GENERAL

Major Zones

• 100 – lower of the fuselage

• 200 – upper of the fuselage

• 300 – empennage

• 400 – powerplant and nacelle struts

• 500 – left wing

• 600 – right wing

• 700 – landing gear and landing gear doors

• 800 – doors

The CFM56-7B is a high bypass ratio, dual rotor, turbo fan engine.

CAUTION: PERFORM FOD WALK IN FRONT OF AND AROUND ENGINE INGESTION AREA PRIOR TO ENGINE START.

These are the hazards around an engine in operation:

• Inlet suction

• Exhaust heat

• Exhaust velocity

• Engine noise.

Inlet Suction

Engine inlet suction can pull people and large objects into the engine. At idle power, the inlet hazard area is a 10 ft (3.1 m) radiusaround the inlet.

WARNING: IF THE WIND IS OVER 25 KNOTS, INCREASE THE INLET HAZARD AREA BY 20 PERCENT.

Exhaust Heat

The engine exhaust is very hot for long distances behind the engine. This can cause damage to personnel and equipment

Exhaust Velocity

Exhaust velocity is very high for long distances behind the engine. This can cause damage to personnel and equipment.

Engine Noise

Engine noise can cause temporary and permanent loss of hearing. You must wear ear protection when near an engine in operation

Engine Entry/Exit Corridor

Engine entry corridors are between the inlet hazard areas and the exhaust hazard areas.

You should go near an engine in operationonly when:

• Engine is at idle

• You can speak with people in the flight compartment.

For additional safety, wear a safety harness when the engine is in operation.

Training Information Point

The beacon light must be on while the engines are on.

Primary Flight Control System

The primary flight control system moves the airplane about three axes: lateral, longitudinal, and vertical. The primary flight controlsystem has these components:

• Aileron (2)

• Elevator (2)

• Rudder.

Secondary Flight Controls

The secondary flight controls improve the lift and handling properties of the airplane. The secondary flight control system has thesecomponents:

• Leading edge devices (12)

• Trailing edge flaps (4)

• Spoilers and speedbrakes (12)

• Horizontal stabilizer.

These are the types of doors on the airplane:

• Forward and aft entry doors

• Forward and aft galley service doors

• Emergency exit doors

• Cargo doors

• Miscellaneous access doors.

Location

The entry doors are on the left side of the airplane. The galley service doors are on the right side of the airplane. The emergency exitdoors are above the wings on both sides of the airplane. The cargo doors are on the right side of the airplane. The miscellaneousaccess doors are near the systems they serve.

Training Information Point

You can open and close entry, galley service, and cargo doors in winds up to 40 knots without structural damage. You can let thesedoors stay latched open in winds up to 65 knots without structural damage. If a door is open for a long time, a protective cover shouldbe put over the door frame. This prevents bad weather damage to the airplane. When an entry and galley service doors are open andnot used, a safety strap must be attached in the doorway.

If the airplane is pressurized, aproperly rigged door will not unlatch. This is because the door gates must open against cabin pressure during door unlatch. Pressureon the door gates has a mechanical advantage and prevents this.

The forward entry door is the largest passenger entry door on the airplane.

Door Support

When the airplane is unpressurized, the hinges support the door.

When the airplane is pressurized, cabin pressure pushes the door slightly outboard. This causes these things to occur:

• Door seals compress

• Door stop pins contact frame stop fittings.

This transmits the door pressure loads to the door frame structure

• Door latches are unloaded.

Door Seals

The door has these seals:

• Edge seals (flap and bulb type)

• Gate hinge seals (diaphragm type).

Door Drains

The door structure has internal drain paths. The door sections drain into the door frame threshold. The door threshold drainsoverboard through a bladder in the lower fuselage.

Door Warning

The forward entry door has an interface with the door warning system. There is a proximity switch assembly on the door frameadjacent to an upper latch track. The switch senses the position of the door latch roller. When the door is latched, it causes theP5 panel warning light to go off. An orange pennant is on the door liner above the window. Manually secure it across the window whenthe door escape slide is armed. This is a visual indication to someone outside the airplane that the door slide is armed.

Flight Compartment Panels

These are the major panels in the flight compartment:

• P1 captain instrument panel

• P2Center instrument panel

• P5 Forward overhead panel

• P5 aft overhead panel

• P7 glareshield panel

• P3 first officer instrument panel

• P9 forward electronic panel

• Control stand

• P8 aft electronic panel

MAIN INSTRUMENT PANEL

The controls and displays on the main instrument panels (P1 and P3) include these compartment:

• Clock (2)

• Display unit (4)

• Display select panel(2)

• Master dim and test switch

• Brake pressure indicator

• Autoflight status annunciator(2)

• GPWS control panel

• Lighting control (2)

• Conditioned air outlet control (2).

GLARESHIELD PANELS

The controls and displays on the P7 glareshield include these compartment

• Master caution annunciator (2)

• System caution annunciator (2)

• Mode control panel (MCP)

• EFIS control panel (2)

• Fire warning light (2)

P2 CENTER INSTRUMENT PANELS AND P9 FORWARD ELECTRONICS PANELS

The controls and displays on the P2 center instrument panel include these compartment:

• Yaw damper indicator

• Standby instrument

• Engine display control panel

• Antiskid and auto brake switches and lights

• Flap position indicator

• Landing gear lever and position indicator

• Upper center display unit.

The controls and displays on the P9 forward electronics panel include these components.

• Lower center display unit.

CONTROL STAND

The controls and indications on the control stand include these compartment:

• Forward thrust lever (2)

• Reverse thrust lever (2)

• Speed brake handle horizontal stabilizer trim wheel and indicator (2)

• Parking brake lever and light

• Flap lever

• Stabilizer trim cutout switch (2)

• Start lever (2)

P8 AFT ELECTONICS PANEL

General

The P8 aft electronic panel has these components:

• Weather radar control panel

• Cargo fire control panel

• Aileron / rudder trim panel

• ATC/TCAS control panel

• Audio control panel

• Overheat / fire protection panel

• Navigation control panel

• VHF communication control panel

• SELCAL control panel

• HF communication control panel

• ADF control panel

• Lighting control.

P5 AFT OVERHEAD PANEL

The controls and displays on the P5 aft overhead panel include these components:

• Inertial system display unit

• Engine panel

• Observer audio control panel

• Oxygen panel

• Landing gear indicator lights

• White dome light switch

• IRS mode select unit

• Flight recorder and mach airspeed warning module

• Stall warning test module

• Proximity switch electronics unit light

• ELT control panel

• Leading edge devices annunciator panel.

P5 FORWARD OVERHEAD PANEL

The controls and displays on the P5 forward overhead panel include these components:

• APU control switch

• APU indicator panel

• Fuel control panel

• Ground power and bus switching panel

• Equipment cooling panel

• Generator drive and standby power panel

• AC and DC meter panel

• Flight control panel

• Air conditioning / bleed air controls panel

• Hydraulic control panel

• Cabin altitude panel

• Cabin pressure control panel

• Cockpit voice recorder panel

• Engine start panel

• Passenger signs panel

• Source select panel

• Window / pilot heat module

• Instrument switching and VHF Nav and IRS panel

• Door warning panel

• Anti ice panel

• Temperature control panel

• Light switches.

AFT FLIGHT COMPARTMENT PANELS

The main circuit breaker panels are behind the first officer and captain seats. The P6 and P18 have the component load circuitbreakers. Circuit breakers are organized by airplane systems.

The p61 panel has the data loader controls.

ELECTRONIC EQUIPMENT COMPARTMENT

Electronic equipment is in a compartment below the main cabin floor, aft of the nose wheel well. On the ground, you enter thiselectronic equipment (EE) compartment through a door in the bottom of the fuselage. The door is just aft of the nose landing gear.

There are five standard equipment racks. These are the E1,E2, E3, E4, and E5 racks.

Shelf assemblies have equipment mounts, interconnected wiring, and accessory boxes. Most equipment rack shelves are cooled withair. Air is blown through or drawn through the equipment racks.

There are drip shield over the racks to protect the equipment from moisture condensation.

E5

You manually operate an external access door to the electronic equipment (EE) compartment. You open and close the door fromoutside the airplane.

Open door

The handle on the door fairs in a recess. A push – button trigger releases the handle, and it comes out of fair by spring force.

Turn the handle counterclockwise to disengage the latch pins. When the latch pins are free you can push the door upward and slightlyto the right to the first detent. Then push the door to the right to the fully open detent.

When the door is fully open, the roller tracks can be folded to improve access to the equipment racks. A spring catch on the end ofeach roller track holds the track in the folded or unfolded position.

Close door

Before you close the door, release the spring catch and extend the roller tracks. Make sure the door frame area is clear.

Pull the door out of the fully open detent and then restrain it as gravity causes it to slide down the tracks. When the door reaches thelower detent you can release it.

Turn the handle counterclockwise to retract the latch pins. If you do not do this, the door will not seat in the door frame.

Pull the handle to the left and the door will come out of the partially open detent. Then it slides down into the door frame

Turn the handle clockwise to latch the door. Then push the door handle back into its recess.

EE COMPARTMENT DOOR OPERATION

ELECTRONIC EQUIPMENTRACK E1

The equipment on the E1 rack includes electronics for these functions:AutothrottleAutopilotCommunicationNavigationFlight control

Equipment

Blow through cooling cools the equipment on E1-1, E1-2 E1-3 racks.

The equipment on the E1 – 1rack includes these line replaceable units (LRUs):Ground proximity warning computer (GPWC)Autothrottle Computer (A/T)Integrated flight systems accessory unit (IFSAU)Flap/slat electronics unit (FSEU)Flight control computer A (FCC A)

The equipment on the E1 – 2 rack includes these line replaceable units (LRUs):DME Interrogator 1ATC transponder 1VOR / Marker beacon receiver 1Multi – mode receiver (MMR0 1

The equipment on the E1 – 3 rack includes these line replaceable units (LRUs):Anti skid / autobrake controllerPA amplifierVHF communication transceiver 1

The equipment on the E1 – 5 rack includes these line replaceable units (LRUs):VHF communication transceiver 2ATC transceiver 2DME interrogator 2

Draw through cooling cools the equipment on this rack

737 GENERAL – ELECTRONIC EQUIPMENT RACK E1

ELECTRONIC EQUIPMENT RACKS E2, E3, and E4

The equipment in the E2, E3 and E4 racks include electronics for these functions:Window heatCommunicationsElectrical powerCommon display system (CDS)Flight controlsFire detectionAPU

The EE compartment light switch is on a panel just aft of the access door opening

ELECTRONIC EQUIPMENT RACK E2

The equipment in the E2 – 1shelf includes these line replaceable units.Window controller 2 left frontWindow controller 1 right sideAPU generator control unitGenerator control unit 1 transformer rectifier 1battery charger

Blow through cooling cools the equipment on the shelf.

The equipment in the E2 -2 shelf include these line replaceable units:ENG and APU fire det control moduleCabin pressure controller 1APU start converter unitStatic inverterAPU start power unit

This shelf does not have blow through or draw through cooling.

ELECTRONIC EQUIPMENT RACK E4

The equipment in the E4 – 1 shelfinclude these line replaceable units:Air conditioning accessory unitsCabin pressure controller 2SECAL decoderHF transceiver 1 and 2 Remote electronics unit.

Draw through cooling cool the equipment on the shelf.

The equipment in the E4 -2 shelf include these line replaceable units:Auto speed brake accessory moduleWindow controller 3 left sideWindow controller 4 right frontTransformer rectifier 2 and 3Bus power control unitGenerator control unit 2.

Draw through cooling cools the equipment on the shelf

ELECTRONIC EQUIPMENT RACKS E2, E3, and E4

ELECTRONIC EQUIPMENT RACK E5

The equipment in the E5 rack includes electronics for these functions:Air data inertial reference system (ADIRS)Flight management computer system ( FMCS)

Equipment

Draw through and blow through cooling cools the equipment on the shelf.

The portable control display unit (CDU) connector is just below the E5 – 2shelf.

ELECTRONIC EQUIPMENT RACK E5

PROGRAM SWITCH MODULE

Many of the line replaceable units (LRUs) are controlled by internal digital computers. These computers follow instructions (or program) to do a certain task.The program switch module gives an external method to customize a computers program.

The program switch module has these components:SwitchesPin contactsSwitch seal plugSecurity cover.

An LRU’s programming pin inputs come in on the pin contacts. The switches set the programming pins.The security cover goes over the switch seal plug. The security cover and the switch seal plug keeps the switches stationary.

The program switch module gives this information to an LRU.:Equipment physical orientationAirplane typeNumber of units installedCustomer specific options.

These LRUs have loadable software features:Flight management computer (FMC)Display electronic unit (DEU)Flight data acquisition unit (FDAU)Airplane condition monitoring system (ACMS)

Electronic engine control (EEC) APU engine control unit (ECU)

Except for the EEC, you use the data loader at the P61 to load the software.You load the EEC software at the engine with a portable loader.

LOADABLE SOFTWARE

Antenna Location

These are the communication and navigation system antennas:Weather radarTraffic alert and collision avoidance system (TCAS)Air traffic control(ATC)Very high frequency (VHF) communicationAutomatic direction finder (ADF)High frequency (HF) communicationVHF omni range (VOR) Marker beaconRadio altimeterDistance measuring equipment (DME) Emergency locator transmitter (ELT)LocalizerGlideslope.

External power Application

You use these panels to apply external power:P5 – 13 electrical meters, battery and galley power moduleP5 -4 ac systems, generator, and APU module

P19 external power receptacle panel.

P5 – 13 Electrical meters, Battery, and galley power Module

The BAT switch lets you energize these buses with battery power:Switched hot battery busBattery busAC and DC standby buses.

The switch is guarded in the BAT ON position.

P5 – 4 AC systems, Generator and APU module

The ground power switch gives you manual control, when good quality ground power is available. The blue GRD POWER AVAILABLE light above the switch shows if the ground source is connected and quality is good.

The ground power switch has three positions and is spring loaded to the center (neutral) position. The ON and OFF positions are momentary positions.

P19External Power Receptacle panel

The external power receptacle panel has these two sections:External power receptacleControl and display section.

You connect the external power cable to the external power receptacle.

The control and display section has the EXTERNAL POWER CONN and the external power NOT IN USE indicators.

The amber EXTERNAL POWER CONN light comes on when the ground power plug is connected and power is present.

The white NOT IN USE indicator comes on when external power is present, but not in use.External Power Application

Before you supply external power to the airplane, make sure that the external power supply operates correctly.

WARNING: IF THE EXTERNAL POWER SUPPLY HAS AN EARTH GROUNDED NEUTRAL, THERE MUST NOT BE AN OPEN OR FLOATING GROUND IN THE NEUTRAL CIRCUIT WIRING OF THE SUPPLY OR THE AIRPLANE. IF AN OPEN OR FLOATING GROUND IS PRESENT, THE AIRPLANE CANBE PUT AT AN ELECTRICAL POTENTIAL CAN CAUSE ELECTRIC SHOCK WITH POSSIBLE SEVERE INJURY TO PERSONNEL WHO TOUCH THE AIRPLANE.

APU FIRE PROTECTION

You use the overheat/fire protection panel to do the APU fire protection test and to extinguish an APU fire from the flight compartment.

You use the APU ground control panel on the main wheel well to turn off the APU and extinguish an APU fire from outside the airplane.

Fire Protection System Test

Do a test of the APU fire protection system before you start the APU. The controls to do the test are on the overheat/fire protection panel.

Before you do the fire protection system test, alert the ground crew. The APU fire warning horn comes on during the test.

To start the test, momentarily put the TEST switch to FAULT ?INOP. The FAULT and APU DET INOP lights come on.

Momentarily put the TEST switch to OVHT/ FIRE. Make sure these indications come on.APU fire handle light on the overheat / fire protection panelFIRE WARN lights on the glareshieldFire bell from the aural warning unit

Make sure the APU BOTTEL DISGHARGED light is off. This light is normally off to show a charged APU fire extinguishing bottle.

To do a test of the APU squib, put the EXT TEST switch to position 1 or 2 . If the squib is good, the APU squib light comes on.

Flight Compartment Operation

If the fire detection system detects an APU fire, these are the results in the flight compartment:APU fire handle light on the overheat/fire protection panel (P8) is illuminated.

APU FIRE PROTECTION

APU OPERATION

When you do maintenance, you start the APU to supply electrical power and bleed air.The APU switch lets you control the APU. The APU electronic control unit (ECU) controls the system operation.

The APU indicator panel shows system status.

Starts

The battery switch must be ON before you can start and operate the APU.

If AC power is available, turn the aft number 1 fuel boost pump on. This gives pressurized fuel to the APU. Pressurized fuel makes the APU start better.

The ECU controls the APU start sequence.

When you make the APU switch to START and release it, the switch moves back to the ON position. The ECU goes through the start sequence. The time for the start sequence is about 60 seconds.

The low oil pressure light comes on and stays on for approximately 30 seconds. The APU exhaust gas temperature (EGT) increases.

The APU GEN OFF BUS light comes on when the APU is ready to supply electrical power.The maintenance, fault, and overspeed lights normally are off. If these lights come on, refer the problem to a qualified APU technician.

Shutdown

The ECU also controls the APU shutdown. Normally to shutdown the APU, you put the APU switch to OFF. This starts a cool down cycle. The cool down cycle time is approximately 60 seconds.

When the cool down cycle is complete, the APU shut down.

The ECU can also automatically shutdown the APU. If the ECU finds a shutdown condition, the ECU does a protective shutdown.

A protective shutdown causes one of these indications on the APU indicator panel to come onFault lightOver speed lightLow oil pressure light

Training Information Point

The BAT DISCHARGE LIGHT on the electrical meters, battery, and galley power module comes on when the APU start uses DC power.

The BAT DISCHARGE light does not come on when the APU uses AC power to start.

The APU fuel shutoff valve and air inlet door will close for a normal or protective shutdown.

Wait 40 seconds after the EGT goes below 300 C for the inlet door and fuel shutoff valve to close before you move the battery switch to the OFF position.

Do not use the battery switch or fire switches to begin a normal APU shutdown.

The 60- second cool down is required to prevent choke in the turbine bearing and fuel nozzles.

If the fuel shutoff valve does not close in the required time, the APU FAULT light comes on and stays on until you start the APU again or you put the battery switch in the OFF position.

APU OPERATION

EQUIPMENT COOLING

The controls and indications for the equipment cooling system are on the equipment cooling panel on the P5 forward overhead panel.

OperationThe equipment cooling panel has an equipment cooling SUPPLY switch and an equipment cooling EXHAUST switch.

Each switch has these two positions:NORMALTN.

You put the switch in one of these positions to operate the normal or the alternate fan.Indication

The equipment cooling system has low flow detectors to give a warning when there is not sufficient cooling airflow.

On the ground, the crew call horn sounds when low flow is detected in the supply system. This gives you warning and that you should shut down airplane electrical systems to prevent an overheat condition.

These are the warning indications:Amber OFF lights on the P5 panelMASTER CAUTION and OVERHEAD annunciator lights.

EQUIPMENT COOLING

HYDRAULIC POWER OPERATION

You pressurize the hydraulic systems with the hydraulic pumps or a ground service cart.

Hydraulic Pump Pressurization

You use the hydraulic panel on the P5 forward overhead panel to monitor and turn on system A and B hydraulic pumps.

You use the flight control panel on the P5 forward overhead panel to monitor and turn on the standby pump.You can pressurize system A and system B with either an engine-driven pump (EDP) or an electric motor-driven pump (EMDP).

The ELEC 1 and ELEC 2 switches on the hydraulic panel let you control the EMDPs.

The hydraulic LOW PRESSURE light is off when the hydraulic pressure is normal.

Usually, the ENG 1 and ENG 2 switches are in the ON position.

When the engines are on, the EDPs come on to also pressurize systems A and B.

If you move the ENG switches to the OFF position, this will stop pump output pressure.

An OVERHEAT light monitors system A and system B only.

The standby hydraulic system does not have an overheat light.

Ground Service Cart Pressurization To pressurize hydraulic system A, connect a ground service cart to the left ground service disconnect.

To pressurize hydraulic system B, connect a ground service cart to the rightground service disconnect.

You do not pressurize the standby system from a ground service cart.

Training Information Point

WARNING:KEEP PERSONS AND EQUIPMENT AWAY FROM ALL CONTROL SURFACES AND THE NOSE GEAR WHEN HYDRAULIC POWER IS SUPPLIED. THE AILERONS, ELEVATORS, RUDDER, FLAPS, SLATS, SPOILERS, AND THE NOSE GEAR ARE SUPPLIED WITH POWER BY THE HYDRAULIC SYSTEMS. INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT CAN OCCUR WHEN HYDRAULIC POWER IS SUPPLIED.

CAUTION:YOU MUST MONITOR THE INSTRUMENTS AND INDICATOR LIGHTS FOR THE HYDRAULIC SYSTEMS WHEN HYDRAULIC SYSTEMS ARE PRESSURIZED. THIS IS TO MAKE SURE THE HYDRAULIC SYSTEMS OPERATE

CORRECTLY. IF THE OVERHEAT LIGHT OF A HYDRAULIC SYSTEM COMES ON, YOU MUST STOP THE OPERATION OF THAT HYDRAULIC SYSTEM IMMEDIATELY. DAMAGE TO THE EQUIPMENT CAN OCCUR IF YOU DO NOT DO THIS.

CAUTION:DO NOT OPERATE THE EMDP FOR MORE THAN TWO MINUTES IF THE NO. 1 FUEL TANK CONTAINS LESS THAN 250 GALLONS (1675 POUNDS/760 KILOGRAMS) OF FUEL. YOU MUST LET THE RESERVOIR TEMPERATURE DECREASE TO AMBIENT TEMPERATURE BEFORE YOU OPERATE THE PUMP AGAIN. DAMAGE TO EQUIPMENT CAN OCCUR IF YOU DO NOT DO THIS.

If you pressurize the hydraulic systems with the hydraulic pumps, make sure there is sufficient fuel in the main fuel tanks to cool the heat exchangers.

Before you pressurize a hydraulic system with a ground service cart, you must remove the pressure from the hydraulic reservoir.

HYDRAULIC POWER OPERATION

COMMUNICATION EQUIPMENT COMPONENT LOCATION – 1

Flight compartment component location

These are the captain and first officer flight interphone system components:Boom mic jackHeadphone jackHand mic jackOxygen mask mic jackControl column mic switchFlight interphone speakerAudio control panel

The service interphone switch is on the P5 aft overhead panel.

The passenger signs panel is on the P5 forward overhead panel .

The controls for the VHF radio are on the P8 aft electronics panel.

COMMUNICATION EQUIPMENT COMPONENT LOCATION – 1

COMMUNICATION EQUIPMENT COMPONENT LOCATION – 2

Jack locations

These locations have service interphone jacks:P19 external power panel (location A)Electronic rack (location B )Right wing refueling slat (location C)Right wheel well (location D)Left wheel well (location E)Aft entry light panel (location F)APU (location G)

MAIN LANDING GEAR DOWN LOCK PIN

You install a down lock pin into the main landing gear (MLG) to prevent an outside force from unlocking the main landing gear.There is one main landing gear down lock pin for each main nose landing gear. The down lock pin installs in the MLG down lock strut.

.

WARNING : YOU MUST CAREFULLY INSTALL THE GROUND LOCKS IN ALL LANDING GEAR. AN ACCIDENTAL RETRACTION OF THE LANDING GEAR CAN CAUSE INJURY TO PERSONS AND DAMAGE TO EQUIPMENT

NOSE LANDING GEAR DOWNLOCK PIN

You install a down lock pin into the nose landing gear (NLG) to prevent an outside force from unlocking the nose landing gear.There is one nose landing gear down lock pin for the nose landing gear. The nose landing gear down lock pin installs in the NLG down lock pin hole.

WARNING : YOU MUST CAREFULLY INSTALL THE GROUND LOCKS IN ALL LANDING GEAR. AN ACCIDENTAL RETRACTION OF THE LANDING GEAR CAN CAUSE INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.

TOWING LEVER

A towing lever permits you to depressurize the nose wheel steering system. Because of this, you do not have to depressurize hydraulic system A to tow the airplane.

The towing lever is on the left side of the metering valve module above the steering actuator.

Operation

The towing lever is spring – loaded to the off position.

Move the lever forward to the tow position.

Insert a pin in the pinhole in the lever to hold the lever in the towing position.

A placard on the protective cover (not shown) shows the two positions of the towinglever.

If you tow the airplane and turn nose wheels more than 78 degrees, you must disconnect the torsion links.

Support the lower torsion link from dragging on the ground when it is disconnected.

A red stripe on the outside of each nose landing gear door shows when the wheel are at 78 degrees. When the tow bar aligns with the red stripe, the wheel are at 78 degrees.

If you tow the airplane and turn the nose wheels more than 90 degrees, you must disconnect the taxi light wire handle.

WARNING: MAKE SURE ALL PERSONS AND EQUIPMENT ARE AWAY FROM THE NOSE GEAR UNTIL THE NOSE GEAR IS CENTERED. A FAST MOVEMENT OF NOSE GEAR CAN OCCUR IF THE HUDRAULIC SYSTEM IS PRESSURIZED DURING LOCKOUT, CAUSING DAMAGE TO PERSONS AND EQUIPMENT.

TOWING LEVER

PARKING BRAKE SYSTEM

Purpose

The parking brake system uses the normal hydraulic brake system to keep the main landing gear brakes applied when you park the airplane.

Parking Brake System IndicationA red parking brake light adjacent to the parking brake lever shows the condition of the parking brake system.

Training Information Point

CAUTION:PARKING BRAKES SHOULD NOT BE SET FOLLOWING A HIGH ENERGY STOP. HIGH ENERGY STOPS ARE DEFINED AS A REFUSED TAKE OFF OR ANY STOP OTHER THAN NORMAL. UNDER STATIC PRESSURE, HOT BRAKE SURFACES TEND TO FUSE TOGETHER. THEREFORE, AFTER A HIGH ENERGY STOP, OR FOLLOWING TOUCH AND GO STOPS, A COOLING PERIOD OF 40 TO 60 MINUTES SHOULD BE ALLOWED BEFORE THE PARKING BRAKE IS SET.

You tow the airplane with a tow bar that connects to the nose gear tow fitting

You install a special eyebolt on each main gear to move the airplane in non – normal conditions or to moor the airplane.

You can also tow the airplane with tow bar less equipment.

WARNING : WHEN YOU TOW THE AIRPLANE, ALL PRESONS MUST STAY OUT OF THE DANGEROUS AREAS AROUND THE TOW VEHICLE, TOW BAR AND NOSE WHEELS. PERSONNEL ON THE GROUND MUST BE AWARE OF THE POSSIBILITY OF BEING RUN OVER BYTHE NOSEWHEELS. THE TOW VEHICLE, TOW BAR,AND AIRPLANE WILL CHANGE POSITION DURING PUSHBACK AND TOWING. MAINTAIN A MINIMUM OF 10 FEET SEPARATION BETWEEN PERSONS ON THE GROUND AND THE EQUIPMENT THAT MOVES. A FATAL INJURY COULD OCCUR.

You tow from the main gear for unusual towing conditions such as towing on soft ground or on an incline.

This prevents loads more than the nose gear structural limits. A tow fitting connects to an eye in the jacking cone on each main gear.

A locally fabricated cable connects this cable to the tow vehicle.

The maximum turn angle is 30 degrees when you tow from the main gear.

AIRCRAFT TOWING OPERATION

JACKING POINT

General

These are seven jacking points used to stabilize the airplane.

The jacking points consist of three main and four auxiliary jack points.

The main jack points are the wing jack points A and B, and the aft body jack C.These jack points allow you to connect jacks and leave the complete airplane.The four auxiliary jack points are the forward body jack point, the nose gear axle jack point, and the two main gear axle jack points.The forward body jack point at position D stabilizes the airplane.

Jack points E and F, underneath the landing gear axles, lets you remove the wheel and tire or brake assemble without jacking the complete airplane.

Before you jack the airplane, make sure that the airplane gross weight and the center of gravity are within the approved limits.

JACKING POINTS