B737CLASSIC/NGAIRFRAME(AND(CFM56ENGINES ( MAINTENANCE ... CT MTIPS.pdf ·...

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Continuation Training Program 2013 to 2014 B737 CLASSIC/NG AIRFRAME AND CFM56 ENGINES

MAINTENANCE TROUBLE SHOOTING TIPS SIGN OFF SHEET

WHEN READING IS COMPLETED PLEASE PRINT THIS PAGE SIGN AND eMail TO: [email protected]

SUBJECT COMPLETED INITIAL DATE TRANSFER GEARBOX CRACKED MOUNTINGS. 737-‐3/4/500

APU GENERATOR FREQUENCY FLUCTUATES OR GENERATOR DROPS OFF LINE WHEN APU IS UNDER A LOAD 737-‐300/500

ACM FAILURE 737 NG

THRUST REVER LIGHTS COMPLAINTS 737 ALL

CFM56-‐7 HYBRID IDENTIFICATION PLUG

Continuation Training Program 2013 to 2014 B737 CLASSIC/NG Airframe and CFM56 Engines

Maintenance Trouble shooting Tips ISSUED BY: DAVID TAYLOR, TECHNICAL DIRECTOR, AMET Ltd. eMail: [email protected] Name: Staff ID: Date: Company:

PLEASE READ INITIALFIRST PAGEAND eMAIL TO:

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Transfer gearbox cracked mountings. 737-3/4/500

When you do an engine (general visual) inspection, pay attention to the mounting flanges of the transfer gearbox. It happened more than once that one or more of these mounting lugs where cracked. Also the bolt(s) can be broken. Some evidence of broken lugs, and therefore a TGB that can move a little, can be seen by oil traces coming from the driveshaft-coupling between the TGB and the AGB. Also metal parts found in the TGB/AGB chip detector (the fwd one) shows that damage occurred and further investigation is necessary. See the 5 pictures below for more information.



Maintenance Trouble shooting Tips

ISSUED BY: DAVID TAYLOR, TECHNICAL DIRECTOR, AMET Ltd. eMail: [email protected] Name: Staff ID: Date: Company:

PLEASE READ INITIAL FIRST PAGEAND eMAIL TO:



APU Generator Frequency fluctuates or generator drops off line when APU is under a load 737-‐300/500

ATA: 49-‐30 Fleet Type: 300/500 Applicable Reference: IPC 49-‐31-‐61-‐01 Item # 75 Discrepancy: APU Generator Frequency fluctuates or generator drops off line when APU is under a load Possible Fix: Replace the Fuel inlet line going to the Fuel filter. MPM# AE705610-‐1 Tip: Put the APU under full air and electrical load, then shutoff all the Fuel boost pumps. Look for fluctuation to be more pronounced when under heavy load. You can remove the fuel line and look down the center of it for twisting and partial obstruction. This problem could be created during APU changes, when this line is disconnected. Checking aircraft history to see if problem began following a APU replacement could speed your troubleshooting process Reason/Explanation: When the Fuel line gets twisted during installation the inner Teflon(under the protective cover) portion of hose obstructs the Fuel line. It could still be able to supply enough fuel while the positive pressure of the fuel pump is forcing fuel through. During heavy load the APU might have problems getting sufficient fuel to keep Freq’s stable during peak demand. Shutting off positive fuel pressure helps to isolate faults in the fuel delivery system, that can result in performance problems of the APU. It is difficult to use backing wrench during installation due to large protective cover on line which could result in this restriction. It would be similar to running hard while trying to breath through a straw. During peak demand insuffient flow presents performance issues.








ACM failure 737NGWe were having a problem: the right pack light illuminated on ground , pack zone controller gave temp ctrl valve code but the real problem was found on air cycle machine. The lower section was found damaged and two blades where detached. (there wasn’t any air vacuum on right ram air inlet). See pictures of the broken ACM.








Reverser light complaintsIn the course of time numerous complaints have been written about the P5 panel REVERSER light. Illumination of this light has been reported in various phases of operation and in most cases it had an intermittent behaviour. This article discusses the EAU bite procedure in brief but is primarily intended to emphasize that proper troubleshooting and reporting is essential to isolate faults that causes the light to illuminate. There are several factors that may be responsible for the REVERSER light illumination, which is generated by the Engine Accessory Unit (EAU). The EAU monitors the following: – The sleeve stow and lock proximity sensors. – The Hydraulic Isolation Valve (HIV) and Directional Control Valve (DCV) proximity sensors. – The voltage input to each sync lock. If one or more of these inputs are not in their commanded state, this is indicated by fault lights on the EAU. Normally the EAU keeps faults in the memory for the last five stow and deploy cycles. However, this data will be cleared instantaneously (if not active) by pushing the applicable EAU FAULT RESET button. Note: During normal operation, the REVERSER light only comes on for 10 seconds when a T/R travels to stow. EAU BITE procedure To investigate a REVERSER light complaint, follow the EAU BITE Procedure as described in FIM TASK 78-31-00-810-801-F00. When pressing the applicable FAULTS button on the EAU, one or more maintenance messages may be displayed by means of red lights. The fault isolation tasks for these messages are mentioned in ‘BITE Table 78-31’ of afore mentioned FIM chapter. If more than one maintenance message is shown, be aware to select the fault isolation task for that combination of maintenance messages for trouble shooting. A detailed description of the corrective maintenance action should be recorded in the ATL. EAU reset After a stow fault is corrected, the relevant P5 panel REVERSER light in the flight compartment will go out. However, the EAU T/R STOW FAULTS light will stay on until the EAU is reset. After a deploy fault is corrected, the P5 panel REVERSER fault light and the EAU T/R DEPLOY FAULTS light will stay on until the EAU is reset. The thrust reverser must be in the deploy position to reset the deploy faults in the EAU. Intermittent fault Numerous occasions have been reported of intermittent REVERSER light illumination. In most cases the complaint cannot be reproduced during trouble shooting. However, one or more maintenance messages may be stored in the EAU. In this situation it is very important first to look for possible EAU








maintenance messages before testing and resetting of the system. Recording this information in the ATL is crucial for efficient troubleshooting in case the complaint reoccurs. It will also help to prevent unnecessary repetitive maintenance actions.



Maintenance Trouble shooting Tips ISSUED BY: DAVID TAYLOR, TECHNICAL DIRECTOR, AMET Ltd. eMail: [email protected] Name: Staff ID: Date: Company:

PLEASE READ INITIALFIRST PAGEAND eMAIL TO:



CFM56-7 hybrid identification plug

For the CFM56-7 engines a “hybrid” or configurable identification plug is made because the old identification plug requires replacement in the case of an engine configuration change. The new plug allows operators to change some of the engine configuration parameters in the plug without replacing it. This is done by changing “push-pull” contacts position for the following engine configuration parameters only: -PMUX / NO PMUX -Burner staging valve (BSV) system functional or not (SAC engines only). -N1 trim level. -SAC / DAC engine type. So the thrust setting CANNOT be changed by this plug, only the mentioned parameters. Below you find a photo of such a hybrid plug. When the pin is “pulled” it means it is NOT activated or “open”. When the pin is “pushed in” it means it is active or “closed”. You have to make sure the pins are completely pulled or pushed. A pin may be “halfway”, that is not correct.

All information, handling instructions and pin-configurations can be found in CFM56-7B Service Bulletin 72-0106 and not in your AMM.








Do not forget to lock wire the cap after installation on the plug. You can check the configuration in the CDU in the engine byte check pages.








B737CLASSIC/NGAIRFRAME(AND(CFM56ENGINES ( MAINTENANCE ... CT MTIPS.pdf ·...

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