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Boeing B737-‐400
CHECK FLIGHT SCHEDULE
&
CHECK FLIGHT CERTIFICATE
Pilots are reminded that this 'Check Flight Sequence' has not been checked, nor approved, by any civil aviation regulatory authority and therefore should only be used as an information resource in conjunction with an official
'Check Flight Sequence' (CFS) document.
CFS B737-400 issue 1
06 April 2014
INDEX
Index
B737 - 400 Check Flight Certificate
B737 - 400 Check Flight Certificate Notes
CAA Check Flight Schedules (General)
B737 - 400 Check Flight Schedule Introduction
B737 - 400 Check Flight Schedule Minimum Crew
B737 - 400 Check Flight Schedule Minimum Passengers
Pre-flight Preparation
Pre-flight Information
Loading and Calculation of Aircraft Weight
1.0 Functioning Before Engine Start
1.1 Takeoff Configuration Warning
1.2 Stabiliser Trim Brake and Over-ride
1.3 Stabiliser Cut-out
1.4 VMO Pointers
1.5 Pressurisation
2.0 Takeoff
3.0 Engine Accelerations (5000' to 8000')
4.1 Engine No 1 Shutdown (FL100 - FL200)
4.2 Engine No 1 Performance Climb (below FL200)
4.3 Engine No 1 Restart (Starter Assist)
5.0 Pressurisation (not above FL200)
6.0 Handling in Climb (on climb to FL370)
6.1 Trim Settings
6.2 Controls and Trimmers
6.3 Spoiler Isolation
7.0 Functioning at High Altitude
7.1 Pressurisation (FL370)
7.2 Yaw Damper (FL350)
7.3 Manual Reversion and Standby Rudder (FL350)
7.4 APU Relight (FL350)
Boeing 737-400 CFM 56-3 Series
Page 9
Page 9
Page 9
Page 9
Page 10
Page 10
Page 11
Page 11
Page 12
Page 13
Page 14
Page 14
Page 14
Page 14
Page 15
Page 15
Page 16
Page 16
Page 17
Page 2
Page 4
Page 5
Page 6
Page 7
Page 7
Page 7
Page 8
Page 8
Page 8
Page 9
Page 9
CFS B737-400 issue 1
INDEX
8.0 Handling High Mach No. (FL350)
8.1 No.1 High Speed Warning FL350
8.2 No.2 High Speed Warning FL350
9.1 Engine No 2 Shutdown FL300
9.2 Engine No 2 Performance Climb (above FL260)
9.3 Engine No 2 Restart (Windmill Start FL240)
10.0 Handling High IAS (below FL200)
10.1 VMO Pointer Readings (below FL200)
10.2 No.1 High Speed Warning (below FL200)
Page 18
Page 18
Page 18
Page 19
Page 19
Page 20
Page 21
Page 21
Page 21
10.3 Ailerons and Elevator Operation at High Speed
10.4 Speedbrake operation at high speed
10.4 Unusual Characteristics
10.6 No.2 High Speed Warning (below FL200)
Page 21
Page 21
Page 21
Page 21
11.0 Low Speed Handling and Characteristics Page 22
11.1 Flap 5°, Gear Up Stall Approach (above 10,000' agl) Page 22
11.2 Autoslat and PTU Check
11.3 Check gear extension
Page 22
Page 23
11.4 Flap 30°, Gear Down Stall Approach
12.0 Alternate Flap Extension
13.0 Landing Gear Manual Extension
14.0 Landing
15.0 Post Landing
15.1 Emergency Instruments & Lighting
15.2 Placarding
Page 23
Page 24
Page 24
Page 24
Page 24
Page 24
Page 24
Part 2 Test Procedures and Notes
Appendix 1a GA Thrust 22.0 K Engine
Appendix 1b GA Thrust 23.5 K Engine
Appendix 2 Enroute Single Engine Climb Speed
Appendix 3a Single Engine Climb Gradient ISA +10°C
Appendix 3b Single Engine Climb Gradient ISA +15°C
Appendix 3c Single Engine Climb Gradient ISA +20°C
Appendix 4 Climb Gradient / ROC Table
Appendix 5 Stick Shaker / Stall Speeds Table
Page 25
Page 26
Page 27
Page 28
Page 29
Page 30
Page 31
Page 32
Page 33
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT CERTIFICATE
Crew: Observer Registration Date:
Performance
Average Weight
Average Altitude
Average Temp
Speed
Achieved Rate
Scheduled Rate
Margin
Climb #1
-80 Permitted Margin
Defects
No. Defect
Conclusions/Comments
Climb #2
-120
Airfield: ft
Start Weight
KG/lbs *
°C
KIAS Takeoff cg: fpm fpm fpm fpm
Performance:
SATIS / UNSATIS/ NOT APPLICABLE *
(Delete as applicable) *
-/R/FT Action
(use a continuation sheet as necessary) l CERTIFY that l have tested the above aircraft and have detailed the deficiencies and unsatisfactory
features above. Those items annotated R or FT must be dealt with as shown in the notes on the reverse side.
Name: Signed: Date: Licence No.:
For CAA Use only Report Logged by: Report No.:
Boeing 737-400 CFM 56-3 Series
Date:
CFS B737-400 issue 1
B737-400 CHECK FLIGHT CERTIFICATE NOTES
General
Only CAA personnel or pilots specifically briefed to carry out CAA check flights may conduct the test.
General notes on test conduct can be found in the CAA Check Flight Handbook.
This sheet replaces any check flight certificate given in the schedule.
Registration: lf the aircraft is not on the UK register, add the manufacturers serial number and expected UK registration (if known).
Crew: Captain, co-pilot, Flight engineer (where applicable).
Airfield: Departure airfield.
Start Weight: Actual all up weight at first engine start. Also delete Kg or Lbs as appropriate.
Takeoff cg: Actual cg at lift-off, preferably as a % of the Mean Aerodynamic Chord.
Performance
A full description of climb analysis is given in the CAA Check Flight Handbook.
Climb#1/Climb#2: Enter in these columns data from the first and second climbs.
Average Weight: The aircraft all up weight at the midpoint of the measured climb.
Average Altitude: The altitude at which the line drawn to average the measured points passes through at the mid time.
Average Temp: The temperature at which the line drawn to average the measured points passes through at the mid time.
Speed: The target climb speed (Indicated Airspeed)
Achieved Rate: The climb rate as given by the slope of the line drawn to average the measured altitude points in feet per minute.
Scheduled Rate: The expected gross rate of climb read from the appropriate graph in the Airplane
Flight Manual (AFM) with any adjustments for configuration differences. For large aircraft, the basic gross data are normally to be found in a separate supplement labelled ‘Additional Flight Test Data’.
Margin: The difference between the Scheduled and Achieved rates of climb (negative if achieved is lower than scheduled).
Defects
Enter all defects from the flight. All defects must also be entered in the Technical Log.
Procedural items entered in the Technical Log (such as re-stowing oxygen masks) need not be entered here. Items affecting flight safety which were known before the flight, whether or not they were deferred should be entered. In the latter case, the defect should be annotated accordingly after the details.
No.: The first column is to allow the items to be numbered.
Defect: Enter details of the defect.
-/R/FT: Classify each defect according to its impact on safety, regardless of whether it can be deferred according to the MEL. Any deferrals should be dealt with in the normal way in the Technical
Log. Items requiring rectification (or deferral under the MEL) before further flight for hire or reward or before the issue of the CofA should be marked ‘R’. Additionally, items that require re-checking in-flight following rectification (such as inadequate climb performance) should be marked ‘FT’. Items requiring both should be marked ‘R/FT’.
Action?: This column should be left blank unless further information is required from the engineers or the item is considered to be of sufficient import that CAA action is considered necessary, then the person/department/agency from whom further action is required should be noted in this column.
Annotate accordingly if an MOR or similar report is to be raised.
Conclusions/Comments
Any conclusions, notes or comments useful for tracking defects may be entered.
Name: Only the Pilot in Command who carried out the test may sign this sheet.
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
CAA CHECK FLIGHT SCHEDULES (General)
CAA Check Flight Schedules (General)
All CAA Check Flight Schedules (CFSS) are prepared based on a design standard which, before
September 2003, was the UK Type Certificate. Following the creation of EASA there may be different design standards in service within the European Union (EU) - this may include modifications approved in any EU country.
It is the responsibility of the flight crew to ensure that the exercises and limitations in the CFS are correct for the aircraft under test.
The prime source of information will be the aircraft flight manual and in the event of conflict the flight manual should be taken as overriding.
CAA policy is that pilots who conduct check flights on the behalf of the Authority must be acceptable to the Authority, must have been briefed on techniques and safety considerations before carrying out the tests in these schedules and must have carried out a check flight within the last 4 years.
The CAA does not accept responsibility for the use of a CAA CFS on a test flight not directly under their control.
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
Registration
Flight date
INTRODUCTION
This schedule is applicable only to Boeing 737-400 aircraft. It is based on the assumption that the everyday operation of the aircraft serves as a continuous check on the functioning of all normal services. On these check flights, however, the crew are expected generally to monitor the behaviour of all equipment and report any unserviceable items. In addition to completing all the required tests in this schedule, any characteristics which are considered unsafe or undesirable must be recorded.
M|N|MUM CREW
The minimum flight crew shall be increased by one flight observer to record the results of the tests.
The pilot conducting the tests shall be specifically approved by the CAA (SRG) for carrying out check flights on Boeing 737 aircraft.
PASSENGERS
Commanders are reminded that it is illegal to carry passengers on a check flight made under A conditions, except where they are required to perform duties in the aircraft in connection with the flight. While it is legal to carry passengers on a test flight of an aircraft with a valid Certificate of
Airworthiness, the practice is not recommended. lf passengers are carried, however, they should be informed that the risk is greater than on an ordinary flight.
CHECK FLIGHT SCHEDULE
The pilot conducting the tests must be familiar with the contents of this schedule before flight. All members of the required minimum crew must be provided with copies of the schedule for use in flight.
The data contained in this schedule is correct at the time of writing, but might not be in agreement with subsequent Flight Manual amendments; in cases of conflict, the Flight Manual is overriding, and
CAA (SRG) Flight Test Section must be informed.
The altitude conditions in the schedule must be observed to ensure adequate safety and validity of the test results. The tests should, if possible, be carried out in the sequence as written.
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
PRE-FLIGHT PREPARATION
Oxygen shall be available to all persons on board. All Passenger drop out oxygen mask covers should be latched before the flight.
Locate the circuit breakers for both high speed warning systems and the No.1 stall warning system. These require to be tripped and reset during flight.
Determine the type of elevator tab push rods fitted (aluminium or titanium). This sets the tolerances applicable to the elevator manual reversion check.
PRE-FLIGHT INFORMATION
Aircraft Registration
Operator
Location
Date
1st Pilot
2nd Pilot
Observer
Total airframe hours
Port Starboard
Engine Serial Nos
LOADING AND CALCULATION OF AIRCRAFT WEIGHT
Load the aircraft to a ramp weight between 40,000 kg and 48,000 kg and a cg between
10% and 15% MAC.
Where specific tests require the aircraft weight to be recorded it shall be calculated from the 'fuel gone' indicators.
Zero Fuel Weight
Fuel Contents No 1. CTR No 2.
Ramp Weight
Ramp cg % MAC
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
PART 1 - TEST SCHEDULE
1.0 FUNCTIONING BEFORE ENGINE START
1.1 Take-off Configuration Warning
Check that the take-off configuration warning sounds:
Test
Parking
Brake
1. ON
2. OFF *
3. OFF *
4. OFF *
Speed
Brake
DOWN
ARMED
DOWN
DOWN
Thrust Lever above 30°
No. 1
No. 1
No. 2
No. 2
Flap Stab Trim
5°
5°
5°
25°
Within green band
Within green band
Outside green band #
Within green band
Select as appropriate
SAT / UNSAT
SAT / UNSAT
SAT / UNSAT
SAT / UNSAT
5. OFF * DOWN No. 2
* feet on brakes with Park Brake OFF
2° Within green band SAT / UNSAT
# Warning commences within ± 0.5 div of each end of the T.O. band (1.0 - 5.8)
Reset Thrust Levers to flight idle and Park Brake ON, flaps as required.
1.2 Stabiliser Trim Brake and Over-ride
Check operation of the stabiliser trim brake by running electric trim and applying a column force in the opposing sense. Check that operation of the stabiliser trim over-ride switch releases the brake.
Check operation in both nose up and nose down directions. SAT / UNSAT
1.3 Stabiliser Cut-out
Check operation of the main electric stabiliser cut-out switch.
Reset stabiliser for take-off.
1.4 V
MO
Pointers
Record V
MO
limit pointer readings on both ASls (336 to 344 kts).
SAT / UNSAT
CAPT F/O
1.5 Pressurisation
Set Standby Mode, 8000 ft cabin altitude in Standby, and a high rate.
Set 37000 ft in the AUTO window.
Boeing 737-400 CFM 56-3 Series
SAT / UNSAT
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
2.0 TAKE-OFF
Carry out a normal full thrust take-off. Record engine parameters.
Engine 1 Engine 2
N1
N2
EGT
Record any unusual behaviour.
3.0 ENGINE ACCELERATIONS
• Preferred altitude 5000ft, but not above 8000ft.
• Gear Down
• Flap 15°
• Airspeed 150 kt
• Air Conditioning Both Packs AUTO
• Engine and Wing Anti-ice ON
Note: See Appendix 1 for Target N1 Thrust settings.
Record:
Altitude ft TAT °C Target N1 from Appendix 1
5000' - 8000'
FMC G/A N1
On each engine in turn retard to flight idle, record N1 and N2 as soon as they are stable and immediately accelerate the engine to the target N1 with a rapid thrust lever movement.
Record:
Engine No.1 Engine No.2
Idle N1 %
Idle N2 %
Acceleration time
SAT / UNSAT
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
4.0 ENGINE No. 1 SHUTDOWN, CLIMB AND RESTART FL100 - FL200
4.1 Engine No. 1 Shutdown
Start APU
Leave Engine No.1 at flight idle for three minutes before shutting it down.
Shutdown Engine No. 1 in accordance with QRH 'Engine Failure or Shutdown' checklist
4.2 Engine No. 1 Performance Climb.
Carryout performance climb #1 prior to engine relight if Performance Check on page 2 is required.
Climb conducted in clean configuration (i.e. flaps and gear retracted) at speed determined from AFM 'Enroute Climb Speed 1 Engine Inoperative' table. (Appendix 2)
See Appendix 2 for best 'Enroute Climb Speed' e.g. Best Climb speed at FL170 with an aircraft weight of 46 tons is 199 kts
See Appendix 3 for 'Scheduled Climb Gradient %' e.g. Scheduled Climb Gradient ISA +10°C at FL170 with an aircraft weight of 46 tons is + 1%
See Appendix 4 for Scheduled Climb Gradient % converted to ROC in ft/min e.g. ROC of 1% climb gradient at 200kts is 202 ft/min
Average Weight
Average Altitude
Average Temp
Climb Speed
Achieved ROC
Scheduled ROC
Margin
Permitted Margin
Climb #1
-80 ft
°C
KIAS fpm fpm fpm fpm
Performance:
SATIS / UNSATIS / NOT APPLICABLE *
(Delete as applicable) *
Note: Transfer the information recorded in the above table to Check Flight Certificate on page 4.
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
4.3 Engine No. 1 Restart
Relight No.1 engine at 150 kt with flaps 10° using the QRH 'Starter Assist' Procedure.
Record:
Windmilling N1 %
Windmilling N2 %
Time to EGT rise (sec )
Max EGT ° C
Time to stabilised flight idle (sec.)
Any abnormality
SAT / UNSAT
Leave the engine idling for two minutes before applying thrust.
Accelerate and retract flaps to UP.
Shutdown the APU.
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
5.0 PRESSURISATION Not above FL200
CAUTION: Check correct functioning of crew oxygen masks, flow and microphones prior to exceeding 10,000 ft Cabin Altitude. This includes the oxygen masks of any observers seated in the aircraft cabin.
Captain Mask SAT / UNSAT
First Officer Mask SAT / UNSAT
Supernumerary Mask SAT / UNSAT
Select the highest cabin altitude possible using the standby pressurisation mode. (i.e.
14,999ft)
Continue the climb, but not above FL 200 until the following pressurisation checks are completed.
Record:
Cabin Altitude Warning
(9000 ft to 11000 ft)
SAT / UNSAT
Check functioning of Automatic Passenger Mask drop out.
Automatic Passenger Mask drop out. (12000 ft to 15000 ft)
SAT / UNSAT
Record : positions of any masks which have failed to drop.
Re-pressurise the aircraft in standby mode, with 1000 ft set in the STBY cabin altitude window.
Commence a climb to FL370 once control of pressurisation is assured.
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
6.0 HANDLING IN CLIMB on climb to FL370
6.1 Trim Settings
During the climb record accurate trim in each axis:
Stabiliser
Rudder ± 1/2 unit SAT / UNSAT
Aileron ± 3/4 unit
6.2 Controls and Trimmers.
SAT / UNSAT
Check the flying controls for breakout loads, centring, backlash, weight and response.
Elevator SAT / UNSAT
Rudder
Aileron
SAT / UNSAT
SAT / UNSAT
Record any abnormality.
Check all trimmers for friction, backlash and response:
Stabiliser Trim
Rudder Trim
Aileron Trim
SAT / UNSAT
SAT / UNSAT
SAT / UNSAT
Record any abnormality.
6.3 Spoiler Isolation
Select the speedbrake lever to the flight detent, then switch off spoilers A and B.
Record, by visual inspection from the cabin the spoiler extensions at the trailing edge.
Port
Outer Inner
Starboard
Inner Outer
SAT / UNSAT
Return speedbrake lever to DOWN.
Spoiler switches A and B: ON.
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
7.0 FUNCTIONING AT HIGH ALTITUDE FL350 - FL370
7.1 Pressurisation FL370
Record normal cabin altitude when stabilised at max altitude FL370 (7750 to 8250 ft)
7750 ft to 8250 ft
SAT / UNSAT
Record normal cabin pressure control at maximum differential pressure 7.60 to 8.15 psi
7.60 psi to 8.15 psi SAT / UNSAT
Descend to FL 350. FL350
Select Manual DC mode, and increase cabin differential pressure. (It may be necessary to select both packs to Hl to achieve the necessary differential to function the safety valve).
Record safety valve operation 8.2 to 8.8 psi differential.
CAUTION: D0 NOT EXCEED 9.0 PSI
8.2 psi to 8.8 psi
FL350
SAT / UNSAT
Both Packs AUTO
Re-establish normal pressurisation control using AUTO Pressurisation Mode.
7.2 Yaw Damper FL350
Select the yaw damper off at a typical cruise Mach No. Apply a gentle rudder doublet to excite the dutch roll. Select the yaw damper on and check that the dutch roll damps rapidly.
Yaw Damper Functionality SAT / UNSAT
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
7.3 Manual Reversion and Standby Rudder
FL35O
Airspeed O.74M
Wing fuel loads equal
N1's equal
Aircraft in trim (Aileron less than ¾ division, rudder less than ½ division.)
Spoiler A and B switches: OFF
FLT CONTROL A and B switches: STBY RUD
Record direction and number of turns of stabiliser trim wheel to re-trim either: Aluminium Tab Rods (3.5 NU to 2 ND) or : Titanium Tab Rods (4.5 NU to 2 ND)
Aluminium Tab Rods (3.5 NU to 2 ND) *
Titanium Tab Rods (4.5 NU to 2 ND) * SAT / UNSAT
* Delete as applicable
Functioning of Manual Trim Wheel
Satisfactory control in Manual with both systems off SAT / UNSAT
Elevator slop (approx. 1½ inches) SAT / UNSAT
Rudder trim change less than 2 units SAT / UNSAT
Aileron forces symmetrical, or any asymmetry not greater than a 2 to 1 ratio
SAT / UNSAT
If asymmetry is greater than 2 to 1, record the force required at the control wheel to turn the wheel to 30 ° in each direction.
Clockwise kg
Anti Clockwise kg
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
FLT CONTROL A switch:
FLT CONTROL B switch:
OFF
STBY RUD
Check satisfactory rudder control on STBY RUD B only
FLT CONTROL A switch:
FLT CONTROL B switch:
STBY RUD
OFF
Check satisfactory rudder control on STBY RUD A only
FLT CONTROL A switch ON (expect pitch trim change)
Check satisfactory elevator, aileron and rudder control on A system only
FLT CONTROL B switch:
FLT CONTROL A switch:
ON
OFF
Check satisfactory elevator, aileron and rudder control on B system only
FLT CONTROL A switch:
SPOILER A and B switches:
YAW DAMPER:
7.4 APU Relight
At 0.70 IMN, relight the APU.
Time to RUN
ON
ON
ON
SAT / UNSAT
SAT / UNSAT
SAT / UNSAT
SAT / UNSAT
FL350
SAT / UNSAT
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
8.0 HANDLING HIGH MACH. NO. FL350 - FL300
At FL 350 record limit pointer readings on both ASl's (276 to 284 kt).
CAPT F/O
SAT / UNSAT
Trip No. 2 high speed warning circuit breaker and increase speed slowly towards 0.84 IMN using a high thrust.
* NOTE: The MMO limitation is raised for the high speed tests to .84M
Record IMN at Buffet onset.
8.1 No.1 High Speed Warning (0.82 - 0.84 lMN)
CAPT F/O
SAT / UNSAT
Check elevator and aileron weight and response over small angles.
Speed brake operation - slight nose up trim change and buffet.
SAT / UNSAT
SAT / UNSAT
Record any unusual characteristics.
Reduce speed to less than 0.80 IMN, reinstate No.2 and trip No.1 high speed warning circuit breaker, and increase speed slowly to the high speed warning.
8.2 No.2 High Speed Warning (0.82 - 0.84 lMN)
CAPT F/O
SAT / UNSAT
Reduce speed to 0.70 IMN, reinstate No.1 high speed warning circuit breaker and commence a drift down with No.2 engine at flight idle.
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
9.0 ENGINE No. 2 SHUTDOWN, CLIMB AND RESTART FL350 to FL200
9.1 Engine No. 2 Shutdown
Ensure APU is running
Leave engine No. 2 at flight idle for three minutes before shutting it down.
Shutdown engine No. 2 in accordance with QRH 'Engine Failure or Shutdown' checklist.
Continue the drift down to FL240 for a windmill relight at 260 kt.
9.2 Engine No 2 Performance Climb.
Carryout performance climb #2 prior to engine relight if Performance Check on page 2 is required.
Climb conducted in clean configuration (i.e. flaps and gear retracted) at speed determined from AFM 'Enroute Climb Speed 1 Engine Inoperative' table. (Appendix 2)
See Appendix 2 for Enroute Climb Speed e.g. Best Climb speed at FL270 with an aircraft weight of 44 tons is 197 kts
See Appendix 3 for Scheduled Climb Gradient % e.g. Scheduled Climb Gradient ISA +10°C at FL270 with an aircraft weight of 44 tons is minus
1%, meaning it is a descent.
See Appendix 4 for Scheduled Climb Gradient % converted to ROC/ROD in ft/min e.g. ROD of minus 1% 'climb' gradient at 197kts is 200 ft/min rate of descent.
Note 1: At high altitude and high weights this 'climb' will be actually be a controlled descent.
Note 2: A prolonged descent to FL240 may result in windmilling N2 falling below 15%, which is the minimum allowed for a windmill start. Choose engine shutdown altitude, rate of descent and airspeed so as to arrive at the test condition with N2 greater than or equal to 15%.
Climb #2
Average Weight
Average Altitude
Average Temp ft
°C
Climb Speed KIAS
Achieved ROC
Scheduled ROC
Margin
Permitted Margin -120 fpm fpm fpm fpm
Performance:
SATIS / UNSATIS/ NOT APPLICABLE *
(Delete as applicable) *
Note: Transfer the information recorded in the above table to Check Flight Certificate on page 4.
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
9.3 Engine No 2 Restart
Relight No.2 engine at 260 kts at FL240 using the QRH 'Windmill Start Procedure'.
Record:
Windmilling N1 %
Windmilling N2 %
Time to EGT rise (sec)
Max EGT °C
Time to stabilised flight idle (sec)
Any abnormality
Leave the engine idling for 2 minutes before applying thrust.
Select GEN No.2 switch to ON
Shut down the APU.
SAT / UNSAT
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
10.0 HANDLING, HIGH IAS Below FL 200
Trip No.2 high speed warning circuit breaker and increase speed to high speed warning using a high thrust setting. *
* NOTE: The VMO limitation is raised for the high speed tests to 360 kts
10.1 Record VM0 pointer readings (336 to 344 kt).
CAPT F/O
10.2 No.1 High Speed Warning (336 to 344 kt).
CAPT F/O
10.3 Elevator and ailerons operation at high speed.
SAT / UNSAT
SAT / UNSAT
Check elevator and aileron weight and response over small angles.
10.4 Speedbrake at high speed.
SAT / UNSAT
Speed brake operation - slight nose up trim change and buffet.
10.5 Unusual Characteristics.
SAT / UNSAT
Any unusual characteristics.
SAT / UNSAT
Reduce speed to less than 320 kt, reinstate No.2 and trip No.1 high speed warning circuit breakers, and increase speed slowly to the high speed warning.
10.6 No.2 High Speed Warning (336 to 344 kt)
CAPT F/O
SAT / UNSAT
Reduce speed to less than 320 kt and reinstate No.1 high speed warning circuit breaker
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
11.0 LOW SPEED HANDLING AND FUNCTIONING Not below 10000 ft AGL
At about FL 150, but not below 10000 ft above terrain, carry out the following stall approaches and functioning checks:
Time flaps 0° to 5° at 210 kt (30 sec max) SAT / UNSAT
11.1 Flap 5°, Gear Up Stall Approach:
From the trim speed scheduled in the Stick Shaker Speed Table (Appendix 5) carry out a straight 1 kt/sec deceleration to stall warning and recover.
Caution: Do not decelerate below stick shaker, scheduled stick shaker speed minus 4 kt, or buffet onset, whichever occurs first.
Check Autoslat operation whilst decelerating towards Stall Warning Speed
Auto Slat Operation (normal) SAT / UNSAT
Ramp Weight kg
Fuel used kg
Test Weight
Scheduled Trim Speed
Indicated Trim Speed
Stabiliser Setting
Scheduled Stall Warning
Achieved Stall Warning
Capt
Capt
FO
FO
Record any abnormalities.
11.2 Autoslat and PTU Check
Depressurise both System B hydraulic pumps and exhaust system B pressure.
Carry out a straight slow approach to stall warning and recover.
Check autoslat operation (using PTU) SAT / UNSAT
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
B hydraulic pumps:
Yaw Damper:
No.2 Stall Warning c/b's:
Accelerate to 170 kt with Flap 5°
11.3 Check Landing Gear Extension
ON
ON
TRIP
Time gear extension at 170 kt (10 sec. max.)
Select Flap 30° (no timing required)
11.4 Flap 30°, Gear Down Stall Approach
SAT / UNSAT
From the trim speed scheduled in the Appendix 5 Stick Shaker Speed Table, carry out a straight 1 kt/sec deceleration to stall warning and recover.
Caution: Do not decelerate below stick shaker, scheduled stick shaker speed minus 4 kt, or buffet onset whichever occurs first
Ramp Weight kg
Fuel used kg
Test Weight
Scheduled Trim Speed
Indicated Trim Speed
Stabiliser Setting
Scheduled Stall Warning
Capt
Achieved Stall Warning Capt
Time flap extension 30° to 40° at 130 kt. (7 sec. max).
Time flap retraction 40° to 15° at 130 kt. (10 sec. max).
Time Gear Up at 130 kt. (10 sec. max).
Time flap retraction 15° to 5° at 150 kt. (10 sec. max)
Flaps UP (no timing required)
No. 2 Stall Warning c/b's - reinstate.
FO
FO
SAT / UNSAT
SAT / UNSAT
SAT / UNSAT
SAT / UNSAT
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
B737-400 CHECK FLIGHT SCHEDULE
12.0 ALTERNATE FLAP EXTENSION
At 210 kt arm the alternate flap system, select 10° on the normal lever then lower the flaps on the alternate system to 10°, allowing the speed to fall to 150 kt whilst lowering.
Time flap from up to 10° (2 min. max.)
Alternate Flap switch OFF
13.0 LANDING GEAR MANUAL EXTENSION
SAT / UNSAT
At 150 kt, (flap 10°) with the normal gear lever OFF, extend the landing gear using the manual gear extension handles. When correct locked down indications are obtained (3 green and 3 red lights), wait 15 seconds then select normal lever to down, and check that the red lights extinguish.
Alternate Gear Extension SAT / UNSAT
Select Gear Lever to up and retract the gear.
Increase speed and retract flaps to UP using the normal flap retraction speed schedule.
14.0 LANDING
Carry out a normal landing, using a high reverse thrust.
Record any abnormalities.
15.0 POST LANDING
15.1 Emergency Instruments & Lighting.
Check correct operation of the emergency instruments, supplies and lighting by selecting the standby power switch to battery and switching off all A.C. power.
Emergency Instruments and Lighting
15.2 Placarding
SAT / UNSAT
Check flight deck placards, colour coding and labelling for presence, legibility and accuracy.
Placarding
Complete and sign the Flight Test Certificate (front page).
SAT / UNSAT
Pass the completed proforma to the Regional Manager of the CAA Regional Office.
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
TEST PROCEDURE AND NOTES
PART 2 - TEST PROCEDURES AND NOTES
NOTE: 1
NOTE: 2
Paragraph numbers below refer to the paragraphs in Part 1.
Except where otherwise indicated, the flight techniques are those associated with normal operation of the aeroplane.
NOTE: 3
NOTE: 4
Fuel symmetry must be maintained across the aircraft.
The co-pilot can assist considerably by taking responsibility for systems management, navigation and R/T throughout the flight.
Paragraph 3. Before each slam acceleration, set G/A N1 on the test engine and mark the throttle lever position on the quadrant. Retard to idle, allow N1 to stabilise and slam to the mark, pulling the lever rapidly back when the N1 in Fig. 1 is reached; provided that the gauge is watched carefully and correctly bugged, the N1 overshoot will be extremely small.
If possible, the slam accelerations should be carried out within the OAT limitation for anti-icing bleeds - but not above FL80. It is permissible to have all bleeds selected for these tests outside the OAT limit, but the time with bleeds on should be kept to a reasonable minimum.
Paragraph 8 &10. The VMO and MMO limitations are raised for this test to 360 kts and 0.84M.
Paragraph 11. For the stall approaches, initially trim the aircraft throttles fully closed at the scheduled trim speed (table 1) of the particular configuration, then, without further trimming, reduce the speed at approximately 1 knot per second right through to the stall warning.
Performance Climb Notes:
See Appendix 2 to determine appropriate 'Enroute Climb Speed One Engine Inoperative'.
See Appendix 3a, 3b or 3c 'Climb Gradient Graphs' to determine scheduled net climb gradient %.
See Appendix 4 'Climb Gradient/ Rate of Climb Conversion Table' to convert scheduled net gradient percentage (%) to Rate of Climb (ROC) in ft/min.
Appendices Notes:
B737-400 AFM Graphs depicted in the Appendices below are taken from B737-400 Airplane
Flight Manual (AFM)
Revision 10 to D6-8734.4362 dated 05-16-11
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
APPENDIX 1a
GA Thrust Setting Graph
Source: CAA CFS 254 Issue 1
Engine 22K
FIGURE1A
Air Conditioning
Wing TAI
Engine Cowl TAI
GA THRUST SETT|NG FOR ACCELERATION CHECK
- AUTO Both Packs
- ON
- ON
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
APPENDIX 1b
GA Thrust Setting Graph
Source: CAA CFS 254 Issue 1
Engine 23.5K
FIGURE1B
Air Conditioning
Wing TAI
Engine Cowl TAI
GA THRUST SETT|NG FOR ACCELERATION CHECK
- AUTO Both Packs
- ON
- ON
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
APPENDIX 2
Enroute Single Engine Climb Speed
Source: Boeing AFM page 285
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
APPENDIX 3a
Single Engine Enroute Climb Gradient ISA +10°C
Source: AFM page 614
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
APPENDIX 3b
Single Engine Enroute Climb Gradient ISA +15°C
Source: AFM page 615
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
APPENDIX 3c
Single Engine Enroute Climb Gradient ISA +20°C
Source: AFM page 616
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
APPENDIX 4
Climb
Gradient %
2.4
2.5
2.6
2.7
2.8
2.0
2.1
2.2
2.3
2.9
3.0
1.4
1.5
1.6
1.7
1.8
1.9
0.5
0.6
0.7
0.8
0.9
0.1
0.2
0.3
0.4
1.0
1.1
1.2
1.3
Boeing 737-400 CFM 56-3 Series
Climb Gradient as ROC Table
385
404
423
443
462
481
500
519
539
558
577
270
289
308
327
346
366
190 knots
ROC (ft/min) for speed
200 knots 210 knots
19
38
20
41
21
43
58
77
96
115
61
81
101
122
64
85
106
128
135
154
173
192
212
231
250
142
162
182
203
223
243
263
149
170
191
213
234
255
276
405
425
446
466
486
506
527
547
567
587
608
284
304
324
344
365
385
425
447
468
489
510
532
553
574
595
617
638
298
319
340
362
383
404
Source: Alex Paterson
CFS B737-400 issue 1
APPENDIX 5 Stick Shaker / Stall Speed Table
Source: CAA CFS 254 Issue 1
Note: There is a small probability that an adverse combination of stall warning and stall speed tolerances could give a very small margin between stick shaker operation and the stall. The scheduled stall speeds are therefore included in this table, for information only, to increase crew awareness.
The aircraft must not be decelerated to the full stall.
Weight Stall Approach - Flap 5°
Stall Approach - Flap 30° kg
Trim Shaker Stall * Trim Shaker Stall *
48000 148 125 116 130 109 105
47000
46000
45000
147
145
143
124
123
121
114
113
112
110
128
127
125
108
107
105
103
102
101
99
44000
43000
42000
41000
141
140
138
136
120
119
117
116
109
107
106
104
124
122
121
119
104
103
102
100
98
97
95
94
40000 134 114 118 99
39000
38000
37000
132
130
129
113
112
110
103
102
100
116
115
113
98
96
95
93
91
90
36000 127 109 99 111 94 89
* Stall speeds are Information only
Tolerances (1) Stick Shaker ± 4kts
(2) Stall ± 5kts
(Information Only)
NOTE: There is a discrepancy between the Stall Speeds listed in the table above and those obtained from B737-400 Airplane Flight Manual Revision 10 to D6-8734.4362 dated
05-16-11 (B737-400 AFM Section 4 page 26 and page 27).
Speeds for Flap 5° above are 6 knots lower than Boeing B737-400 AFM figures
Speeds for Flap 30° above are 3 knots lower than Boeing B737-400 AFM figures.
Boeing 737-400 CFM 56-3 Series
CFS B737-400 issue 1
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