Check & Training
B737-8 SYSTEMS DIFFERENCES
GUIDE
Rev: 01
July 2017
Prepared By:
GROUND TRAINING TEAM
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Check & Training
Airplane General
Particulars
Dimensions
Wingtip Radius
Tail Radius
Maximum Taxi
Weight
Maximum Takeoff
Weight
Maximum Landing
Weight
Ground Wind
Operating
envelope
B737 MAX
B737 800 SFP1
72 feet
77 feet
82417 Kgs
75.3 feet
74.8 feet
79242 Kgs
82190 Kgs
79015 Kgs
69308 Kgs
66360 Kgs
• For crosswinds greater than 43 knots, limit
thrust to a setting normally used for taxi.
• Except when setting takeoff thrust on the
runway, limit engine thrust to idle for winds
greater than 58 knots.
Not applicable
Tail Strobe light
1 Strobe light
Winglet Aft Marker
Lights
2 tail strobe light
Winglet aft marker lights illuminate the lower
portion of the winglet.
Controlled by POSITION Light switch.
Not applicable
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Check & Training
Air Systems
737 MAX
Particulars
Bleed Air
B737 MAX
Bleed air is obtained from 4th & 10th stage of
engine.
737- 800
B737 800 SFP1
Bleed air is obtained from 5th & 9th stage of
engine.
BLEED light
Will illuminate if:
• Bleed air over temperature or over pressure
or under pressure
• Bleed system fault or failure has occurred
• Incorrect bleed configuration after a T/O or
G/A
Engine Bleed
In flight one engine bleed is capable of
supplying bleed air for two packs. On the
ground, do not operate more than one pack
from one engine.
Integrated Air
The flow of bleed air from the main bleed air
Systems Controller duct through each air conditioning pack is
(IASC)
controlled by the respective pack valve. It is
pneumatically actuated and electrically
controlled by the Integrated Air Systems
Controller (IASC).
PACK light
Will illuminate if:
• Pack control failure or overheat
• Pack control valve fails in closed position
• Incorrect pack configuration after T/O
EQUIP SMOKE
EQUIP SMOKE light
light
illuminates if smoke is
detected within the
equipment cooling system.
The EQUIP SMOKE, MASTER
CAUTION, and OVERHEAD
System Annunciator lights
will illuminate if smoke is
detected.
Will illuminate if:
• Bleed air over temperature or over
pressure
Do not operate more than one pack from one
engine.
Not Applicable
Will illuminate if:
• Pack control failure or overheat
Not applicable
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Check & Training
Anti- Ice
737 MAX
Particulars
Engine Core Antiice
ENG ANTI-ICE light
L VALVE light
R VALVE light
B737 MAX
The EECs automatically control core anti-ice
based on engine parameters and atmospheric
conditions
illuminates when the cowl thermal anti-ice
system has been inhibited due to a system
failure or when an engine core anti-ice valve
fails closed
Will illuminate if:
• Momentary – related cowl anti-ice valve is
in transit.
• Steady- cowl anti-ice valve position
disagrees with related ENGINE ANTI-ICE
switch position.
Illuminated (amber) –
• momentary – related wing anti–ice valve is
in transit
• steady – wing anti–ice valve position
disagrees with related WING
ANTI–ICE switch position.
737- 800
B737 800 SFP1
Not applicable
Not applicable
COWL VALVE OPEN (blue)light illuminates for
same purpose.
L/R VALVE OPEN (Blue lights)
Extinguished – related wing anti–ice valve is
closed (switch OFF), or related wing
anti–ice valve is open (switch ON).
Electrical
Particulars
Generator
operation
B737 MAX
• On the ground, limit one generator (engine
driven) to a maximum of 75kVA (215 Amps)
• The limit for one generator operation in the
air is 75kVA (215 Amps)
• If the APU is not available, the CAB/UTIL
and IFE/PASS SEAT switches will need to be
set to the OFF position to limit the total
load below 75kVA (215 Amps)
B737 800 SFP1
Not applicable
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Check & Training
Engines
Particulars
Engine type
Engine rating
EEC Overboost
Rating
Engine Indications
N1 limit
page/Takeoff
Bump Thrust
B737 MAX
CFM LEAP-1B
28K
Not Available
Displayed on the forward panel Captain’s or First
Officer’s inboard DU
B737 800 SFP1
CFM56-7B
26K/27K
If the EECs are in the alternate mode,
advancing the thrust levers full forward
provides some overboost and should be
considered only during emergency
situations when all other available actions
have been taken and terrain contact is
imminent.
Engine indications are displayed on the
center forward panel upper display unit
(DU), lower DU or the Captain’s or First
Officer’s inboard DU.
Not Available.
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Check & Training
Thrust Control
Malfunction
Accommodation
(TCMA)
Electronic
Overspeed System
(EOS)
Engine Fail (ENG
FAIL) Alert
• Takeoff bump thrust is available when increased
thrust is needed for takeoff, above the normal
maximum takeoff thrust setting.
• When selected using the FMC N1 LIMIT page,
takeoff thrust is increased by either the flight
crew or the autothrottle positioning the thrust
levers to set N1 to the reference N1 bug.
• Bump thrust is available for takeoff thrust, and
is the applied thrust rating for Go-around thrust.
Maximum climb, maximum continuous thrust
ratings are not affected.
• When takeoff bump thrust is selected, assumed
temperature (SEL temperature) thrust reduction
is not available.
• The default percent derates are set at 10% for
TO-1 and 20% for TO-2.
Not applicable
• TCMA is an EEC function that provides
protection against unacceptable high
asymmetric thrust conditions while on the
ground including an RTO or landing.
• If an unacceptable high asymmetric thrust
condition is detected the EEC automatically
shuts off fuel to the affected engine.
Not applicable
• EOS is an EEC function that provides protection
against the exceedance of engine structural
design limits.
• If an uncontrollable N2 overspeed condition is
detected the EEC automatically shuts off fuel to
the affected engine.
Displayed (amber) –
• engine operating below sustainable idle
(approximately 50%); and
• engine start lever in IDLE position.
Displayed (amber) –
• engine operating below sustainable idle
(approximately 63%); and
• engine start lever in IDLE position.
THRUST Alert
Not applicable
Steady:
• The thrust is more than the commanded thrust;
or
• The thrust is less than the commanded thrust
• Displayed in conjunction with amber N1
command sector for affected engine
Blinking:
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Check & Training
• With a condition of more than or less than
commanded thrust. The alert and entire block
will blink for 10secs and then the alert only will
remain steady until the condition no longer
exists.
FUEL FLOW Alert
Not applicable
• Steady- engine fuel flow is abnormally high
when compared to FMC expected fuel flow.
• Blinking- with fuel flow abnormally high, the
alert and entire block will blink for 10 secs and
then the alert only will remain steady until the
condition no longer exists.
Engine Display
Control Panel
EGT Start limit
lines
Displayed (red)
• Until the engine achieves stabilized idle
(approximately 66 % N2).
• For ground starts and some in-flight starts as
determined by the EEC.
Displayed (red) – until the engine
achieves stabilized idle (approximately
59% N2).
Icing Idle
Icing idle is selected in flight if the flaps are up, the
main gear is not down and locked and the engine
anti-ice is on.
Not applicable
When in icing mode, the EEC begins transition
from minimum flight idle at 30,400 feet and
increases idle in the descent to provide full icing
idle at and below 22,000 feet.
For a given airspeed and altitude, N1 and N2%
RPM will be higher for icing idle than approach
idle.
Bowed Rotor
Motoring (BRM)
Icing idle is required to meet the bleed demand of
the engine anti ice system.
When starting the engine, the EEC will initially
maintain an N2 between 18% and 24% depending
on certain conditions. The time spent motoring is
Not applicable
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Check & Training
called BRM. BRM is active for approx. 6-90 secs
and is only active for ground starts.
REVERSER
COMMAND light
the reverse thrust lever is not in
the down position in flight
Not available
REVERSER
AIR/GRD Light
the air/ground thrust reverser
logic is failed.
Not available
REVERSER LIMITED
Lights
A fault in the thrust reverser system limits reverse
thrust. Thrust reverser will not deploy or reverse
thrust will be limited to idle if commanded.
Engine Start
Starter Cutout
Normal Starter
Duty Cycle
Extended engine
motoring
LEAP-1B engine takes longer time to start as
compared to CFM56 engine due to EOS/TCMA
functional test and BRM.
Starter cutout at 63% N2.
3 mins
• Starter usage is limited to 5 minutes for all
extended engine motorings. A minimum of 5
minutes is needed between the first two
extended engine motorings.
• For the third and subsequent extended engine
motorings, a minimum of 10 minutes is needed
between each engine motoring.
one or more of following has occurred:
• isolation valve or thrust reverser control
valve is not in commanded position
• one or more thrust reverser sleeves are
not in commanded state
• auto–restow circuit has been activated
• a failure has been detected in
synchronization shaft lock circuitry.
-
Starter cutout at 56% N2.
2 mins
• Starter usage is limited to 15 minutes
for the first two extended engine
motorings. A minimum of 2 minutes is
needed between each attempt.
• For the third and subsequent extended
engine motorings, starter usage is
limited to 5 minutes. A minimum of 10
minutes is needed between each
attempt.
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Check & Training
APU
737 MAX
Particulars
APU EGT Indicator
& MAINT light
APU Inlet door
DOOR light
APU Cooling Air
737- 800
B737 MAX
Removed on MAX
B737 800 SFP1
Available on NG
Has 3 positions: Ground open, Flight Open,
Closed
APU door is not in the commanded position.
Not available.
APU cooling air routes to the APU through the
air inlet door.
Air for APU cooling enters through a cooling
air inlet above the APU exhaust outlet.
APU Exhaust
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Check & Training
Flight Controls
Particulars
Stab trim switch
nomenclature
B737 MAX
PRI- Primary
B/U- Backup
If either switch is positioned to CUTOUT, both
the autopilot and main electric trim inputs are
disconnected from the stabilizer trim motor.
Spoiler system
Flight spoilers
Ground Spoiler
Control Module
Fly-by-wire spoiler system (electrically
controlled and hydraulically actuated PCUs)
Roll commands are transmitted from the First
Officer’s control wheel sensors to the SCE
unit, which mixes roll commands with
speedbrake commands from sensors on the
speedbrake lever and sends the spoiler
extension commands to each of the flight
spoilers.
Controls the hydraulic pressure to the ground
spoiler PCUs.
Ground Spoilers
Compression of both main landing gear
struts enables the ground spoilers to deploy.
Maneuver Load
Alleviation (MLA)
The MLA system reduces wing and aft
fuselage bending loads during certain
maneuvers and normal load factors. The MLA
system retracts extended speedbrakes during
maneuvers that result in higher load factors
at certain gross weights. The SPD BRK lever
does not move during MLA activation. When
the conditions for MLA are no longer present,
the speedbrakes will return to the selected
position.
• The first LAM function applies when the
flaps are in the 30 or 40 position. To
maintain acceptable nose landing gear
contact margin, LAM symmetrically deploys
flight spoilers on approach to reduce lift
and force the airplane to use a higher angle
of attack.
• The second LAM function applies when
flaps are positions 15 through 30 and the
thrust levers are near idle. This function
also symmetrically deploys flight spoilers, in
order to generate additional drag.
Landing Attitude
Modifier (LAM)
B737 800 SFP1
The STAB TRIM MAIN ELECT cutout switch
and the STAB TRIM AUTOPILOT cutout switch,
located on the control stand, are provided to
allow the autopilot or main electric trim
inputs to be disconnected from the stabilizer
trim motor.
Mechanical spoiler system
Spoiler mixer, connected to the aileron
cable-drive, controls the hydraulic power
control units on each spoiler panel to
provide spoiler movement proportional to
aileron movement.
Spoiler mixer and Ground spoiler control
valve directs the hydraulic fluid to ground
spoiler PCUs.
Compression of the right main landing gear
strut enables the ground spoilers to deploy.
Not Available
Not Available
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Check & Training
Emergency
Descent
Speedbrakes (EDS)
SPEEDBRAKE
EXTENDED Light
Speedbrake
protection
SPOILERS Light
In order to minimize exposure time of
passengers and crew to high cabin altitude,
an EDS function is included. EDS is armed
when the airplane is above 30,000 feet and
Cabin Altitude Warning is active.
Moving the speedbrake lever activates the
function. When activated, the EDS raises the
speedbrakes to a higher than normal position
when the speedbrake lever is in the flight
detent.
In–flight • SPD BRK lever is beyond the ARMED
position, and
o a thrust lever is above idle for 15
seconds, or
o a thrust lever is above approximately
40 degrees for 3 seconds.
• SPD BRK lever is beyond the ARMED
position, and
o TE flaps extended more than flaps 10,
or
o radio altitude less than 800 feet.
Speedbrake commands are electronically
limited at the FLIGHT DETENT. In the event
electrical power to the SCE (Spoiler Control
Electronics) is lost, all spoilers are inoperative
and will retract if extended.
One or more spoiler pairs are inoperative.
Not Available
SPD BRK lever is beyond the ARMED position,
and
• TE flaps extended more than flaps 10,
or
• radio altitude less than 800 feet, or
A lever stop feature is incorporated into the
SPEED BRAKE lever mechanism. The lever
stop prevents the SPEED BRAKE lever from
being moved beyond the FLIGHT DETENT
when the airplane is in flight with the flaps up.
In the event of the loss of electrical power the
lever stop is removed and full speed brake
lever movement is available.
Not available
Illuminated (amber) –
• activated by signal from spoiler control
electronics unit
• indicates spoiler system fault.
Elevator Jam
Landing Assist
Switch
Not Available
If a jam occurs in the aft elevator control
mechanism, both control columns have
a limited range of motion. During approach
and landing, the Elevator Jam Landing Assist
System uses the flight spoilers for small
changes to the flight path. To activate the
system, the Elevator Jam Landing Assist
switch must be selected ON, the actual flap
position must be 1 or greater, and the
autopilot must be disengaged.
With the system activated, the flight spoilers
deploy to a preset position. The control wheel
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Check & Training
steering force sensors detect forces applied to
the control column.
A push on the control column causes the
spoilers to extend farther, increasing the
descent rate.
Flap/ Slat Position
Indicator
Flap Position Indicator indicator & LE FLAPS
EXT, LE FLAPS light is located on Center
Forward Panel.
Flap position indicator & LE FLAPS EXT, LE
FLAPS light are displayed on inboard display
along with engine indications.
Flap Position indicator only indicates position
of right TE flaps when Battery is the only
source of electrical power.
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Check & Training
Flight Instruments
737 MAX
MAX DISPLAY SYSTEM (MDS)
Particulars
Outboard Display
Unit
737- 800
PFD/ND Common Display System
B737 MAX
The PFD consists of two general areas, the
sky/ground attitude indicator and the
compass/backup mini-MAP. The AUX Display
is located outboard of each PFD. When the
Display Select Switches are in the OUTBD or
INBD positions the PFD and AUX Display are
shown in a half screen format. In this
configuration, the compass remains as a
compass and does not become a backup minimap.
Aux Display
B737 800 SFP1
Not Available
Located on the Outboard Display Unit. It
displays following information:
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Check & Training
• Chrono Dial and read out displyed when a
CLOCK switch is selected on glareshield.
• Flight Number, XPNDR Code, Sel Cal, Tail
Number.
• The clock and flight information is located
in the upper part of the AUX display.
• Elapsed time- Starts at weight off wheels,
stops 30 seconds after weight on wheels
and resets on power up or new origin
airport entered.
• UTC Time
Clock Switch
Not Applicable.
Push – first push displays and starts chrono
function, second push stops chrono function,
third push removes chrono.
Inboard Display
Unit
MFD information in normal operation is
available on either left or right inboard
display unit.
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Check & Training
MFD Switches
The MFD Switches provide
controls to enable pilots to
select MFD formats, display
Secondary Engine
indications, and transfer
the Engine Display between
the Captain's and First
Officer's DU's.
The MFD switches provide controls to enable
the pilots to display secondary engine
parameters of hydraulic indications on the
MFD.
MFD Switch- ENG
The ENG switch will display or remove the
secondary engine indications on the MFD
The ENG switch will display the secondary
engine indications on lower display unit.
MFD Switch- SYS
The SYS switch will display the hydraulic
indications on lower display unit.
The SYS switch displays
Hydraulic indications on the inboard display
MFD Switch- INFO
The INFO switch displays the N1/SPD REF set
on the inboard side of the MFD.
There are two sections to the INFO display
function. The left side allows the manual
setting of the N1 thrust target. The right side
allows the manual setting of V speeds, gross
weight and the white bug.
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Check & Training
ENG TFR Switch
The ENG TFR switch transfers
the engine display between the
left and right inboard DUs.
Compact Engine display is not
available.
The MAIN PANEL DUs and LOWER DU selector
are used to display the engine primary
indications on the DUs
Engine Display
Control Panel
SELECTOR
Each pilot has an
interactive display
selector that allows
the crew to interact
with the MFD. Each
selector consists of
two stacked
selectors with a
push select switch
on top.
EFIS- Range
selection
The range scale is not shown on the EFIS
control panel. The minimum range is 0.5nm
and max is 640nm
VSD
VSD switch turns on the VSD inset on the
Expanded MAP and Center Map modes on
the ND.
Pressing the CTR MAP mode twice will display
the VSD
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Check & Training
Fuel
Particulars
FILTER BYPASS
B737 MAX
impending or actual fuel filter bypass due to a
contaminated filter. If both lights are
illuminated, both lights will remain
illuminated until engine shutdown on the
ground.
Both FILTER BYPASS light will illuminate due
to contaminated filter.
FUEL PROGRESS
5/5
B737 800 SFP1
impending fuel filter bypass due to a
contaminated filter.
Both FILTER BYPASS light operate
independently of each other
Not Available
TOTALIZER:
Shows fuel quantity from the Fuel Quantity
Indication System (FQIS). Selection results in
the FMC using the FQIS fuel quantity for
predictions. The TOTALIZER is the system
default at power up.
CALCULATED:
Shows CALCULATED fuel based on the
totalizer value at engine start decreased by
fuel flow data (Engine & APU) or manual input
of fuel quantity decreased by fuel flow data.
Selection results in the FMC using the
calculated fuel quantity for predictions.
The FMC normally uses the totalizer value for
performance computations.
APU FUEL USED
Displays the Auxiliary Power Unit (APU) fuel
used.
FUEL DISAGREE
alert
Not Available
The totalizer fuel quantity and the FMC
calculated fuel quantity disagree.
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FUEL FLOW alert
Not Available
Engine fuel flow is abnormally high when
compared to the FMC expected fuel flow.
USING RSV FUEL
INSUFFICIENT FUEL
Shown only on FMC scratch pad message.
Shown below the fuel quantity indications
along with FMC scratch pad message
Fuel Tank
FMC
Particulars
Software version
B737 MAX
U13
B737 800 SFP1
U12
PERF INIT page
Fuel quantity source information
(SENS/CALC/MAN) is indicated against FUEL
on this page
• SENS – Totalizer value default or as
selected by the crew on FUEL PROGRESS
5/5 page.
• CALC – FMC Calculated value as selected
by the crew on the FUEL PROGRESS 5/5
page.
• MAN – Indicates a Manual pilot entry if
CALCULATED is selected on PROGRESS
5/5 page.
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Check & Training
LANDING GEAR
737- MAX
737- 800
Particulars
Landing Gear lever
positions
B737 MAX
UP & DN. Hydraulic pressure is automatically
removed 10 secs after gear retraction
B737 800 SFP1
UP, OFF & DN position.
Hydraulic pressure from gear upline is
removed when gear lever is moved to OFF
LOCK OVRD
LOCK OVRD switch releases landing gear lever
lock
Override Trigger allows LANDING GEAR lever
to be raised, bypassing the landing gear lever
lock
NOSE WHEEL
STEER switch
Located on landing gear panel
Located on Left Forward Panel
MAINT light
Amber MAINT light on Aft overhead panel
system fault exists that must be reviewed by
maintenance. Inhibited from first engine start
until 30 seconds after landing.
Fault is detected in PSEU
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Landing Gear
Warning Cutout
Switch location
For further queries and assistance contact ground.training @flydubai.com
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