Boeing 737 WALKAROUND BOOKLET.pdf

This booklet will permit you not to miss some items of interest during Boeing 737 walkaround check. It is not instruction, but it can be very useful in maintenance.

This booklet is property of ORENAIR company and can not be identified like an official document of maintenance organization or operator.

Dec 3, 2008 page 1 of 53

Boeing 737 Walk Around Guide (A photographic tour)

Introduction: 1. A photographic tour (items of interest); 2. Appendix A (before departure/ after arrival).



Dec 3, 2008 page 2 of 53

EXTERIOR INSPECTION B737



Dec 3, 2008 page 3 of 53

Birdstrike Damage

The photo below shows feathers still lodged in the booster blades after a 2.5hr flight. Unusually, neither pilot (I was one) saw any birds during the event. There had been no impact sound, smell, vibration or any other abnormal engine indications. In fact we were only alerted by a call from ATC telling us that a seagull had been found on the runway after our departure.

This is the same photo zoomed out and shows how easily it could have been missed on a walkaround, especially if the feathers were near the 12 o'clock position where they would be hidden from view by the fan blades.

Any birdstike into the core, or a birdstrike where not all of the remains of the bird can be found, requires a boroscope inspection within 10 cycles.

Above & below: Feathers in booster blades from a birdstrike.



Dec 3, 2008 page 4 of 53

The photo below shows a CFM56-3 that took a seagull at 160kts at 200ft after take-off. Again I had no abnormal engine indications but there was a strong smell of cooking bird for several minutes! You can see that blades 5,6 & 7 have all been bent by the impact.



Dec 3, 2008 page 5 of 53

Instrument Probes

Probes

This photo shows how close the air-bridge comes to the port instrument probes on the 1-500's. Care should be taken to park exactly in accordance with stand guidance as there is only a few inches of clearance.

I would recommend that you inspect the probes for damage if the jetty driver had any difficulty maneuvering onto your aircraft. This has greater importance these days with the introduction of RVSM airspace. Many airlines now paint a box around this "RVSM Critical Area" (Ref SRM 51-10-03) to indicate where no dents are allowable.

One of the improvements to the NG series was to move these probes further forward away from the jetty risk area.

Probes on a 737-3/4/500

On the 1-500's, the LHS probes are from top to bottom:

Capts pitot and static & 1st aux static. Alpha vane F/O static & 2nd aux pitot Temp probe



Dec 3, 2008 page 6 of 53

Probes on the 737-NG

On the NG's, the LHS probes are from top to bottom:

Capts pitot. Alpha vane Temp probe

Notice that the pitot heat captions on the overhead panel (see below) are in a similar orientation. The elevator pitots are located on the tail-fin.

P/S heat panel 737-500



Dec 3, 2008 page 7 of 53

737-NG Probe heat panel

Static Ports

737-1/500 Static port



Dec 3, 2008 page 8 of 53

This static port (737-3/4/500) is on the fwd stbd side of the fuselage and is showing signs of paint loss around it, possibly caused by ice or airflow.

The green discharge disc above it is from the crew oxygen bottle located in the forward cargo compartment. If the disc is missing it shows that the bottle has over temp'd or over pressured. Note it does not necessarily show that the bottle is empty (the bottle could have leaked through the masks on the flight deck), although if the disc is missing it most certainly will be empty.

737 NG Static Ports

Elevator Pitot

Elevator Pitot (All series)



Dec 3, 2008 page 9 of 53

TAT Probes

Aspirated TAT probes can either be identified visually (see below) or by the presence of a TAT test button on the pitot-static panel. To get an approximate OAT indication on the ground an air-conditioning pack must be on, whereas unaspirated probes require the pitot heat to be off.

Quote from the AMM: "The TAT probe gets bleed air from the APU duct in the keel beam. Bleed air into the probe makes a negative pressure inside the probe. The negative pressure pulls outside air across the sensing elements. This permits accurate temperature measurement when the airplane is on the ground or moving at low speed."

TAT Probe - Unaspirated

Perforated with large hole at rear

TAT Probe - Aspirated

Unperforated and no large hole at rear



Dec 3, 2008 page 10 of 53

White Ice

The photo below shows the importance of ensuring that all filler caps and hatches are correctly closed before flight. The hatches are painted dayglo orange on the inside to make them easier to detect and are designed so that they are difficult to close with the cap not properly in place.

In this case water had seeped through an incorrectly fitted cap and froze behind the panel forcing it open. 15 minutes into the flight the cabin crew reported that they had no water available in the rear galley even though the quantity indicator was showing half full. Shortly later the forward galley also dried up.

After landing a 3ft icicle was observed from this hatch but it broke off before I could photograph it. During the 1hr flight, the water had frozen back up the line and into the tank. The aircraft was grounded for several hours while it was allowed to thaw out.

If this had been the toilet servicing panel, it would have formed the famous "Blue Ice", so called because of the chemicals used in the flushing agent.

Notice how the drain mast (right) from the sinks is heated to allow water to flow out without icing problems.

Ice formed from an incorrectly closed water servicing panel.



Dec 3, 2008 page 11 of 53



Dec 3, 2008 page 12 of 53

Wingtips

Static Dischargers

There are static dischargers (either wicks or rods) at the tips of the wings, stabiliser and fin. They encourage the static build-up on the airframe to bleed off which would otherwise accumulate and cause radio interference, particularly of ADF & HF. Note that they are not for lightning protection.

They should be checked on a walkaround as they are very susceptible to damage from lightning strikes. If you notice that any are missing, you would be strongly advised to get your engineers to conduct a post lightning strike inspection in case other damage has been sustained.

You require a minimum of 2 on each wing and horizontal stabiliser and 1 on the vertical stabiliser all must include the ones at the tips.

There are several different types of light farings and static discharge wicks in use.

Static discharge rods



Dec 3, 2008 page 13 of 53

Wingtip with built in logo light

Static discharge wicks



Dec 3, 2008 page 14 of 53

Engine Oil Sight

Introduction

Although not required for a pilots external checks, the 737 NG engine oil sight is easily accessible. The hatch is

centrally located on the starboard side of the engine and the sight glass is down to the left.



Dec 3, 2008 page 15 of 53

Lightning Strike

This photograph shows damage caused by a lightning strike. These are three of the 5 entry holes, about 1 - 2 cms in diameter, there will also be some exit holes elsewhere on the airframe.

Although you are quite safe inside the aircraft when lightning strikes as the electricity is conducted away by the aircraft skin, it is necessary to check the compasses and radios immediately and then have the aircraft checked on the ground by an engineer.

Lightning is always located in the vicinity of CB's but is particularly likely when St Elmo's fire is observed which is defined as "Visible evidence of electrical discharge at a tolerably slow rate, this is not a problem, does not cause any form of damage, and in fact serves in a positive sense as a warning that the environment is electrified, and lightning may possibly occur.".

If you do see St Elmo's fire then you should take the usual precautions for both lightening and turbulence ie Cockpit lighting up, Start switches to FLT and fly at Turbulence speed (M074/M0.76).



Dec 3, 2008 page 16 of 53

737 Nose Wheel

Check lines for condition and leaks. The line to the left is the power for the taxi light, the line behind is for the downlock sensors.

The red pendant is attached to the steering bypass pin and should be fitted by the groundcrew with the tow bar for pushback. The system A hydraulic pumps should remain OFF until this has been confirmed either visually on the walkaround or over the interphone.

Ref: Bottom photograph:

The NG's have a lever on the front of the nose gear which is pulled up to insert the steering bypass pin. With age these levers are not returning to the vertical after the bypass pin is removed after pushback. The first you will know about it is when you find you do not have any nosewheel steering !!!



Dec 3, 2008 page 17 of 53

Tire Wear

The AMM gives the following guidance for tire inspections:

Examine the tires for air leaks, abrasions, unusual worn areas, cuts, and flat spots.

Remove the tires that have the conditions that follow:

1) Cuts or weather cracks in the grooves, the tread, or the sidewalls which go to the cord body.

2) Blisters, bulges, or other signs of ply separation in the tread or the sidewall area.

3) Tires with a flat spot which shows the tread reinforcements/cut protector.

4) Other types of damage which can cause tire problems.

Examine the tires for worn areas:

1) Measure the tread depth at three points that are equally apart in the tire groove.

2) If the average tread depth on any groove is 1/32 inch (0.79 mm) or less, the tire is not serviceable and must be replaced.

3) If the tread belt ply (fabric) shows at any location, the tire is not serviceable and must be replaced.

4) If the tread reinforcement/cut protector (steel) shows at any location, the tire is not serviceable and must be replaced.

NOTE: If the tread reinforcement/cut protector (steel) shows, the tire may be used without safety concerns, but if the tire is left in service you may not be able to re-tread the tire.

In simple terms: Tires should be removed when tread has worn to the bottom of any groove at any spot. Tires have varying numbers of plies, and on some tires, wearing through any layers leaves too small of a safety margin. Wearing to the bottom of the groove is the best compromise point between safety and obtaining the most landings.



Dec 3, 2008 page 18 of 53



Dec 3, 2008 page 19 of 53

From the Goodyear website: "Chevron cuts occur frequently on higher pressure tires operating on runways with cross-cut grooves. They happen primarily when the tread is still deep and will often wear off and disappear before the tire is fully worn. Despite their unattractive appearance, they are not cause for removal unless they cause tread chunking down to the fabric."

Tires with chevron cuts in the tread are not serviceable if any of the single cut limits are exceeded or chunking occurs which exposes the fabric.

Tires with flat spots are not serviceable if the flat spot exceeds the tread reinforcement or cut protector plies or tire balance is affected



Dec 3, 2008 page 20 of 53

Generators

Each engine has an AC generator. The constant-speed drive unit (or other system) is the link between the generator and

the engine. The drive unit has its own oil system for cooling and lubrication and should be checked in the sight glass

before flight. This oil system is independent of the engine oil system.

CSD - Constant Speed Drive

Check oil quantity in sight glass, note different levels for left and right engine as unit is same for both sides.

The reset handle (red) is visible at the bottom.

Supply capacity is 45KVA.



Dec 3, 2008 page 21 of 53

VSCF - Variable Speed Constant Frequency

Check oil level in the sight glass, note different levels for left and right engine as unit is same for both sides.

The photograph shows an old style VSCF (two LED's). Notice "Fault" and "Open Phase" LED's. Press "Indicate" button (top left) with cockpit lights set bright for indication. If any LED's illuminate, cross check the generator diagnostics panel & report to engineer. Button on top right is the LED lamp test.

In 2001 Boeing & Hamilton Sundstrand introduced modifications to the VSCF to improve its reliability which had been approx 1/3 that of CSD's. The failure rate was just over 1 every 2000hrs. You can identify a new VSCF by the three LED's rather than two on the unit. The instruction plate for the buttons & LED's is located just below the LED's.

Due to poor reliability, if either generator is a VSCF there is a (UK CAA) limitation to remain within 45mins flying time of a suitable airfield.



Dec 3, 2008 page 22 of 53

IDG - Integrated Drive Generator (NG's only)

Check oil level in the sight glass, note different levels for left and right engine as unit is same for both sides.

IDG's will auto-disconnect with a high oil temperature, thus no IDG oil temperature gauges on the gen drive panel. They are cooled by both fan air and a fuel-oil heat exchanger.

Supply capacity 90KVA, with options available for up to 180KVA eg for AEW&C aircraft.

Notice the three coloured plugs at the top right. These are the three phase cables and are colour coded as follows:

A = Red

B = Yellow

C = Blue



Dec 3, 2008 page 23 of 53

To correctly check the oil level the CSD/VSCF/IDG must first be vented for 15 seconds to release pressure. Caution: a spray of hot oil can emit from the vent during this process. The vent on the IDG is at the top of the sight glass



Dec 3, 2008 page 24 of 53

The E & E Bay

OK so you have seen the EQUIP caption & know roughly where the hatch is, but you are still curious to see what is

inside. If you are going to attempt a peek in here away from this site then I recommend that you get an engineer to show

you how to open, and more importantly, close the hatch, it is not straightforward.

The only action that may require aircrew to be in the E & E bay is an APU overspeed reset, the procedure for which is contained in the Aircrew Servicing Manual.

The bottom two photographs show the location of the APU control unit, although it will be labeled in the bay.

The battery is also located in the E&E bay. It sits on the external DC power receptacle which is used to start the APU if the battery voltage is insufficient. Note this is not fitted to the NGs because if the battery voltage is that low it must be replaced.



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Dec 3, 2008 page 26 of 53



Dec 3, 2008 page 27 of 53

Fluid Ingress

On 22 October 1995, G-BGJI, a 737-200Adv experienced undemanded yaw & roll oscillations during an air test. This was put down to fluid from the cabin leaking into the E & E bay and onto the yaw damper coupler. The report stated:

"The location of the Electronic and Equipment (E&E) Bay, beneath the cabin floor in the area of the aircraft doors, galleys and toilets made it vulnerable to fluid ingress from a variety of sources."

Only the E1 rack is vulnerable to fluid ingress because it is directly below the forward entry door, the other racks are much further aft. For protection the classics have a carpet over the E1 rack and the NG's have drip trays over all racks. The time to be careful is when the forward doors are open on a turnaround with heavy rain coming in.



Dec 3, 2008 page 28 of 53

737 Tailskid

Tail Skid (Series 400/800 only)

Always worth checking the tail skid, especially when accepting an aircraft if only to prove that it was not you that

scraped it ! Check that the decal on the skirt is showing plenty of green and that the shoe is not worn to the dimples. In

this example, the operator has painted the bottom of the shoe red to help detect evidence of a tail strike.

The yellow and red discs to the right of the picture are the APU fire bottle discharge indicators.

NOTE THAT THE TAILSKID ONLY PROTECTS THE AIRCRAFT DURING TAKE-OFF, NOT LANDING.

The new short field (SFP) -800s has a two position tailskid that extends a further 5 inches for tailstrike protection during landing due to the lower landing speeds.



Dec 3, 2008 page 29 of 53

Refuelling Panel

Located under the starboard wing, near the leading edge, this is where the F/O might find himself if it is raining during the turnaround.

Use the three tank valve switches to direct fuel into the desired tanks. The blue lights will illuminate when the associated tank valve switch is open and the tank is not full. They extinguish either when the tank is full or the associated switch is turned off. The gauges are repeaters of those in the flight deck, so don't press the quantity test switch while your colleague is doing the refuelling! Some gauges may be fitted with a quantity preset facility to assist the refuel process. Just visible on the right hand side of the photograph are the fuelling valves, these each have a button to override the valve switches and force the valve open - use with care, fuel spillages are expensive!

Note: The NG's do not have a cap for the refuelling point.



Dec 3, 2008 page 30 of 53

Fuel Tenk Vents

The vents (NACA ducts), located near each wing tip, provide a small positive head of pressure on the fuel in all three tanks. This prevents a vacuum forming as fuel is used, assists the fuel pumps and reduces evaporation. NB if you overfill the fuel tanks, then this is where the ensuing fuel spillage will come from!



Dec 3, 2008 page 31 of 53

This photo of a 737-500 shortly after take-off shows a residue of fuel spilling from the surge tank vent. Perhaps they overfilled the number 1 wing tank?

This vent is forward of the starboard wing leading edge and is the vent for the auxiliary fuel tank, if fitted.



Dec 3, 2008 page 32 of 53

Fuel Floatstick / Dripstick

These must be used when the fuel quantity cannot be determined by the gauges. There are 5 for each wing tank and

none for the centre tank.

All 5 must be read for each tank and the measurements recorded, the quantity is than calculated from tables contained

in a book in the ships library.

Shown here is a floatstick which are fitted to later aircraft. These have the big advantage of not drenching you in fuel

when you use them.



Dec 3, 2008 page 33 of 53

Brake Accumulator The accumulator uses its stored air pressure to give emergency brake pressure in the event of loss of hydraulic system A and B pressure. It can provide six full brake applications - even if all hydraulic power is lost. If you should get into that situation just apply the brakes and hold them on, dont cycle or pump the brakes because you only get six applications. The accumulators also dampen pressure surges and assure instantaneous flow of fluid to the brakes regardless of other hydraulic demands.

Accumulator servicing point - 737

Found on the rear wall of the wheel well on the stbd side, the pressure gauge measures air from the air side of the accumulator and should read approximately 3000psi. Note the accumulator is hidden on the NG's.



Dec 3, 2008 page 34 of 53

Accumulator servicing point - 737NG



Dec 3, 2008 page 35 of 53

Brake Wear Pin

When these pins (Two on each brake unit ie eight in total) become flush with brake housing, the brakes are ready for

replacement. Bring to the attention of an engineer before dispatch.

Data suggests that the average wear rate is 0.001 per landing. This should mean that if a pin were only 0.01" proud, it

should still be good for another 10 landings.

If observed downroute then it may be comforting to know that when any pin is flush, the associated brake unit still has

enough capacity for an RTO - by law.



Dec 3, 2008 page 36 of 53



Dec 3, 2008 page 37 of 53

Hydraulic Return Filter

There are two hydraulic return filters in the wheel-well, one for each system. The clear rubber cover near the top will

turn red if there is a blockage in the filter.



Dec 3, 2008 page 38 of 53

Pre-Conditioned Air

This is being used more frequently as airports start banning the use of the APU on the ground. Pre-conditioned air is

attached here straight into the mix manifold.



Dec 3, 2008 page 39 of 53

APU Fire Bottle Indicators

These are found on the stbd aft fuselage. The yellow disc indicates that the squib has discharged and the red disc that

the bottle has over-pressured. The pressure gauge is optional and may not be fitted on all airframes.

The second photo (bottom right) shows the condition of the discs shortly after the APU fire extinguisher had been

discharged. Notice how the squib disc has only moved slightly and the over-pressure disc not at all. This could easily be

missed on a walkaround.



Dec 3, 2008 page 40 of 53

APU Oil Panel

Only fitted to early Classics, this small panel is located underneath the rear fuselage and has a "FULL" and an "ADD"

light for the APU oil tank. The engineers tell me the indicator lights are not particularly reliable.

Appendix A (before departure/after arrival) Boeing 737 Walk Around Guide

All found out discrepancies should be eliminated refer to Boeing AMM 737-400/500/800. If check is performed by not sert. staff all found discrepancies should be reported to

flight crew.


Dec 3, 2008 page 41 of 53

EXTERIOR INSPECTION Before each flight the captain, first officer, or maintenance crew must verify that the

airplane is satisfactory for flight. Items at each location may be checked in any sequence. Use the detailed inspection route below to check that:

the surfaces and structures are clear, not damaged, not missing parts and there are no fluid leaks;

the tires are not too worn, not damaged, and there is no tread separation; the gear struts are not fully compressed; the engine inlets and tailpipes are clear, the access panels are secured, the exterior is

not damaged, and the reversers are stowed; the doors and access panels that are not in use are latched; the probes, vents, and static ports are clear and not damaged; the skin area adjacent to the pitot probes and static ports is not wrinkled; the antennas are not damaged; the light lenses are clean and not damaged; For exterior inspection at night use flashlight. For cold weather operations see the Supplementary Procedures.

NOTE: Captains & Cert. staff responsibility is to determine the necessity of DEICING as well as during exterior inspection and check upper wing surface from passenger cabin.

Complete inspection is normally performed before each first flight.

CAUTION: Crew coordination will take place to clear the airplane area when pressurizing the A

system (Tow Bar must not be connected to the aircraft.) After hand signal of the CAPTAIN outside, which mean clear to pressurize HYD system and ready for exterior lights check: HYDRAULIC SYSTEMS PRESSURIZE F/O Position system A & B electric pump switches ON Observe the hydraulic pressure indicators for normal reading (2800 psi minimum) on system A and B Hydraulic Pressure Indicators. NOTE: Minimum fuel for ground operation of electric hydraulic pump is 760 kg in respective

main tank. EXTERIOR LIGHTS ON F/OWheel Well ON Wing ON Position ON Strobe ON Logo Lights ON



flight crew.


Dec 3, 2008 page 42 of 53

Total Air Temperature Probe

Check for damage, that dust cover is removed and probe is unobstructed. CHECK

(before departure/after

arrival)

Angle Airflow Sensor

Check for damage and unobstructed. CHECK


arrival)

Left Pitot Static Probes

Check Pitot Probes for damage, security of attachment, unobstructed and dust covers removed.

CHECK (before

departure/after arrival)

Sliding Window Handle

Check that handle is flush with surface. CHECK


arrival)

Nose Dome and Conductor Strips

Check Conductor Strips for security of attachment. CHECK


arrival)

Lower Nose Compartment

Check that lower nose door is closed, latched handle flush. CHECK

(before departure)

Taxi Light

Check lens are clean and undamaged. CHECK


arrival)

Nose Doors

Check doors for security of attachment. CHECK


arrival)

Nose Gear Tires and Wheels

Check tires and wheels for condition. CHECK


arrival)

Nose Gear Strut Extension Verify strut not fully compressed. Recommended of two inches (approximately)of the polished portion of the strut should be visible.

CHECK( before departure/after

arrival)

Nose Gear Ground Locking Pin

Check Nose Gear down lock safety pin removed. REMOVED (before departure)



flight crew.


Dec 3, 2008 page 43 of 53

Nose Gear Steering Pin

Installed if pushback or tow out will be accomplished, otherwise removed. CHECK

(before departure)

Gear Down Indicators

Check that red arrows on locking braces are aligned and clean. CHECK


arrival)

Gear Viewing Window CHECK (before


Nose Wheel snubbers (Brake Pads)

Verify brake pads installed and condition (1 mm remaining to screw) CHECK


arrival)

Wheel Well Light

Wheel Well light should illuminate. CHECK

(before departure)

External Power Receptacle Check access door closed and latched.

CHECK (before departure)

Right Pitot Static Probes Check Pitot Probes for damage, security of attachment, unobstructed and dust covers removed.

CHECK (before


Angle Airflow Sensor

Check for damage and unobstructed. CHECK


arrival)

Sliding Window Handle

Check that handle is flush with surface. CHECK


arrival)

E&E Compartment Access Door

Check Door closed and handle flush. CHECK


arrival)

E&E Flow Control Valve Outlet

Check that outlet is clear of all obstructions and that air is being exhausted from outlet opening.

CHECK (before




flight crew.


Dec 3, 2008 page 44 of 53

Oxygen Pressure Relief Green Disc

Check that disc in place.

IN PLACE (before


Alternate Static Port

Check that no obstructions are covering static port. CHECK


arrival)

Forward Cargo Door

Open Cargo Door, check condition of compartment, tiedowns and lights. Close and lock door.

CHECK (before departure)

Ram Air Deflector and Air Inlet Door

Check that deflector door is extended and air inlet is open. EXTENDED


arrival)

Air Conditioning Access Doors

Check that all latches are secure and doors closed. CHECK

(before departure)

VHF and Transponder Antennas CHECK (before


Right Wing Illumination, Turnoff Lights

Check that wing lights are illuminated and turnoff lens is clean and undamaged. CHECK


arrival)

Inboard Landing Light

Check those lenses are clean and undamaged. CHECK


arrival)

Leading Edge Flaps

Check for condition of flap and fully retract. CHECK


arrival)

Engine Inboard Cowl and Latches

Check condition of cowling and latches secure. CHECK


arrival)

Engine Nose Inlet Check general condition and cleanliness of inlet.

Check inlet guide vanes and fan blades for damage.

CHECK (before




flight crew.


Dec 3, 2008 page 45 of 53

Engine Outboard Cowl and Latches

Check condition of cowling and latches secure CHECK


arrival)

Leading Edge Slats

Check for condition of slats. CHECK


arrival)

Refueling Panel Access Door

Check that door is closed and latched. CHECK

(before departure)

Fuel Panel Access Door


(before departure)

Drip sticks Check alignment marks on lower wing surface and drip sticks agree.

(One drip stick is located inboard of engine).

CHECK (before


Outboard Landing Light

Check light for cleanliness and flush with surface. CHECK


arrival)

Ram Air Vent Scoop

Check fuel .surge tank vent opening clear. CHECK


arrival)

Navigation Lights (Green)

Check illuminated and cover undamaged. CHECK


arrival)

Wing Tip Light (white), Logo Light (if installed)

Check illuminated and undamaged. CHECK


arrival)

Static Dischargers

Check undamaged and number of installed (allowed I missing (CDL)). CHECK


arrival)

Right Flight Control surfaces (Aileron and Tab)

Check Aileron and Tab undamaged.

UNOBSTRUCTED


arrival)



flight crew.


Dec 3, 2008 page 46 of 53

Outboard Flap

Check flaps undamaged. CHECK


arrival)

Lower Cowl Latches (6)



arrival)

Thrust Reverse Deflector Doors

Check that doors are faired with cowling, no hydraulic leaks. CHECK


arrival)

CAUTION: Left Thrust Reverse is hydraulically actuated from system A. Right Thrust reverse is

hydraulically actuated from system B. Landing Gear Doors and Seal

Check that strut doors are fastened to strut and lower strut door seal is secure. CHECK


arrival)

Right Main Gear Strut, Tires and Wheels Check strut for leaks. Check wheels and tires for general condition.

Verify strut not fully compressed. Recommended that one inch (approximately) of the polished portion of the strut is visible.

CHECK (before


Right Main Gear Brake Wear Indicators

Check Wear Indicator Pins for length remaining. If pin is even with brake housing, check with maintenance. (Allowed not more than 10 consequent landing if out of base).

CHECK (before


Right Main Gear Ground Locking Pin

Check gear down locking pin removed. REMOVED (before departure)


Check that red marks on locking braces are aligned and clean. CHECK


arrival)

Ram Air Exhaust Louvers

Check that Exhaust Louvers are fully open. CHECK


arrival)



flight crew.


Dec 3, 2008 page 47 of 53

Wheel Well Area

Check that wheel well area for general condition and hydraulic leaks and main gear viewer clean.

CHECK (before


System A & B Reservoir Quantity (as installed)

Check that indicator on reservoir is RF or above.

RF or ABOVE


arrival) Brake Accumulator Indicator

Check Accumulator Indicator for brake pressure reading of 2800 psi minimum pressure.

CHECK (before


APU Fire Control Panel

Check that Fire Handle is up and bottledischarge switch safetied. CHECK


arrival)

Inboard Flaps

Check flaps surface undamaged. CHECK


arrival)

Exterior Emergency Light

Check that lens is clean and undamaged. CHECK


arrival)

Aft Cargo Door

Open Cargo Door, check condition of compartment, tiedowns and lights. Close and lock door.

CHECK (before


Lower VHF Antenna CHECK (before


Negative Pressure Relief Door

Check that door is flush with surface and easier to open. CHECK


arrival)

Main Pressure Outflow Valve

Check that Outflow Valve is fully open and unobstructed FULL OPEN


arrival)

Pressure Safety Relief Ports (2)

Check that valve openings, free of dirt or obstruction. CHECK


arrival)



flight crew.


Dec 3, 2008 page 48 of 53

APU Air Inlet Door

Check that door opening is clear. CHECK


arrival)

APU Fire Discharge Indicators

Check yellow and red discharge indicators are in place. CHECK


arrival)

APU Access Door

Check door closed and latched. CHECK


arrival)

Stabilizer and Elevator

Check undamaged. CHECK


arrival)

Fin and Rudder



arrival)

Elevator Pitot Probes



arrival)

Static Dischargers

Check undamaged and number of installed: right elevator, on top of vertical stabilizer and left elevator (allowed 1 missing on each control surface - (CDL)).

CHECK (before


Water Service Door



arrival)

Exterior Emergency Light

Check that lens is clean and undamaged. CHECK


arrival)

Inboard Flaps

Check flaps surface undamaged. CHECK


arrival)

Fuel Shroud Drain Mast

Check Drain Mast for leakage. If fuel is dripping from mast check with maintenance.

CHECK (before




flight crew.


Dec 3, 2008 page 49 of 53

Landing Gear Isolation Valves

Check that selector valves are safetied. CHECK


arrival)

Engine Fire Extinguishers

Check pressure indicator for reading of 600 psi or as per placard. CHECK


arrival)

Wheel Well Area

Check that wheel well area for general condition and hydraulic leaks and main gear viewer clean.

CHECK (before


Wheel Well Light

Both Wheel Well Lights should illuminate. CHECK


arrival)

Ram Air Exhaust Louvers

Check that Exhaust Louvers are fully open. CHECK


arrival)

Left Main Gear Strut, Tires and Wheels Check strut for leaks. Check wheels and tires for general condition.

Verify strut not fully compressed. Recommended that one inch (approximately) of the polished portion of the strut is visible.

CHECK (before


Left Main Gear Brake Wear Indicators

Check Wear Indicator Pins for length remaining. If pin is even with brake housing, check with maintenance. (Allowed not more than 10 consequent landing if out of base).

CHECK (before


Landing Gear Doors and Seal

Check that strut doors are fastened to strut and lower strut door seal is secure. CHECK


arrival)

Left Main Gear Ground Locking Pin

Check gear down locking pin removed. REMOVED


arrival)


Check that red marks on locking braces are aligned and clean. CHECK


arrival)



flight crew.


Dec 3, 2008 page 50 of 53




arrival)

Lower Cowl Latches (6)



arrival)

Thrust Reverse Deflector Doors

Check that doors are faired with cowling, no hydraulic leaks. CHECK


arrival)

CAUTION: Left Thrust Reverse is hydraulically actuated from system A. Right Thrust reverse is

hydraulically actuated from system B. Outboard Flap

Check flaps undamaged. CHECK


arrival)

Outboard Landing Light

Check light for cleanliness and flush with surface. CHECK


arrival)

Left Flight Control surfaces (Aileron and Tab)

Check Aileron and Tab undamaged.

UNOBSTRUCTED


arrival) Ram Air Vent Scoop

Check fuel surge tank vent opening clear. CHECK


arrival)

Static Dischargers

Check undamaged and number of installed (allowed 1 missing (CDL). CHECK


arrival)

Wing Tip Light (white), Logo Light (if installed)

Check illuminated and undamaged. CHECK


arrival)

Navigation Lights (Red)

Check illuminated and cover undamaged.

CHECK (before




flight crew.


Dec 3, 2008 page 51 of 53

Leading Edge Slats

Check for condition of slats. CHECK


arrival)

Drip sticks

Check alignment marks on lower wing surface and drip sticks agree. (One drip stick is located inboard of engine).

CHECK (before


Engine Outboard Cowl and Latches



arrival)

Engine Nose Inlet Check general condition and cleanliness of inlet.

Check in let guide vanes and fan blades for damage

CHECK (before





arrival)

Leading Edge Flaps

Check for condition of flap and fully retract. CHECK


arrival)

Inboard Landing Light

Check that lens are clean and undamaged. CHECK


arrival)

Left Wing Illumination, Turnoff Lights

Check that wing lights are illuminated and turnoff lens is clean and undamaged. CHECK


arrival)

Ram Air Deflector and Air Inlet Door

Check that deflector door is extended and air inlet is open. EXTENDED


arrival)

Center Cell Cavity Vent

Check inlet free from any obstruction. CHECK


arrival)

Alternate Static Port

Check that no obstructions are covering static port. CHECK


arrival)



flight crew.


Dec 3, 2008 page 52 of 53

Forward Outflow Valve

Check outflow valve opening clear. CHECK


arrival)



flight crew.


Dec 3, 2008 page 53 of 53

INTENTIONALLY LEFT BLANK

Boeing 737 WALKAROUND BOOKLET.pdf

Documents

property of orenair

photographic tour introduction

photographic tour items

lhs probes

photo shows

port instrument probes

booster blades

birdstrike damage