighting control.

• Aileron/rudder trim panel

• STAB TRIM / FLT DK DOOR panel

• ADF control panel

• PA handset.
P 5 A F T O V E R H E A D PA N E L

GENERAL

The controls and displays on the P5 aft overhead

panel include these components:

• ELT control panel

• Leading edge devices annunciator panel

• Inertial system display unit

• IRS mode select unit

• Service interphone switch

• Observer audio control panel

• Engine panel

• Oxygen panel

• Stall warning test module

• Flight recorder and Mach airspeed warning

module

• Elevator jam landing assist light and switch

• White dome light switch

• Landing gear indicator lights.

P 5 F O R W A R D O V E R H E A D PA N E L

GENERAL • Door warning panel

The controls and displays on the P5 forward • Cockpit voice recorder panel
overhead panel include these components:
• Cabin altitude panel
• Flight control panel
• Temperature control panel
• Instrument switching and VHF NAV and IRS panel
• Fuel control panel
• Source select panel
• Cabin pressure control panel
• Air-conditioning/bleed air controls panel
• Light switches
• AC and dc meter panel
• APU control switch
• Generator drive and standby power panel
• Engine start panel.
• Ground power and bus switching panel

• APU warning light panel

• Equipment cooling panel

• Passenger signs panel

• Window/pitot heat module

• Anti-ice panel

• Hydraulic control panel

E L E C T R O N I C E Q U I P M E N T C O M PA R T M E N T

GENERAL
Most electronic equipment is in a compartment below the cabin floor, aft
of the nose wheel well. On the ground, you go into this electronic
equipment (EE) compartment through a door in the bottom of the
fuselage. The door is aft of the nose landing gear.
Air is blown through or drawn through the equipment racks. Some
equipment racks have both blow-through and draw-through equipment
cooling.
There is a drip shield over the racks to protect the equipment from
moisture condensation.

The airplane has these equipment racks in the EE compartment:
• E1 - forward part of the compartment
• E2 - left aft part of the compartment
The airplane has an E6 equipment rack (not shown) in the aft cargo
compartment on the right side, aft of the cargo door. The rack does not
have cooling air. The equipment on this rack is passively cooled.

• E3 - center aft part of the compartment

• E4 - right aft part of the compartment

• E5 - right side of the compartment

• E8 - forward part of the compartment above the E1.

NOTE: THE E8 EQUIPMENT RACK IS OPTIONAL. IF THE AIRPLANE HAS THE

OPTIONAL AIRSTAIRS, THE E8 EQUIPMENT RACK IS NOT INSTALLED. BOTH THE
E8 RACK AND THE AIRSTAIRS GO INTO THE SAME SPACE IN THE OVERHEAD OF
THE EE COMPARTMENT.

Shelf assemblies have equipment mounts, interconnected wiring, and

accessory boxes. Most equipment rack shelves are cooled with air.
ELECTRONIC EQUIPMENT RACK E1

GENERAL

The equipment on the E1 rack includes electronics

for these functions:

• Autothrottle

• Autopilot

• Communication

• Navigation

• Pressurization

• Flight control.

Blow-through and draw-through cooling removes

heat from the equipment on the racks.

• E1-1, E1-2, and E1-3 use blow-through cooling

• E1-4, and E1-5 use draw-through cooling.

The EE compartment light switch is on a panel

immediately aft of the access door opening.
ELECTRONIC EQUIPMENT RACK E1
ELECTRONIC EQUIPMENT RACKS E2, E3, E4

GENERAL

The equipment in the E2, E3, and E4 racks include

electronics for these functions:

• Air conditioning

• APU

• Communications

• Displays

• Electrical power

• Fire detection

• Flight control

• Information and recording

• Navigation

• Pneumatics

• Window heat.
ELECTRONIC EQUIPMENT RACKS E2, E3, E4

The EE compartment light switch is on a panel

immediately aft of the access door opening.

Blow-through and draw-through cooling removes

heat from the equipment on the racks.

• E2-1 uses blow-through cooling

• E2-2 does not have forced air cooling

• E3-1, E3-2, and E3-3 uses draw-through and blow-

through cooling

• E4-1, and E4-2 use draw-through cooling.

ELECTRONIC EQUIPMENT RACK E5

GENERAL

The equipment in the E5 rack includes electronics for

these functions:

• Navigation

• Standby instruments.

Draw-through and blow-through cooling removes

heat from the equipment on the E5-2 shelf.

An optional E5-1 shelf has electronics for HF and the

passenger entertainment systems.
ELECTRONIC EQUIPMENT RACK E5
LOADABLE SOFTWARE

GENERAL • Head up display (HUD)

You can install software into an LRU at the shop, or at the airplane. You • Enhance ground proximity warning system (EGPWS)
connect to the onboard maintenance function (OMF) to install software.
• Digital flight data acquisition unit (DFDAU)
You can do this if you use the MAX display system (MDS) or connect a
portable maintenance device (PMD) to the ethernet connection on the • Electronic engine control (EEC)
P61. Software is distributed electronically to the airplane's network file
• Airplane condition monitoring system (ACMS).
server (NFS) mass storage device (MSD). An optional data transfer unit
receptacle is available for use with a portable dataloader such as a PMAT • Attendant control panel (ACP).
2000.
NOTE: SOME OF THE ABOVE UNITS ARE FOR OPTIONAL SYSTEMS ON THE
SYSTEMS AIRPLANE. WHEN THE AIRPLANE DOES NOT HAVE THE LRU FOR THE OPTIONAL
SYSTEM, THE SWITCH POSITION FOR THE OPTIONAL SYSTEM SHOWS INOP.
These LRUs have loadable software features:

• Flight management computer (FMC)

• Control display unit (CDU)

• ARINC communications addressing and reporting system

(ACARS)/communication management unit (CMU)

• Display processing computer (DPC)

• Satellite communication (SATCOM)

• Flight control computer (FCC)

• APU engine control unit (ECU)

LOADABLE SOFTWARE
A P U O P E R AT I O N

GENERAL

When you do maintenance, you can start the APU to

supply electrical power and bleed air. The APU switch
lets you control the APU. The APU electronic control
unit (ECU) controls the system operation.

The APU indicator panel shows the system condition.

START

The battery switch must be ON before you can start

and operate the APU.

If AC power is available, move the AFT 1 fuel boost

pump switch to ON. This gives pressurized fuel to the
APU. The APU is easier to start with pressurized fuel.
The ECU controls the APU start sequence.

When you move the APU switch to START and

release it, the switch moves back to the ON position.
The ECU goes through the start sequence. The time
for the start sequence is approximately 60 seconds.
The low oil pressure light comes on and stays on for
approximately 30 seconds. The APU GEN OFF BUS
light comes on when the APU is ready to supply
electrical power.
EQUIPMENT COOLING

GENERAL

To prevent damage to equipment, you must make sure that cooling air is
on while electrical power is on. The controls and 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:

• NORM

• ALTN.

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.

The equipment cooling system has low flow detectors to give a warning
when there is not sufficient cooling airflow. On the ground the ground
crew call horn comes on when low flow is found. This occurs to prevent
an overheat condition.
H Y D R A U L I C P O W E R O P E R AT I O N

GENERAL The ELEC 1 and ELEC 2 switches on the hydraulic panel let you control the
EMDPs. The hydraulic low pressure lights go off when the hydraulic
You pressurize the hydraulic systems with a ground service cart or with
pressure is correct.
the hydraulic pumps.
Usually, the engine-driven pumps are on. When the engines are on, the
The switches on the hydraulic panel let you control the hydraulic system
engine-driven pumps come on to also pressurize systems A and B.
A and B hydraulic pumps.
An overheat light lets you monitor the system temperature.
The flight control panel lets you control the standby hydraulic system.
TRAINING INFORMATION POINT
GROUND SERVICE CART PRESSURIZATION
If you pressurize the hydraulic systems, you must make sure that there is
To pressurize hydraulic system A, connect a ground service cart to the
sufficient fuel in the main fuel tanks. The fuel in the main fuel tanks
left ground service disconnect.
removes heat from the heat exchangers.
To pressurize hydraulic system B, connect a ground service cart to the
To pressurize a hydraulic system with a ground service cart, first you
right ground service disconnect.
must remove the pressure from the hydraulic reservoir.
You cannot pressurize the standby system from a ground service cart.
WARNING: KEEP PERSONS AND EQUIPMENT AWAY FROM ALL CONTROL
HYDRAULIC PUMP PRESSURIZATION SURFACES AND THE NOSE GEAR WHEN HYDRAULIC POWER IS SUPPLIED. THE
AILERONS, ELEVATORS, RUDDER, FLAPS, SLATS, SPOILERS, AND THE NOSE GEAR
You use the hydraulic panel to operate and to monitor the hydraulic ARE SUPPLIED WITH POWER BY THE HYDRAULIC SYSTEMS. INJURIES TO
pumps for system A and B. The flight control panel lets you operate the PERSONS OR DAMAGE TO EQUIPMENT CAN OCCUR WHEN HYDRAULIC POWER
standby pump. IS SUPPLIED.
You pressurize system A and B with an engine-driven pump (EDP) or an
electric motor-driven pump (EMDP).
H Y D R A U L I C P O W E R O P E R AT I O N

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.

CAUTION: DO NOT OPERATE THE EMDP FOR MORE THAN TWO MINUTES IF A
MAIN FUEL TANK CONTAINS LESS THAN 250 GALLONS (1675 POUNDS/761
KILOGRAMS) OF FUEL. YOU MUST LET THE RESERVOIR TEMPERATURE
DECREASE TO AMBIENT TEMPERATURE BEFORE YOU OPERATE THE PUMP
AGAIN. DAMAGE TO EQUIPMENT CAN OCCUR IF YOU DO NOT DO THIS.
B U I LT - I N - T E S T - E Q U I P M E N T

GENERAL BOEING

Boeing airplanes use four standard types of built-in-test-equipment There are four systems that can use the Boeing BITE. Many of the menus
(BITE). These are the four types: in this BITE are the same for all systems that use this BITE.

• Control Display Unit (CDU) These are the systems that use the Boeing BITE:

• Boeing (six button) • Stall management yaw damper (SMYD)

• Honeywell • Flap slat electronics unit (FSEU)

• Collins. • Nitrogen generating system (NGS)

CONTROL DISPLAY UNIT • Cabin pressure controller (CPC).

There are five systems that use the CDU BITE. The CDU gives a BITE HONEYWELL
interface to aircraft systems. The CDU can get BITE data through the flight
There are eleven systems that can use Honeywell LRUs. Many of the
management computer system. These are the systems that use CDU
menus in this BITE are the same for all systems that use this BITE. These
BITE:
are the systems that can use the Honeywell BITE:
• Flight management computer (FMC) • Distance measuring equipment
• Radio altimeter (RA)
• Digital flight control system (DFCS) • Automatic direction finder (ADF)
• Weather radar
• Auto Throttle (A/T) • Global positioning system (GPS)
• Instrument landing system (ILS)
• Air data inertial reference system (ADIRS)
• VHF omnidirectional ranging (VOR) • GPS landing system (GLS)
• Fuel quantity indicating system (FQIS). • Traffic Alert and collision avoidance
• Marker beacon (MB)
• Very high frequency communication
B U I LT - I N - T E S T - E Q U I P M E N T

COLLINS OTHER BITE

There are thirteen systems that can use Collins LRUs. The test button and The Collins BITE is almost the same as the BITE for other systems. The
indication lights for this BITE are the same for many of the systems that other systems have a test button and indication lights for the BITE. These
use this BITE. These systems can use the Collins BITE: are the systems that use this type of BITE:

• Radio altimeter (RA) • Electrical power

• Weather radar • Brake temperature

• Instrument landing system (ILS) • Cabin temperature

• VHF omnidirectional ranging (VOR) • Pack/zone control

• Marker beacon (MB) • Ice and rain protection

• Distance measuring equipment (DME) • Window heat

• Automatic direction finder (ADF) • Fire detection

• Global positioning system (GPS) • Fire protection.

• GPS landing system (GLS)

• Traffic Alert and collision avoidance (TCAS)

• Air traffic control (ATC)

• Very high frequency communication (VHF)

• High frequency communication (HF).

BITE - CDU BITE

GENERAL

To see the MAINT BITE INDEX page, it is necessary to

go to these CDU pages. The MENU page will show
after the airplane has external power applied. The
items shown on the MENU page will be different for
each airplane configuration. Push the FMC line-select
key (LSK) to show the IDENT page. Push the INDEX
LSK to show the INT/REF INDEX page. Push the
MAINT LSK to show the MAINT BITE INDEX page. The
MAINT selection is only available on the ground.

MAINTENANCE BITE PAGE

Use the MAINT BITE index page to select BITE for

these systems:

• Flight management computer system (FMCS)

• Digital flight control system (DFCS)

• Autothrottle system (A/T)

• Air data inertial reference system (ADIRU)

• Fuel quantity indication system (FQIS).

ATA 0 5 T I M E L I M I T S / M A I N T E N A N C E C H E C K S

GENERAL DESCRIPTION OF UNSCHEDULED MAINTENANCE CHECK

NO. AMM CHAPTER / PAGE
AND CONDITIONAL INSPECTION
The aircraft maintenance manual chapter five (Time
Limits/Maintenance Checks), has the following 1 Hard Landing or High Drag/Side Load Landing 05–51–01/201
sections: Severe or Unusual Turbulence, Excessive Maneuver, Buffet
2 05–51–04/201
or Speeds More than the Design Limits
1. Airworthiness Limitation Precautions
3 High Energy Stop/Heat Damage 05–51–07/201
2. Enhanced Zonal Inspection Program (EZAP)
4 Flap/Slat Down Overspeed 05–51–08/201
Precautions
5 Overweight Taxi 05–51–09/201
3. Scheduled Maintenance Task (SMT) Repair Time
Limits Dragged Engine Nacelle/Fan Blade Out/Engine
6 05–51–10/201
Seizure/Thrust Reverser and Attach Points Damage
7 Galley Spill 05–51–13/201

8 Mercury Spillage 05–51–14/201

9 Brake Seizure 05–51–15/201

10 Flat Spotted Tires 05–51–16/201

11 Wheel Bearing Failure/Damage 05–51–17/201

12 Bird/Hail Strike 05–51–18/201

13 Lightning Strike 05–51–19/201

14 Hydraulic Fluid Reaction with Titanium 05–51–22/201

CONDITIONAL INSPECTIONS
DESCRIPTION OF UNSCHEDULED DESCRIPTION OF UNSCHEDULED
NO. MAINTENANCE CHECK AND CONDITIONAL AMM CHAPTER / PAGE NO. MAINTENANCE CHECK AND CONDITIONAL AMM CHAPTER / PAGE
INSPECTION INSPECTION
15 Cabin Overpressure 05–51–24/201 30 Interior Ice 05–51–53/201

16 Extreme Dust or Sand 05–51–27/201 31 Tire Tread Loss or Tire Burst 05–51–54/201

17 Ice or Snow 05–51–28/201 32 Smoke or Fumes in Cabin 05–51–56/201

Exceeding Maximum Nose Landing Gear
18 05–51–29/201 33 Acid Spillage 05–51–57/201
Towing Angle or Maximum Towing Load
Ground Handling Equipment Hits Airplane
19 Volcanic Ash 05–51–31/201 34 05–51–59/201
or Part Departs Airplane
21 Hot Air Duct Rupture 05–51–34/201 35 Airframe Vibration 05–51–67/201

22 Overweight Landing 05–51–35/201 36 Main Landing Gear Shimmy/Vibration 05–51–68/201

Conditioned Air Pack Outlet Duct System
23 Winglet Strike 05–51–36/201 37 05–51–80/201
Failure
24 Damage due to Engine Blade Out 05–51–42/201 38 Cabin Depressurization 05–51–81/201

25 Nacelle/Strut Pressure Relief Doors Open 05–51–44/201 39 Excessive Cabin Pressure Leakage 05–51–91/201
Landing Gear Operation Above Design
26 05–51–47/201 40 Cold–Soaked Fuel Frost 05–51–92/201
Speed
27 Fuel Imbalance Exceedance 05–51–48/201 41 Dry Chemical Fire Extinguisher Used 05–51–95/201

28 Extreme High Winds 05–51–51/201 42 Runway/Taxiway Excursions 05–51–96/201

Heavy Water Spray from Tires during
29 05–51–52/201
Takeoff and Landing
ATA 0 7 L I F T I N G A N D S H O R I N G

GENERAL LIFT THE AIRPLANE ON JACKS

This procedure has these tasks: You can lift the airplane on jacks at different gross weights. You must
make sure that the load on each jack point is in the limits permitted:
1. Lift the Airplane on Jacks.
• The sum of each jack point load must not be more than the permitted
2. Lower the Airplane Off Jacks.
maximum jack weight.
When lifting the airplane with the three primary jack points (raising the
• The airplane gross weight and the center of gravity (CG) must be in the
complete aircraft), you can jack the airplane in winds up to 35 knots (40
permitted limits.
mph).
• When the airplane is fully lifted by the three primary and stabilizing
LIFT THE AIRPLANE ON JACKS
jacks, the maximum jack weight must be in limits.
There are three primary jack points on the airplane used to lower and lift
PREPARE TO LIFT THE AIRPLANE ON JACKS
the airplane.
CAUTION: DO NOT LIFT THE AIRPLANE ON JACKS IN WINDS MORE THAN 30
The three primary jack points have jack fittings, which are part of the
KNOTS. IF YOU DO NOT OBEY THESE INSTRUCTIONS, DAMAGE TO THE
airplane body and identified as jack points A, B, and C (Figure 201).
AIRPLANE CAN OCCUR.
The four auxiliary jacks are used to keep the airplane stable.
Park the airplane on level ground. Make sure that the airplane nose is
The four auxiliary jack points are the forward body (jack point D), the pointed in the wind direction when not in a hangar.
nose gear axle (jack point E), and the two main gear axles (jack point F).
NOTE: WHEN YOU LIFT THE AIRPLANE IN A HANGAR, MAKE SURE THAT THE TAIL
The jack fitting must be installed at the forward body jack point D before FIN DOES NOT HIT THE HANGAR CEILING.
you can use this jack point.
Put the nose landing gear tires near the center position.
ATA 0 7 L I F T I N G A N D S H O R I N G
WARNING: MAKE SURE THAT THE DOWNLOCK PINS ARE INSTALLED ON ALL THE
LANDING GEAR. WITHOUT THE DOWNLOCK PINS, THE LANDING GEAR CAN
RETRACT. THIS CAN CAUSE INJURIES TO PERSONS, AND DAMAGE TO
EQUIPMENT.
Install the landing gear downlock pins and the NLG towing lever pin, SPL-
1499. Do this task: Landing Gear Downlock Pins Installation, TASK 32-00-
01-480-801.
If electrical power is supplied to the airplane when lifted on jacks, do
these steps:
WARNING: IN THE AIR MODE MANY OF THE AIRPLANE SYSTEMS CAN OPERATE
AND CAUSE INJURIES TO PERSONNEL AND DAMAGE TO EQUIPMENT.
Put the airplane in the air mode when lifted on jacks.
Do these task: Prepare to Put the Airplane in the Air Mode, TASK 32-09-
00-840-801.
Do this task: Put the Airplane in the Air Mode, TASK 32-09-00-860-801.
Use the airplane gross weight to estimate the jack load.
CAUTION: DO NOT CHANGE THE CENTER OF GRAVITY WHEN THE AIRPLANE IS ON THE
JACKS. DO NOT PUT FUEL INTO THE FUEL TANKS, OR MOVE FUEL BETWEEN FUEL
TANKS. DO NOT MOVE PERSONNEL AND EQUIPMENT IN OR NEAR THE AFT END OF
THE FUSELAGE. IF YOU DO NOT OBEY THESE PRECAUTIONS, DAMAGE TO THE
AIRPLANE CAN OCCUR.
Make sure that the airplane gross weight and the center of gravity (CG) are in
limits.
NOTE: IT IS THE AIRPLANE PERSONNEL'S DECISION AND TASK TO KEEP THE CG IN THE
LIMITS DURING MAINTENANCE. IT IS ALSO THEIR DECISION TO KEEP A MINIMUM
NUMBER OF PERSONNEL ON THE WINGS WHEN THE AIRPLANE IS ON JACKS.
Obey the maximum jack loads for all of the jack points.
Set the stabilizer, aileron, and rudder trim controls to 0 degrees. SUBTASK 07-
10-01-580-005
Stow the trailing edge flaps and leading edge devices with flaps up.
NOTE: IF WINDS ARE 40 MPH (35 KNOTS), THE TRAILING AND LEADING EDGE DEVICES
MUST BE STOWED WITH FLAPS UP.
CAUTION: DO NOT DEFLATE THE SHOCK STRUT IF YOU DO A RETRACTION TEST OF THE
LANDING GEAR. THE SHOCK STRUT MUST BE FILLED CORRECTLY AND NOT INFLATED
ABOVE THE CORRECT PRESSURE. DAMAGE TO THE WHEEL WELL AND SHOCK STRUT
WILL OCCUR.
ATA 0 7 L I F T I N G A N D S H O R I N G
CAUTION: IF YOU WILL RETRACT THE NOSE LANDING GEAR, DO NOT INSTALL
THE RETENTION STRAPS. DURING A RETRACTION, THE RETENTION STRAPS WILL
CAUSE DAMAGE TO EQUIPMENT.
If you lift the airplane for a gear retraction test, do the steps that follow:
Ground the airplane in two locations to the jack fittings during the
retraction tests of the landing gear.
Do this task: Static Grounding, TASK 20-40-11-910-801.
If the jack pad does not have a grounding pin, attach the grounding strap
to any bare metallic part of the jack.
NOTE: THIS LETS ELECTRICAL CURRENT GO THROUGH THE JACK TO THE
GROUND.
Make sure that the shock struts of the main landing gear pressure is
correct during the retraction tests.
Do this task: Main Landing Gear Shock Strut Servicing, Airplane on the
Ground, TASK 12-15-31-610-802.
Make sure that the shock strut of the nose landing gear pressure is
correct during the retraction tests.
Do this task: Nose Landing Gear Shock Strut Servicing, Airplane on the
Ground, TASK 12-15-41-610-802
Do the main landing gear retraction test.
Do this task: Main Landing Gear - Operational Test, TASK 32-32-00-710-
802.
Do the nose landing gear retraction test.
Do this task: Nose Landing Gear Operational Test, TASK 32-33-00-710-802
Set the ATC mode switch to STBY on the ATC control panel.
CAUTION: DO NOT DEFLATE THE SHOCK STRUT IF YOU DO A RETRACTION TEST
OF THE LANDING GEAR. THE SHOCK STRUT MUST BE FILLED CORRECTLY AND
NOT INFLATED ABOVE THE CORRECT PRESSURE. DAMAGE TO THE WHEEL WELL
AND SHOCK STRUT WILL OCCUR.
Deflate the shock struts and install retention straps to weigh, level, or for
general maintenance of the airplane. Do not do a gear retraction test.
NOTE: IT IS NOT ALWAYS NECESSARY TO DEFLATE THE SHOCK STRUTS. DEFLATE
THE SHOCK STRUTS BEFORE YOU LIFT THE AIRPLANE. THIS WILL ADJUST THE
GEOMETRY OF THE LANDING GEAR IN PROPORTION TO THE JACKS. THE
HEIGHT TO LIFT THE AIRPLANE DECREASES WHEN THE SHOCK STRUTS ARE
DEFLATED.
ATA 0 7 L I F T I N G A N D S H O R I N G

Deflate the main and nose gear shock strut as follows: Loosen the swivel nut fully when all the pressure in the shock strut is
released.
Remove the air valve cap.
Install the retention strap, SPL-1871 with the marker in the up position, to
WARNING: DO NOT REMOVE THE VALVE BODY UNTIL YOU DEFLATE THE SHOCK
safety the shock strut in the correct position (Figure 206).
STRUT FULLY. THE AIR PRESSURE CAN BLOW THE VALVE BODY OUT AND CAUSE
INJURIES TO PERSONNEL. NOTE: TWO RETENTION STRAPS ARE NECESSARY TO SAFETY THE INNER
CYLINDER.
WARNING: MAKE SURE THAT PERSONNEL AND EQUIPMENT ARE AWAY FROM
THE AREA BELOW THE WING BEFORE YOU DEFLATE THE SHOCK STRUT. WHEN Make sure that these circuit breakers are open and have safety tags:
YOU DEFLATE ONE SHOCK STRUT, THE WINGTIP CAN MOVE DOWN. THIS CAN
• CAPT Electrical System Panel, P18-1
CAUSE INJURIES TO PERSONNEL OR DAMAGE TO EQUIPMENT.
• B 7 C00629 GND PROX WARN
Put a flexible hose in the air valve. Put the other end of the hose in a
container to catch the hydraulic fluid that comes out. • CAPT Electrical System Panel, P18-3

NOTE: FLUID IN THE SHOCK STRUT WILL HAVE BUBBLES WHEN YOU RELEASE • C 1 C00523 HEATERS CAPT PITOT
PRESSURE. DEFLATE THE SHOCK STRUT SLOWLY TO PREVENT LEAKAGE OF THE
• E 4 C00700 HEATERS DRAIN MAST AIR
FLUID THROUGH THE AIR VALVE
Install the wheel chocks, COM-1505 on the main and nose landing gear
Let the shock strut deflate fully.
wheels. This prevents forward and aft movement of the airplane before
NOTE: THE DIMENSION FROM THE LOWER SURFACE OF THE OUTER CYLINDER the jacks are installed.
TO THE UPPER SURFACE OF THE AXLE CLEVIS ON THE INNER CYLINDER IS 0.9
Do this task: Chock Installation Winds/Gusts Maximum 40 mph (35
IN. (22.9 MM). THIS SHOWS THAT THE SHOCK STRUT IS FULLY DEFLATED.
Knots), TASK 10-11-05-500-801.
ATA 0 7 L I F T I N G A N D S H O R I N G
NOTE: WHEN YOU LIFT THE AIRPLANE, THE USUAL OLEO EXTENSION ON 88.15
DEGREE ANGLE CAUSES AFT WHEEL MOVEMENT ON THE GROUND A MAXIMUM
OF 0.55 IN. (13.97 MM). WITH CHOCKS INSTALLED AND PARKING BRAKE SET,
WHEEL MOVEMENT CAUSES THE CHOCKS TO MOVE AND TIRES WILL RUB ON
THE GROUND.
Remove the jack pad adapter recess fillers and fasteners at jack points A
and B.
Install the three primary jack pad adapters at positions A and B (Figure
203), and the aft body pad jack C (Figure 204) with the tools below:
NOTE: THE AFT BODY JACK ADAPTER IS A THREADED ROD WITH A MACHINED
SEMIBALL ON ONE END. PUT THE ADAPTER IN THE JACK PAD FITTING THAT IS A
PART OF THE AIRPLANE STRUCTURE.
• Wings adapter, SPL-1494.
• Aft body pad, SPL-1495.
CAUTION: USE THE BOLTS SUPPLIED WITH THE JACK ADAPTER. IF YOU USE
OTHER BOLTS, YOU CAN CAUSE DAMAGE TO THE AIRPLANE.
Use the forward auxiliary jack adapter when the airplane is not in a
hangar and winds are 35 mph (30 knots).
NOTE: IT IS THE AIRLINE'S DECISION IF THE AUXILIARY JACKS ARE NECESSARY
WHEN THE AIRPLANE IS IN THE HANGAR (NO WIND).
NOTE: WHEN THE AIRPLANE IS NOT IN A HANGAR, THE STABILIZING JACK MUST
BE INSTALLED WHEN WINDS ARE AT 35 MPH (30 KNOTS).
Install the forward body (jack point D) jack adapter, SPL-1496 as follows:
Remove the eight bolts from the jack fitting at the forward body jack
point D. Keep the bolts for the installation.
Install the jack fitting and secure with the eight bolts supplied with the
jack fitting.
Tighten the eight bolts 160 in-lb (18 N-m) to 240 in-lb (27 N-m).
Preload the stabilizing jack to a maximum of 5000 lb (2268 kg) when
winds are 35 mph (30 knots).
Prepare the primary and auxiliary jacks. See Table 203 for jack
specifications. See Table 204 for wing and body jack pad heights and
clearances.
Put the primary wing tripod jack, COM-8950 (jack pads A and B) and the
aft body tripod jack, COM-11239.
NOTE: THE JACKS MUST HAVE PRESSURE GAGES AND A CONVERSION TABLE TO
GIVE THE POUNDS OF LOAD AT EACH JACK POINT.
ATA 0 7 L I F T I N G A N D S H O R I N G

If the forward auxiliary jack is used, put the auxiliary jack near the NOTE: THE LOCATION OF THE JACKS AND THE POSITION TO EACH JACK IS VERY
airplane jack point. IMPORTANT. IF THE JACKS ARE MADE LEVEL, THE JACKS WILL BE PARALLEL TO
EACH JACK. ALL MOVEMENTS CAN CAUSE LATERAL LOADS IN THE JACKS WHILE
NOTE: DO NOT PUT THE JACK BELOW THE AIRPLANE UNTIL THE AIRPLANE IS
THE GEOMETRY CHANGES WHILE YOU LIFT THE AIRPLANE.
LIFTED ON THE PRIMARY JACKS.
WARNING: OBEY THE MANUFACTURER'S INSTRUCTIONS WHEN YOU OPERATE
Extend the jack inner extension screw to the range shown in Table 203.
THE JACKS. IF YOU IGNORE THE INSTRUCTIONS, INJURIES TO PERSONNEL AND
Turn the jack to align each wheel caster on the jack to get the jack center DAMAGE TO THE EQUIPMENT CAN OCCUR.
aligned.
Operate the jack with a hand pump or air pressure. Add air to push the
NOTE: WITH EACH WHEEL CASTER ALIGNED, WHILE THE JACK TURNS jack post up to the jack pad to install the jack in the jack pads.
CLOCKWISE (OR COUNTERCLOCKWISE), THE WHEEL CASTERS ALIGN AND KEEP
Remove the wheel chocks.
THE JACK LEVEL.
WARNING: MAKE CERTAIN THAT AREA IS CLEARED OF ALL WORK-STANDS AND
Make sure that the wing and aft body jack rams are perpendicular to the
EQUIPMENT PRIOR TO JACKING AIRCRAFT.
ground.
Put one person at each primary jack location (jack pads A and B) and one
Use a bubble level, STD-567 to make sure that the rams are
person at the aft body jack (jack pad C).
perpendicular to the ground.
NOTE: IT IS POSSIBLE THAT MORE THAN ONE PERSON IS NECESSARY AT EACH
Level the jacks with jack pads or shims.
JACK LOCATION.
Make sure that the jacks are level and are installed on the ground.
Put one person at the plumb bob, STD-11729 and leveling scale.
ATA 0 7 L I F T I N G A N D S H O R I N G
NOTE: THE PLUMB BOB OBSERVER CONTINUOUSLY MONITORS THE AIRPLANE
TO MAKE SURE THAT IT IS LIFTED ON THE JACKS IN A LEVEL (±0.5 DEGREE)
ATTITUDE.
Make sure that the three primary jacks and the plumb bob observers,
and the jack procedures captain can speak between each person.
WARNING: OBEY THE MANUFACTURER'S INSTRUCTIONS WHEN YOU OPERATE
THE JACKS. IF YOU IGNORE THE INSTRUCTIONS, INJURIES TO PERSONNEL AND
DAMAGE TO THE EQUIPMENT CAN OCCUR.
Lift the airplane with the jacks.
NOTE: ALWAYS LOWER ALL THE JACK RAM LOCKNUTS AT THE SAME TIME WHEN
YOU LIFT THE JACKS. KEEP A CLEARANCE OF 1.0 IN. (25.4 MM) OR LESS FROM
THE NUT TO THE COLLAR UNTIL THE AIRPLANE IS FULLY LIFTED. THEN TIGHTEN
THE NUT AND TIGHTEN THE LOCKSCREW. TOO MUCH CLEARANCE CAN CAUSE
DAMAGE TO THE AIRPLANE STRUCTURE IF THE JACK CLOSES.
The plumb bob observer continuously monitors the plumb bob to make
sure that the airplane stays level.
NOTE: WHEN YOU JACK THE AIRPLANE FOR A GEAR RETRACTION TEST, JACK THE
AIRPLANE 4 IN. (102 MM) OR MORE FOR TIRE ARC SWEEP CLEARANCE.
Use the plumb bob to make sure that the airplane roll is not more than
±3 degrees.
Use the plumb bob to make sure that the airplane pitch is not more than
±0.5 degree.
The three primary jack observers will continuously monitor the jacks.
NOTE: DO NOT READ THE PRESSURE FOR THE JACK INDICATION, USE THE TON
INDICATION.
Make sure that the maximum jack loads are not more than the jack
limits.
Keep a clearance of 1.0 in. (25.4 mm) or less from the nut to the collar
until the airplane is lifted fully.
Lift the airplane to the necessary height.
Make sure that the airplane is stable, if necessary.
Move the forward body jack to the correct position below jack pad D.
NOTE: MAKE SURE THAT THE JACK HAS A PRELOAD MAXIMUM OF 5000 LB
(2268 KG) IN WINDS OF 35 MPH (30 KNOTS).
WARNING: OBEY THE MANUFACTURER'S INSTRUCTIONS WHEN YOU OPERATE
THE JACKS. IF YOU IGNORE THE INSTRUCTIONS, INJURIES TO PERSONNEL AND
DAMAGE TO THE EQUIPMENT CAN OCCUR.
ATA 0 7 L I F T I N G A N D S H O R I N G

Lift the forward body jack pad D until the jack holds
sufficient weight to keep the airplane safe.

NOTE: REFER TO THE JACK MANUFACTURER'S

INSTRUCTIONS.
ATA 0 8 L E V E L I N G A N D W E I G H I N G

LEVEL AIRPLANE WITH A PLUMB BOB

This procedure has the following task:

Level the Airplane with a Plumb Bob.

The airplane has two types of leveling indicators in

the wheel well of the right body landing gear. It has a
plumb bob scale and the lateral and longitudinal
inclinometers. Use these leveling devices to make
the airplane level for general maintenance. Do not
use the inclinometers to make the airplane level to
weigh the airplane.

Do this procedure to level the airplane or to put the

airplane on jacks to do the procedures that follow:

a. Weigh the airplane.

b. Do general airplane maintenance.

c. Do the landing gear retraction tests.

ATA 0 8 L E V E L I N G A N D W E I G H I N G

LEVEL AIRPLANE WITH A ATTITUDE GAGE

This procedure has this task:

Level the Airplane With a Attitude Gage.

The attitude gage finds the degree of pitch or roll of

the airplane on the ground. Hold the probe parallel
or at a right angle to the airplane centerline. The
alignment tubes on the attitude gage must be put on
the flat ceiling support beam in the wheel well.

Do this procedure to level the airplane or to put the

airplane on jacks to do the procedures that follow:

a. Weigh the airplane.

b. Do general airplane maintenance.

c. Do the landing gear retraction tests.

INCLINOMETERS
INCLINOMETERS
ATA 0 9 T O W I N G A N D TA X I I N G
TOWING
This procedure has these tasks:
1. Nose Gear Maintenance Towing
2. Main Gear Maintenance Towing
3. Pushback Towing
4. Towing the Airplane in High Winds
Maintenance Towing - To move the airplane for maintenance or to park
the airplane in an isolated area. For example from the gate to a
maintenance hangar. The aircraft is usually released with a minimum fuel
load.
Pushback Towing - To move an airplane with Maximum Ramp Weight
(MRW) (full load) from a parked position to the taxiway. To pushback with
a turn, a stop, and a short tow movement forward to align the airplane
and nose wheels. The engines can be operating or not. The airplane
movement is similar to the pushback procedure that uses a tow bar.
Dispatch (Operational) Towing - To move an airplane with MRW,
passengers, fuel, and cargo from the airport gate or isolated location to a
location near the runway. The tow distance can be many miles
(kilometers) with speeds to 20 mph (17 knots), with many starts, stops,
and turns. This procedure replaces the usual taxi operation.
The airplane is designed to tow the airplane from the nose or the main
landing gear in a forward or rearward direction. The airplane can be
towed with one or both engines removed if the CG stays forward of the
aft center of gravity limits.
Nose Gear Towing
A nose gear tow fitting is used to tow the airplane with a tow bar
installed.
The airplane can be towed on firm level ground with one flat tire on each
main landing gear if start loads are kept to a minimum. When two tires
on one main gear are flat, replace one flat tire with a serviceable tire, if
possible. This will prevent damage to the tires and wheels. Refer to Tow
the Airplane with Flat Tire(s), TASK 09-10-04-580-801. Do not use the nose
gear to tow the airplane if these conditions exist:
• Towing the airplane on soft ground with two flat tires on one main
gear.
• Towing the airplane on inclines of 5 degrees or more.
Main Gear Towing
The towing eyebolt assembly is installed in the hole on the bottom of
each main gear oleo and can be installed on the forward or aft side of the
oleo lug for forward or backward towing.
ATA 0 9 T O W I N G A N D TA X I I N G

TOWBARLESS TOW VEHICLE (TLTV) TOWING SAE ARP 5285: Towbarless Towing Vehicle Operating Procedure.

The towing stability of a TLTV/airplane combination is dependent on
many variables. Two of the key variables are the characteristics of the
tow vehicle tractive forces and runway conditions. The maximum towing
speeds are the responsibility of the airplane operator and the airport
authorities, with recommendations from the TLTV manufacturer.
The towbarless equipment is used to push or pull the airplane for push
back or maintenance towing. Refer to the manufacturer's manual.
Boeing recommends towbarless tow vehicles be designed, tested,
operated, and maintained per the following Society of Automotive
Engineers (SAE) Aerospace Recommended Practices (ARP), and applicable
Boeing documentation:
Boeing document D6-56872: Towbarless Towing Vehicle Assessment
Criteria.
Boeing Service Letter 737-SL-09-002: Towbarless Towing Evaluation.
NOTE: THE SERVICE LETTER PROVIDES ADDITIONAL GUIDANCE AND
INFORMATION REGARDING TOWBARLESS TOWING RECOMMENDATIONS AND
REGULATORY REQUIREMENTS.
When ground handling, the airplane center of gravity (CG) must always
be forward of the aft CG limit.
When the CG is forward it will accommodate for inclines, winds and
acceleration forces as noted.

NOTE: AIRLINES MUST MAKE SURE THAT THE LATEST REVISIONS OF THE Make sure that the towing CG configuration is correct to make sure that
STANDARDS AND DOCUMENTS ARE APPLIED. the CG is forward of the towing limit.

SAE ARP 4852: Specification for Towbarless Push-Back Tow Vehicles. If the aft towing limit CG is more than the center of gravity limits, it is
recommended to add ballast or fuel, to move the CG forward.
SAE ARP 4853: Specification for Towbarless Tow Vehicles (TLTV).

SAE ARP 5283: Towbarless Tow Vehicles - Aircraft Nose Landing Gear
Steering and Tractive Force Protection Systems or Alerting Devices -
Inspection, Maintenance, and Calibration Requirements.
AIRPL ANE TURNING RADII - NO SLIP ANGLE
AIRPL ANE TOWING
ATA 1 0 PA R K I N G A N D M O O R I N G
PARKING
The airplane is usually parked for standard intervals of time with the
wheel chocks installed in front of and behind one main gear wheel with
the parking brakes off. The parking brake holds the airplane until the
chocks are installed. The openings in the airplane structure must have
covers or plugs installed to keep out weather and unwanted material.
For prolonged parking (more than 7 days), high wind parking, mooring,
and special procedures for engines, refer to these tasks:
1. Prolonged Parking (Prepare to Park the Airplane for Storage, More
Than 7 Days (1 Week) - Preserving, TASK 10-12-00-550-801).
2. High Wind Conditions Parking (Park the Airplane - High Wind
Conditions, TASK 10-11-03-580-801).
3. High Wind Conditions Mooring (Moor the Airplane, TASK 10-21-00-
580-801).
4. Special procedures for engines (Preservation of an Engine (Task
Selection), TASK 71-00-03-620-801-G00).
5. Static ground the airplane (Static Grounding, TASK 20-40-11-910-801).
A static ground on the airplane is not necessary when the airplane is
pressure refueled.
An electrical bond between the airplane and the refuel vehicle is
recommended.
A static ground of the airplane when you fuel over the wing is
recommended.
Do a static ground of the airplane when you do maintenance procedures.
Do this when you use devices such as lights, power tools, and
instruments powered from external cords that are attached to grounded
electrical power sources.
Pitot probe covers and static port covers are recommended when the
airplane is parked for more than the standard interval of time.
In cold weather if there is water in the fuel tanks, water will freeze and
not let the drain valves open.
The fuel tank sumps must be drained prior to refueling to remove water
from the fuel tanks if the airplane has been idle for more than 45
minutes prior to refueling. Drain the fuel tank sumps again after refueling
if the airplane has been idle for 2 hours or more after refueling, prior to
departure.
ATA 1 0 PA R K I N G A N D M O O R I N G

Keep a distance of 25 feet or more between the airplanes when they are
parked. The distance between the airplanes gives sufficient clearance to
turn an airplane and give it protection from an airplane's jet blast.

AIRPLANE PARKING

This task has the instructions for normal airplane parking.

Pitot probe covers and static port covers are recommended when the
airplane is parked for more than the standard time.

When the airplane is parked for more than 7 days, do the applicable task
in the Prolonged Parking task.

Do the applicable task: PROLONGED PARKING - MAINTENANCE

PRACTICES, PAGEBLOCK 10-12-00/201.
ATA 1 1 P L A C A R D S A N D M A R K I N G S

PLACARDS AND MARKINGS
This chapter shows the symbolic or text placards that are installed on the
airplane. The placards and markings in this chapter show emergency and
instructional placards that are installed inside the airplane and around
the external surface of the airplane.
This chapter is divided in two sections, Exterior Placards and Markings
and Interior Placards and Markings. Exterior placards and markings
include the fuselage, passenger doors and emergency exits, fuel and
wing no step areas, and the engines. Interior placards include
entry/service and emergency exit doors, flight compartment, main
compartment dividers and walls, overhead stowage bins, lavatories,
enhanced security flight compartment door, and the cargo compartment
lower lobe placards.
The placards in this chapter are FAA required and also required by other
regulatory agencies that shall be installed on the airplane. Placards that
are unique to one or more foreign regulatory authorities will be identified
with an asterisk (*).
The placards and markings in this chapter can be different from the
placards and markings installed on the airplane. When there are
differences in the shape or in the placard text the word “(EXAMPLE)” is
placed below the graphic. An example would be the Load Limit placards,
which show “XX” as the load limit.
The installed placards will show the correct load limits. There can also be
a difference in the words used to describe an object, such as lavatory
versus toilet.
When a symbol and text placard have the same meaning, the symbol
placard is used unless a mandatory requirement precludes the use of the
symbol placard. When text and symbolic placards are installed, position
the text placard to the right of the symbolic placard and align to the top
of the symbolic placard. Additional text placards will be stacked vertically
down from the top of the text placard.
The arrow symbol is a stand-alone symbol or can be used in conjunction
with symbolic and text placards. The direction of the arrow placard is
absolute up or down, or any direction and is placed to the left of the
symbol or symbols in a group. If the direction of the arrow is to be
pointed to the right, the arrow symbol is to be placed to the right of all
symbols in that group.
When placards are grouped, the symbolic placards are to be placed
adjacent to each other on the same baseline in a horizontal row. Stacking
symbolic placards should be avoided. If the space available does not
allow a horizontal line of placards, vertical grouping of the placards is
permitted but limited to 4- and 6-inch horizontal spacing.
ATA 1 1 P L A C A R D S A N D M A R K I N G S

The “No Stowage” placard must be installed on all areas where there is
sufficient space for debris to accumulate that would cause a fire hazard
or where stowage of items could damage the monument.

Install “Load Limit” placards in the compartments where storage is an

option.

Install “Do Not Occupy During Taxi, Takeoff, or Landing” placards

approximately 60 inches above the floor at eye level for visibility when a
person is standing and directly in front of the occupant for seated units.

Install “Latch Closed During Taxi, Takeoff, Landing” placards when a piece
of equipment or door is moveable or can be opened as a part of its
intended normal usage.

Use the approved maintenance practices to install the placards, refer to

Chapter 20, Standard Practices - Airframe.
ATA 1 1 P L A C A R D S A N D M A R K I N G S
ATA 1 1 P L A C A R D S A N D M A R K I N G S
ATA 1 2 S E R V I C I N G

SERVICING

This section contains information for Replenishment

of the system reservoirs or components.

GROUND SERVICE POINT

POINT SERVICE POINT
1 ELECTRICAL
2 PRESSURE FUELING
3 CONDITIONED AIR
4 PNEUMATICS
5 POTABLE WATER
6 VACUUM LAV SERVICE
7 OXYGEN SERVICE (OPT)
ENGINE NO. 1 (OIL)
8 RIGHT SIDE OF ENGINE
ENGINE NO. 2 (OIL)
ENGINE NO. 1 IDG (OIL)
10
ENGINE NO. 2 IDG (OIL)
11 APU OIL
12 HYDRAULIC RESERVOIR
13 BRAKE ACCUMULATOR
LOCATION
BELOW FLIGHT DECK WINDOW
WING LEADING EDGE
AFT OF THE FORWARD CARGO COMPARTMENT ON BOTTOM
OF FUSELAGE
AFT OF CONDITIONED AIR SERVICING POINT ON BOTTOM OF
FUSELAGE
BETWEEN RIGHT SIDE AFT CARGO DOOR AND PASSENGER
SERVICE DOOR
FORWARD OF LEFT SIDE PASSENGER SERVICE DOOR
AFT OF E/E COMPARTMENT EXTERNAL ACCESS DOOR ON
BOTTOM OF AIRPLANE
LEFTSIDE OF ENGINE
BACK OF AIRPLANE
RIGHT MAIN LANDING GEAR WHEEL WELL FORWARD
BULKHEAD
RIGHT MAIN LANDING GEAR WHEEL WELL AFT WALL
TERMINAL SERVICE ARRANGEMENT
MAINTENANCE DOCUMENTS

GENERAL • Structural Repair Manual (SRM)

The maintenance documents for the 737-7/8/8200/9 supply aid for all • Illustrated Parts Catalog (IPC).
maintenance activities. Many different documents used together let you
• Unscheduled Maintenance
do maintenance on the airplane. The maintenance documents help you
do scheduled and unscheduled maintenance work. These are examples of unscheduled maintenance work:

SCHEDULED MAINTENANCE • Flight faults

These are examples of scheduled maintenance work: • Ground faults

• Through stop checks • Service problems

• Airplane turn around • Structural damage.

• Daily checks You use these documents to do unscheduled maintenance:

• Planned checks. • Fault Reporting Manual (FRM)

You use these documents to do scheduled maintenance: • Interactive Fault Isolation Manual (IFIM)

• Maintenance Planning Document (MPD) • Structural Repair Manual (SRM)

• Airplane Maintenance Manual (AMM). • Dispatch Deviations Guide (DDG)

These documents supply support data to do scheduled maintenance: • Airplane Maintenance Manual (AMM).

• System Schematics Manual (SSM)

• Wiring Diagram Manual (WDM)

-
MAINTENANCE DOCUMENTS

MAINTENANCE PLANNING DOCUMENT SYSTEM SCHEMATICS MANUAL

The Maintenance Planning Document (MPD) gives tasks for each type of The System Schematic Manual (SSM) gives a description of system
scheduled maintenance check. Airlines use the MPD to make task cards operation and helps in the fault isolation process. It shows the interfaces
that the technician uses during the maintenance checks. of all LRUs of a system or sub-system. It also supplies a general
knowledge about system operation.
AIRPLANE MAINTENANCE MANUAL
WIRING DIAGRAM MANUAL
The Airplane Maintenance Manual (AMM) has two parts. Part I is the
Systems Description Section (SDS). This section replaces the description The Wiring Diagram Manual (WDM) supplies details of the point-topoint
and operation (D and O) section of the 737-300/400/500 airplane models. wiring on the airplane.
Part II is practices and procedures. The practices and procedures has
ILLUSTRATED PARTS CATALOG
data in relation to these functions:
The Illustrated Parts Catalog supplies part replacement data. This data
• Removal/installation of components
includes:
• Component location
• Replacement part number
• Maintenance practices
• Part illustrations
• Servicing
• Supplier data
• Adjustment/test
• Specification numbers
• Inspection/check
• Recommended spares.
• Cleaning/painting

• Repair.
MAINTENANCE DOCUMENTS

STANDARD WIRING PRACTICES MANUAL STRUCTURAL REPAIR MANUAL

The Standard Wiring Practices Manual has instructions for maintenance The Structural Repair Manual (SRM) supplies descriptive data and
and repair of the wiring of all Boeing airplanes. It is not customized. instructions to help in field repair of airplane structure. The SRM is not
customized. It has data in relation to these areas:
FAULT REPORTING MANUAL
• Allowable damage evaluation
The flight crew uses the Fault Reporting Manual (FRM) to make
communication better with maintenance personnel. The flight crew uses • Typical repairs
the FRM to get fault codes for airplane faults. These faults can be flight
• Material identification
deck effects or other faults. The FRM has standard log book write-ups for
each fault code. • Material substitution

The fault code permits faster maintenance when the airplane is on the • Fastener installation
ground.
• Alignment check
FRM fault codes refer you to the IFIM.
• Planning.
INTERACTIVE FAULT ISOLATION MANUAL
DISPATCH DEVIATION GUIDE
You use the Interactive Fault Isolation Manual (IFIM) to repair airplane
The Dispatch Deviation Guide (DDG) supplies Boeing recommended
faults. You start the fault isolation process with FRM fault codes or a fault
minimum equipment necessary for dispatch in the Master Minimum
description. The IFIM identifies the maintenance actions you use to
Equipment List (MMEL). It also supplies the procedures for dispatch with
correct the fault.
a fault if permitted.
MAINTENANCE DOCUMENTS
I N T E R A C T I V E FA U LT I S O L AT I O N M A N U A L

GENERAL

You use the Interactive Fault Isolation Manual (IFIM)

to isolate and correct airplane faults.

To isolate a fault, you search for the fault using the

Search Tab with the name of the system or
component, or you can use the Fault Code if
available, you can also enter the Maintenance
Message provided by the Onboard Maintenance
Function (OMF).

There is also an Equipment Tab you can use to sort

lists by Equipment Number, Part Name, or AMM
Task. There is a Filter window you can use to enter
data that you use to sort the lists.

For example, enter 46-13 in the Filter window to limit

the number of items in the AMM Task list to only
those items with 46-13 in the list, this will allow you
to find tasks with the number 46-13 much faster.
HOW TO USE THE IFIM

GENERAL

The Interactive Fault Isolation Manual (IFIM) is a tool

to help you quickly isolate the cause of each airplane
fault.

The IFIM is a searchable database. There is a single

search window used to enter data to find the IFIM
Task.

You can enter the following information to search for

IFIM tasks:

• Status Messages

• Observed Faults

• Cabin Faults

• Fault Codes

• Maintenance Messages
H O W T O U S E T H E I F I M - S E A R C H F I LT E R

LRU/SYSTEM FILTER SEARCH

To help you search for an IFIM task there is a search

filter built into the interactive search. The diagram
shows how to show get access to the selections
window and make a filter selection. You may make a
selection to filter by LRU or System, you can also
select to filter by ATA chapter or Cabin Faults. The
diagram shows an example of searching for a IFIM
task related to a LRU, the search for a task by ATA or
Cabin Fault is similar. Select the box with lines inside
the search text window. Two hypertext links appear
below the search text window that will give you
access to the search filters The are two search filters,
one is to filter the database for LRU/ System: the
other is to filter the database for ATA: or Cabin items.
Selecting LRU/System: will open a window to select
or deselect a list of systems and LRUs, Selecting ATA:
will open a separate window with a list of ATA
Chapters and a single selection for Cabin. Once a
selection is made within a window and OK is
selected, all text searches will be limited to the item
selected. After the search filter hyperlink there will
be an indication of what filter was selected.
S TA N D A R D W I R I N G P R A C T I C E M A N U A L

GENERAL INTRODUCTION

The standard wiring practice manual contains the necessary procedures The introduction gives the purpose and general instructions on the
and data for maintenance of the electrical wires and electrical sections of the manual.
terminations of all Boeing commercial airplane models. The standard
wiring practice manual has these sections: TABLE OF CONTENTS

• Revision transmittal The table of contents lists the manual sections and subjects.

• List of effective pages CROSS-REFERENCE INDEX

• Introduction The cross-reference index is an alphanumeric list of the names, part

numbers, and the suppliers of the equipment in this manual. Each entry
• Table of contents in the cross-reference index also gives the chapter/section/subject where
you can find the assembly procedure or the maintenance data for the
• Cross-reference index
equipment.
• Standard practice subjects.
STANDARD PRACTICE SUBJECTS
REVISION TRANSMITTAL
Each subject starts with a table of contents with these sections:
The revision transmittal is a list of all the manual changes and updates.
• Major breakdown or subdivision
LIST OF EFFECTIVE PAGES
• Page number of where the breakdown or subdivision starts.
The list of effective pages shows all the pages of the manual. It gives the
current change date for that page.
S TA N D A R D W I R I N G P R A C T I C E M A N U A L

These are the important data tables:

• Contact crimp tools in subject 20-00-12

• Insulation removal tools in subject 20-00-15

• Materials in subject 20-00-11

• Wire type codes and wire part numbers in subject

20-00-13.
S C E N A R I O 1 - L R U FA I L U R E

GENERAL • Fault is gone

Scenario 1 shows the flow and use of the tools for a • Maintenance crew completes the job and does the paperwork.
line replaceable unit (LRU) that has an internal
• FIM task shows to remove and replace the LRU and gives references to the Airplane
failure. The flow shows these steps:
Maintenance Manual (AMM) removal and installation (R & I) section
• Flight crew uses the Fault Reporting Manual (FRM)
• Maintenance crew uses the AMM R & I procedures to install a good LRU
to find the fault code
• FIM task then gives the steps to make sure the fault is corrected
• Flight crew writes the fault code and a short
description of the problem in the airplane flight
log

• Maintenance crew does a check of the Dispatch

Deviation Guide (DDG) and makes a decision to do
a repair or make a dispatch without a repair

• For a repair, the maintenance crew uses the

Interactive Fault Isolation Manual (IFIM) to find the
FIM task number

• Maintenance crew does the BITE procedure and

gets a maintenance message from the BITE

• Maintenance crew enters maintenance message in

IFIM to get FIM task
SCENARIO 2 - LOST INPUT TO LRU

GENERAL • IFIM then shows to do a test of the wiring between the LRUs

Scenario 2 shows flow and use of the tools for a lost input to a line
replaceable unit (LRU). The flow shows these steps:
• Flight crew uses the Fault Reporting Manual (FRM) to find the fault
code
• Test shows that the wiring is bad
• Maintenance crew uses the System Schematics Manual (SSM) and
Wiring Diagrams Manual (WDM) to do troubleshooting of the bad
wiring

• Flight crew writes the fault code and a short description of the problem • Maintenance crew uses the Standard Wiring Practices Manual (SWPM)
in the airplane flight log and repairs the wiring

• Maintenance crew does a check of the Dispatch Deviation Guide (DDG) • IFIM shows to install the LRUs again; the maintenance crew uses the
and makes a decision to do a repair or makes a dispatch without a AMM to install the LRUs
repair
• IFIM then gives the steps to make sure the fault is corrected
• For a repair, the maintenance crew uses the Interactive Fault Isolation
Manual (IFIM) to find the FIM task number

• Maintenance crew does the BITE procedure and gets a maintenance

message from the BITE

• Maintenance crew uses the maintenance message in the IFIM toget the
FIM task

• The FIM task shows to remove the LRUs that have an interfaceand
gives references to the Airplane Maintenance Manual (AMM)removal
and installation (R & I) section

• Maintenance crew uses the AMM R & I procedures to remove the LRUs
SCENARIO 2 - LOST INPUT TO LRU