(c)  
AOA Vanes: Do an operational test if there are signs of lightning strike damage to the AOA vanes (AMM 27-32-11).

(d)  
TAT Probe: Do an operational test of the TAT probes if there are signs of lightning strike damage to the probe (AMM 34-16-21).

May 01/01 5-51-151 Page 209
BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.

F.  Examine the Airplane Antennas
(1)  
Examine the antennas for these systems for damage:

(a)  
HF (If installed)(AMM 23-11-0)

(b)  
VHF (AMM 23-21-0)

(c)  
ILS (AMM 34-31-01)

(d)  
Marker Beacon (AMM 34-35-0)

(e)  
RA (AMM 34-48-0)

(f)  
VOR (AMM 34-31-01)

(g)  
ATC (AMM 34-53-0)

(h)  
DME (AMM 34-55-01)

(i)  
ADF (AMM 34-57-01)

(j)  
ACARS (If installed)

(k)  
CPS (If installed)

(l)  
SATCOM (If installed)

(m)  
TCAS (If installed)

(n)  
Airborne Telephone (If installed)

(2)  
Examine the nose radome and the WXR antenna as follows (AMM 53-52-0 and 34-41-0):

(a)
Examine the radome for pin holes, punctures, and paint that has chipped.

(b)
Make sure the radome bonding straps are attached correctly to the airframe.

(c)
Examine the lightning diverter strips, and repair them if there is damage.

(d)
If there is damage to the radome, examine the WXR waveguide for damage.

3.  Operational Checks of Radio and Navigation Systems
A.  General
(1)  The level of the checks after a lightning strike to the airplane is determined by flight crew information and the airplane condition after the incident. For example, if all the NAV/COM systems are exercised by the flight crew in flight after the lightning strike and no anomalies are found, then checks to the exercised systems would not normally be required. For systems not exercised by the flight crew in flight or systems where anomalies were found, additional checks to that system may be required. In addition, even if a system were exercised in flight after the lightning strike and no anomalies were found, but subsequent inspections showed lightning damage near that system antenna, addition checks of that system may be required.
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B.  References
(1)  
AMM 23-11-0, HF Communications System

(2)  
AMM 23-21-0, VHF Communications System

(3)  
AMM 34-31-01, ILS Navigation System

(4)  
AMM 34-35-0, Marker Beacon System

(5)  
AMM 34-48-0, Radio Altimeter System

(6)  
AMM 34-41-01, Weather Radar System

(7)  
AMM 34-31-01, VOR System

(8)  
AMM 34-53-0, ATC System

(9)  
AMM 34-55-01, DME System

(10)
AMM 34-57-01, Automatic Direction Finder (ADF) System

C.  Radio and Navigation System Operational Checks
(1)  Do an operational test for each of these systems that you did not operate after the lightning strike, or the flight crew reported a problem after the lightning strike, or if there was damage found near the system antenna.
(a)  
HF Communications System (AMM 23-11-0)

(b)  
VHF Communications System (AMM 23-21-0)

(c)  
ILS Navigation System (AMM 34-31-01)

(d)  
Marker Beacon System (AMM 34-35-0)

(e)  
Radio Altimeter System (AMM 34-48-0)

(f)  
Weather Radar System (AMM 34-41-01)

(g)  
VOR System (AMM 34-31-01)

(h)  
ATC System (AMM 34-53-0)

(i)  
DME System (AMM 34-55-01)

(j)  
Automatic Direction Finder (ADF) System (AMM 34-57-01)

(k)  
ACARS System (If installed)

(l)  
CPS System (If installed)

(m)  
SATCOM System (If installed)

(n)  
TCAS System (If installed)

(o)  
Airborne Telephone (If installed)

(p)  
Emergency Locator Transmitter, ELT (If installed)

D.  Coaxial Cable Check
(1)  If one or more of the previous systems have problems with their operational checks, examine and do a test of the coaxial cables and connectors.
E.  Return the Airplane to Service
(1)  After all lightning damage has been repaired, components replaced if necessary, and tests completed if necessary, the airplane can be put back into service.
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