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Brand Structure of Boeing 737 and Max Jet.
See note at B737.org.uk
Brought to you by Xanthus Airways;
www.flyxanthus.ml
Xanthus Fund LLC
Aircraft Operator ;
The Cock Pit.;
There Are 5 Angular archetype to notice in Boeing 737 and Max Jet;
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The Wind Shield projector and Camera/ Double camera side Mirror;
The cockpit projector lamps and wind shield mirror are for visual projection during flights and landing Termac.
Using the visual projections Camera for Aircraft Galley which is usually turn on during flights although we do not record unless during emergency;
For reverse and Leaving the terminal gates; Use the visual projector camera and the wind shield to mark the aircraft and the Termac line.. during take off, turn on the Wind Shield projector and visual projector to connect to the beam Beacon and satellite transponder to show the map on the Termac, Runway and directions and Turning on Landing Lamps.
The cock pit Dashboard;
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The dashboard cock pit shows the Visual graphics and quantum graphics of the aircraft which features; the hydrohaulolics,
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The Windshear steering and Gear brakes and fire handle and trustle Pedal ;
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The Windshear steering is what we use for Aerodynamix such as Dive, glide and bounce, float, gravity and automotive,
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Pressing the wind Shear increase Air Speed and Aerodynamix Angular motion which is usually on perpendicular axis and on float dive of Zero gravity.
Both the wind Shear and steering are important to gear , Trust ad brake;
Tyres
Tyres are tubeless and inflated with nitrogen. Pressures vary with series, maximum taxi weight, temperature and size of tyres. Unfortunately this large variation in tyre pressures makes it difficult to know your aquaplaning speed
. The table below should prove helpful, notice how the aquaplaning speeds are all just below the typical landing speeds. Note: Once aquaplaning has started, it will continue to a much lower speed.
Series Main Gear Aquaplaning Speed Nose Gear Aquaplaning Speed
Originals 96 - 183psi 84 - 116Kts 125 - 145psi 96 - 104Kts
Classics 185 - 217psi 118 - 128Kts 163 - 194psi 111 - 121Kts
NG's 117 - 205psi 93 - 123Kts 123 - 208psi 95 - 124Kts
Another oddity of the 737 is the resonant vibration during taxying that occurs at approx 17kts in classics and 24kts in NG's. This is due to tyre "cold set". This is a temporary flat spot that occurs in tyres with nylon chord (ie all Boeing tyres) when hot tyres are parked and they cool to ambient temperature. Hence the reason why the flat spot is most pronounced in cold weather and tends to disappear during taxying as the tyres warm up again.
The speed rating of all tyres is 225mph (195kts).
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The nose gear gravel deflector is made of corrosion-resistant steel and has a sheet metal leading edge which acts as an aerofoil to give it aerodynamic stability.
When the gear retracts, the deflector is hydraulically rotated around the underneath of the nose wheel before seating into the faring at the front of the nose wheel well. The rotation is programmed to maintain the deflector in a nose-up attitude during transit. No extra crew action is required to use the deflector and in the event of a manual gear extension, springs and rollers will position it correctly.
The maximum speed for gear operation (V LO) is reduced considerably to 180kts and the max speed with the gear extended (V LE) is only 200kts.
Note that the ground clearance of this nose-gear unit is only 3.5 inches this is enough to allow for flat tyre clearance but care must be taken when crossing runway arrestor cables, particularly try to avoid taxying over the "doughnuts" that support any cables.
Antiskid must be ON for takeoff and landing. (AFM)
Vortex dissipators must be ON for takeoff and landing. (AFM)
Maximum taxi EPR on gravel: 1.4. (AFM)
Gravel Protect switch: ANTI-ICE position when using engine inlet anti-ice. (AFM).
Use of rudder pedal steering rather than tiller is recommended to make all turns as large as possible to prevent nose gear from digging in.
Thrust to be kept to a minimum to sustain a slow taxy speed.
If runway is dusty try to manouvre so that your jet blast does not pick up loose debris that may be blown back over the runway in a crosswind. Dust should be allowed to settle before starting takeoff roll.
Notwithstanding the above, use a rolling takeoff wherever possible to avoid debris ingestion when takeoff thrust is set. EPR should be limited to 1.4 or less before brake release.
For landings, use of autobrake is recommended.
When landing on gravel, use approximately idle reverse, not to exceed 1.8 EPR. Stow reversers by approx 60kts. (AFM)
Gear Seals
Notice that none of the 737 series have ever had full main gear doors. Instead the outer wall of the tyres meet with aerodynamic seals in the wheel well to make a smooth surface along the underside of the aircraft. The first few 737's had inflatable seals which were inflated by bleed air when the gear was either up or down and deflated during transit. The landing gear panel had a NOT SEALED caption which would illuminate during transit (normal), if it illuminated at any other time you could have a puncture and the seal could be depressurised with the GEAR SEAL SHUTOFF switch to save bleed requirements.
These were soon dropped as being too complicated and a similar drag and noise advantage was achieved with the present fixed rubber seals.
Brakes
The standard 737 brakes are a steel alloy called Cerametalix(R) with versions made by either Goodrich or Honeywell. Since 2008 the 737NG has had a carbon brake option from either Goodrich with Duracarb(R) or Messier-Bugatti with SepCarb® III-OR. They are both about 300kgs lighter than steel and last twice as long.
The brake pressure gauge merely shows the pressure of the air side of the accumulator and should normally indicate 3000psi. The normal brake system and autobrakes are powered by hydraulic system B. If brake pressure drops below 1500psi, hydraulic system A automatically provides alternate brakes which are manual only (ie no autobrake) and the brake pressure returns to 3000psi. Antiskid is available with alternate brakes, but not touchdown or locked wheel protection on series before the NG's.
If both system A and B lose pressure, the accumulator isolation valve closes at 1900psi and you are just left with residual hydraulic pressure and the pre-charge. The gauge will indicate approx 3000psi and should provide 6 full applications of brake power through the normal brake lines (so full antiskid is available) As the brakes are applied the residual pressure reduces until it reaches 1000psi at which point you will have no more braking available.
If the brake pressure gauge ever shows zero, this merely indicates that the pre-charge has leaked out, normal and alternate braking are unaffected if you still have the hydraulic systems (see QRH). The accumulator also provides pressure for the parking brake.
Note that on the 737-1/200, hydraulic system A operates the inboard brakes and system B operates the outboard brakes. Both brake pressures are indicated on the single hydraulic brake pressure gauge.
There are four thermal fuse plugs in the inner wheel half which prevent tyre explosion caused by hot brakes. The plugs melt to release tyre pressure at approx 177C (351F).
Brake Pressure Indication (psi) Condition
3000 Normal.
3000 No hydraulics, minimum 6 applications of brakes available with accumulator.
1000 No hydraulics, accumulator used up.
Zero No pre-charge, normal braking available with hydraulics.
Brake Accumulator
Brake Wear Pin
Autobrakes
Autobrake Selector
Max Pressure at Brakes (PSI)
Deceleration Rate (ft/sec²)
1
1250
4
2
1500
5
3
2000
7.2
Max
3000
12 (below 80kts)
“
“
14 (above 80kts)
RTO
Full
Not Controlled
There is an "on ramp" period where autobrake pressure is applied over a period of time. Approximately 750psi is applied in 1.75 sec, then the pressures above are reached in another 1.25sec for autobrakes 1, 2, or 3 and approx. 1.0 sec for autobrake MAX.
Notice from the table above that autobrake Max does not give full brake pressure. For absolute maximum braking on landing, select autobrake Max to assure immediate application after touch down then override with full toe brake pressure.
Using high autobrake settings with idle reverse is particularly hard on the brakes as they will be working for the given deceleration rate without the assistance of full reverse thrust.
To cancel the autobrake on the landing roll with toe brakes you must apply a brake pressure in excess of 800psi (ie less than that required for autobrake 1). This is more difficult on the NG's because the feedback springs on the brake pedals are stiffer. Autobrake can also be cancelled by putting the speedbrake lever down or by switching the autobrake off. I would advise against the latter in case you accidentally select RTO and get the full 3000psi of braking!
Occasionally you may see the brakes (rather than the cabin crew!) smoking during a turnaround. This may be due to hard braking at high landing weights. But the most common reason is that too much grease is put on the axle at wheel change so that when the wheel is pushed on, the grease is deposited inside the torque tube; when this gets hot, it smokes. It could also be contamination from hydraulic fluid either from bleeding operation or a leak either from the brakes or another source.
Other aspect are the foot trustle Pedal which is for Ground Speed, even while in the air, the Pedal are also important to reduce air speed, when you want to take a dive or during Landing as Brakes,
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At the sides are fire handle and Jack..
Note that on the MAX, the MAIN ELEC and AUTO PILOT Stab trim switches now either switch will cut-off both main electric and autopilot stab trim. They are renamed PRI and B/U (primary and backup). The switches are guarded in the NORMAL position (switch up) and CUTOFF is switch down. The QRH procedure is the same for all 737s.
even if want to wait for Air traffic control clearance; giving Sq 1000 to another Aircraft flying above or beneath you, and if you want to dispose Waste from toilets or just want to experience Zero gravity.
Over Head Board;
The Major Aircraft system and components;
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This consist of screws, Nots, plugs and Quantum electronic wiring..
There are two important White plugs ( Duct Press) Reclic FAN ..
This plugs shows the electrical connector behind the plates
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There are four important generators buses in the over head board;
Fuel, Generators, Hydraulic and Air Conditioning
Two are White Grey while the other are dark grey.. they librate when active
Thier function is to identify critical emergency System.
They isolate when you pull the fire handle;
Which are ; Engine failure, Engine separations, severe damage and engine fire
Cabin Pressure and switches;. Altitude climb
COMM 1 AND COMM 2;
Satellite Communication
Usually on 0-7 decibel of you want to open all channels expecially on busy traffic airspace, know that you can hear at Most many Aircraft in a satellite radio frequency 0-7-
In Flyxanthus all satellite Operations are open when relay frequency of satellite air traffic control at Airport for our Aircraft and Pilot safety or at most in flight clearance by the air traffic control - 0-4 decibel
Pilot Seats;
Seat belts are Fixed and replacable just as mother and Baby ( Under 12 attachable seat belt)
Also Pilot seats on each sides have galley control system such as turning on switches to increase or reduce the temperature;
Turning on cabin lights;
Opening the speakers and Camera with microphone
Cabin Entertainment light's and water system.
...
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Flyxanthus Jet Wind Speed at Termac should be 0-9 WPH And outside Termac gates are 10-14 WPH heading towards Runway. At airspeed; 19-36 wph For Travel Flight; 10 ft , landing on Runways 100-600 ft Flight Snap; 650-2000ft Flight stable at 3000-9000ft Climb to 10,000-,40,000ft for flight Caliberation and Journey.
Pilot speed are Aircraft And Pilot Aerodynamix..
But for safety KM Guage on Runways; 300KM/H For Large Frieghter; 300-850 KM/H For large Frieghter; 40,000ft -70,000ft On take off and flight; 500knots to 1,500 knot/Naut for large Frieghter , 3000- 4000 naut aerospeed.
Other Airspeed; 0-19 Wind speed per hour or lbf 19-35 wph 35-60 WpH large Body wings Engine Xeoval Aviation and Xeoval Corporate. .
Xeoval Jet MCC FCC, FSS and AFM AOA certificate Course.
International Business/Brand Travel Aviation
LAMA Certificate No• 0411
Statis certificate
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Your MCC training and FSS is successful.
Xeoval Jet and Xandi Cove satellite Awards Gold to Flyxanthus and Silver to Cally Air.
For Customer Care Agent ; Samuel Ubani your Score is 89 percent A-
EASA award
FNTP II
Certificate No ENAC ; IT. ATO.OO24
Visual system; 180° ; 35 ° FoV
Your license proficiency shall be renewed for 1000 hours 1 Year to 3000 hours 3 Years and Unlimited as your merchandise is on Dry Lease.
Your Theoritical ATPL with CPL from internet Based Test ( IBT/ CBT) with web pages and routes maps and Customer Care handbook with Business Communication and Investment Relationship on
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FAA have done incredible job in making sure Boeing Max Aircraft follow all safety Standard.
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UAShelp@faa.gov
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The protocol changes are
1) Engine Volume
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2) Runway Stabilier ; Trim Stabilizer;
The "Roller Coaster" Manouvre
The current FCTM states:
Manual Stabilizer Trim
If manual stabilizer trim is necessary, ensure both stabilizer trim cutout switches are in CUTOUT prior to extending the manual trim wheel handles.
Excessive airloads on the stabilizer may require effort by both pilots to correct the mis-trim. In extreme cases it may be necessary to aerodynamically relieve the airloads to allow manual trimming. Accelerate or decelerate towards the in-trim speed while attempting to trim manually. [This is known as the "roller coaster" or "yo-yo" manoeuvre!]
Anticipate the trim changes required for the approach. Configure the airplane early in the approach. When reaching the landing configuration, maintain as constant a trim setting as possible. If a go-around is required, anticipate the trim changes as airspeed increases.
The FCT 737 (PTM) c1982 described the "roller coaster" manouvre in better detail as follows:
Recovery from a Severe Out of Trim
Accelerate or decelerate the airplane to an in-trim airspeed. If a recovery must be initiated from an extreme nose-down out-of-trim requiring a high pull force, an increase in airspeed may relieve enough of the elevator load and control displacement to permit manual trimming. Do not exceed speeed limitation. If a recovery must be initiated from an extreme nose-up out-of-trim requiring a high push force, a decrease in airspeed may relieve enough of the elevator load and control displacement to permit manual trimming. It should be noted that the relationship between airspeed change and trim change do not remain constant. As airspeed is increased, trim change requirements decrease.
In an extreme nose-up out-of-trim condition, requiring almost full forward column, decellerate, extend the flaps and/or reduce thrust to a minimum practical setting consistent with flight conditions until elevator control is established. Do not decrease airspeed below the minimum manouvring speed for the flap configuration. A bank of 30 degrees or more will relieve some force on the control column. This, combined with flap extension and reduced speed, should permit easier manual trimming.
If other methods fail to relieve the elevator load and control column force, use the "roller coaster" technique. If nose-up trim is required, raise the nose well above the horizon with elevator control. Then slowly relax the control column pressure and manually trim nose-up. Allow the nose to drop below the horizon while trimming. Repeat this sequence until the airplane is trim. If nose-down trim is required, slowing down and extending the flaps will account for a large degree of nose-up pitch. If this does not allow manual trimming then the reverse "roller coaster" can be performed to permit manual trimming.
This operation is analagous to reeling in a big fish where the line is kept taught by keeping the pole-tip bent. Then, to reel in, the pole is dipped quickly while cranking fast to keep a pull on the line.
Flight crews should not hesitate to apply whatever force is necessary on the trim handwheel because the system is designed for large handwheel loads.
revised protocol for MCAS suggested to notice including the fuel choice and bio fuel pressure and Volume
4) Installing updated flight control software (with new control laws) for the
FCC operational program software;
Installing updated MDS display processing computer software to generate an AOA disagree alert;
Revising certain AFM flight crew operating procedures; and
Changing the routing of horizontal stabilizer trim
wires.
According to the FAA, the first change will prevent erroneous MCAS activation. The second change will alert the pilots that the airplane’s two AOA sensors are disagreeing by a certain amount, indicating a potential AOA sensor failure.
5) another change/notification will help ensure that the flight crew has the means to recognize and respond to erroneous stabilizer movement and the effects of a potential AOA sensor failure. Finally, the fourth change will restore compliance with the FAA’s latest wire separation safety standards.
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In addition, the FAA wants 737 MAXoperators to run an AOA sensor system test and perform an operational readiness flight before returning each aircraft to service. Also, operators with an existing FAA-approved master equipment list would be required to incorporate more restrictive provisions to dispatch the airplane with specific inoperative equipment.
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www.zixnoe.ga
callyairways@gmail.com
Callyair.ml
Network Based Programming to skills Airport, flight control Software, Towers, Radars check, Airport Line Man, AOG service ; Fuel sealant, Runway Stabilizer especially on B787-9, MCAS on B737-Max with Engine oil volume and pressure and Installation of FCS or FSS flight control Software.
[7/18, 18:09] Radio Onyx: The maximum declarable fuel capacity for tech log, nav log, etc is 16,200kgs for 3-Tank Classics, 20,800kgs for NG/MAX's and up to 37,712kgs for BBJ's depending upon how many tanks the customer has specified (max 12). The AFM limits are higher, but not normally achievable with standard SG's.
The fuel panels for the various series have not changed much over the years. The NG/MAX's have separate ENG VALVE CLOSED & SPAR VALVE CLOSED lights in place of FUEL VALVE CLOSED. The -1/200 panel also has blue VALVE OPEN lights similar to that on the crossfeed valve. The FILTER BYPASS lights were FILTER ICING on the 1/200.
The 1/200's had heater switches; these used bleed air to heat the fuel and de-ice the fuel filter. They were solenoid held and automatically moved back to OFF after one minute.
NG/MAX: The engine spar valves and APU are normally powered by the hot battery bus but have a dedicated battery to ensure that there is always power to shut off the fuel in an emergency.
Fuel Gauges
[7/18, 18:10] Radio Onyx: The total tolerance for the FQIS system is based on a full tank. For example, if the fuel tank maximum capacity is 10,000 KG, then the tolerance of the gauging is 0.02 (airplane without a densitometer) * 10000 = 200 KG. The system tolerance is then +/- 200 KG at any fuel level within the tank.
The accuracy tolerance of the fuel flow transmitter is a function of the fuel flow. At engine idle, the system tolerance can be 12�During cruise, the tolerance is less than 0.5�The fuel flow indication is integrated over time to calculate the fuel used for each engine.
On the Digital Sunburst fuel gauges, pressing the "Qty test" button will start a self test of the display and the fuel quantity indicating system. After the test, each gauge will display any error codes that they may have.
Note: The gauges are still considered to be operating normally with error codes 1, 3, 5 or 7 on the Simmonds gauges or error codes 1,3 and 6 on the Smiths gauges. ie If the gauge is indicating (rather than zero) the gauge may be used.
: Limitations
Max temp
+49°C
Min temp
-43°C or freeze pt +3°C
Max quantity
1/200: 4300 + 4100 + 4300 = 12,700kg (2 bag ctr bays)
200Adv: 4300 + 5400 + 4300 = 14,000kg (3 bag ctr bays)
200Adv: 4300 + 7000 + 4300 = 15,600kg (3 bag integral)
Classics: 4600 + 7000 + 4600 = 16,200kg
NG's: 3900 + 13000 + 3900 = 20,800kg
MAX: 3,869 + 12,990 + 3,869 = 20,729kg
Max lateral imbalance
1/200: 680kg; All other series: 453kg
Main tanks to be full if centre contains over 453kg
For ground operation, centre tank pumps must be not be positioned to ON, unless defuelling or transferring fuel, if quantity is below 453kgs.
Centre tank pumps must be switched OFF when both LP lights illuminate.
Centre tank pumps must not be left ON unless personnel are available in the flight deck to monitor LP lights.
Centre tank pumps should not be allowed to run dry or be left running unsupervised. Crew reset of fuel pump circuit breakers in-flight is prohibited (QRH CI.2.2)
[7/18, 18:13] Radio Onyx: Fuel Temperature
Limitations: Max fuel temp +49ºC, Min fuel temp -45ºC or freezing point +3ºC, whichever is higher. Typical freezing point of Jet A1 is -47ºC. If the fuel temp is approaching the lower limits you could descend into warmer air or accelerate to increase the kinetic heating. Fuel temp is taken from main tank 1 because this will be the coldest as it has less heating from the smaller hydraulic system A.
A fuel sampling and testing kit is kept on the flight deck of all aircraft to test for water.
The NG series are prone to "Upper Wing Surface Non-environmental Icing" or "Cold Soaked Fuel Frost" CSFF. This is due to cold soaked fuel causing frost to form on the wings during the turnarounds - even in warm conditions! From July 2004 NGs have been delivered with markings on the upper surface of the wings where this frost is allowable for despatch under the following conditions:
Takeoff with CSFF on the upper wing surfaces is permissible, provided the following are met:
the frost on the upper surface is less than 1/16 inch (1.5 mm) thick
the extent of the frost is similar on both wings
the frost is on or between the black lines defining the permissible CSFF area
the outside air temperature is above freezing(0 C, 32 F)
there is no precipitation or visible moisture at the wing surface (rain, drizzle, snow, fog)
[7/18, 18:14] Radio Onyx: Dripsticks
If a fuel gauge is u/s the quantity must be determined by using the dripsticks (floatsticks in later aircraft). The classics have 5 dripsticks in each wing tank and none in the centre tank. The NG has 6 dripsticks in each wing tank and 4 in the centre tank. Because of cumulative errors it is recommended that the wings are filled once every few sectors to ensure an even fuel balance. In-flight, the GW must be periodically updated to ensure the accuracy of VNAV speeds, buffet margin and max altitude.
Floatstick
Fuel quantity is measured by using a series of capacitors in the tanks with fuel acting as the dielectric. Calibration of the fuel gauges is done by capacitance trimmers, these are adjusted to standardise the total tank capacitance and allows for the replacement of gauges. On older aircraft the trimmers were accessible from the flightdeck (below the F/O's FMC) but they have since been removed to a safer place!
Capacitance trimmers
Pump
There are two AC powered fuel pumps in each tank; there are also EDP’s at each engine. Both fuel pump low pressure lights in any tank are required to illuminate the master caution to avoid spurious warnings at high AoA’s or accelerations. Centre tank LP lights are armed only when their pumps are ON.
Leaving a fuel pump on with a low pressure light illuminated is not only an explosion risk (see Thai and Philippine write offs) but also if a pump is left running dry for over approx 10 minutes it will lose all the fuel required for priming which will render it inoperative even when the tank is refuelled. If you switch on the centre tank pumps and the LP lights remain illuminated for more than 19 seconds then this is probably what has happened. The pumps should be switched off and considered inop until they can be re-primed.
[7/18, 18:15] Radio Onyx: Digital Fuel Quantity Indicator Error Codes - Simmonds
Error Code Fuel Quantity Indicator Reading Probable Cause Gauges considered to be operating normally?
0 Zero Missing or disconnected tank unit
1 Normal Tank contamination Yes
2 Zero Bad HI-Z lead
3 Normal Bad compensator unit wiring Yes
4 Zero Bad tank unit wiring
5 Normal Bad compensator unit Yes
6 Zero Bad tank unit
7 Normal Contamination/water in compensator Yes
8 Zero Bad fuel quantity indicator
9 Normal or zero Improperly calibrated indicator
Blank Bad fuel quantity indicator
Digital Fuel Quantity Indicator Error Codes - Smiths
Error Code Fuel Quantity Indicator Reading Probable Cause Gauges considered to be operating normally?
1 Normal Open or short in compensator LO-Z wiring Yes
2 Zero Short circuit in compensator unit
3 Normal Too much leakage in compensator unit Yes
4 Zero Open or short circuit in a LO-Z to a tank unit
5 Zero Short circuit in a tank unit
6 Normal Too much leakage in tank unit Yes
7 Zero (or ERR in flight) Calibration unit does not operate correctly
8 Blank An error in the DCTU data
9 Zero (or ERR in flight) A problem with the indicator memory
10 Zero Open or short circuit in the HI-Z line
Multi Engine instrument testing, (Multi crew Coordination)
And sampling of how to Open doors, start an aircraft Engine, open locker doors and documents rooms, moderation on Temperature and airsystem in Aircraft Galley and Oxygen Ozone Air Bag, and cleaning of Toilet and water heater
With Host server, HTTP, FTP, HTM HTML CSS SIP, SMTP VOIP, NNTP,
Satellite XM transponder, 5G Bandwidth Beam GSM Transponder,
Fibre optic Beacon
( NTSB TCAS alternative) flight Box, and www Internet protocol dummy screen for Geophysical Aerial satellite Map and flight calliberation on Projector screen, TV screen recorder, and wind land screen
Visual system; 180° ; 35 ° FoV
Aircraft type; Twin Turbo Wings engine
As Customer Care Agent keep this handbook and the score credit as it build up modular beacon and Cast broadcast system and Satellite Radar Beam of inflight, Runway Termac, ground Line Man, Traffic controller, Airport Towers and Satellite Jet on ground just like Beech craft, King Air.
Notice that taking satellite jet to the skies are to raise the barring of the beacon, mostly the satellite jet are on ground to show a landing Aircraft that you have arrived at the destination airport which is what satellite jet are, as soon as you identify with the jet on Ground, connecting to the Traffic controller and Airport Towers for flights dispatch and intinery is easier.
In airport that are in Partnership and not airport based. Drones are better thanks to WWW Internet protocol contribution to Aviation, another alternative to Satellite Radar Beam scan beacon. | | | |
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On stop to all things safety
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