B757_Symposium_(2000)
<P>B757_Symposium_(2000)</P><P> </P>
<P>**** Hidden Message *****</P> Boeing Flight Operations Symposium<BR>October 24 – October 26, 2000<BR>Seattle, Washington<BR>757 Caucus Summary Report<BR>1 February 21, 2001<BR><BR>DISPATCH AND MEL<BR>1. ETOPS Dispatch. Our regulators in Germany require us to be more stringent with the MEL for ETOPS dispatch. We<BR>need all four AC generators (two IDGs, APU and HMG) operative for dispatch from the home country or home base.<BR>We may dispatch according to the MMEL only for return flights. Have other (JAA/FAA) operators the same or other<BR>restrictions?<BR><ANSWER> We are not aware of regulators with more stringent ETOPS requirements other than those specified in the<BR>appropriate advisory material. Boeing is aware that operators who do apply stricter requirements typically apply<BR>those requirements for the 'outbound flight' and not for the inbound (homecoming) flights.<BR>2. Are you still legal to enter an ETOPS segment if you lose a MEL required (at dispatch) system like an air conditioning<BR>pack or APU fire loop?<BR><ANSWER> In general, yes. The pilot uses the non-normal checklist as the guide. Boeing does not advocate different<BR>procedures for ETOPS and non-ETOPS. The pilot is required at the ETOPS entry point to 'ensure the weather at<BR>the designated ETOPS enroute alternates are still above landing (not ETOPS dispatch) minima'.<BR>3. What is the airline experience concerning ETOPS dispatch with an IDG, APU or HMG inoperative?<BR><ANSWER> Boeing is not aware of the operating experience or policies of all Boeing transport airplane (ETOPS or non-<BR>ETOPS) operators. Some operators report ETOPS statistics to Boeing and other information is reported through<BR>the Boeing Field Service organization. Reports are compiled and published for all operators through the ETOPS<BR>Statistics web site. In addition, most regulators require their operators to report ETOPS significant events.<BR>Failure of an AC power source when dispatched with one AC source inoperative is a significant event.<BR>Regulators monitor the event history and if safety related anomalies are discovered, corrective action is taken.<BR>Boeing is not aware that the experience of any operators indicates a change in regulations is required.<BR>4. (767) Fuel Pumps. When will a modification be made to the 767 center tank fuel pumps to eliminate the need to carry<BR>1,000 pounds of fuel in the center tank?<BR><ANSWER> Service bulletin 767-28-0062 was approved in late December 2000. This service bulletin allows retrofit of the<BR>center wing tank override/jettison pump with the new cast-in diffuser and new two-window shutoff sleeve<BR>design. Installation of the cast-in diffusers and new shutoff sleeves are considered terminating action to the<BR>Airworthiness Directive which requires the center tank pumps to be shut-off with 1000 lbs. of fuel remaining in<BR>the tank.<BR>Boeing and Hamilton Sundstrand expect retrofit of the 767 fleet to the new pumps and sleeves to require<BR>approximately five years.<BR>Installation of the cast-in diffuser and two window sleeves will also result in a restriction against usage of JP-4<BR>and Jet-B fuels in the center tank. Service bulletin 767-28-0063 was also released in December, 2000 to install<BR>placards advising of the fuel restriction.<BR>BULLETINS<BR>5. TCAS. Are the Boeing recommendations still required with the TCAS software updates 6.1 or 7.0?<BR><ANSWER> The “TCAS Display Anomaly” Ops Manual Bulletin concerns the relative bearing of traffic beyond 40 NM<BR>range. This Bulletin is in effect for airplanes with Honeywell TCAS MOPS 7 software installed.<BR>Boeing Flight Operations Symposium<BR>October 24 – October 26, 2000<BR>Seattle, Washington<BR>757 Caucus Summary Report<BR>2 February 21, 2001<BR>6. With different airplanes leased from different companies, pilots need to fly with a list of bulletins which were performed<BR>on a particular airplane. Is there a way to simplify this?<BR><ANSWER> If we receive information about service bulletin incorporation, the manual will be updated to reflect that<BR>information. Another way is to get a customized manual, which just covers the airplanes in your fleet.<BR>7. When will you incorporate some of the older AOM bulletins in the manuals?<BR><ANSWER> Bulletins are not incorporated into the manual if there is or will be a pending fix.<BR>FLIGHT CREW TRAINING<BR>8. Tailstrike. Is there an updated, new version of the Tailstrike Training video?<BR><ANSWER> There are two tailstrike videos. One was released several years ago, aimed at the 757, but the principals cover<BR>all models. This is the video with which most airlines are familiar. This video can be ordered through the<BR>current 2000 Data and Services Catalog on page 29. The Data and Services Catalog has replaced the familiar<BR>Customer Services and Material Catalog (CSMS catalog). If the new catalog is desired, contact the Data Service<BR>Management Office by fax at 206-544-9077 or phone 206-544-5000.<BR>More recently, a second tailstrike video was produced by our Long Beach division. The title is Tailstrike<BR>(production #5396) and is 25 minutes long. A digital CD copy of this tailstrike video can be acquired by<BR>contacting Captain David C. Carbaugh, Chief Pilot Flight Operations Safety. This CD would be free of charge.<BR>His email address is <A href="mailto:david.c.carbaugh@boeing.com">david.c.carbaugh@boeing.com</A> and his fax number is 206-655-3524.<BR>Tailstrike prevention posters are also available through Bob McArthur's Customer Services office (206-662-<BR>7801).<BR>Other resources include a Powerpoint presentation given at the 1999 Flight Operations Symposium and several<BR>Airliner and AERO articles.<BR>9. Takeoff rotation rates in the just released Flight Crew Training Manual (FCTM) have been reduced with no bulletin to<BR>the operators. Has Boeing evaluated the effect on obstacle clearance?<BR><ANSWER> The 757/767 Flight Crew Training Manual (FCTM), on pages 2.16-2.19, discusses the subject of rotation and<BR>liftoff. The diagrams on page 2.19 show the effect of rotation rate on runway distance and screen height. These<BR>pages can be found in the takeoff portion of the FCTM and not in the section on tailstrike.<BR>The apparent reduction of rotation rates in the Flight Crew Training Manual (FCTM) is not intended to be a<BR>reduction, but a clarification. The rates shown in the previous FCTM displayed a range of all-engine pitch<BR>rotation rates that encompassed all models. The intent of the change was to be more model specific to reflect the<BR>actual average rotation rates flown during the certification flight testing of the Airplane Flight Manual<BR>performance. The FAA requires that certification performance testing be flown using the same rotation rates and<BR>techniques as will be used in service. Use of the new FCTM (more model specific) rotation rates better reflect<BR>the rotation rates used to determine the AFM performance for each model. As a result, there is no effect on<BR>obstacle clearance with the FCTM rotation rates.<BR>Related information on the subject of tailstrikes can be found in the 1999 Flight Operations Symposium book<BR>behind the March 31 presentation tab on page 10.1. This information is a revision to the Boeing AERO #4<BR>magazine, September 1998, “Tailstrike Avoidance” article. Also, there was a question on the topic during the<BR>757/767 breakout session of the symposium. It was question #47 of the packet of questions/answers and is on<BR>the subject of pitch control on landing. (see also the Tailstrike question in this document)<BR>Boeing Flight Operations Symposium<BR>October 24 – October 26, 2000<BR>Seattle, Washington<BR>757 Caucus Summary Report<BR>3 February 21, 2001<BR>10. Reduced Power Takeoffs. Why does Boeing recommend not to reduce power with EEC's inoperative on takeoff (757/767<BR>FCTM, Dec 99, Section 2, Assumed Temperature Method)?<BR><ANSWER> This statement was included in the FCTM in error. The note "Do not use reduced thrust procedures with antiskid<BR>or EEC inoperative." will be deleted from the next revision and the correct information will be included in<BR>the MMEL and DDG documents if applicable. The reason for this restriction is that when the EEC's are<BR>inoperative thrust must be advanced to maximum thrust manually. With the EEC's on the pilot simply advances<BR>thrust levers to the stop. With EEC's off, the thrust levers must be carefully advanced to TO/GA thrust if<BR>required. Boeing believes this could divert the pilot’s attention during takeoff, a critical phase of flight (i.e..<BR>windshear, engine out at V1, etc.).<BR>11. Engine Out Missed Approach. Does Boeing have any recommendation on go-around operations with one engine out;<BR>perform engine failure procedure at the Missed Approach Point? If there is no acceleration height contemplated in the<BR>procedure, what do you recommend?<BR><ANSWER> Guidance for one engine inoperative ILS missed approach is found in the 757/767 Flight Crew Training Manual<BR>(December 1999) in the section titled "Missed Approach (ILS) - One Engine Inoperative".<BR>If no noise abatement or obstacle clearance acceleration height (flap retraction altitude) is specified in the missed<BR>approach, the acceleration height is at the discretion of the flight crew but no lower than 400 feet AGL.<BR>12. Autothrottle. Where in the manuals does it state “When you disconnect the autopilot it is recommended to disconnect<BR>the autothrottles?” What is the reason / logic behind this concept?<BR><ANSWER> See the 757/767 Flight Crew Training Manual (December 1999, page 2.11) in the section titled "Thrust<BR>Management".<BR>The primary purpose of having manual thrust control during manual flight is to avoid unanticipated pitch trim<BR>changes due to the autothrottle changing thrust setting.<BR>13. Airspeed Bug. If you plan to disconnect the autopilot and autothrottles at 200 feet, what would your salmon airspeed<BR>bug be set to during the approach?<BR><ANSWER> The "salmon airspeed bug" should be set to the approach speed as described in the 757/767 Flight Crew Training<BR>Manual (December 1999, starting on page 1.19) in the section titled "Command Airspeed Bug, Landing"<BR>repeated below.<BR>When using autothrottles, position the command airspeed bug to VREF +5 knots. Approach speed corrections<BR>for wind are not required. Sufficient gust protection is available with autothrottles engaged.<BR>If the autothrottles are disengaged, or are planned to be disengaged prior to landing, the recommended method<BR>for approach speed correction is to add one half of the tower reported steady headwind component plus the full<BR>gust increment above the steady wind to the reference speed. One half of the reported headwind component can<BR>be estimated by using 50% for a direct headwind, 35% for a 45-degree crosswind, zero for a direct crosswind<BR>and interpolation in between. The following table shows examples of wind additives with a runway heading of<BR>360 degrees. The total wind additive should not exceed twenty knots.<BR><ANSWER><BR>Tower Report<BR>Wind Additive APPROACH<BR>SPEED<BR>360 at 16 8 VREF + 8 knots<BR>Calm 0 VREF + 5 knots<BR>360 at 16 Gust 24 8 + 8 VREF + 16 knots<BR>060 at 24 6 VREF + 6 knots<BR>090 at 15 0 VREF + 5 knots<BR>Boeing Flight Operations Symposium<BR>October 24 – October 26, 2000<BR>Seattle, Washington<BR>757 Caucus Summary Report<BR>4 February 21, 2001<BR>090 at 15 Gust 25 0 + 10 VREF + 10 knots<BR><ANSWER><BR>The minimum command airspeed bug setting with autothrottles disconnected is VREF + 5 knots. The gust<BR>correction should be maintained to touchdown while the steady headwind correction may be bled off as the<BR>airplane approaches touchdown.<BR>Note: Do not apply wind corrections for tailwinds.<BR>When approach VREF is adjusted by a non-normal checklist, the wind correction must be applied when not<BR>using the autothrottles. For example, if the checklist states “use flaps 20 and VREF 30 + 20 for landing”, the<BR>command airspeed bug should be positioned to VREF 30 + 20 + wind correction (5 knots minimum, 20 knots<BR>maximum).<BR>SYSTEM OPERATION<BR>14. FMC. We use the P/N –127 and –945 (Pegasus) Flight Management Computers (FMC) on our 757 fleet. Do these FMC<BR>installations reflect the effects of the higher minimum idle thrust associated with the Rolls-Royce Service Bulletin<BR>installation?<BR><ANSWER> Due to reports of RB211-535E4 series engine rundown during descent, a modification to the engine fuel flow<BR>governor (FFG) was developed to increase the engine idle speed (see related item). Airplane FMC installations<BR>which lack a revised performance data table may experience an OVERSPEED condition during VNAV descent.<BR>An update to the FMC software has been developed to incorporate the revised minimum idle thrust data for the<BR>Rolls-Royce RB211-535E4 series engine. The idle thrust revision and several other features were included in<BR>the FMC part number PS4052970-956 software upgrade. Production installation of this software upgrade began<BR>at airplane line position 748 and the first production airplane was delivered in March, 1997. Retrofit installation,<BR>of the –956 software is covered by Service Bulletin 757-34-0156.<BR>15. Left Recirculation Fan and Cabin Altitude. If the crew switches off the left recirculation fan, the overboard exhaust<BR>valve will remain open until landing. If this happened at FL350 is it normal for cabin altitude to climb requiring<BR>descent of the airplane to FL250.<BR><ANSWER> Given the conditions specified in the question, it would not be normal for the cabin altitude to climb and require<BR>a descent to FL250. Under normal conditions, with both A/C Packs operating, when the L-RECIRC Fan is<BR>turned OFF, the L-PACK goes to "hi flow", the R-PACK remains in "normal flow", and the overboard exhaust<BR>valve opens. The airplane will remain under normal pressure control.<BR>The right recirculation fan can be turned off for several minutes to provide a more rapid exchange of air. The left<BR>recirculation however, should not be turned off as this causes the overboard exhaust valve to latch open. While<BR>maintenance action is normally required to reset this valve, it can be closed in the air by cycling the Alternate<BR>Equipment Cooling Switch. A slight increase in fuel consumption occurs for each fan that is off.<BR>Note that the MEL restricts dispatch to flight levels at or below FL 350 with the left recirculation fan inoperative<BR>(OFF) to observe the requirements of FAR 25.841(a). With both air conditioning packs operating normally and<BR>the left recirculation fan OFF, cabin pressure altitude will be maintained at normal levels.<BR>16. Vortex Generators. Boeing has issued a voluntary bulletin on adding vortex generators to the flaps? Are any operators<BR>doing this?<BR><ANSWER> Boeing Service Bulletin 757-0058 is available and provides a retrofit method for those 757 airplanes lacking the<BR>additional outboard flap vortex generators (757 Airplanes from line position 1 through 911). This Service<BR>Bulletin installs 11 additional vortex generators along the leading edge of each outboard main flap. We have no<BR>operator-reported history relative to incorporation of this Service Bulletin.<BR>17. Is there any data available to support retrofit of vortex generators to "older" 757s? Have not noticed any significant<BR>improvement in roll control during landing with new delivery aircraft (vortex generators installed) and those without.<BR>Boeing Flight Operations Symposium<BR>October 24 – October 26, 2000<BR>Seattle, Washington<BR>757 Caucus Summary Report<BR>5 February 21, 2001<BR><ANSWER> Boeing believes that installing these vortex generators will help mitigate one of the factors that could potentially<BR>lead to an unwanted roll oscillation in some circumstances and therefore recommends that they be installed.<BR>There are four spoilers located forward of the outboard trailing edge flap that are used to increase drag and<BR>reduce lift, both in-flight and on the ground. These spoiler panels also supplement roll control in response to<BR>control wheel commands. Flight-testing has established that these spoilers can cause the airflow to prematurely<BR>separate over the outboard trailing edge flaps. This aerodynamic anomaly occurs only at flaps 30 when the<BR>wheel position is at or near 40 degrees of deflection. This aerodynamic anomaly causes the lateral control<BR>effectiveness of the wheel at flaps 30 to be non-linear in the region of 40 degrees wheel deflection. This nonlinear<BR>relationship between wheel deflection and lateral control power could be a trigger for an unwanted roll<BR>oscillation during a demanding landing situation requiring significant lateral control inputs.<BR>The installation of vortex generators on the leading edge of the outboard main flap will create vortices that add<BR>energy to the local airflow, which prevents this premature separation of the outboard flaps when the spoilers are<BR>deflected while in the flaps 30 configuration.<BR>UNKNOWN SMOKE AND FIRE<BR>18. Flying across an ocean two or three hours away from an airport for landing. A crew experiences unknown smoke and<BR>fire. Downloading to the HMG seems to be a prudent procedure. Will Boeing support this procedure?<BR><ANSWER> Boeing recommends using the published QRH checklists for smoke and fire events and not “downloading to the<BR>HMG”. Boeing engineering investigation has found that the FWD and AFT cargo smoke detection system will<BR>be disabled if both engine and APU generators are turned off. When selecting generator switches off, including<BR>the right generator, the airplane will loose the vacuum source for smoke detection system as the Cargo Smoke<BR>Detection System Fans are on the 115V AC Ground Service bus.<BR>19. If we are two or three hours away from an airport for landing, after we experience electrical failure and end up on the<BR>HMG, do we have cargo smoke protection?<BR><ANSWER> No. The smoke detector and AFOLTS card operation will still be operational in this situation because the Hot<BR>Battery bus powers the smoke detectors and AFOLTS card. Boeing tests however, indicate that no smoke will<BR>reach the detectors with the system fans inoperative.<BR>20. Why are the Wheel Well Fire and the Cargo Fire checklists not recall checklists?<BR><ANSWER> During the development of the flight crew procedures on the 757/767, Boeing established criteria to determine<BR>the requirement or appropriateness of making specific non-normal procedural steps recall. The criteria are as<BR>follows:<BR>1. Whether delay caused by use of a checklist would likely result in an undesirable outcome (i.e. hazard,<BR>significant airplane damage, etc.) or<BR>2. Whether, considering other probable demands on the crew, use of the checklist would cause an inappropriate<BR>distraction on the flight deck.<BR>If either of these criteria were true, we considered recall steps to be appropriate. It is our determination that<BR>neither of these criteria is true for a wheel well fire and, as such, this procedure consists only of reference items.<BR>The 737 group at Boeing is investigating changing the 737 Wheel Well Fire checklist to a non-recall checklist.<BR>OPERATIONS MANUAL<BR>21. We use the Boeing books as a sole source for our pilots. We feel that you have done a good thing with the new AOM,<BR>QRH but we still have requests for improvement. What other 757 operators are using the Boeing books?<BR><ANSWER> From the number of books shipped to each customer it appears that 25% use the book as printed. Many<BR>customers get digital data and print the book themselves.<BR>Boeing Flight Operations Symposium<BR>October 24 – October 26, 2000<BR>Seattle, Washington<BR>757 Caucus Summary Report<BR>6 February 21, 2001<BR>22. Why does Boeing mix terminology such as “throttles” versus “thrust levers” and “Spoilers” versus “speedbrakes” in<BR>various procedures?<BR><ANSWER> Boeing acknowledges the inconsistency in the above terminology such as "thrust lever" and autothrottle.<BR>"Throttle" for instance has historically been associated with regulating the amount of fuel vapor entering an<BR>internal-combustion engine and this is not correct for jet engines. However, the 757/767 training programs and<BR>Operations Manuals were standardized at the time of certification for the terminology in use.<BR>"Spoilers" are individual panels located on the upper wing surface of each wing and are symmetrically paired to<BR>increase drag and reduce lift. They also supplement roll control in response to control wheel commands. Use of<BR>the term "Speedbrakes" indicates operation of the spoiler panels as a system controlled by the speedbrake lever<BR>as labeled on the airplane.<BR>Although desirable to be consistent, Boeing does not plan to change the associated airplane placards, EICAS<BR>message text, and numerous documents on the existing fleet in order to standardize the above terminology.<BR>23. The concept of the new AOM is very good! You state the EICAS message at the end of each chapter (GREAT). The new<BR>systems schematics (electric and hydraulic) are too “lean” - most of our pilots want to know more! There is no “big<BR>picture” available (a schematic which shows it all together). How many customers have to ask you before you have a<BR>change?<BR><ANSWER> We are constantly reviewing the depth of coverage and will be doing a comprehensive review in 2001 to<BR>determine if and where information needs enhanced.<BR>QRH<BR>24. The new quick reference handbook is not designed for rough day-to-day operations. Is there something in the planning<BR>to address this?<BR><ANSWER> Not at this time.<BR>25. The 757 trailing Edge non-normal procedure requires Vref 30+30 between flaps 5 and 20. The non-normal<BR>configuration landing distance table, QRH Performance In-flight section, refers to Vref 30+20 landing distance. Which is<BR>correct?<BR><ANSWER> The 757 TE Flap Asymmetry non-normal procedure was revised in 1998 to reflect a speed of Vref 30+30 knots.<BR>This change was incorporated to provide a common non-normal procedure for the 757-200 and 757-300 series<BR>airplanes. The increase in speed, from +20 to +30 knots, improves the fuselage to runway landing clearance<BR>margin during the landing flair. This reduces the potential exposure to a landing tail strike (or tailskid contact)<BR>when the airplane is in an abnormal landing flap configuration.<BR>The 757 QRH, Performance In-flight section, which shows Non-Normal Configuration Landing Distance<BR>information, will be revised to reflect a speed of Vref 30+30. The revised information is expected to be available<BR>beginning in March 2001.<BR>26. Some Non-normal checklists contain ending statements “Do not accomplish the following checklist: xxxx”. Why are<BR>some related checklists listed and others not?<BR><ANSWER> The 757 does not automatically inhibit “consequential” EICAS messages. To be consistent with the newer<BR>checklist formats, it is our intent to use the “Do not accomplish…” statement if the subsequent alert is caused by<BR>the checklist or procedure just accomplished. If there could be subsequent unrelated failures, we did not add<BR>them to the "Do not accomplish" items.<BR>Boeing Flight Operations Symposium<BR>October 24 – October 26, 2000<BR>Seattle, Washington<BR>757 Caucus Summary Report<BR>7 February 21, 2001<BR>27. When will you modify the AC Bus Off checklist? This checklist is difficult to work with because it has too many IF<BR>statements (you get lost in the checklist) and does not tell which systems are lost / available, e.g., transponder, VHF, etc.<BR>Also, put this information back in the AOM electrical chapter!<BR><ANSWER> Boeing may separate the AC BUS OFF checklist into three checklists (L only, R only, and L+R) for<BR>simplification. This format may be included in the 757 airplanes later this year along with a significant amount<BR>of additional system information. We are studying what information should be added back into the electrical<BR>system chapter for later revision.<BR>28. Have you considered listing flowbars instead of IF statements in the NNC?<BR><ANSWER> Boeing has considered several types of checklist formats in the past. We are currently standardizing all models<BR>on the 777 QRH format as the least impact on the majority of our customers.<BR>QRH PERFORMANCE INFLIGHT (PI)<BR>29. Why isn’t the in-flight performance behind the non-normal checklists?<BR><ANSWER> It was inserted where the previous performance section was located.<BR>30. The QRH, P.I. section contains a lot of dispatch deviation information, which should be in a separate chapter like the<BR>777. Some information is no longer available (Vol 3), e.g., Vmbe tables for one brake inoperative. The tables are too<BR>small and numbers hard to read in dark cockpit (experience and feedback from simulator use). We use KG and<BR>METERS data and like to see the same units in the P.I. section tables (landing distance, etc).<BR><ANSWER> The content of the QRH Performance-Inflight Chapter is primarily intended for use after departure from the gate.<BR>Some adjustments to takeoff weight and speeds are provided for convenience and are intended as simplified<BR>corrections to information provided by the dispatch office.<BR>Next Generation models (i.e. 777, 737NG, 757-300, 767-400) have added a condensed Performance-Dispatch<BR>Chapter in Volume 1 of the Ops Manual as an added convenience in situations where the flight crew must selfdispatch<BR>an airplane without information from the dispatch office. This chapter does not include a<BR>comprehensive set of performance data and is generally provided for one thrust rating and one takeoff flap<BR>setting. Flight Crews that frequently perform self-dispatch should carry a more inclusive performance document<BR>called the Flight Planning and Performance Manual (FPPM). The FPPM contains all of the information<BR>previously contained in the Volume 3 (including Vmbe, etc) of the old-formatted Ops Manual.<BR>Airlines that prefer to have a Performance Dispatch chapter for pre-Next Generation models can purchase one<BR>under a special services agreement. Unit conversions to the manual can also be purchased under a special<BR>services agreement.<BR>31. We use different engine thrust data and like to see a tab and/or separate page for the other engine on the P.I. Table Of<BR>Contents page so it is easier to find.<BR><ANSWER> Additional tabs to the QRH are available under a Plan 2 Revision Service agreement.<BR>32. Table versus graph. On the takeoff speed page, you use a graph to determine the V-speed correction but a table for the<BR>767 PW 4062. We find that confusing for the pilots. Please make it look the same.<BR><ANSWER> The new tabular format is a more accurate method for providing V-speed corrections although it is slightly more<BR>complicated as it requires the pilot to add or subtract increments for V1, VR and V2. We have been using the<BR>new format for several years now on all new certifications. Corrections to V-speeds will continue to be<BR>produced in the tabular format as it provides a higher level of accuracy. In some cases, airlines with mixed fleets<BR>will have both tabular and graphical formats in their manuals. If a consistent format is desired, a customized<BR>format can be developed under our Plan 2 revision service.<BR>Boeing Flight Operations Symposium<BR>October 24 – October 26, 2000<BR>Seattle, Washington<BR>757 Caucus Summary Report<BR>8 February 21, 2001<BR>33. You give instructions of what to do with brake cooling in the P.I. chapter like “After takeoff extend gear for eight<BR>minutes….” Why is there not a checklist in the NNC chapter?<BR><ANSWER> Some 757/767 airplanes are configured with an “optional” Brake Temperature Monitoring System (BTMS). The<BR>BTMS is designed to provide the crew with EICAS Status Page indications of brake temperature and a slightly<BR>easier method of determining the recommended brake cooling time. It uses the Brake Cooling chart located in<BR>the Performance Inflight section of the QRH, relocated from previous Operations Manual Volume 3. (The<BR>BTMS is not intended to be used as a substitute for the brake cooling schedule.)<BR>The optional BTMS provides a white status indicator light on the forward panel in the landing gear lever<BR>quadrant. This white "BRAKE TEMP" status indicator light is intended to provide the flight crew with an<BR>indication that one or more brakes are sensing the upper range of temperature. When the white light illuminates,<BR>the EICAS Status Page can be consulted to determine the numeral corresponding to the affected brake(s). Using<BR>the Brake Cooling Schedule located in the Performance Inflight section of the QRH, the recommended cooling<BR>time can be determined and the corresponding advisory information can be obtained.<BR>AFM<BR>34. The RB211-535E4 engine rundown during descent performance data, in the Airplane Flight Manual (AFM) is still not<BR>revised.<BR><ANSWER> In early 1996 Boeing and Rolls-Royce received seven reports of engine rundown during descent. The events<BR>occurred during descent in icing conditions or adverse weather, at altitudes between 25, 000 and 30,000 feet.<BR>Most of the reported events occurred during selection of approach idle, which is commanded upon selection of<BR>engine anti-ice. Review of flight recorder data suggested that the adverse weather conditions caused<BR>deterioration in engine handling. Because all of the events occurred in adverse weather it was concluded that<BR>inlet icing or engine ingestion of shed ice caused a reduction in the engine stall margin. The FAA issued AD 96-<BR>04-11 to address this condition. This AD required a change to the Limitations Section of the AFM, which would<BR>require the crew to activate the engine cowl thermal anti-ice system for both engines prior to idle descents above<BR>FL200.<BR>To address this condition, Boeing also inserted copies of the AD into the AFM for airplanes delivered after the<BR>effective date of the AD. Boeing also issued an Operations Manual Bulletin which directed flight crews to turn<BR>on engine anti-ice prior to retarding the thrust lever, at the beginning of descent. FAA AD 96-04-11 required<BR>use of this procedure until a fix was identified and effected engines were modified.<BR>This AD was subsequently complied with by modification to the RB211-535E4 Fuel Flow Governor (FFG) that<BR>increased engine minimum idle speed. The FAA granted an Alternate Method of Compliance for installation of<BR>the modified FFG.<BR>The increased idle speed due to the new FFG was applicable to in-flight and ground operations. Consequently,<BR>the required landing distance at higher elevation airports increased. In some cases, depending upon temperature<BR>and altitude, the allowable Maximum Quick Turn Around Weight was reduced. These performance effects were<BR>also documented in the February 19, 1996 Operations Manual Bulletin, for use until such time as the AFM could<BR>be revised. The revised 757 Airplane Flight Manual pages were incorporated into Section 4.13 and were<BR>distributed to all operators beginning in November 1996.<BR>OTHER<BR>35. For manuals available on the Web site, how can an airline receive notice of a revision?<BR><ANSWER> When a new revision is posted, the airline will receive a notice by email, fax or telex.<BR>Boeing Flight Operations Symposium<BR>October 24 – October 26, 2000<BR>Seattle, Washington<BR>757 Caucus Summary Report<BR>9 February 21, 2001<BR>36. Aero Magazine 12, “AOA” article mentioned that “zero” flap Pitch Limit Indicator would be available as a retrofit on<BR>757 older models. When?<BR><ANSWER> The 757-200 stall warning card design has been revised to allow PLI to be displayed with flaps retracted up to<BR>Mach 0.5 or Mach 0.6. The PLI will not be displayed at higher Mach numbers because the stall warning<BR>schedule has not been revised and significant differences between PLI indication and the margin to onset of<BR>mach buffet would occur above these Mach numbers.<BR>The new Advanced Stall Warning Computer (ASWC) card design P/N -22 is installed and certified starting line<BR>number 947 (NT438) by PRR 54918 for 757-200/300. It is incorporated in the ASWC P/N 285T1104-22 for the<BR>following:<BR>- For 757-300, available for Mach numbers below 0.6.<BR>- For 757-200, available for Mach numbers below 0.5.<BR>For retrofit, a Component Service Bulletin to update earlier ASWC P/N to -22 will be available 2/22/01. 我回复我回复
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