Boeing 737 NG 05-20 Level 1 PDF

Boeing 737-600/700/800/900 05-20
(CFM 56) AIRPLANE GENERAL

ISSUE 1, 06 Jan 2014 FOR TRAINING PURPOSES ONLY Page: 1

TRAINING MANUAL

Boeing 737-600/700/800/900 (CFM 56)

05-20 AIRPLANE GENERAL

LEVEL 1

Boeing 737-600/700/800/900 05-20


TABLE OF CONTENTS

ABBREVIATIONS AND ACRONYMS ....................................................... 4
ABBREVIATIONS AND ACRONYMS (CONT) ......................................... 5
INTRODUCTION ......................................................................................... 6
GENERAL DESCRIPTION ........................................................................... 6
BOEING 737 -600/700/800/900 PRINCIPAL CHARACTERISTICS .......... 10
FLIGHT DECK ........................................................................................... 12
INTRODUCTION ....................................................................................... 12
CAPTAINS INSTRUMENT PANEL ........................................................... 14
FIRST OFFICERS INSTRUMENT PANEL ................................................ 16
CENTER INSTRUMENT PANEL .............................................................. 18
GLARESHIELD PANEL ............................................................................. 20
FORWARD ELECTRONIC PANEL ........................................................... 22
CONTROL STAND..................................................................................... 23
P8 AFT ELECTRONICS PANEL ................................................................ 24
P5 AFT OVERHEAD PANEL ..................................................................... 25
P5 FORWARD OVERHEAD PANEL ......................................................... 26
AFT FLIGHT COMPARTMENT PANELS ................................................. 28
ELECTRONIC EQUIPMENT COMPARTMENT ....................................... 29
05 TIME LIMITS / MAINTENANCE CHECKS ......................................... 30
GENERAL................................................................................................... 30
INTRODUCTION ....................................................................................... 30
06-00 GENERAL ....................................................................................... 32
PRINCIPAL DIMENSIONS AND AREAS ................................................. 32
FUSELAGE STATION DIAGRAM ............................................................ 34
PLANES AND LINES ................................................................................. 34
MAJOR ZONES .......................................................................................... 41
FUSELAGE (MAJOR ZONES 100 AND 200 ACCESS DOORS AND
PANELS ...................................................................................................... 44
07. JACKING .............................................................................................. 45
08 LEVELING & WEIGHING .................................................................. 47
LEVELING ................................................................................................. 47
WEIGHTING .............................................................................................. 47

09 TOWING and TAXIING ......................................................................... 49
AIRCRAFT TOWING ................................................................................. 49
TOW THE AIRPLANE ............................................................................... 51
TAXI THE AIRPLANE (ATA09-20) ........................................................ 53
MAINTENANCE PRACTICES ................................................................... 53
10 PARKING AND MOORING ................................................................ 59
PARKING - MAINTENANCE PRACTICES .............................................. 59
MOORING (Parking in High Winds) ........................................................... 65
11 PLACARDS AND MARKINGS ........................................................... 66
12 SERVICING .......................................................................................... 68
GENERAL ................................................................................................... 68
GROUND OPERATIONS ........................................................................... 70
20 STANDART PRACTICIES .................................................................. 71
GENERAL (AIRFRAME) ........................................................................... 71
AIRPLANE GROUNDING - MAINTENANCE PRACTICES .................... 73
SAFETY ITEMS/INTERFACES ................................................................. 77
Boeing 737-600/700/800/900 05-20

TABLE OF FIGURES

GENERAL .................................................................................................... 7
GENERAL .................................................................................................... 8
GENERAL .................................................................................................... 9
FLIGHT COMPARTMENT PANELS....................................................... 13
CAPTAIN'S PANEL .................................................................................. 15
FIRST OFFICER'S INSTRUMENT PANEL ............................................ 17
CENTER INSTRUMENT PANEL ............................................................ 19
GLARESHIELD ......................................................................................... 21
FORWARD ELECTRONIC PANEL ........................................................ 22
CONTROL STAND ................................................................................... 23
AFT ELECTRONIC PANEL ..................................................................... 24
AFT OVERHEAD PANEL ........................................................................ 25
FORWARD OVERHEAD PANEL ........................................................... 27
AFT FLIGHT COMPARTMENT PANELS .............................................. 28
ELECTRONIC & EQUIPMENT COMPARTMENT ................................ 29
TIME LIMITS / MAINTENANCE CHECKS ............................................. 31
INTRODUCTION - DIMENSION B737600/-700/-800 ......................... 32
INTRODUCTION - DIMENSIONS B737900 ........................................ 33
INTRODUCTION REFERENCE PLANES AND LINES..................... 36
INTRODUCTION FUSELAGE SECTION 41 ...................................... 37
INTRODUCTION - MAJOR ZONES ........................................................ 42
INTRODUCTION - SUB ZONES ............................................................. 43
INTRODUCTION ACCESS DOORS AND PANELS .......................... 44
INTRODUCTION - JACK POINT LOCATIONS ..................................... 46
INTRODUCTION - LEVELING ............................................................... 48
INTRODUCTION - TOWING TURNING RADIUS ................................ 50
INTRODUCTION - TOWING HAZARD ZONES ................................... 52
BOEING 737-900 TAXIING TURNING RADIUS ................................... 56
BRAKEAWAY POWER BOTH ENGINES OPERATED .................... 57
IDLE POWER FORWARD THRUST ................................................... 58
IDLE POWER REVERSER THRUST (RIGHT ENGINE ONLY) .......... 58
INTRODUCTION - PARKING & MOORING .......................................... 59
CHOCKS INSTALLATION IN WIND UP TO 35 KNOTS ...................... 60
MOORING AIRCRAFT ............................................................................. 65
FUSELAGE EXTERIOR MARKINGS ..................................................... 67
INTRODUCTION - SERVICE LOCATIONS ........................................... 69
INTRODUCTION - TERMINAL SERVICE ARRANGEMENT
(EXAMPLE)................................................................................................ 70
INTRODUCTION STATIC GROUNDING ............................................ 74
INTRODUCTION - ESDS DEVICE HANDLING..................................... 75
SAFETY ITEMS / INTERFACES ............................................................. 78
Boeing 737-600/700/800/900 05-20


ABBREVIATIONS AND ACRONYMS

A/P autopilot COND condition
A/S airspeed cntl control
ac alternate current DET detector
ACARS ARINC communications addressing and reporting
system
DEU display electronic unit
ACMS airplane condition monitoring system DIST distribution
ADF automatic direction finder DME distance measuring equipment
ADIRS air data inertial reference system DU display unit
AFCS automatic flight control system ECU electronic control unit
AGCU APU generator control unit EE electronic equipment
altn alternate EEC electronic engine control
AMP amplifier ELEX electronics
APB APU breaker ELT emergency locator transmitter
APU auxiliary power unit EMDP electric motor driven pump
ATC air traffic control ESDS electrostatic discharge
sensitive
att attendant EXT external
auto automatic F/O first officer
bat battery FCC flight control computer
BCN beacon FMC flight management computer
BL buttock line FMCS flight management computer
system
BPCU bus power control unit freq frequency
BTB bus tie breaker FWD forward
C/W control wheel GCU generator control unit
CAPT captain gnd ground
CDS common display system GPS global positioning system
CDU control display unit HF high frequency
chgr charger HUD heads up display
comm communication IDG integrated drive generator
COMP computer ILS instrument landing system
CONN connected INV inverter

Boeing 737-600/700/800/900 05-20


ABBREVIATIONS AND ACRONYMS (CONT)

L left sel select
LBL left buttock line SCU start converter unit
LE leading edge SPU start power unit
LRRA low range radio altimeter SOV shutoff valve
LRU line replaceable unit stab stabilizer
mod module STA station
MLG main landing gear stdby standby
MCP mode control panel sw switch
MPD maintenance planning document TCAS traffic alert and collision
avoidance system nav navigation TE trailing edge
NLG nose landing gear TRU transformer rectifier unit
OVHT overheat typ typical
PA passenger address VHF very high frequency
PCU power control unit vlv valve
PDP power distribution panel VOR VHF omni range
pnl panel WL water line
prox proximity xfer transfer
PSU passenger service unit xfmr transformer
pwr power
R right
RBL right buttock line
REU remote electronics unit
RLY relay
SATCO
M
satellite communication
S/B speedbrake
sec section

Boeing 737-600/700/800/900 05-20


INTRODUCTION

GENERAL DESCRIPTION

GENERAL
The main differences of the B737 Next Generation (NG) are as follows:

Performance:
Faster cruise M0.78
Higher ceiling 41,000ft
Lower takeoff & approach speeds
Higher MTOW
Lower fuel burn

Engines:
FADEC controlled CFM567
2.5deg nozzle tilt
Redesigned struts
Improved nacelles with increased airflow and improved noise treatment
7% more fuel efficient than CFM563

Fuselage:
Strengthened for increased tail loads and design weights
New wingbody strake

Wings
New airfoil section
25% increase in area
217 (5.4m) wingspan increase
17 (0.43m) chord increase
Raked wingtip
Larger inspar wingbox with machined ribs
mIncreased fuel capacity (4500kg)

Tail:
4ft 8in taller
60 sq ft root insert
Modified rudder
Segmented rudder seals
Digital yaw damper

Flight Controls:
Increased elevator PCU capability
Aileron and tab span increase
New double slotted continuous span flaps
New leading edge Krueger flaps
Additional slat
Additional spoiler

Nose Gear:
Stroke increased 3.5 to relieve higher dynamic loads and
wheelwell extended 3 forward.

Main Gear:
Longer
One piece titanium gear beam
43.5 tyres
Digital antiskid

Flight Deck:
6 programmable LCDs, replacing most conventional and early
generation EFIS CRT displays.

Systems:
Most systems developed particularly: electrics, powerplant &
navigation.

Commonality

The B737 NG is designed to be common with the B737 Classic. Because
both airplanes have the same flight deck layout and airplane handling
characteristics, the flight crews can be common type rated.
In addition, there is substantial component commonality between these
two models.

Boeing 737-600/700/800/900 05-20


GENERAL

Boeing 737-600/700/800/900 05-20


GENERAL

Boeing 737-600/700/800/900 05-20


GENERAL
Boeing 737-600/700/800/900 05-20


BOEING 737 -600/700/800/900 PRINCIPAL CHARACTERISTICS

The design of the B737 NG (Next Generation) is based on the B737 Classic
family:
Boeing 737-300/-400/-500.

The Boeing B737 NG is a twin engine airplane. It is designed for short to
medium range operation and consists of four models:
B737600
B737700
B737800
B737900

In this document, the use of the designator B737 NG without a reference to a
specific model indicates that this information applies to all four models.

The Boeing 737 NG program was launched in June 1993, starting with the
B737700 (22cm (9in) longer than the original B737300 and a seating up to
149).

The B737800 project was launched in September 1994 and is based on the
B737400 but is significantly longer at 39.4m (129ft 6in) and seats up to 189.

The 800 has been available with winglets since May 2001. These reduce
aerodynamic drag thereby reducing fuel consumption by up to 7%.

The B737600 was the third of the NGs to be built and started in March 1995
and originated as the B737500 with a similar length fuselage, seating
between 108132.

Boeing began work on the stretched B737900 in April 1997 and opted to use
the same (-800) emergency exit layout, with 4 main exit doors and 4 overwing
exits, thereby still restricting the maximum passenger load to 189.

Boeing 737-600/700/800/900 05-20


Boeing 737-600 Boeing 737-700 Boeing 737-800 Boeing 737-900
Maximum weight (kg):
Taxi 56530 60550 78460 79243
Take-off 56250 60330 78220 79016
Landing 54650 58060 65310 66360
Zero-fuel 51480 54660 61690 62730
Powerplant:
Model CFM 56-7 CFM 56-7 CFM 56-7 CFM 56-7
Type B18 B20 / B22 / B24 B24 / B26 / B27 B24 / B26 / B27
Static Thrust (lb) 19500 20600 / 22700 / 24200 24200 / 26400 / 27300 24200 / 26400/ 27300
Bypass Ratio 5.5 : 1 5.4 : 1 5.3: 1 5.1 : 1
Dimensions (m):
Aircraft Length 31.20 33.60 39.50 42.10
Wing Span (Winglets) 34.30 (35.80) 34.30 (35.80) 34.30 (35.80) 34.30 (35.80)
Overall Height 12.60 12.60 12.60 12.60
Tail Span 14.30 14.30 14.30 14.30
Accommodation:
Max. Seating (single class) 132 149 189 189
Hold Volume (m
3
) 23.30 30.20 47.10 52.40
Fuel (kg):
Standard 20536 20536 20536 20536
Optional (BBJ) 30170
Long Range Cruise:
Range with max. payload (nm) 3153 3299 2926 2726

Boeing 737-600/700/800/900 05-20


FLIGHT DECK

INTRODUCTION

Flight Compartment Panels

These are the major panels in the flight compartment:
P1 captain instrument panel
P2 center instrument panel
P5 forward overhead panel
P5 aft overhead panel
P7 glareshield panel
P3 first officer instrument panel
P9 forward electronic panel
Control stand
P8 aft electronic panel.

Boeing 737-600/700/800/900 05-20


FLIGHT COMPARTMENT PANELS

Boeing 737-600/700/800/900 05-20


CAPTAINS INSTRUMENT PANEL

The captains instrument panel is the P1 panel. The P1 panel has these
textures:
Left outboard display unit
Left inboard display unit
Display switching module
Clock
Autoflight status annunciator
Conditioned air outlet controls
Lighting controls tor the captain
Master dim and test switch
Yaw damper indicator.

The display switching modules let the pilots show different display formats on
the inboard and lower display units.

Boeing 737-600/700/800/900 05-20


CAPTAIN'S PANEL

Boeing 737-600/700/800/900 05-20


FIRST OFFICERS INSTRUMENT PANEL

The first officers Instrument panel is the P3 panel. The P3 panel is almost the
same as the P1. The P3 panel also has these features:
Ground proximity module
Brake pressure indicator.

Boeing 737-600/700/800/900 05-20


FIRST OFFICER'S INSTRUMENT PANEL

Boeing 737-600/700/800/900 05-20


CENTER INSTRUMENT PANEL

The center instrument panel is the P2 panel. The P2 panel has these items:
Engine control module
Antiskid and autobrake switches and tights
Landing gear lever and position indicators
Upper center display unit
Standby instruments

Boeing 737-600/700/800/900 05-20


CENTER INSTRUMENT PANEL

Boeing 737-600/700/800/900 05-20


GLARESHIELD PANEL

The glareshield panel is the P7 panel. The P7 panel contains these panels:
Mode control panel (MCP)
EFIS control panels
Master caution annunciations
Fire warning light.

The mode control panel is redesigned with different switches. The MCP uses
integrated LED light switch assemblies. This redesign improves the reliability
of the mode control panel.

The EFIS control panels are on the glareshield panel for easier access by the
pilots.

These control panels are similar to the Boeing 747400 and 777 EFIS control
panels.

Boeing 737-600/700/800/900 05-20


GLARESHIELD

Boeing 737-600/700/800/900 05-20


FORWARD ELECTRONIC PANEL

The forward electronic panel is the P9 panel. The P9 panel contains these
displays:
Lower center display unit
Control display units.

FORWARD ELECTRONIC PANEL
Boeing 737-600/700/800/900 05-20


CONTROL STAND

General

The controls and indicators on the control stand include these components:
Forward thrust lever (2)
Reverse thrust lever (2)

Speed brake handle
Horizontal stabilizer trim wheel and indicator (2)
Parking brake lever and indication light
Flap lever
Start lever (2).

CONTROL STAND
Boeing 737-600/700/800/900 05-20


P8 AFT ELECTRONICS PANEL

General
The P8 aft electronics panel has these components:
Weather radar control panel
Overheat / fire protection panel
ATC / TCAS control panel

VHF radio control panels
Navigation control panels
Audio control panels
Aileron/rudder trim panel
Lighting control
ACMS printer
ADF control panel

AFT ELECTRONIC PANEL
Boeing 737-600/700/800/900 05-20

P5 AFT OVERHEAD PANEL

General

The controls and displays on the P5 aft overhead panel include these
components:
Inertial system display unit

Engine panel
Observers audio control panel
Oxygen panel
Landing gear indicator lights
White dome light switch
Service interphone switch
JRS mode select unit
Leading edge devices annunciator panel.

AFT OVERHEAD PANEL
Boeing 737-600/700/800/900 05-20


P5 FORWARD OVERHEAD PANEL

General

The controls and displays on the P5 forward overhead panel include these
components:
APU control switch
APU indicator panel
Fuel control panel
Ground power and bus switching panel
Equipment cooling panel
Generator drive and standby power panel
AC and DC meter panel
Flight control panel
Air-conditioning/bleed air controls panel
Hydraulic control panel
Cabin altitude panel
Cabin pressure control panel
Engine start panel.

Boeing 737-600/700/800/900 05-20


FORWARD OVERHEAD PANEL

Boeing 737-600/700/800/900 05-20

AFT FLIGHT COMPARTMENT PANELS

The main circuit breaker panels are behind the first officer and captain. The
P6 and P18 have the component load circuit breakers. Circuit breakers are
organized by airplane systems.

Emergency equipment is placed within easy reach ot the crew.
Emergency equipment includes these items:
A fire extinguisher on the P6 panel
A crash axe on the P18 panel
Escape lanyards above the sliding windows.

The data loader control panel is on the P10 panel.

The bulkhead and sidewalls have provisions for stowing crew luggage, flight
manuals, coats, and hats.

AFT FLIGHT COMPARTMENT PANELS
Boeing 737-600/700/800/900 05-20

ELECTRONIC EQUIPMENT COMPARTMENT

General

Electronic equipment is in a compartment below the main cabin floor, aft of
the nose wheel well. On the ground, you enter this electronic equipment (EE)
compartment through a door in the bottom of the fuselage. The door is
located just aft of the nose landing gear.

There are five standard equipment racks. These are the E1, E2, E3, E4, and
E5 racks.

Shelf assemblies have equipment mounts, interconnected wiring, and
accessory boxes. Most equipment rack shelves are cooled with air. Air is
blown through or drawn through the equipment racks.

There is a drip shield over the racks to protect the equipment from moisture
condensation.

ELECTRONIC & EQUIPMENT COMPARTMENT
Boeing 737-600/700/800/900 05-20


05 TIME LIMITS / MAINTENANCE CHECKS (ATA05)

GENERAL

INTRODUCTION

This section contains recommended checks and inspections which are due to
special or unusual conditions.

The types of conditional inspections are as follows:
Hard Landing or High Drag/Side Load Landing (Ref 055101)
Severe or Unusual Turbulence, Buffet, or Speeds More than the Design
Limits (Ref 055104)
High Energy Stop/Heat Damage (Ref 055107)
Flap/Slat Down Overspeed Condition (Ref 055108)
Dragged Engine Nacelle / Engine Seizure/Engine and Strut Damage
Condition (Ref 055110)
Mercury Spillage Condition (Ref 055114)
Brake Seizure (Ref 055115)
Flat Spotted Tires (Ref 055116)
Wheel Bearing Failure/Damage Condition (Ref 055117)
Bird/Hail Strike Condition (Ref 055118)
Lightning Strike Condition (Ref 055119)
Fire Resistant Hydraulic Fluid Reaction with Titanium (Ref 055122)
Excessive Cabin Pressure Leakage (Ref 055124)
Extreme Dust Condition (Ref 055127)
Ice or Snow Condition (Ref 055128)
Exceeding Maximum Nose Landing Gear Towing Angle or Maximum
Towing Load (Ref 055129)
Volcanic Ash (Ref 055131)
Tail/Tail Skid Drag (Ref 055132)
Overweight Landing (Ref 055135)
Damage due to Engine Blade out (Ref 055142)
Nacelle/Strut Pressure Relief Doors Open Condition (Ref 055144)
Landing-Gear-Down Overspeed Condition (Ref 055147)
Tire Treat Loss or Tire Burst (Ref 055154)
Acid Spillage Condition (Ref 055157)
Airframe Vibration Condition (Ref 055167)
Main Landing Gear Shimmy Vibration Condition (Ref 055168)

Conditioned Air Pack Outlet Duct System Failure (Ref 055180)
Cabin Depressurization Condition (Ref 055181)
Excessive Cabin Pressure Leakage (Ref 055191)
Non-Environmental Wing Icing (Ref 055192)
Boeing 737-600/700/800/900 05-20


TIME LIMITS / MAINTENANCE CHECKS

Boeing 737-600/700/800/900 05-20


06-00 GENERAL (ATA06)
PRINCIPAL DIMENSIONS AND AREAS

GENERAL
Dimensions are included for the wing, ailerons, flaps, horizontal stabilizer
surfaces, vertical stabilizer surfaces and body. Areas are included for the wing
and stabilizer surfaces.
These are the general dimensions of the airplane.

INTRODUCTION - DIMENSION B737600/-700/-800
Boeing 737-600/700/800/900 05-20


INTRODUCTION - DIMENSIONS B737900

Boeing 737-600/700/800/900 05-20


FUSELAGE STATION DIAGRAM

PLANES AND LINES

ADOPTED in aircraft construction coordinate system includes the stations,
waterlines, and buttock lines. They are measured in inches. They will help you
quickly identify the location of components, the center of gravity and the
weight distribution.
Fuselage, wings, nacelles, landing gear, empennage are divided by these
units.

Standard Abbreviations and Definitions

BS, STA, or STA
Body (Fuselage) Station. A plane that is perpendicular to the fuselage
centerline. It is measured from a point 130.00 inches forward of the
nose.
BBL or BL
Body (Fuselage) Buttock Line. A vertical plane that is parallel to
the vertical centerline plane, BBL 0.00. It is found by its
perpendicular distance from the fuselage centerline plane. (It is a
measurement of width.)
BRP
Body (Fuselage) Reference Plane. A plane that is perpendicular to the
BBL plane and goes through BWL 208.10, the top of the main deck
floor beams.
BWL or WL
Body (Fuselage) Waterline. A plane that is perpendicular to the BBL
plane, parallel to the fuselage centerline. It is measured from a parallel
imaginary plane, BWL 0.00, 148.5 inches below the lowest fuselage
surface.
LBL
Left Buttock Line
RBL
Right Buttock Line

Boeing 737-600/700/800/900 05-20


Boeing 737-600/700/800/900 05-20


INTRODUCTION REFERENCE PLANES AND LINES

Boeing 737-600/700/800/900 05-20


Fuselage Station Diagram
Technologically fuselage is narrow 6 main parts : sections 41, 43, 44, 46, 47,
48.

The fuselage station diagram gives you a reference system to help you find
components, features, and major fuselage structural openings in relation to a
datum plane. The datum plane is perpendicular to the fuselage centerline
and found 130.0 inches (3.302 meters) forward of the airplane nose.

Changing the length of the fuselage performed by the introduction of
additional frame parts to sections 43 and 46.

INTRODUCTION FUSELAGE SECTION 41

Boeing 737-600/700/800/900 05-20



Boeing 737-600/700/800/900 05-20



Boeing 737-600/700/800/900 05-20


THIS PAGE IS INTENTIONALLY LEFT BLANK

Boeing 737-600/700/800/900 05-20

MAJOR ZONES

General

The 737 airplane is divided into 8 major zones to help you find and identify
the airplane components and parts. The major zones are divided into
subzones and the subzones into zones.
The zones are numbered in the sequence that follows:
Fuselage front to back and away from the floorline
Wings inboard to outboard and front to back
Horizontal Stabilizer and Elevator inboard to outboard and front to
back
Vertical Fin and Rudder leading edge to the trailing edge of the
vertical stabilizer

Each of the structural components, passenger compartment doors, cargo
compartment doors, landing gear doors, rudders, elevators, flaps, ailerons,
spoilers, leading edge devices, and equivalent components has a different
zone number.
A threedigit number identifies the major zones, subzones, and zones as
follows:
Major Zone the first digit is a number from 1 to 8 followed by two
zeroes.
Subzone the first digit represents the major zone, the second digit is
a number from 1 to 6 or 9, and the third digit is a zero.
Zone the first two digits represent the subzone number and the third
digit shows a component or group of components that are in the
subzone.

Access

Location Zones
100 Lower Half of Fuselage
200 Upper Half of Fuselage
300 Empennage
400 Powerplant and Nacelle Struts
500 Left Wing
600 Right Wing
700 Landing Gear and Landing Gear Doors
800 Doors

Boeing 737-600/700/800/900 05-20


INTRODUCTION - MAJOR ZONES

Boeing 737-600/700/800/900 05-20


Passenger and Cargo Compartment Doors - Major Zone 800

Below shown example of subzone dividing and numbering for major zone
800.

These are the applicable zones for the passenger and cargo compartment
doors in format : Number Name/Location
821 Forward Cargo Door
822 Aft Cargo Door
831 Forward Entry Door
832 Emergency Exit
833 Emergency Exit
834 Aft Entry Door
841 Forward Galley Service Door
842 Emergency Exit
843 Emergency Exit
844 Aft Galley Service Door

INTRODUCTION - SUB ZONES

Boeing 737-600/700/800/900 05-20


FUSELAGE (MAJOR ZONES 100 AND 200 ACCESS DOORS AND PANELS

Major zone 100 contains the bottom half of the fuselage but does not include
Section 48. Major zone 100 includes the subzones, which are identified with
two numbers followed by a zero :Subzone 110 - Nose Area; Subzone 120 -
Forward Cargo Compartment; Subzone 130 - Wing Center Section; Subzone
130 - Main Landing Gear Wheel Well; Subzone 140 - Aft Cargo Compartment;
Subzone 140 - Bulk Cargo Compartment; Subzone 190 - Wing-To-Body
Fairings

Major zone 200 contains the top half of the fuselage but does not include
section 48. Major zone 200 includes these subzones:
Subzone 210 - Flight Compartment; Subzone 220 - Section 41; Subzone 230 -
Section 43; Subzone 240 - Section 44; Subzone 250 - Section 46; Subzone
260 - Section 47

Each subzone is divided into zones that are identified with the first two
numbers of the subzone followed by a number that is not zero.
Access doors and panels in a zone are identified by the zone number and a
two or three letter suffix.
This alphanumeric label is different for each access door or panel.

111 Radome Bulkhead
112A Forward Compartment Access Door
113AC Fwd Nose Wheel Well Upper Access Panel
113AW Forward Nose Wheel Well Panel
113BW Forward Nose Wheel Well Panel
114AC Fwd Nose Wheel Well Upper Access Panel
114AR External Power Receptacle Door
114AW Forward Nose Wheel Well Panel
114BW Forward Nose Wheel Well Panel
117A Electronic Equipment Access Door
117AW Equipment Access Door Cover
117BL Forward Airstair Door
711AL Forward Nose Wheel Door
712AR Forward Nose Wheel Door
INTRODUCTION ACCESS DOORS AND PANELS

Boeing 737-600/700/800/900 05-20


07. JACKING (ATA07)

Jacking Points

The airplane has three main jack points and four auxiliary jacking points. The
main points are wing jacking points A and B and aft body jacking point C. The
four auxiliary points are forward body jacking point D and three landing gear
points E (Nose) and F (Main Landing Gear).
The airplane may be jacked at any gross weight provided the maximum load
of any jacking point is not exceeded. If the airplane is supported entirely by the
three main jacks and the stabilizer jack at point D, the maximum jacking
weight of the airplane must not be exceeded (see AMM 0711).
Axle jacking points E and F provide the means for changing two flat tires on
the same axle up to maximum gross taxi weight. Landing gear jack points are
integral 3/4 inch spherical radius pads under main and nose gear axles.
The jacking points on the wing and body include special provisions for the
attachment of bolt-on type jack adapters provided with 3/4 inch spherical
radius pads.
To minimize the vertical lift during the jacking operation, main and nose gear
shock strut restrainers which lock the oleos in a de-pressurized and
compressed condition may be used if gear retraction is not the reason for
jacking.

Caution: DO NOT LIFT THE AIRPLANE ON JACKS IN WINDS MORE
THAN 35 KNOTS. IF YOU DO NOT OBEY THESE
INSTRUCTIONS DAMAGE TO THE AIRPLANE CAN OCCUR.

Level the Airplane with a Plumb Bob

Make sure the airplane is parked in the most level position available.
Attach a plumb bob and chord in the right main wheel well to the bracket that
shows the words LEVEL HERE.
The bracket is directly above the leveling scale.
The plumb bob chord must be on the outboard side (decal side) of the
support bracket.
The plumb bob must be clear of the target by less than 1/8 inch.
Examine the position of the plumb bob when it does not move.
If the plumb bob is not in the zero position on the leveling scale, make the
airplane level.
Boeing 737-600/700/800/900 05-20


INTRODUCTION - JACK POINT LOCATIONS

Boeing 737-600/700/800/900 05-20


08 LEVELING & WEIGHING (ATA08)

LEVELING

General

The airplane is supplied with one lateral and one longitudinal inclinometer, and
a plumb bob leveling scale, as leveling indicators.
The inclinometers and plumb bob leveling scale are on the keel beam near the
rear of the left main wheel well and the front of the right main wheel well.
For small adjustments to make the airplane level, the landing gear shock struts
are inflated or deflated as necessary. For larger adjustments, the airplane
must be lifted on jacks.

WEIGHTING

General

Refer to the Weight and Balance Manual for procedures
to prepare the airplane to be weighed.
to weigh the airplane.

Boeing 737-600/700/800/900 05-20


INTRODUCTION - LEVELING

Boeing 737-600/700/800/900 05-20


09 TOWING and TAXIING (ATA09)

AIRCRAFT TOWING

The nose gear has a forward tow fitting. Each main gear has both a forward and
an aft tow fitting. The main gear tow fittings are for abnormal towing conditions.

A placard describing towing operations is below the towing lever.

To tow the aircraft the towing lever must be held in the tow position with a
lockpin. In this position, hydraulic pressure for nose wheel steering is locked
out. A red stripe on each nose wheel well door identifies the 78 degree position.

Maximum nose gear steering angle is 78 degrees, with the torsion links
connected. If the steering angle is to exceed 78 degrees, disconnect the torsion
links.

Make sure you have the necessary clearance when you go near a parked
airplane or other structures. When the APU in the towed airplane or a parked
airplane is on, you must have a minimum clearance of 32.8 feet (10 meters).

The clearance must be between the APU exhaust port and the adjacent
airplanes wingtip (fuel vent).

To tow the airplane with the entry or the cargo doors open is optional.

Towbarless Towing

Towing stability of a Towbarless Tow Vehicle (TLTV)/Airplane combination is
dependent on many variables, two of these key variables being the
characteristics of the tow vehicle attractive forces and the runway conditions.
Maximum towing speeds shall be the responsibility of the airplane operator in
conjunction with the airport authorities with consideration of recommendations
from the TLTV manufacturer.

Precautions

Tip clearance requires special care during the turn. Airplane should be
moving before turning the nose wheel. Airplane nose wheel should be fore
and aft prior to parking.

Warning: MOST TOWBARLESS TOW VEHICLES DO NOT HAVE A
SHEAR PIN TO LIMIT THE LOADS IF THE AIRPLANE
BRAKES ARE USED DURING TOWING. DO NOT APPLY
THE AIRPLANE BRAKES WHEN YOU TOW THE AIRPLANE
WITH TOWBARLESS TOW VEHICLES. IF YOU APPLY THE
BRAKES, YOU CAN APPLY LOADS TO THE NOSE
LANDING GEAR THAT ARE MORE THAN THE DESIGN
LOAD LIMITS. IF YOU DO NOT OBEY THIS CAUTION,
DAMAGE WILL OCCUR TO THE NOSE LANDING GEAR,
THE TOW VEHICLE, AND MAINTENANCE PERSONS CAN
BE INJURED.

Boeing 737-600/700/800/900 05-20


INTRODUCTION - TOWING TURNING RADIUS

Boeing 737-600/700/800/900 05-20


TOW THE AIRPLANE

Warning: WHEN YOU TOW THE AIRPLANE, ALL PERSONS MUST STAY
OUT OF THE DANGEROUS AREAS AROUND THE TOW
VEHICLE, TOW BAR, NOSE WHEELS, AND MAIN WHEELS.
PERSONS ON THE GROUND MUST KNOW IT IS POSSIBLE TO
BE RUN OVER BY THE NOSE WHEELS, MAIN WHEELS, AND
THE TOW VEHICLE. THIS IS BECAUSE THE AIRPLANE WILL
CHANGE POSITION DURING PUSHBACK AND TOWING. MAKE
SURE YOU KEEP A MINIMUM OF 10 FEET SEPARATION
BETWEEN PERSONS ON THE GROUND AND THE
EQUIPMENT THAT MOVES. IF YOU DO NOT KEEP THE
MINIMUM DISTANCE, A FATAL INJURY COULD OCCUR.

Make sure the persons that work near the areas that follow know the
pushback hazard zones as shown in Figure:
tow vehicle
tow bar
nose wheels
main wheels.

To tow the airplane with the entry or lower cargo doors open is optional.
Tow the airplane slowly straight ahead before you try to turn.

Boeing 737-600/700/800/900 05-20


INTRODUCTION - TOWING HAZARD ZONES
Boeing 737-600/700/800/900 05-20


TAXI THE AIRPLANE (ATA09-20)
MAINTENANCE PRACTICES

Warning: Refer to the Operations Manual to taxi the airplane for revenue
service.

Taxi Safety

When you taxi an airplane, caution and precision are necessary.

The taxi procedure must be done only by persons that are trained to
taxi the airplane.
The taxi path must be clear of all persons and vehicles.
You must get approval from the airport ground control to taxi the
airplane.
You must keep clearance from the buildings and the other airplanes,
at all times.
You must have electrical power to operate:
- the taxi lights
- the navigation lights
- the radio and intercom equipment
- other necessary systems.
Check for a fuel imbalance condition.
Note: If an aircraft was moved (tow or taxi) with a lateral fuel imbalance in
excess of AMM limits while on the ground, a structural inspection is
not required provided normal taxi procedures were followed, the
maximum taxi speed was below 25 knots and no hard braking or
maximum braking occurred. If these limitations were exceeded a
structural inspection is required, contact engineering for a specific bill
of work.
The applicable airplane hydraulic systems must be pressurized to
supply hydraulic pressure.
When you taxi the airplane at night or in bad weather conditions, the
crew must know the area around the airplane.
A taxi checklist is necessary to help the crew have a safe taxi
operation.

Maintenance Persons Necessary to Taxi the Airplane

The persons necessary for a safe taxi operations must include a flight
compartment crew and a ground crew. There must be a minimum of two flight
compartment persons (One taxi approved person and one observer).

One flight compartment person must be trained in all of the procedures that
follow, for the taxi operations:
Note: It is not necessary for the observer to be taxi approved.

Correct procedure to prepare the flight compartment
The engine start, operation, and shutdown procedures
The engine fire and emergency procedures
The radio and intercom operation and procedures
The taxi procedures (turning, wing tip clearances, taxi speeds, etc)

One or two ground crew persons are necessary to do the tasks that follow:

Note: In areas of congestion or a limit of space (hangers, ramp areas next
to the terminal, airplane parking areas, etc.) more ground persons
are necessary. This is to help monitor the wing clearances and to be
general observers.

To remove and replace the wheel chocks
To help during the engine start
To help the flight compartment crew during the airplane movement
To make sure the airplane taxi path is clear.

Communications

Most areas around the airplane are out of the field of view permitted by the
flight compartment windows. Also, it is hard to see much of the ground
operations work near the airplane from the flight compartment crew. There
must be communication between the airplane and the ground crew. This is
necessary during the engine start, removal and replacement of wheel chocks,
and during the engine shutdown. To have a safe taxi operation you must use
hand signals, lights, intercom and/or radio communication. The
communications with the ground control authority is also necessary for taxi
operations.
Boeing 737-600/700/800/900 05-20


Taxi the Airplane

When you taxi the airplane on the ground, the movement is equivalent to
other conventional tricycle geared airplanes. The nose wheel steering, and
the engine thrust are used as necessary, to taxi the airplane.

1. Airplane ground stability - During the airplane taxi, the center of gravity
(CG) must always be below the Ground Stability Limits line, (see, AMM
09-11-00 for more information).
Find the airplane center of gravity (CG) for the applicable airplane
configuration. Use component weight and CG data, and the procedures
to calculate them, in the approved weight and balance manuals.
2. Airplane clearance during the taxi - Make sure you have the necessary
clearance when you go near a parked airplane or other structures.
When the APU in the taxi airplane or the parked airplane is on, you must
have a minimum clearance of 32.8 ft (10.0 m). The clearance must be
between the APU exhaust port and the adjacent airplanes wingtip (fuel
vent).
Airplane taxi speed - The taxi speed must not be more than
approximately 20 knots. Speeds more than this, added to long taxi
distances will cause heat to collect in the tires. Before you make a turn,
decrease the speed of the airplane to a speed which is applicable to the
local conditions. On a dry surface, use a speed of approximately 8 to 12
knots.
3. Airplane turns during taxi. Always use the largest turn radius possible. Do
not try to turn the airplane until it has started to moved. Make sure you
know the taxi turn radii, (see AMM 09-11-00 for more information).
Monitor the wingtips and the horizontal stabilizer carefully for clearance
with buildings, equipment, and other airplanes. Make all turns at a slow
taxi speed to prevent tire skids. When a left or right engine is used to
help make a turn, use only the minimum power possible. Do not let the
airplane stop during a turn.
Do not use the brakes to help during a turn. Decrease the speed of the
airplane with the brakes when it is necessary, before the turn is started.
Make a minimum radius turn with maximum nose wheel steering, and the
engine thrust only. When you use the brakes during a turn, they will
cause the main and nose landing gear tires to wear. ) When it is possible,
complete the taxi in a straight line roll for a minimum of 12 ft (4 m).

Note: This will remove the torsional stresses in the landing gear
components, and in the tires.

Note: The wingtips and the horizontal stabilizer move in larger arcs during
a turn than the nose of the airplane. You must monitor these areas of
the airplane carefully for clearance with buildings, equipment, and
other airplanes.

The basic factors that can change the diameter of a turn are as follows:
the nose wheel steering angle
the engine power
the center of gravity of the airplane
the airplane gross weight
the taxi surface conditions
the airplane ground speed
the differential braking that you use.

Boeing 737-600/700/800/900 05-20


Boeing 737-600/700/800/900 05-20


BOEING 737-900 TAXIING TURNING RADIUS

Boeing 737-600/700/800/900 05-20

ISSUE 1, 01 Jul 2013 FOR TRAINING PURPOSES ONLY Page: 57

Taxi the Airplane (Continue)

4. Engines operation.

Warning: YOU MUST FOLLOW ALL
PRECAUTIONS WHEN YOU
OPERATE THE JET ENGINES.
INJURY TO PERSONS OR
DAMAGE TO BUILDINGS,
EQUIPMENT, OR OTHER
AIRPLANES CAN OCCUR.

To find the dangerous areas at engine idle and
at the engine breakaway thrust task Engine
Ground Safety Precautions should be
completed. For more information see TM
chapter 70-80 and AMM 71-00-00.

All persons must keep away from the two
engine inlet and exhaust areas. Hot, high
velocity gases come out of the exhaust
nozzles of the engine. When the thrust
reverser is in the reverse position, the high
velocity fan air will come out and move
forward.

To find the angles of view from the flight
compartment, for a person in the left seat, see
figure.

Note: This is when the pilot or first officers
seat is in the correct position to
operate the rudder and brake pedals.

BRAKEAWAY POWER BOTH ENGINES OPERATED
Boeing 737-600/700/800/900 05-20


IDLE POWER FORWARD THRUST

IDLE POWER REVERSER THRUST (RIGHT ENGINE ONLY)
Boeing 737-600/700/800/900 05-20


10. PARKING AND MOORING (ATA10)

PARKING - MAINTENANCE PRACTICES

Warning: PITOT PROBE COVERS AND STATIC PORT COVERS ARE
RECOMMENDED WHEN THE AIRPLANE IS PARKED FOR
MORE THAN A STANDARD TURNAROUND OR WHEN
CONDITIONS SUCH AS INSECT ACTIVITY, DUST STORMS,
ICE, SNOW, OR VOLCANIC ASH MAY INCREASE THE RISK
OF PITOT PROBE OR STATIC PORT CONTAMINATION. A
PITOT PROBE OR STATIC PORT SYSTEM BLOCKED BY
FOREIGN OBJECTS SUCH AS INSECTS MAY CAUSE LARGE
ERRORS IN AIRSPEEDSENSING AND ALTITUDE-SENSING
SIGNALS, WHICH MAY LEAD TO LOSS OF SAFE FLIGHT.

Pitot probe and static port covers are recommended when the airplane is
parked for more than a standard turnaround. Failure to remove coverings
from static ports or covers from pitot probes before flight may cause large
errors in airspeed-sensing and altitude-sensing signals, which may lead to
loss of safe flight.

If the temperature of the fuel is below 32F (0C), do not to drain the fuel tank
sumps. To check for water at the fuel tank sump drain valves with fuel
temperature below 32F (0C), do one of the following to raise the
temperature of the fuel:
fill the tanks with warm fuel
move the airplane in to a warm hangar.

The airplane is usually parked for a small quantity of time as follows:

Note: The parking brake holds the airplane until the chocks are in their
positions.
In winds below 25 knots (46 km/h) install wheel chocks, COM-1505 in
front and behind a minimum of one wheel on both main gears ( see
more information AMM 10-11-05 ).
In winds above 25 knots (46 km/h), install wheel chocks, COM-1505 in
front and behind all wheels on both main gears;
It is not mandatory to install wheel chocks, COM-1505 on the tires of
the nose landing gear.
The parking brakes off.

A static ground on the airplane is not necessary when the airplane is parked
or is serviced during the turnaround operation. This does not include when
specific maintenance steps are done.

INTRODUCTION - PARKING & MOORING

NORMAL PARKING AMM 10-11-00
PROLONGED PARKING AMM 10-12-00
HIGH WIND CONDITION MOORING AMM 10-21-00
Boeing 737-600/700/800/900 05-20


Normal parking

Normal Parking is procedure for a short time airplane parking.

1. Install chocks:
Put chocks forward and aft of the inboard (or outboard) set of tires of
each main landing gear.
It is not mandatory to install chocks on both the inboard and outboard set of
tires when wind or wind gusts to a maximum of 35 knots (40 mph) (65 km/hr).
If the ramp does not slope put the main landing gear chocks and nose landing
gear chocks (if necessary) approximately 2 in. (51 mm) from the tires. This
can prevent jamming of chocks when a load is added to the airplane.
Put chocks forward and aft of the inboard and outboard set of tires on
each main landing gear.
If the ramp slopes, put the chocks that are down from the nose landing gear
and main landing gear tires such that they touch the tires. And put the chocks
up from the nose landing gear and main landing gear tires approximately 2 in.
(51 mm) from the tires.
2. Release the parking brake
3. Turn the battery switch to the OFF position, if it is not necessary to have it
on.
4. Make sure the flight controls are in the parking position:
the aileron and rudder trim control to ZERO (neutral position);
the stabilizer trim control to four pilot units (neutral position);
the aileron control wheel and elevators control column are in the
neutral position.
5. Close all the lavatory doors when the airplane is parked. This will help to
prevent the spread of a fire.
6. Install the protective covers for protection from dirt, dust, debris, ice, snow,
and volcanic ash to the follows:
engine inlet cover;
engine exhaust;
APU plug;
total air temperature (TAT) probe;
pitot static probe cover,
Attach a "PITOT PROBES COVERED" tag, printed on it in black letters, to
the top of the left control wheel in the flight deck with wire. For covering static
ports use the 3M Nr 471 yellow vinyl adhesive tape. Attach a "STATIC
PORTS COVERED" tag, printed on it in black letters, to the left control wheel
in the flight deck with wire.

Warning:
DO NOT PLACE 3M NO. 471 YELLOW VINYL ADHESIVE TAPE OVER THE
HOLES OF THE STATIC PORTS.

7. If the airplane will be parked for more than three days, prepare the water
and waste systems for storage:
do Waste Tank servicing;
drain Potable Water System.

CHOCKS INSTALLATION IN WIND UP TO 35 KNOTS
Boeing 737-600/700/800/900 05-20


Prolonged Parking

When the airplane is initially put into storage, necessary to complete storage
preparation maintenance tasks. During the storage will do the tasks for
service and protection on the appropriate cycles.
The prolonged parking procedure is not intended for use on aircraft that are
out of service for maintenance or modification reasons only. However, this
procedure can still be used as a guide for an airplane in maintenance or
modification if the systems that will be impacted are evaluated, and any
necessary changes to the procedure are made, based on the unique airplane
configurations that are encountered during the maintenance or modification
period.
When an airplane is not operated for 7 days or more, the airplane must be
protected. The procedures that follow will prevent the deterioration of the
airplane structure, finish, or system components. There are different
procedures to prepare some systems for storage. These procedures are
calculated by the length of time the airplane is to be in storage.
The airplane storage times are categorized as follows:
Short Term Storage - applies to times that are 0 to 60 days unless
specified differently
Long Term Storage - applies to times that are more than 60 days
unless specified differently.
More details about Prolonged Parking see AMM 10-12-02.

The airplane prolonged parking preservation Quick Check list to show what is
necessary when you do the preservation to an airplane. This data is in direct
relationship with the tasks and subtasks within the procedure. The table was
created to help the mechanic understand quickly what is necessary to put an
airplane into a storage condition.

PRESERVATION PROCEDURES - QUICK CHECK

These procedures are to be done at the start of the storage time as
preparation of the airplane for storage for more than seven (7) days

Warning: THE QUICK CHECK LIST IS NOT A SUBSTITUTE FOR
FOLLOWING THE COMPLETE PROCEDURE WHICH
CONTAINS WARNINGS, CAUTIONS, TASKS, AND DETAILED
INSTRUCTIONS. FAILURE TO FOLLOW THE COMPLETE
PROCEDURE CAN RESULT IN INJURIES TO PERSONNEL
AND DAMAGE TO THE AIRPLANE AND EQUIPMENT.

OXYGEN SYSTEMS Do this step:
check hydrostatic dates of cylinders
weigh the crew portable oxygen cylinders.

WATER AND WASTE Do these steps:
drain potable water
disinfect potable water system
drain and flush all toilet tanks.

FIRE PROTECTION Do these steps:
test the fire extinguisher circuits
weigh all portable fire extinguishers.

FUEL Do these steps:
make sure tanks are greater than 10% full
put in biocide if applicable
drain water (sumps and surge tanks)
cover fuel vent openings
check for fuel leaks.

AIR CONDITIONING Do these steps:
drain water separators
clean coalescer
seal all external openings
close outflow valves.
Boeing 737-600/700/800/900 05-20


PRESERVATION PROCEDURES - QUICK CHECK
(Continue)

HYDRAULIC Do these steps:
check for leaks
service all systems
lubricate all component bearings.

LANDING GEAR Do these steps:
install wheel chocks
release parking brake
install down lock pins
service the struts
remove corrosion
lubricate the landing gear
service the tires
apply corrosion preventive compound
lubricate wheel bearings
put covers on brakes/wheels/tires
service the shock struts.

FLIGHT CONTROLS Do these steps:
move all flight control surfaces
put all actuators in initial position
lubricate all flight controls
lubricate all visible cables
open all drain holes
put flaps FULL UP
put slats FULL UP
remove snow if more than 8 inches accumulates.

APU Do this step:
operate the APU weekly or preserve the APU.

POWERPLANT Do these steps:
preserve or remove the engine
if the engine is removed, cap and stow hydraulic and fuel lines, and
wires. Prevent moisture from accumulating on the strut.

ELECTRICAL/ELECTRONIC Do these steps:
ground the airplane
put all switches in the OFF position
check the components in the E/E Bay
open all necessary circuit breakers
apply electrical power for 2 hours
if parking brake is set, open antiskid circuit breakers
remove or disconnect main battery.

FLIGHT COMPARTMENT Do these steps:
open pitot heat circuit breakers
put a cloth or cover on the glare shield.

EQUIPMENT AND FURNISHINGS Do these steps:
put covers on internal furnishings
if necessary, remove seats
if necessary, remove carpet
if carpet not removed, install carpet runners
if seats not removed, install seat covers
if carpet and seats not removed, close window shades
clean trays and waste containers
check galleys and toilets
make sure escape slide girt bars are stowed.

EXTERNAL SURFACES (FUSELAGE,WING, HORIZONTAL AND
VERTICAL STABILIZERS): Do these steps:
wash the airplane, if necessary
remove stains and corrosion
inspect the composite panels
install pitot covers
install all static port covers
cover all probes.

Boeing 737-600/700/800/900 05-20

Put the Airplane Back to a Serviceable Condition After the Storage

Warning: THE QUICK CHECK LIST IS NOT A SUBSTITUTE FOR
FOLLOWING THE COMPLETE PROCEDURE WHICH
CONTAINS WARNINGS, CAUTIONS, TASKS, AND DETAILED
INSTRUCTIONS. FAILURE TO FOLLOW THE COMPLETE
PROCEDURE CAN RESULT IN INJURIES TO PERSONNEL
AND DAMAGE TO THE AIRPLANE AND EQUIPMENT.

The list below are for a Quick Check to show what is necessary when you put
an airplane back into a serviceable condition after being in storage. This data
is in direct relationship with the tasks and subtasks within the procedure. The
list was created to help the mechanic understand quickly what is necessary
to put an airplane into a storage condition.

FUSELAGE Do these steps to the external areas:
remove pitot probe covers
remove static port covers
remove all covers on external area
remove temporary coatings
open and clean drains
look for corrosion
remove covers from doors & panels
remove flags
remove tape
remove covers from windows.
Lubricate these areas:
external mechanisms
door hinges
external handle housings.
Look at these internal areas:
door seals
inside handles (cargo & entry doors)
passenger arm/disarm handles.

ELECTRICAL/ELECTRONIC Do these steps:
ground the airplane
put all switches in the OFF position
install the components (E/E Bay)
examine for corrosion
install inertial reference systems
check or install all batteries
close all applicable circuit breakers
apply electrical power
charge the batteries
test emergency light system
put all switches in correct position.

WING LEADING EDGE, TRAILING EDGE, AND EMPENNAGE
HORIZONTAL AND VERTICAL STABILIZERS Do these steps:
wash the surface
look for corrosion
inspect the paint
functional test slats
functional test flaps
functional test spoilers
examine all drain holes
lubricate all flap & slat components.

PRIMARY FLIGHT CONTROLS SYSTEMS Do these steps:
remove all covers
lubricate all visible cables
check the control wheel
check the rudder
check the elevator
operate the stabilizer trim
check the maintenance pages of CMC
test the primary control system
test the secondary control system.

HYDRAULIC Do these steps:
clean grease off actuators
pressurize the hydraulic systems
check for hydraulic fluid leaks
check all system components
make sure the systems are serviced
check the low pressure warn light
replace the hydraulic system filters.
Boeing 737-600/700/800/900 05-20


Put the Airplane Back to a Serviceable Condition After the Storage
(Continue)

LANDING GEAR Do these steps:
install ground locks
landing gear control handle down
landing gear doors closed
remove wheel covers
remove tiedowns
jack airplane if necessary
test alternate extension system
examine the door seals
inspect wheel bearings
lower airplane off jacks
service the struts
remove corrosion
clean oleo
lubricate all fittings.

FIRE PROTECTION Reactivate these systems:
engine fire extinguishing systems
APU fire extinguishing systems
fire extinguisher bottles
smoke detectors.

FUEL Do these steps:
remove screen mesh from openings
remove flags
fuel airplane
check for leaks
drain all water (sumps and surge tanks).

POWER PLANT Do the engine depreservation

BLEED AIR SYSTEM Do the depreservation of the bleed air system

APU Do the depreservation of the APU

AIR CONDITIONING Do these steps:
drain water separators
clean coalescer
remove the covers from external opening
close outflow valves
install components that were removed
operate ECS system.

EQUIPMENT AND FURNISHINGS Do these steps:
remove carpet runners
remove waterproof cover
remove cotton seat covers
open window shades
clean trays and waste containers
check galleys and toilets
install seats and carpets in flight compartment if they were removed
install seats and carpets in passenger compartment if they were
removed
install life vests.

WATER AND WASTE Reactivate these systems:
potable water
drains
toilet tanks.

COMPASS Do the compass swing

OXYGEN Do these steps:
check hydrostatic dates
flush oxygen system (if necessary)
install crew oxygen bottles
install passenger oxygen bottles
install crew oxygen masks
check chemical generators
do a mask drop check if necessary.

Boeing 737-600/700/800/900 05-20


MOORING (Parking in High Winds)

The airplane is made to be resistant to high velocity ground winds from all
angles without mooring. However, when airplane configuration and expected
high wind conditions are in the "EXTREME CAUTION ZONE" according to
AMM 10-11-03. It is recommended to move the airplane to a safe location. If
the airplane cannot be moved, moor/ secure the airplane.

Here is not specific values of wind velocity for High Wind conditions. When
you think it is necessary to do special mooring because of strong winds.
Mooring at the wheels will decrease the airplane movement. It will also
decrease the risk of structural damage.

Note: Refer to AMM 10-11-03 for the effects of wind on the airplane. To
reduce airplane movement, snow and ice must be removed from the
surface below the wheels.

Mooring the airplane utilizes ground anchor points and tie down equipment.
The tie down equipment is customer furnished and may be any combination
of components (i.e. shackles, chain, or cable) that meet the load
requirements stated in the procedure.

Following procedures must be completed for prepare to mooring:
Park the airplane, do this task, except that the parking brake must be
on.

Caution: THE PARKING BRAKES WILL HAVE AN EFFECT FOR 8
HOURS AFTER THEY ARE SET. BEFORE THE 8 HOURS ARE
DONE, YOU MUST RELEASE AND SET THE PARKING BRAKE
AGAIN. THIS WILL MAKE SURE THERE IS SUFFICIENT
HYDRAULIC PRESSURE. IF THERE IS NOT SUFFICIENT
HYDRAULIC PRESSURE, THE AIRPLANE CAN MOVE AND
CAUSE DAMAGE TO THE AIRPLANE.

Make sure the flaps are in the full up position to decrease the wing lift.
Fill the airplane to its maximum fuel capacity and move the CG fully
forward.
Close all the doors and hatches.
Make sure that all the covers and plugs are tightly held in their
positions.
Attach nose and main gears mooring straps and shackles around
each landing gear shock strut parallel to the airplane y-axis as shown
in figure Attach the tie down equipment to the landing gear mooring
equipment. Attach the other ends of the tie down equipment to the
ground anchor points. Make sure all the mooring straps have
equivalent tension .
Make sure there is no equipment in the area that can move during the
strong wind and cause damage to the airplane.

MOORING AIRCRAFT
Boeing 737-600/700/800/900 05-20


11 PLACARDS AND MARKINGS (ATA11)

1 . General

The data in this chapter gives a picture of the placards and markings on
the airplane, and shows their location. These pictures (illustrations) give
operation instructions, servicing instructions, safety precautions, rescue
instructions, and escape instructions.

There are few groups of placards and markings (to be included in the
maintenance manual) as specified by the ATA 100 specification.

(1) Safety Information.

Note: These Placards and Markings are for passenger and
equipment safety. Placards and Markings in this group have
WARNINGS and CAUTIONS.

(2) Maintenance Significant.

Note: These are servicing and maintenance instructions.

(3) By Government Regulations.

Note: These are placards and markings that must be put on the
airplane. When these type of placards and markings are shown
in Chapter 11, they are identified by an asterisk (*).

When you install or replace placards or markings, you must use approved
standard maintenance practices. These approved practices are in the
Maintenance Manual, Chapter 20, Standard Practices - Airframe.
Boeing 737-600/700/800/900 05-20


FUSELAGE EXTERIOR MARKINGS

1. General

A. This section shows markings for the Fuselage Exterior Markings, Section
41.

FUSELAGE EXTERIOR MARKINGS

Boeing 737-600/700/800/900 05-20


12 SERVICING (ATA12)

GENERAL

Conditioned Air
A connector for ground conditioned air is located on the lower fuselage
forward of the main wheel well, downstream of the air conditioning packs.

Electrical Ground Power
The electrical power receptacle is located on the lower right fuselage near the
nose wheel well.

Fuel
The fueling station is on the RH wing leading edge. There is one connector in
the station. An overwing fueling port is in each wing for gravity fueling refer to
AMM 1211 Fuel Servicing.

Pneumatics
Connections for pneumatics are located on the lower fuselage in the RH air
conditioning bay.

Waste Tank
A single panel on the lower left aft fuselage services the waste tank. There is a
single drain connection and a flush connection refer to AMM 1217 Toilet.

Potable Water
A panel on the lower right fuselage aft of the bulk cargo door services the
potable water system. There is a single service connection refer to AMM
1214 Potable Water Service

Hydraulic Reservoir Servicing
There are three hydraulic systems. Each system has a reservoir. The service
point is on the forward wall of the right main landing gear wheel well to
services all three systems. There is one pressure fill connection and a selector
handle.
A hand pump is built in as part of the service point refer to AMM 1212
Reservoir Hydraulic
Boeing 737-600/700/800/900 05-20


Note: ADD 3 INCHES TO HEIGHT ABOVE THE GROUND TO ACCOUNT
FOR VARIATIONS IN LOADING, OLEO AND TIRE PRESSURES, CENTER
OF GRAVITY, ETC.

POINT SERVICE POINT
DISTANCE AFT OF
NOSE FT-IN (m)
DISTANCE FROM
A/P C/L FT-IN (m)
HEIGHT ABOVE
GROUND FT-IN (m)
1 ELECTRICAL 8-6 (2.59) 3-1 R (0.94) 6-4 (1.93)
2 PRESSURE FUELING 53-2 (16.21) 25-3 R (7.70) 9-5 (2.87)
3 CONDITIONED AIR 39-9 (12.12) 0 (0) 3-10 (1.17)
4 PNEUMATICS 41-7 (12.67) 3-0 R (0.91) 4-8 (1.30)
5 POTABLE WATER 80-11 (24.66) 1-0 R (0.30) 6-4 (1.93)
6 VACUUM LAV SERVICE 75-7 (23.04) 2-7 L (0.79) 5-10 (1.78)
7 OXYGEN SERVICE (OPT) 18-11 (5.77) 0-10 R (0.25) 5-6 (1.67)
8
ENGINE NO. 1 (OIL)
ENGINE NO. 2 (OIL)
39-0 (11.89) 13-1 (3.98) 4-2 (1.27)
10
ENGINE NO. 1 IDG (OIL)
ENGINE NO. 2 IDG (OIL)
37-6 (11.43) 19.0 (5.79) 2-11 (0.89)
11 APU OIL 95-10 (29.21) 0.10 R (0.25) 11-3 (3.43)

INTRODUCTION - SERVICE LOCATIONS

Boeing 737-600/700/800/900 05-20


GROUND OPERATIONS

The doors, service connections and access panels on the B737 NG are
located to facilitate simultaneous ground operations and minimum ground
operations and turn around times.

INTRODUCTION - TERMINAL SERVICE ARRANGEMENT (EXAMPLE)
Boeing 737-600/700/800/900 05-20


20 STANDART PRACTICIES (ATA20)

GENERAL (AIRFRAME)

INTRODUCTION

Standard Practices
This section contains procedures which apply to many areas of the airplane.
General maintenance practices, removal and installation, and cleaning and
painting procedures are given in this section.
Some standard practices in this chapter apply to the engine buildup
components.
Standard practices that apply to the basic engine are given in Chapter 70,
Standard Practices Engine components.

The standard practices in this chapter contain these seven subchapters:
2010 REPAIR AND REPLACEMENT
2015 DATA LOADING
2020 INSPECTION/CHECK
2030 SPECIFICATIONS AND MATERIALS
2040 GROUNDING
2050 TORQUE VALUES
2060 MISCELLANEOUS

Repair and Replacement
This section contains tasks described repair and replacement of non-
specialized parts which are not related to specific product or system and
standard jobs. For example :
CONTROL CABLE AIR SEAL - REMOVAL/INSTALLATION
O-RINGS - REMOVAL/INSTALLATION
E/E RACK-MOUNTED COMPONENTS AND PRINTED CIRCUIT CARD -
REMOVAL/ INSTALLATION
METAL SURFACES - CLEANING/PAINTING
LOCKWIRE - REMOVAL/INSTALLATION
SEALS ON OPEN ELECTRICAL TERMINALS IN FLAMMABLE
LEAKAGE ZONES - MAINTENANCE PRACTICES

Data Loading

This section contains tasks for Off-Airplane and On-Airplane software
installation.

Inspection/Check

This section contains inspection conditions for the control cables.

Specifications and Materials

This section contains all of the consumable materials specified in the
Maintenance Manual. The materials are divided into these six groups:
Adhesives, Cements, and Sealers (203004)
Cleaners and Polishers (203002)
Finishing Materials (203003)
Lubricants (203004)
Strippers (203005)
Miscellaneous Materials (203007)

Standard Torque Values
This section contains the standard torque values applied to bolts, nuts,
clamps, couplings, and tube fittings.

Miscellaneous
This section contains standard tasks concerning with estimation of wiring
condition. Such as :
DETAILED INSPECTION OF EWIS
CLEANING TO REMOVE COMBUSTIBLE MATERIAL
ELECTRONIC LINE REPLACEABLE UNIT CLEANING
CIRCUIT BREAKER RESET

Grounding
This section contains procedures to attach a static ground onto the
airplane and precautions for electrostatic sensitive devices.
Boeing 737-600/700/800/900 05-20



Boeing 737-600/700/800/900 05-20

AIRPLANE GROUNDING - MAINTENANCE PRACTICES

General
This procedure contains these tasks:
Static Grounding
Electrical Bonding
Measurement of Airplane Electrical Resistance to Ground

If operators choose not to do these recommended tasks, they should develop
alternate procedures which adequately protect personnel and equipment. Local
fire codes and customs may require alternative or additional procedures to
those shown here.

Static Grounding (TASK 20-40-11-910-801)
The airplane is normally electrostatically grounded through conductive tires
(Refer to the task, Measure Electrical Resistance to Ground). However, static
grounding is necessary for:
Airplanes having inadequate conductivity to ground through the tires.
Airplanes on parking sites that have inadequate conductivity.

The operator must ensure that the conductivity of the airplane and the parking
site are adequate and may need to establish local procedures in area where
inadequate parking site conductivity is seasonal or permanent.

Static grounding is necessary when performing maintenance tasks using these
devices:
power tools
electrical power sources
lights
powered instruments
flammable conditions (such as painting and solvent application)

When static grounding is recommended in a detailed procedure, the airplane
must be statically grounded to a common, approved, identified ground

Static grounding is not necessary if the airplane is parked for turnaround
flight and no maintenance is to be done.
During pressure refueling of the airplane an electrical bond is necessary
between the airplane and the refueling vehicle. Static grounding is not
necessary as long as the conductivity of the airplane

Warning: DO NOT WEAR HEADSET OR HANDLE ANY UMBILICAL
CONNECTIONS TO AIRPLANE DURING ATMOSPHERIC ELECTRICAL
DISTURBANCES. LIGHTNING STRIKE CAN CAUSE SEVERE INJURY.

Warning: ALWAYS ATTACH THE GROUNDING CABLE TO THE
GROUND CONNECTION FIRST. NEVER ATTACH THE CABLE TO THE
AIRPLANE AND THEN TO THE GROUND CONNECTION.

Caution: ATTACH GROUNDING CABLES ONLY TO SPECIFIED
POINTS ON THE AIRPLANE. INCORRECTLY ATTACHED
GROUNDING CABLES CAN CAUSE SCRATCHES WHICH
CAN CAUSE CORROSION AND CRACKS ON STRESSED
PARTS. GROUND WIRES ATTACHED TO DOORS OR
FAIRINGS MADE FROM COMPOSITE MATERIALS DO NOT
PROVIDE A GROUND.

Static grounding procedure must be carry out in the following sequence:
Connect the grounding cable to an approved, identified static ground point.

Note: These points may be located in the parking surface or in another
fixed location.

Connect the grounding cable to approved grounding attach point on
the airplane .
Before the airplane is moved, remove the ground cables in reverse
sequence of attachment.

Boeing 737-600/700/800/900 05-20


INTRODUCTION STATIC GROUNDING

Boeing 737-600/700/800/900 05-20


Handling Printed Circuit Cards

When replacing printed circuit cards, remove electrical power on the applicable
system. Wear a wrist strap that is properly grounded. The wrist strap prevents a
buildup of electrostatic charges. The wrist strap has a 1 meg ohm safety
resistor to prevent electrical shock if you touch a high voltage source, such as
115 volts AC.
Put the card into a printed circuit card carrier or a special conductive bag. Close
the bag with an ESDS (Electrostatic Sensitive Devices) label.

Handling Computers

When replacing computers, remove electrical power on the applicable
system. A wrist strap need not be worn.
Remove the computer without touching the connectors on the back and
install Conductive caps. The conductive caps prevent an electrostatic
discharge from reaching the pins in the back of the computer.
For more detailed information on the safe handling of ESDS devices refer
to Maintenance Manual (MM 201007).

INTRODUCTION - ESDS DEVICE HANDLING
Boeing 737-600/700/800/900 05-20


Boeing 737-600/700/800/900 05-20

SAFETY ITEMS/INTERFACES

GENERAL

General safety Precautions

General safety precautions are part of module 7 Maintenance Practices.

Specific safety Precautions

For each aircraft type, there are some special safety precautions.
This requires special awareness for safety during operation or when a task is
performed. The identification of safety relevant will be discussed in the Training
Manual for the related aircraft system.
Additionally, in the Training Manual for aircraft documentation shows how
safety items are identified in the Aircraft Maintenance Manual.

B1: Avionics Interface
For mechanical systems which interface with avionic systems, some selected
safety items are listed here:
When the aircraft is fuelled or defueled, Weather radar and HF must not
be used.
When any task of an aircraft system requires the Air/Ground System to
be set to the Flight condition, probe heating systems and many other
systems are also affected.

B2: Mechanical Interface

For avionic systems which interface with mechanical systems, some
selected
safety items are listed here:
When Auto Flight Systems are operated or tested, electrical
actuators may start operation. With hydraulic power active,
hydraulic actuators may also start operation.
Keep surfaces clear.
This may affect automatic slat systems and automatic ground
spoiler systems.
When any task of an aircraft system requires the Air/Ground
System to be set to the Flight condition, many other systems are
also affected. Note the safety items for the air/ground sensing
system.
HF must not be used when the aircraft is fuelled or defueled.
Weather Radar must not be used when the aircraft is fueled or
defueled.
Some systems may operate depending on airspeed. When air data
test equipment is used, this all consequences must be regarded.

Note the safety items for the air/ground sensing system.

Boeing 737-600/700/800/900 05-20


SAFETY ITEMS / INTERFACES

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(CFM 56) AIRPLANE GENERAL

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