B737 QRH type Incidents that could be useful training discussion points.
Join Date: Oct 2004
Location: GND-FL510
Age: 47
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Had an IRS #1 fault early this morning.
On the previous flight the named IRS was a bit slow during alignment (circa 15sec behind IRS #2, never seen before, IRS`s are coming "on-line" almost simultaneously), then we had a FAULT during alignment next day, we gave it another try, now successful. And then, 1,5hrs into the flt, my EADI and EHSI went blank, A/P off, QRH actions (recovery to ATT mode) were unsuccessful. We switched the IRS instrument transfer switch to Both on R, descended below RVSM (no A/P) and landed at destination.
Next time I`ll be more cautious when IRS will be a bit slow on start-up
Otherwise never had a single significant problem on the lovely Fat Albert
On the previous flight the named IRS was a bit slow during alignment (circa 15sec behind IRS #2, never seen before, IRS`s are coming "on-line" almost simultaneously), then we had a FAULT during alignment next day, we gave it another try, now successful. And then, 1,5hrs into the flt, my EADI and EHSI went blank, A/P off, QRH actions (recovery to ATT mode) were unsuccessful. We switched the IRS instrument transfer switch to Both on R, descended below RVSM (no A/P) and landed at destination.
Next time I`ll be more cautious when IRS will be a bit slow on start-up
Otherwise never had a single significant problem on the lovely Fat Albert
Join Date: Nov 2006
Location: Europe
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On the 300, I had to ferry the plane from a secondary airport to the main one during the night after a I had a 2 sector commercial flight.The plane completed some tech work and released for flight few minutes before I arrived to pick it up. I did the walk around and nothing has been noticed. The flight was really short, the airports being 6 NM apart, and planed to be flown at 3000 ft with flaps 5. As I was PF (from LHS) I have started to level off at 3000 ft when the F/O called out the altitude mentioning that I was climbing thru 3000 ft and speed was increasing. According to my instruments everything was fine but after a quick cross check with stby instruments we realized that the F/O indications went crazy. I called for recall items “unreliable speed” followed by the QRH but it meant nothing more than deciding that my instruments were correct, no icing present and we carried out the app and landing without any event.
After landing and snag reported the technicians discovered a white plastic ring on the F/O pitot tube. Later we learned that they were using 737 NG pitot covers on the 300. The 300’s pitot tube is larger and has specific shape and hence a specific cover. The NG cover has a plastic ring to sty fit with the tube and somehow, on that night, when the technicians removed the pitot tubes covers they tookoff the cover but the ring remained stuck there clogging the small static holes.
After landing and snag reported the technicians discovered a white plastic ring on the F/O pitot tube. Later we learned that they were using 737 NG pitot covers on the 300. The 300’s pitot tube is larger and has specific shape and hence a specific cover. The NG cover has a plastic ring to sty fit with the tube and somehow, on that night, when the technicians removed the pitot tubes covers they tookoff the cover but the ring remained stuck there clogging the small static holes.
Join Date: Feb 2000
Location: uk
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737-800 (with 'throttle-by-wire')
Idle descent in unusually low OAT.
Intermediate level off. One engine throttles up, other just sits there at flight idle. No warning lights, no nothing - just don't work!
Apparently due to ice in pressure sensing line (PS3). Came good when we descended further.
Could ruin your day if it happened to both engines
Idle descent in unusually low OAT.
Intermediate level off. One engine throttles up, other just sits there at flight idle. No warning lights, no nothing - just don't work!
Apparently due to ice in pressure sensing line (PS3). Came good when we descended further.
Could ruin your day if it happened to both engines
Join Date: Dec 2000
Location: very close to STN!!
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what were you thinking???
you simply forgot the carb heat!!!! ha!!
but really, might consider a more gradual descent, using V/S. not as green but keeps the engine parameters a bit higher.
i never let the engines idle for any long period, especially up high.
but really, might consider a more gradual descent, using V/S. not as green but keeps the engine parameters a bit higher.
i never let the engines idle for any long period, especially up high.
