Professional Documents
Culture Documents
Introduction:
1. A photographic tour (items of interest);
2. Appendix A (before departure/ after arrival).
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
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 2 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.
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 3 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.
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 4 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:
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organization or operator.
Dec 3, 2008
page 5 of 53
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.
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 6 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.
TAT Probes
Aspirated TAT probes can either be identified visually (see below) or by the presence of a TAT test button on the pitotstatic 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."
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 9 of 53
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.
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 10 of 53
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 11 of 53
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organization or operator.
Dec 3, 2008
page 12 of 53
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organization or operator.
Dec 3, 2008
page 14 of 53
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organization or operator.
Dec 3, 2008
page 15 of 53
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 16 of 53
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 17 of 53
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 18 of 53
Tires with flat spots are not serviceable if the flat spot exceeds the tread reinforcement or cut protector plies or tire
balance is affected
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 19 of 53
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.
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 20 of 53
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organization or operator.
Dec 3, 2008
page 21 of 53
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organization or operator.
Dec 3, 2008
page 22 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
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organization or operator.
Dec 3, 2008
page 23 of 53
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.
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 24 of 53
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 25 of 53
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 26 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.
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organization or operator.
Dec 3, 2008
page 27 of 53
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.
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 28 of 53
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.
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organization or operator.
Dec 3, 2008
page 29 of 53
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!
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 30 of 53
This vent is forward of the starboard wing leading edge and is the vent for the auxiliary fuel tank, if fitted.
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organization or operator.
Dec 3, 2008
page 31 of 53
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.
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organization or operator.
Dec 3, 2008
page 32 of 53
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.
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 33 of 53
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organization or operator.
Dec 3, 2008
page 34 of 53
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.
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 35 of 53
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organization or operator.
Dec 3, 2008
page 36 of 53
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.
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organization or operator.
Dec 3, 2008
page 37 of 53
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.
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 38 of 53
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organization or operator.
Dec 3, 2008
page 39 of 53
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.
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 40 of 53
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.
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
Wheel Well ON
Wing
ON
Position
ON
Strobe
ON
Logo Lights ON
ON F/O
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organization or operator.
Dec 3, 2008
page 41 of 53
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.
Total Air Temperature Probe
CHECK
Check for damage, that dust cover is removed and probe is unobstructed.
Angle Airflow Sensor
Check for damage and unobstructed.
Left Pitot Static Probes
Check Pitot Probes for damage, security of attachment, unobstructed and dust
covers removed.
Sliding Window Handle
Check that handle is flush with surface.
Nose Dome and Conductor Strips
Check Conductor Strips for security of attachment.
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before departure)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK(
before departure/after
arrival)
REMOVED
(before departure)
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 42 of 53
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.
Nose Gear Steering Pin
CHECK
(before departure)
Installed if pushback or tow out will be accomplished, otherwise removed.
Gear Down Indicators
CHECK
Check that red arrows on locking braces are aligned and clean.
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before departure)
CHECK
(before departure)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
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 43 of 53
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.
Oxygen Pressure Relief Green Disc
IN PLACE
Check that disc in place.
Alternate Static Port
Check that no obstructions are covering static port.
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before departure)
EXTENDED
(before
departure/after
arrival)
CHECK
(before departure)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
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 44 of 53
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.
Engine Outboard Cowl and Latches
CHECK
Check condition of cowling and latches secure
Leading Edge Slats
Check for condition of slats.
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before departure)
CHECK
(before departure)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
UNOBSTRU
CTED
(before
departure/after
arrival)
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 45 of 53
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.
Outboard Flap
CHECK
Check flaps undamaged.
Lower Cowl Latches (6)
Check condition of cowling and latches secure.
Thrust Reverse Deflector Doors
Check that doors are faired with cowling, no hydraulic leaks.
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
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.
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.
Right Main Gear Brake Wear Indicators
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
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).
Right Main Gear Ground Locking Pin
Check gear down locking pin removed.
Gear Down Indicators
Check that red marks on locking braces are aligned and clean.
Ram Air Exhaust Louvers
Check that Exhaust Louvers are fully open.
(before
departure/after
arrival)
REMOVED
(before departure)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
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 46 of 53
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.
Wheel Well Area
CHECK
(before
Check that wheel well area for general condition and hydraulic leaks and main
departure/after
gear viewer clean.
arrival)
System A & B Reservoir Quantity (as installed)
RF or
ABOVE
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
FULL OPEN
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
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 47 of 53
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.
APU Air Inlet Door
CHECK
Check that door opening is clear.
APU Fire Discharge Indicators
Check yellow and red discharge indicators are in place.
APU Access Door
Check door closed and latched.
Stabilizer and Elevator
Check undamaged.
Fin and Rudder
Check undamaged.
Elevator Pitot Probes
Check undamaged.
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)).
Water Service Door
Check that door is closed and latched.
Exterior Emergency Light
Check that lens is clean and undamaged.
Inboard Flaps
Check flaps surface undamaged.
Fuel Shroud Drain Mast
Check Drain Mast for leakage. If fuel is dripping from mast check with
maintenance.
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
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 48 of 53
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.
Landing Gear Isolation Valves
CHECK
Check that selector valves are safetied.
Engine Fire Extinguishers
Check pressure indicator for reading of 600 psi or as per placard.
Wheel Well Area
Check that wheel well area for general condition and hydraulic leaks and main
gear viewer clean.
Wheel Well Light
Both Wheel Well Lights should illuminate.
Ram Air Exhaust Louvers
Check that Exhaust Louvers are fully open.
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
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).
Landing Gear Doors and Seal
Check that strut doors are fastened to strut and lower strut door seal is secure.
Left Main Gear Ground Locking Pin
Check gear down locking pin removed.
Gear Down Indicators
Check that red marks on locking braces are aligned and clean.
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
REMOVED
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
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 49 of 53
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.
Engine Inboard Cowl and Latches
CHECK
Check condition of cowling and latches secure.
Lower Cowl Latches (6)
Check condition of cowling and latches secure.
Thrust Reverse Deflector Doors
Check that doors are faired with cowling, no hydraulic leaks.
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
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.
Outboard Landing Light
Check light for cleanliness and flush with surface.
Left Flight Control surfaces (Aileron and Tab)
Check Aileron and Tab undamaged.
Ram Air Vent Scoop
Check fuel surge tank vent opening clear.
Static Dischargers
Check undamaged and number of installed (allowed 1 missing (CDL).
Wing Tip Light (white), Logo Light (if installed)
Check illuminated and undamaged.
Navigation Lights (Red)
Check illuminated and cover undamaged.
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
UNOBSTRU
CTED
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
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 50 of 53
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.
Leading Edge Slats
CHECK
Check for condition of slats.
Drip sticks
Check alignment marks on lower wing surface and drip sticks agree. (One drip
stick is located inboard of engine).
Engine Outboard Cowl and Latches
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
EXTENDED
(before
departure/after
arrival)
(before
departure/after
arrival)
CHECK
(before
departure/after
arrival)
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 51 of 53
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.
Forward Outflow Valve
CHECK
Check outflow valve opening clear.
(before
departure/after
arrival)
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 52 of 53
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.
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 53 of 53