BOAC
12th Nov 2009, 11:10
A new thread to give Yury a break on his 767 crossfeed thread:)
For skerry the ref is AD2002-19-52 for the unmodified pumps.
I have not had time to dig out any other posts on the topic - it may well be we can merge the threads.
I fully understand the 'system' of the procedure leder and PM describe, but not the logic. If we are dealing with modified pumps (I assume we are), the queries I have are:-
What is 'wrong' with allowing one pump to run 'dry' while waiting for the second? There was no procedural restriction on the Classic although STRICT interpretation of the QRH (which was never resolved) might suggest some 'action'.
Regarding the 'unuseable fuel', it has been suggested that a nuisance warning during a g/a might be a problem under the 'old' procedure - surely crews would be aware of the fuel state and the centre tanks pumps would probably not be switched on until the g/a is complete anyway? In any case the original AD allowed usage of tank fuel down to dry pumps if required.
I have (thanks to the prompts from contributors) now found a Smart Cockpit paper at www.smartcockpit.com/data/.../B737-Center_Tank_Fuel_Pumps.pdf (http://www.smartcockpit.com/data/.../B737-Center_Tank_Fuel_Pumps.pdf) which is a little confusing since the AMOC seems to run on into X-ray inspection, the automatic shut off and MC Logic change - is it fact conditional on all those?
Personally if I am flying an a/c with 'unmodified' fuel system I would prefer to operate under the old system and handle a fuel caption after any g/a if necessary.
So, thanks to the previous posters I am now aware of the AMOC:ok:
For skerry the ref is AD2002-19-52 for the unmodified pumps.
I have not had time to dig out any other posts on the topic - it may well be we can merge the threads.
I fully understand the 'system' of the procedure leder and PM describe, but not the logic. If we are dealing with modified pumps (I assume we are), the queries I have are:-
What is 'wrong' with allowing one pump to run 'dry' while waiting for the second? There was no procedural restriction on the Classic although STRICT interpretation of the QRH (which was never resolved) might suggest some 'action'.
Regarding the 'unuseable fuel', it has been suggested that a nuisance warning during a g/a might be a problem under the 'old' procedure - surely crews would be aware of the fuel state and the centre tanks pumps would probably not be switched on until the g/a is complete anyway? In any case the original AD allowed usage of tank fuel down to dry pumps if required.
I have (thanks to the prompts from contributors) now found a Smart Cockpit paper at www.smartcockpit.com/data/.../B737-Center_Tank_Fuel_Pumps.pdf (http://www.smartcockpit.com/data/.../B737-Center_Tank_Fuel_Pumps.pdf) which is a little confusing since the AMOC seems to run on into X-ray inspection, the automatic shut off and MC Logic change - is it fact conditional on all those?
Personally if I am flying an a/c with 'unmodified' fuel system I would prefer to operate under the old system and handle a fuel caption after any g/a if necessary.
So, thanks to the previous posters I am now aware of the AMOC:ok: