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Our library is the biggest of these that have literally hundreds of thousands of different products represented. I get my most wanted eBook Many thanks If there is a survey it only takes 5 minutes, try any survey which works for you. Here you will find technical, operational, andIf you are an organisation then please contact me for licence to use any of the images. Please note that I have a library of many thousands of technical images in high resolution. It therefore also shares information about your use of the site with social media, advertising and analytics partners. See details Preliminary report issued. No injuries. To connect with The Boeing 737 Technical Site, log in or create an account. Log In or Create New Account The Boeing 737 Technical Site is on Facebook. See actions taken by the people who manage and post content. See All Loading. Try Again Cancel Loading. Loading. And by having access to our ebooks online or by storing it on your computer, you have convenient answers with The Boeing 737 Technical Blogspot. To get started finding The Boeing 737 Technical Blogspot, you are right to find our website which has a comprehensive collection of manuals listed. And by having access to our ebooks online or by storing it on your computer, you have convenient answers with The Boeing 737 Technical Guide Blogspot. To get started finding The Boeing 737 Technical Guide Blogspot, you are right to find our website which has a comprehensive collection of manuals listed. And by having access to our ebooks online or by storing it on your computer, you have convenient answers with Boeing 737 Technical Guide Free Download Blog. To get started finding Boeing 737 Technical Guide Free Download Blog, you are right to find our website which has a comprehensive collection of manuals listed. And by having access to our ebooks online or by storing it on your computer, you have convenient answers with B737ng Technical Guide.
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To get started finding B737ng Technical Guide, you are right to find our website which has a comprehensive collection of manuals listed. Presented in 18 languages with an interactive library. Today, there are more than 10,000 Boeing commercial jetliners in service; airplanes that fly farther on less fuel, airplanes that reduce airport noise and emissions, airplanes that provide passenger-preferred comfort while delivering superior bottom-line performance to operators. Leadership for today and tomorrow. That's a better way to fly. Boeing Commercial Airplanes, a business unit of The Boeing Company, is headquartered in Seattle, Washington and employs more than 60,000 people worldwide. Learn More Learn More Learn More Learn More Learn More Learn More Learn More Includes options for five additional 787-9s Learn More Learn More Learn More Learn More Learn More Learn More Learn More Learn More Learn More Learn More Learn More Learn More Learn More Learn More Learn More Learn More Learn More. Groups Discussions Quotes Ask the Author Containing extensive explanatory notes, facts, tips and points of interest on all aspects of this hugely successful airliner and showing its technical evolution from its early design in the 1960s through to the latest advances in the MAX. The book provides detailed descriptions of systems, internal and external com Containing extensive explanatory notes, facts, tips and points of interest on all aspects of this hugely successful airliner and showing its technical evolution from its early design in the 1960s through to the latest advances in the MAX. The book provides detailed descriptions of systems, internal and external components, their locations and functions, together with pilots' notes a detailed guide to airtesting and technical specifications. It is illustrated with over 500 colour photographs, diagrams and schematics.
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Chris Brady has written this book after many years developing the highly successful and informative technical website, known throughout the world by pilots, trainers and engineers as the most authoritative open source of information freely available about the 737. To see what your friends thought of this book,This book is not yet featured on Listopia.There are no discussion topics on this book yet.His books include Launching a Leadership Revolution (co-authored with Orrin Woodward), PAiLS, Rascal, A Month of Italy, Leadership Lessons from the Age of Fighting Sail, and several other titles on leadership and success. Over 1 million of his books have been sold in six languages. Chris is CEO and Creative Director His books include Launching a Leadership Revolution (co-authored with Orrin Woodward), PAiLS, Rascal, A Month of Italy, Leadership Lessons from the Age of Fighting Sail, and several other titles on leadership and success. Chris is CEO and Creative Director of Life Leadership. He is also the executive publisher of Obstacles Press, and one of the founders of All Grace Outreach, a 501(c)(3) charitable organization. Originally educated as an engineer, Mr. Brady received his BA in Mechanical Engineering at Kettering University and his Master of Science in Manufacturing Engineering at Carnegie Mellon University as a General Motors Fellow, with Master’s Thesis work completed at Toyohashi University in Japan. Chris is an avid motorized adventurer, world traveler, private pilot, community builder, soccer fan, Christian, and dad. Magazine as among the Top 50 Leadership and Management experts. Richtopia listed Chris among the 200 Most Influential Authors in the world. Chris's blog has been included multiple times as a key resource on leadership for executives, managers and CEOs. Chris and his wife Terri have four children and live in North Carolina. We've got you covered with the buzziest new releases of the day. Our first webinar of 2021 takes stock of where we are at.
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Early Seasonal Capacity Gifts Around the World Our last webinar of 2020 takes. Quarantines, lockdowns, Covid-19 spikes. The Summer. With summer almost gone we look at what. As the northern hemisphere holiday. With only a 67,000 change in global. It’s a term. Off the back of a successful. Aviation in South. In this first episode John Grant. Getting Back In The Air In cricket it. Scheduled airline. What is appropriate. In a normal week there are some ninety-five. Not about congestion. Once again, the OAG. Ten years of amazing aviation,. Who determines what late is.In recent years there seems. Business Hole. A common complaint from airlines when demand. We’ve taken. For the first time in years growth. Solid in that it ranks among the Top. And by having access to our ebooks online or by storing it on your computer, you have convenient answers with 777 Technical Guide. To get started finding 777 Technical Guide, you are right to find our website which has a comprehensive collection of manuals listed. John Fredericton Glasgow Grand Cayman Havana Holguin Ireland Jamaica Las Vegas Loreto Los Angeles Mexico Miami Myrtle Beach Nanaimo Nassau New York Orlando Palm Springs Penticton Phoenix Puerto Plata Puerto Rico Puerto Vallarta Punta Cana Riviera Maya Riviera Nayarit San Diego San Francisco San Juan Santiago de Cuba Scotland St. Lucia St. Martin Terrace Toronto Trinidad and Tobago Turks and Caicos United Kingdom Vancouver Varadero John Fredericton Glasgow Grand Cayman Havana Holguin Ireland Jamaica Las Vegas Loreto Los Angeles Mexico Miami Myrtle Beach Nanaimo Nassau New York Orlando Palm Springs Penticton Phoenix Puerto Plata Puerto Rico Puerto Vallarta Punta Cana Riviera Maya Riviera Nayarit San Diego San Francisco San Juan Santiago de Cuba Scotland St. Lucia St. Martin Terrace Toronto Trinidad and Tobago Turks and Caicos United Kingdom Vancouver Varadero WestJet Owners Stories Any affected guests will be proactively contacted once work is complete.
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Authority (FAA) and Transport Canada to ensure the safe return of theThe WestJet Group today announced it would temporarily cease international flying to 14 sun destinations. As the executive in charge. See where we fly, what’s happening up in the sky and stay up-to-date with everything WestJet. The disasters cost the lives of 346 passengers and crew. Black box data recovered from the two planes indicate that bad engineering practices and surprisingly simple design errors contributed to both calamities. The Boeing 737 MAX 8 only recently went into service, in May 2017. My tentative answer is yes. I believe that at least three ethical principles may have been violated by Boeing engineers and managers. Several newspapers have reported that Boeing until recently charged extra for relatively simple and cheap warning displays in the cockpit that alert pilots to divergent sensor readings. If such displays had been installed on the two 737 MAX 8s that crashed, it is more likely (but not certain) that pilots would have been able to diagnose the malfunctioning anti-stall system. An aircraft manufacturer that attempts to increase its profit by charging extra for relatively simple but vital safety devices does not “hold paramount the safety, health, and welfare of the public.” This is likely to depend on what opinions engineers expressed as the decision was made. The NSPE Code clearly states: “If engineers’ judgment is overruled under circumstances that endanger life or property, they shall notify their employer or client and such other authority as may be appropriate.” Compare, for instance, the automobile industry. Consumers are permitted to buy cars that are less safe than the safest models on the market, but regulators do not permit manufacturers to offer cheap and simple safety systems as optional upgrades. Seatbelts, ABS brakes, and airbags are mandatory equipment in all new cars sold in almost all countries.
Because pilots did not know that the automatic anti-stall system existed, they were unable to understand why the onboard computers repeatedly pushed the nose of the jet down. This can be construed as a violation of the principle of informed consent. Just as doctors are obliged to ask patients for informed consent prior to any medical intervention, aircraft manufacturers arguably have a similar obligation to make sure that pilots responsible for the safe operation of their products are properly informed about all critical systems, and consent to using systems that take away control from the pilots ultimately responsible for the safety of the passengers. It is, for instance, uncontroversial to demand that cell phone manufacturers ought to ask customers for consent before their gadgets share the cell phone’s position with third parties. This moral requirement can be understood as an application of the principle of informed consent. That said, the principle of informed consent is sometimes not as easy to apply in engineering contexts as in medical ethics. The doctor-patient relationship is more direct and predictable than the engineer-user relationship. Engineers seldom interact directly with the user and technological devices are sometimes (mis)used in ways that cannot be reasonably foreseen by engineers. Several days after the 737 MAX 8 was grounded by aviation authorities around the world, Boeing CEO Dennis Muilenburg called President Trump to assure him that there was no need to ground the model in the United States. It was still unclear what had caused the crashes, Muilenburg claimed. From this epistemic premise, he inferred that it was too early to take action. For several days, the Federal Aviation Administration agreed with this policy. The regulators claimed that foreign civil-aviation authorities had not “provided data to us that would warrant action.
” If two brand new airplanes of the same model crash shortly after each other under what appears to be similar circumstances, regulators do not have to wait until they know for sure what caused the crashes before they take action. The second crash changed the epistemic situation enough to warrant action, even if it did not prove that the anti-stall system was to blame. In essence, it is better (from a moral point of view) to believe that something is unsafe when it is not, than to believe that something is safe when it is not. If construed as a belief-guiding principle grounded on moral consideration, the precautionary principle is compatible with the principle of maximizing expected value. We should first adjust our beliefs about the world by applying the precautionary principle and then maximize expected value relative to those modified beliefs. Although mutual aid has long been practiced by community organizers and activists, it gained prominence in U.S. media over the last. To watch the full, unedited interview, go over to the Seize the Moment. Manufacturing and service industries ought be ethical first. How many ergonomics engineers work for any company. Does a company steer between underdoing and overdoing ethics. My book, Unified Phlosophy: Interdisciplinary Metaphysics, Cyberethics, and Liberal Arts, notes the human factors engineering approach to philosophy, metaphysics, and ethics. Let’s expand ethics: we ought significant restrict and always think about the extent of pilotless aircraft, cars, etc., and piloted but unsafe aircraft. The mechanically safest plane, cars, etc., are unethical is totally computerized and robotized. This is especially true when fatalities occur. Currently, philosophers and others are discussing a company’s unethical behavior leading to the crash of its misdesigned commercial jet. Decades ago, it was the misdesigned auto where the gas tank exploded on impact.
But professionals misdesign cities and other aspects of civilization which do not result in immediate fatalities. Urban sprawl is unethical, gobbling up the environment and forcing people to travel long distances requiring much energy. Bureaucracy is unethical. Persons deal with clerk after clerk, procedure after procedure, department after department. We have misdesigned processes and complicated life. Was it Parkinson’s Law that said work expands to meet time. Ergonomics needs expanded definition. I would replace “human factors” engineering with “limit factors” engineering. I am writing about this. Thomas Aquinas, who was too early to get an engineering degree from MIT, Caltech, or other engineering school, warned that laws ought be ethical, and not just laws. However, we need to know a lot more about this disaster and the players before we can invoke a code obligation to protect the public. If yes, that code provision or something very close to it probably applies. 2) Were any of the engineers members of NSPE. If yes, that code provision applies. 3) Were any of the engineers members of discipline-specific engineering societies like ASME, IEEE, etc.? If yes, that code provision applies. 4) Does Boeing have a code and, if so, what does it say. There may be a “protect public” provision. Even so, they may have a sense of humanity.Maintenance crew that did not diagnose and repair a simple sensor malfunction the day before one of the accidents.Why were some pilots able to identify the malfunction quickly and others could not at all. Pilots are there for the very reason that machines do malfunction. They need to be prepared to handle these situations. Compared to the maybe dozens a day in these other countries combined.They deserve the majority of the blame. Notify me of new posts by email. In order to post comments, please make sure JavaScript and Cookies are enabled, and reload the page. Click here for instructions on how to enable JavaScript in your browser.
But the fields are closely related and there are a lot of lessons for IoT security — and the security of complex socio-technical systems in general — in here. Incidentally I read them because I have also recently finished “Click here to kill everybody” by some chap whose name I can’t quite recall but who is a very prominent and distinguished writer in that field ! The title should more appropriately be “How the Boeing 737 Max Disaster Looks to a Software Developer who is also a pilot ”. Frankly, I saw the article earlier on another site and skipped it since software development practices seem to be a significant contributor to the flaws in the 737 Max. No mention of the fact that the abilities of that system were repeatedly expanded, apparently to the point where even some of the documentation originally given to regulatory agencies suggests the MCAS has far more limited capabilities than it has in practice. To me it feels more like when the new head of security of my firm instructed us to make all documents for the new product we were planning look as if we never thought of the possibility that the voltage our device runs with could ever harm anyone: the idea was that if we make a mistake that harms anyone we could weasel out of the situation by acting as if we never thought of this. No other software development I’ve seen in almost 30 years compares to the rigour of that development environment. They just don’t. I’d bet it does. Hundreds were involved. I’d be surprised if fewer than 30 people looked at the code between the developers, testers, and simulator people. At least 10 experts formally reviewed it for correctness. Software bug, almost no chance of that. Less than great test scenarios? Definitely. The problem with the new engines isn’t just that increased thrust causes pitch-up. And as with any wing, increasing the angle of attack of the engines (short of a stall) increases the lift due to the engines, so pitch-up causes more pitch-up. This is very bad.
I spent twelve-plus years doing cybersecurity (I have a CISSP, a security rating, was a fellow at the Center for Advanced Cybersecurity, and did cybersecurity for (some of) the Marine Corps’ robotic war fighting efforts) and the overlap never occurred to me. So that, too, is very much appreciated as well. This is a story of tragedy and just how thin the veneer of technical civilization is. For in the end, all of the engineering standards, all of the technical best practices, all of the triage and technical quality assurance were swept away in an instant of bureaucratic collapse. Like the Ford Pinto considerations, like the Target breach, etc.And, like the shuttle disasters, once people had gone down a certain road too far, turning around was beyond anyone’s capacity for bravery. So they stumbled into manslaughter. And that attacker is what blew away the veneer of technical civilization. That civilization is built on all of the various forms and spirits that guide the production process. The rules, the regulations, the best practices, the professional fraternities, etc. It should have been lost to an engineering miscarriage almost immediately after germination. But that it was not is evidence that the body didn’t reject it. The attacker rendered the body unable to recognize something that should not be viable in any way, shape, or form. I think you can start to get a good idea by looking at the composition of the Board of Directors of Boeing, and the company’s history post-merger with McDonnell Douglas. The comments from people whose software does nothing more than make pixels glow on a screen has been arrogant and presumptuous and prescriptive and defamatory. Aerospace system engineering: not the Facebook kind. The issue arises from a confluence of user interface for the pilot, training, control engineering, aero engineering, engineering management, and, at the lowest levels, software.
It’s easy to diagnose: the “gain” in the control loop, consisting of the pilot and MCAS interacting with the aircraft wings is too high. High gain, such as more than 0.9 degrees of change to the rear stabilizer, results in oscillation. Low gain does not. The interface to external sensors was not software but mechanical and electrical engineering. The functionality specified for the MCAS would be controls engineering. And so on. And that was a product specification, a.k.a “marketing”, decision.
The upgrade is achieved by moving the centre of gravity, combined with a change in the aircraft trim. This allows a lower thrust setting to be used, resulting in lower noise levels at higher MTOW, increasing MTOW from 770,000lbs to 791,000lbs and increasing cargo capability for the -200B by an estimated 10 tons. A 820,000lbs MTOW certification is permitted for aircraft equipped with the JT9D-70A. Freighter conversions Over the past 20 years, the fleet of factory-built 747 freighters has been augmented by conversion of about 100 passenger 747s, mostly the -200 model. During conversion, sidewall freighter panels are installed, primary and secondary control cables relocated, and a smoke detection system installed. The airconditioning system will also be modified for a 747 freighter system. A side cargo door and freighter floor beams are installed. The body frames are reinforced to accommodate the heavier loads. Main deck floor panels are replaced with freighter floor panels. Combi aircraft are cheaper to convert, with four organisations able to undertake freighter conversions on the 747 Classics. Moreover, the market value, lower cash operating costs, higher payload capacity, and remaining life of the 747-400 make it more attractive for freighter conversion. Boeing Boeing Wichita has undertaken many such conversions on both the -200 and - 300, but tends to be more expensive than its competitors. The downtime for Boeing ranges from 67-80 days. The cost of converting a -200B to a special freighter varies with specification. Converting a Combi to a freighter is about half the price of converting a passenger aircraft. There are various changes to the MTOW, maximum landing weight (MLW) and maximum zero fuel weight (MZFW), each adding to the base cost. On the -300, the floor of the extended upper deck drops down on the main deck cargo bay, making it less attractive as a freighter.
The Boeing reconfiguration of the -300 requires reinforcement of the forward section of the cabin floor and removal of the cabin facilities. Bedek Aviation Israel Aircraft Industries (Bedek Aviation) has become well known for 747 conversions, and is the largest conversion centre outside the US. Bedek has performed more than 36 747 Classic conversions. Two ADs were issued affecting 10 aircraft that were converted using the GATX modification (nine 100s and one 200). AD 96-01-03 makes it necessary to restrict the payload of the aircraft to only 120,710lbs, compared to its full 220,195lbs capability, making the aircraft uneconomic to operate. During 1995, it completed the first -200SF conversion for South African Airways. However the Hong Kong-based company has preferred to focus on conversions for Combis. HAECO won a large order from Atlas Air for Combi conversions. TAECO’s Combi to freighter -200 conversion is cheaper than the Boeing conversion. 747-200SF payload Each conversion has an optional maximum zero fuel weights (MZFW) of 545,000lbs, 560,000lbs and 590,000lbs. The higher MZFW option is achieved by additional structural modifications during conversion, and commands a higher price. The OEW of converted aircraft, including tare weight of containers is about 356,000lbs. This gives the aircraft a structural payload of up to 234,000lbs. With the side cargo door installed, the 747-200SF can accommodate eight 96- inch high containers and 21 118-inch high containers. These provide about 20,245 cubic feet. In addition, the aircraft can carry 30 LD-1 belly containers which provide a total volume of 5,250 cubic feet. Total volume in this configuration is 25,495 cubic feet, which allows a maximum packing density of 7.4-9.1lbs per cubic foot. Other configurations, that include pallets, provide less volume. Few -300s were converted, and some of the most popular types for freighter modification were the CF6-50E2-powered 747-200 Combis.
Modification to freighter provides up to 25,500 cubic feet of cargo capacity and 234,000lbs of payload. This means that virtually all aircraft in operation have had three D checks, while the oldest will have been through five. Many 747-200s and -300s operate as freighters or converted freighters, while no more passenger-configured aircraft are being modified to freighter. Most aircraft will continue in operation until they reach their fifth D check or up to a maximum age of 30 years. Most aircraft now accumulate about 3,500 flight hours (FH) per year and have an average flight cycle (FC) time of 5.0FH, thereby generating about 700FC annually. The aircraft has transit and pre-flight checks prior to each flight, and daily checks. While daily checks on short-haul aircraft are performed at night when the aircraft are grounded, 747 operators still have to do daily checks when the aircraft return to home base, or occasionally at outstations. Many operators are permitted interval extensions of 48 hours for daily checks. Ameco Beijing, which manages the maintenance for Air China’s 747-200F fleet, has a system with an AF check every 24 to 48 hours, as well as a daily check performed every five elapsed days of operation. There are five A check multiples: the 1A, 2A, 3A, 4A and 6A items. The A check cycle will therefore be completed at the A12 check when all task groups are in phase. The basic interval for 1A items varies. Maintenance schedules for A checks are similar for most airlines, although some operators choose to equalise the A check packages. Air New Zealand had a block check system, but had a basic 1A interval of 450FH which was later escalated to 550FH. El Al operates a unique ramp and A check system. “Until now we have used a system of transit checks prior to each flight, a daily check every 24 hours performed at Tel Aviv, and E800 and L800 checks to deal with engine-related and lubrication items from the A check instead of having a full A check.
These two have an interval of 800FH,” explains Moti Sonsino, director of aircraft overhaul and logistics at El Al Engineering. “We then have a larger B check every 1,600FH. Our fleet of five aircraft is now between 24 and 27 years old, and we are going to change to a system of having an A check every 400FH to replace the E800, L800 and B checks. Most operators have remained with it. The 747-200-300 has a block C check programme, with five multiples. “The basic C check interval is 3,600FH and 15 months, whichever comes first,” explains Keller. “The five multiples are 1C, 2C, 3C, 4C and 6C groups of tasks. These can be equalised, but we group multiples accordingly to perform block checks, with the C4 check having the 1C, 2C and 4C items. The C6 check has the 1C, 2C and 3C items. This has an interval of 21,600FH, and the C7 check has an interval of 25,000FH. There are also a few items at 20,000FH, which are deescalated to the C5 check. “The D check is independent of the C check, and the D check interval varies according to which one has been performed,” continues Keller. “The D1 has an interval of 25,000FH, the D2 an interval of 22,000FH, and the D3, D4 and D5 all have a 20,000FH interval. We then changed to a block system, with a C check about every 13 months.” El Al equalises its D check over six C checks. This is a set of about 30 inspection tasks to check for corrosion, which have initial thresholds of between four and 30 years. These also have repeat inspection intervals. These inspection intervals are not in the same phase as the C and D checks in the MSG- 2 maintenance schedule. The addition of the CPCP to the C and D checks means they vary in workscope content and MH requirement. “The second main part of the ageing aircraft programme is the supplemental structural inspection document (SSID). This is sometimes referred to as the SSIP,” continues Pawliska.