Copyright . The Boeing Company. See title page for details.
September 29, 2005
0.6.3
Preface -Bulletin Record 737 Flight Crew Operations Manual
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Copyright . The Boeing Company. See title page for details.
0.6.4 July 28, 2000
Flight Crew Operations Manual Bulletin
for
The Boeing Company Seattle, Washington 98124-2207
737
Number: SHZ-6 Date: September 22, 1998 Document Effectivity:
Subject: Possible Autopilot Low Frequency Pitch Oscillation During Flap Extension While in a Turn
Reason: To inform flight crews of the possibility that the autopilot may not hold altitude when extending flaps from Flaps UP to Flaps 1.
Information in this Flight Crew Operations Manual (FCOM) bulletin is recommended by The Boeing Company, but may not be FAA approved at the time of writing. In the event of conflict with the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operation of this model airplane.
THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT
Background Information
During a recent test flight on the 737-700 with the autopilot engaged in command (CMD) mode, a low frequency pitch oscillation was experienced while entering a turn with flaps UP and simultaneously selecting flaps 1. Airspeed at the time was greater than 230 knots. This oscillation occurs as a result of a combination of aircraft loading near the aft CG limit, off nominal rigging of the elevator tab shift mechanism and FCC timing of the tab shift with flap extension.
Operating Instructions
Although the probability of having all of the parameters required to trigger this anomaly is considered to be low, flight crews should be made aware of this possible condition and should monitor autopilot performance while turning and simultaneously selecting flaps from UP to 1. In some cases, disconnecting the autopilot and retrimming may be necessary. This anomaly has not been experienced at any other flap position.
Flight Crew Operations Manual Bulletin No. SHZ-6, dated September 22, 1998 (continued)
Administrative Information
Insert this bulletin behind the FCOM Bulletin Record Page in Volume 1 of your FCOM. Amend the FCOM Bulletin Record Page to show Bulletin SHZ-6 "IN EFFECT" (IE).
This bulletin will be cancelled after Boeing is notified that all affected airplanes in your fleet have been modified by Service Bulletin 737– 27–1215. If you do not plan to modify all your airplanes and would like to have the contents of this bulletin incorporated in your Operations Manual, please advise Boeing accordingly.
Please send all correspondence regarding FCOM bulletin status to one of the
following addresses:
Mailing Address: Manager 737, Flight Technical Integration & Data Boeing Commercial Airplane Group P. O. Box 3707 MS 20-89 Seattle, WA 98124-2207 USA
Fax Number: Telex: SITA: E-MAIL: (206) 662-7812 329430 Station 627 LKEBO7X FTID@Boeing.com
Flight Crew Operations Manual Bulletin
for
The Boeing Company Seattle, Washington 98124-2207
737
Number: SHZ-7 R1 Date: December 17, 1999 Document Effectivity:
Subject: Uncommanded Engine Acceleration Due to an Engine Fuel Control Fault
Reason: This is a reissue of SHZ-7, dated September 22, 1998, which informed flight crews of a CFM 56-7 engine anomaly. The purpose of this reissue is to provide Service Bulletin information.
Information in this Flight Crew Operations Manual (FCOM) bulletin is recommended by The Boeing Company, but may not be FAA approved at the time of writing. In the event of conflict with the FAA approved Airplane Flight Manual (AFM), the AFM shall supersede. The Boeing Company regards the information or procedures described herein as having a direct or indirect bearing on the safe operation of this model airplane.
THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT
Background Information
There have been five (5) cases of uncommanded fuel flow accelerations on CFM56-7 engines. These are the result of an engine fuel control anomaly that can lead to excessive fuel flow, causing uncommanded thrust increase, engine RPM and/or EGT limit exceedances, or engine surge.
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