11/13/2022 0 Comments Boeing 737 cbt for ipad![]() There is a new Ground wind operating envelope found in Aircraft General Operating Limitations: The nacelle and pylon will cause the engines to project further forward than the CFM56-7BE on 737NG. It will have a 11-12% reduction in fuel burn and 7% reduction in operating cost compared to the NG. The MAX has a CFM LEAP-1B fan with a 69.4 inch fan diameter. When illuminated this indicates that the engine cowl thermal anti-ice system has been inhibited due to a system failure or when an engine core anti-ice valve fails closed.Įssentially the same as the NG, however on the MAX, the ground crew call horn will sound a continuous tone 2 minutes after a battery discharge condition is detected. The engine anti-ice panel has a new amber caption ENGINE ANTI-ICE. These can be observed as duct pressure splits and are normal on the MAX. This is a controller initiated, non-interactive test sequence that checks the capability of the PRSOV solenoid to close the valve, independent of the torque motor. Note that the system conducts a series of self tests after landing known as Post-Flight Built In Tests (PFBIT). If the duct pressure drops below 13psi with engines running, the controller closes the suspect valve to protect the affected system. One of the faults detected by the system is an underpressure. This is to indicate that either a bleed has tripped off due to excessive bleed air temperature, pressure or under-pressure, OR there is a failure in the bleed air system OR that there is an incorrect bleed config after take-off or go-around. This is different to the previous "all or nothing" system which would often take more bleed air from the engines than necessary thereby reducing performance.īLEED TRIP OFF lights on pneumatic panel are replaced by BLEED. This allows the aircraft to digitally tune the amount of air that is needed in whatever flight regime you’re in. The pneumatic bleed air system now has an electronic controller. This was necessary for certification under the same type certificate. Any handling differences as a result of this have been tuned out by Boeing in the flight control system to make the types feel the same to crew. The thrust line has changed from the NG because the engines had to be moved forward and up to accomodate the larger fan diameter. The upside of this strengthening is that operating weights (MTOW, MZFW etc) have been increased by 3,175kg to compensate. This extra weight requires stronger (and therefore heavier) engine struts, wings, fuselage and landing gear. This all stems from the LEAP1B engines each of which are 385kg heavier than the CFM56-7. ![]() The MAX is approximately 3,000kg heavier than its equivalent NG.
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