B-737-600/700/800 Quick fixes
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B-737-600/700/800 Quick fixes
In the style of another post I ask the same question. Anyone have tips for quick fixes, nuisssance messages or the like for the 737 NG's 600/700/800 ? I run into very little problems with a new fleet so I wonder what to expect as they age aside from the obvious. Thanks.
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737NG
Hi,
I have 6 years experience on 737-800 and ý have some advice on its problems.
First, If "Differential pressure on elevator system " occur the first thing you should do is to clean air vents of hyd reservoir vent holes. Ýntersting isn't it? this is boeing recommend
I have 6 years experience on 737-800 and ý have some advice on its problems.
First, If "Differential pressure on elevator system " occur the first thing you should do is to clean air vents of hyd reservoir vent holes. Ýntersting isn't it? this is boeing recommend
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Re: B-737-600/700/800 Quick fixes
My biggest one:
CHECK THE CIRCUIT BREAKERS
How many times I've seen guys run out and start pulling the plane apart when in fact the CB was out. Most common are the ones the crew have hit when they're flinging their seatbelts around.
Another trick:
Window Heat - change the cord to the window before you change the window itself. Less rigging that way.
Good trick:
Stiff or notchy flight control column - put some lube in the base bearings of the control column. Chances are the grease has dried out a bit and needs a bit of help going liquid again. They're a precision sealed bearing so it's unlikely the bearing itself will have 'failed'. Some spray lube will give the grease a helping hand and she'll be flying good from there.
Fantastic trick:
MEL book. Don't take delays when you don't need to. But follow up and let people prepare to fix it. Order parts etc before the MEL expires.
THE BIG ONE:
Talk to the crews and vice versa. I've seen the remarkable difference in the way maintenance and the fleet runs when the pilots and the maintenance guys TALK. You're not enemies. If crews can hang back 5 mins and explain the more intricate PIREPS in the log the fix will be better and arrive sooner. Similarly, telling the crew you're doing your best and need more info/time/etc will see them work with you. A crew on your side will get to the problem WITH you - not despite you.
AP>
CHECK THE CIRCUIT BREAKERS
How many times I've seen guys run out and start pulling the plane apart when in fact the CB was out. Most common are the ones the crew have hit when they're flinging their seatbelts around.
Another trick:
Window Heat - change the cord to the window before you change the window itself. Less rigging that way.
Good trick:
Stiff or notchy flight control column - put some lube in the base bearings of the control column. Chances are the grease has dried out a bit and needs a bit of help going liquid again. They're a precision sealed bearing so it's unlikely the bearing itself will have 'failed'. Some spray lube will give the grease a helping hand and she'll be flying good from there.
Fantastic trick:
MEL book. Don't take delays when you don't need to. But follow up and let people prepare to fix it. Order parts etc before the MEL expires.
THE BIG ONE:
Talk to the crews and vice versa. I've seen the remarkable difference in the way maintenance and the fleet runs when the pilots and the maintenance guys TALK. You're not enemies. If crews can hang back 5 mins and explain the more intricate PIREPS in the log the fix will be better and arrive sooner. Similarly, telling the crew you're doing your best and need more info/time/etc will see them work with you. A crew on your side will get to the problem WITH you - not despite you.
AP>
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Re: B-737-600/700/800 Quick fixes
ISFD falls over:
Cycle CB. If no difference even with CB out rerack the DBC and ensure it's sitting flat in the tray. If not, trim the gasket down a very small amount so the box sits flat. Note that if battery went flat you'll need recharge time for the ISFD to pass its checks.
Cycle CB. If no difference even with CB out rerack the DBC and ensure it's sitting flat in the tray. If not, trim the gasket down a very small amount so the box sits flat. Note that if battery went flat you'll need recharge time for the ISFD to pass its checks.
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Re: B-737-600/700/800 Quick fixes
Another trick:
Window Heat - change the cord to the window before you change the window itself. Less rigging that way.
I've never had to rig a sliding window on an NG. It seems that they come pre-rigged or are all standard. I have asked others here and the same for them. Unlike the -200's, it jusy slides into place.Saves a ton of time.
Here's one for you.
If your HF fails check out the transceiver. Take it out and check the area it is in in the aft hold. I have found many a HF clogged with a large amount of dust and debris, the colling exhaust get's clooged and it overheats and shut's down. Clean it out, reset the c/b and bang good for an ETOPS flt.Save the company mucho deniro.
Window Heat - change the cord to the window before you change the window itself. Less rigging that way.
I've never had to rig a sliding window on an NG. It seems that they come pre-rigged or are all standard. I have asked others here and the same for them. Unlike the -200's, it jusy slides into place.Saves a ton of time.
Here's one for you.
If your HF fails check out the transceiver. Take it out and check the area it is in in the aft hold. I have found many a HF clogged with a large amount of dust and debris, the colling exhaust get's clooged and it overheats and shut's down. Clean it out, reset the c/b and bang good for an ETOPS flt.Save the company mucho deniro.
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Re: B-737-600/700/800 Quick fixes
Originally Posted by WJman
Another trick:
Window Heat - change the cord to the window before you change the window itself. Less rigging that way.
I've never had to rig a sliding window on an NG. It seems that they come pre-rigged or are all standard. I have asked others here and the same for them. Unlike the -200's, it jusy slides into place.Saves a ton of time.
Here's one for you.
If your HF fails check out the transceiver. Take it out and check the area it is in in the aft hold. I have found many a HF clogged with a large amount of dust and debris, the colling exhaust get's clooged and it overheats and shut's down. Clean it out, reset the c/b and bang good for an ETOPS flt.Save the company mucho deniro.
Window Heat - change the cord to the window before you change the window itself. Less rigging that way.
I've never had to rig a sliding window on an NG. It seems that they come pre-rigged or are all standard. I have asked others here and the same for them. Unlike the -200's, it jusy slides into place.Saves a ton of time.
Here's one for you.
If your HF fails check out the transceiver. Take it out and check the area it is in in the aft hold. I have found many a HF clogged with a large amount of dust and debris, the colling exhaust get's clooged and it overheats and shut's down. Clean it out, reset the c/b and bang good for an ETOPS flt.Save the company mucho deniro.
Bottom line is 90% approx of all No.2 window probs are electrical and more often than not in the wiring etc not the window itself.On the HF issue depending on the system you have fitted to your planes I'm surprised the system lasts long enough to get clogged. I see numerous units blown up by lightning strikes but the fix is in work.
Interesting to talk to others exposed to ETOPS on 737NG!
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Re: B-737-600/700/800 Quick fixes
We don't really have that many problems with lightning strikes. The strange thing about the dust accumulation is that it happens even on new a/c. The compartment where our HF transceivers are, I guess it must be the same on most NG's is in the aft cargo r/h sidewall. That particular area seems to be prone to a massive amount of dust bunnies and dust. I've never seen anything like it, this is what was causing us problems. We have added a regular task of cleaning out the area on checks as a result of multiple findings of the same scenario.
As for the ressistance check the AMM calls for it so I do always c/o this task.Although the NG windows seem to require no rigging all the hardware and padding ect still needs to be swapped over which makes a 10 minute job into a 3 hr one.
I have quite a few extreme cold weather remedies as well but I think I am the only person it would apply to.There's nothing like changing a brake at -30 C.
As for the ressistance check the AMM calls for it so I do always c/o this task.Although the NG windows seem to require no rigging all the hardware and padding ect still needs to be swapped over which makes a 10 minute job into a 3 hr one.
I have quite a few extreme cold weather remedies as well but I think I am the only person it would apply to.There's nothing like changing a brake at -30 C.
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Re: B-737-600/700/800 Quick fixes
Here's a handy one! I don't know if this has been carried out as an SB, but to solve the problem with seatbelts truipping CB's, a small CB guard (L shaped with two holes to accommodate the CB's) made from aluminium can prevent delays and hassle from inflight problems!
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Re: B-737-600/700/800 Quick fixes
Originally Posted by doncas
Here's a handy one! I don't know if this has been carried out as an SB, but to solve the problem with seatbelts truipping CB's, a small CB guard (L shaped with two holes to accommodate the CB's) made from aluminium can prevent delays and hassle from inflight problems!
