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BOEING 777 AMM/SRM REFRENCES

CHAPTER-29 HYDRAULICS
MAIN HYDRAULIC SYSTEMS EXTERNAL LEAKAGE CHECKS
TASK 29-11-00-200-804
COMPONENTS

NORMAL OPERATION
LIMITS *[1]

DISPATCH LIMITS TO AVOID DELAY *[2]

Hydraulic Pumps *[3] (ADP/EDP)

5 Drops per Minute

10 drops per Minute

Hydraulic Pumps *[3] (ACMP)

1 Drop per 10 Minutes

1 drop per 10 Minutes

Hydraulic Pumps *[3] (ACMP P/N S270T201)

5 Drops per Minute

10 drops per Minute

RAT Pump

1 Drop per Minute (Static)

1 Drop per Minute (Static)

Hydraulic Motors

5 Drops per Minute

10 Drops per Minute

Dynamic Seals (Swivel Glands, Actuator Rod End Seals, Vent 8 Drops per Minute
or Weep Hole etc. Does not apply to Pumps or Motors)
(Stopped or in Operation)

30 Drops per Minute (Stopped or in Operation)

Static Seals (Parting Seals, etc. Does not apply to Pumps or


Motors)

1 Drop per 10 Minutes

1 Drop per 10 Minutes

B-Nuts,Tubing,Hoses

No Leakage

No Leakage

Landing Gear Brake Assemblies

No Leakage

Refer to Main

Landing Gear Brake Fast


Check (Wheel Installed on the
Airplane), TASK 32-45-07-700-802 for brake
examination and leakage limit details.

*[1] The total leakage in each system must not be more than 100 drops per minute or 0.10 gallons per hour. But, the total leakage from the components that are part of
the reserve brakes and steering system must not be more than 10 drops per minute or 0.01 gallons per hour.
*[2] Each system must not have more than two leaks which are larger than the normal operation limits in this table. The airplane must not have more than four leaks
which are larger than the normal operation limits in this table. Total leakage for each system must not be more than 100 drops per minute or 0.10 gallons per hour. But,
the total leakage from the components that are part of the reserve brakes and steering system must not be more than 10 drops per minute or 0.01 gallons per hour. It is
recommended that components with more than normal leakage be checked either before or after each flight.
*[3] Operate the pumps while you do a check of the leakage rate. One of the center system pumps can be deactivated for dispatch as contained in the Minimum
Equipment List (MEL) and the Dispatch Deviation Guide (DDG) procedures

CHAPTER-32 LANDING GEAR


TIRES - INSPECTION/CHECK
TASK 32-45-04-700-801
EXAMINE THE BRAKES FOR WEAR
TASK 32-45-07-700-801
Replace the brake if the end of a wear indicator pin is level with, or below the face of a guide
CHECK FOR MISSING BRAKE WEAR INDICATOR PINS
TASK 32-45-07-700-802
SUBTASK 32-45-07-790-004
FUSELAGE
AIRCRAFT EXTERIOR FINISH/PAINT C/F
TASK 51-00-59/201
Damage to paint or other surface coatings should be repaired at the earliest convenient opportunity. (CHECK-A)
POLISH THE EXTERNAL SURFACES OF THE AIRPLANE/BURNISHING/SCRATCH BLENDING
TASK 12-25-01-100-802
BURNISHING/SCRATCH BLEND OUT
SRM 51-10-02-0G-0

1) ABRADE OR USE CHEMICALS TO REMOVE ALL OF THE PAINT IN THE DAMAGED AREA.
(2) USE THE ABRASIVES TO BLEND OUT THE DAMAGED AREA.
(3) AFTER YOU COMPLETE THE SURFACE REWORK, THEN YOU MUST USE AN APPLICABLE NONDESTRUCTIVE TEST PROCEDURE
TO MAKE SURE THAT THE AREA DOES NOT HAVE CRACK.
(4) CLEAN THE DAMAGED AREA WITH A SOFT CLOTH MOIST WITH CLEANING SOLVENT.
(5) APPLY A PROTECTIVE TREATMENT AND PRIMER TO THE BASE METAL SURFACE.
(6) IF NECESSARY, APPLY A DECORATIVE FINISH TO THE AREA.
FLIGHT COMPARTMENT WINDOW INSPECTION
Flight Compartment No. 1 Window Inspection
TASK 56-11-00-200-801
Flight Compartment No. 2 Window Inspection
TASK 56-11-00-200-802
Flight Compartment No. 3 Window Inspection
TASK 56-11-00-200-803
DOOR SEAL REPAIR
52-09-00
CARGO DOOR SEAL REPAIR METHOD-A
52-09-00-350-801- SEALANT ONLY
CARGO DOOR SEAL REPAIR METHOD-B
52-09-00-350-802- SEALANT + FABRIC
CARGO DOOR SEAL REPAIR METHOD-C
52-09-00-350-803-REPLACE THE DAMAGED SEAL PART WITH AN EQUIVALENT PIECE OF REPLACEMENT SEAL
RADOME INSPECTION
SRM-53-10-72 FIG-104
CARGO COMPARTMENT FLOOR PANEL REPAIR
B777 SRM 53-00-50 REPAIR #1 FIG-201
VACUUM WASTE LINE BLOCKAGE REMOVAL
TASK 38-32-00-160-802
WASTE SYSTEM FLUSH LINE PRESSURE LIMITS (MT 38-009 R2)
Recommended pressure 30-50 PSIG
Maximum pressure 80 PSIG
BOEING 777 AMM/SRM REFRENCES
CHAPTER-70 TO 80 ENGINES
FAN BLADE INSPECTION-GE-94B
TASK 72-21-02-200-801-G00
SUBTASK 72-21-02-210-008-G00
Any amount of polyurethane coating that is eroded or missing is permitted
FAN BLADE INSPECTION-GE-100
TASK 72-21-02-200-801-H01

SUBTASK 72-21-02-210-008-H01
All polyurethane coating that is eroded or missing is permitted.
FAN STATOR CASE FORWARD AND AFT OUTER ACOUSTIC LINER INSPECTION-GE-94B
TASK 72-24-01-200-801-G01
FAN STATOR CASE FORWARD AND AFT OUTER ACOUSTIC LINER INSPECTION-GE-100
TASK 72-24-01-200-801-H01 FWD
TASK 72-24-01-200-802-H01 AFT
PAINT APPEARANCE ON THE THRUST REVERSER COWL-200ER
TASK 78-00-00-200-807-G00
PAINT APPEARANCE ON THE THRUST REVERSER COWL-300ER/-200LR
TASK 78-00-00-210-802-H01
(A) CRACKS IN THE PAINT ON THE THRUST REVERSER COWL ARE ACCEPTABLE IF THERE IS NO DAMAGE TO THE COMPOSITE
STRUCTURE UNDER THE PAINT.
(B) CRACKS IN THE PAINT THAT COVERS THE SOFT AND FLEXIBLE SEALANT ON THE THRUST REVERSER COWL ARE
ACCEPTABLE.
(C) IF IT IS NECESSARY, APPLY A GLOSS ENAMEL COATING TO THE CRACKS IN THE PAINT SURFACE
TURBINE EXHAUST SYSTEM DETAILED INSPECTION GE-100
TASK 78-11-00-220-801-H01
EXAMINE THE PRIMARY NOZZLE GE-100
SUBTASK 78-11-00-212-004-H01
GAPS BETWEEN THE FAN SIDE AND CORE SIDE SKINS AT THE TRAILING EDGE LOCATION.
-ANY AMOUNT PERMITTED.
FAN OUTLET GUIDE VANE (OGV) INSPECTION GE-100
TASK 72-24-00-200-804-H01
All bulges on the surface of the OGV are permitted.
FAN OGV INSPECTION GE 90 SERIES
72-24-00-220-006-G00
There is no limit to the amount permitted to a bulge on the surface of the OGV
FAN STATOR CASE NYLON OUTER FAIRING INSPECTION GE-100
TASK 72-24-00-200-807-H01
SUBTASK 72-24-00-220-016-H01
(a) It is permitted to have pieces missing from the fairings with these conditions:
1) A maximum of 1/4 of each fairing can be missing if the remaining fairing material is correctly attached by the two screws and any
loose material is removed.
2) Replace the fairing in 150 cycles.
(b) Continue-In-Service (C-I-S) Limits:
1) It is permitted to have missing fairing material with these conditions:

A maximum area of 4 fairings can be completely missing.


You replace the fairing in 150 cycles

FAN OUTLET GUIDE VANE (OGV) INSPECTION GE-94


TASK 72-24-00-200-804-G00
FAN STATOR CASE NYLON OUTER FAIRING INSPECTION GE-94
TASK 72-24-00-200-807-G00
Examine the OGV fairings for cracks/missing pieces:

It is permitted to have cracks that are not more than 1 inch (2.54 mm) in length.
It is permitted to have pieces missing from the edges of the outer fairing
A maximum of 1/4 of each fairing can be missing if the remaining fairing material is correctly attached by the two screws.
A maximum of 4 fairings can be completely missing.
Replace the OGV fairing in 150 cycles.

THRUST REVERSER TENSION LATCHES ADJUSTMENT


TASK 78-31-04-820-801-H01-100 series
TASK 78-31-04-820-802-G00-90 series
FAN STATOR CASE FORWARD AND AFT OUTER ACOUSTIC LINER INSPECTION-90 SERIES
TASK 72-24-01-200-801-G01
Do a check of the forward outer acoustic liners
SUBTASK 72-24-01-210-002-G00
(c) There is no limit to the amount of missing paint.
Do a visual check of the aft outer acoustic liners:
SUBTASK 72-24-01-210-003-G00
(b) There is no limit to the amount of missing paint
FAN STATOR CASE FORWARD OUTER ACOUSTIC LINER INSPECTION-100 SERIES
TASK 72-24-01-200-801-H01
Fan Stator Case Forward Outer Acoustic Panel Inspection
SUBTASK 72-24-01-220-001-H01
(b) There is no limit to the amount of missing paint
Fan Stator Case Aft Outer Acoustic Liner Inspection
TASK 72-24-01-200-802-H01
SUBTASK 72-24-01-220-002-H01
(b) There is no limit to the amount of missing paint
PYLON FAIRING SKIN PANELS
GAP COVER STRIP-TITANIUM
ALLOWABLE DAMAGE:
LENGTH 3 INCH MAX (3.5 INCH-24MONTHS)/WIDTH 0.2 INCH MAX (0.25 INCH-24 MONTHS)
SRM 54-53-70/101 DETAIL G&H -100
SRM 54-51-70/101 DETAIL G&H -90
ALLOWABLE DAMAGE AND REPAIR REFERENCES B-777
Thrust Reverser Inner Wall Acoustic Panel - GE90-70/80/90 Series Engine
54-31-01 REPAIR # 2
Thrust Reverser Blocker Door Skin Repair - GE90-100 Series Engine
54-33-01 REPAIR # 5 Refers to 51-70-04, REPAIR GENERAL
WING LEADING EDGE FIXED PANELS
REPAIR REF: 57-41-01

Seal all damaged areas that are not more than one ply deep
Dents have the same allowables as holes and punctures

Make a temporary seal.


o
o
o
o

Apply aluminum foil tape (speed tape).


Keep a record of the location.
Make sure the tape is in satisfactory condition at a maximum of 400 flight cycles.
Seal the damage permanently at a maximum of 4000 flight cycles or two years, that which occurs first.

Make a permanent seal


o
o
o

Apply epoxy resin to the area as given in 51-70-08, REPAIR 1.


Apply one layer primer.
Apply one layer of enamel.

Wing-to-Body Composite Fairing Skin Panels


REPAIR REF: 53-00-70 REFER TO 51-70-04, REPAIR GENERAL
GREY WATER RESTRICTOR VALVE DEACTIVATION
The drain line restrictor valves can be left open, thus allowing the
grey water to continually drain thru the drain masts.
To deactivate both restrictor valves, open circuit breaker, C38614
DRAIN LINE VALVES, on the P210 panel. Opening the
circuit breaker will prevent the restrictor valves from closing.
MAIN GEAR STEERING / LOCKING POWER CONTROL
ACTUATOR, STATUS EICAS MESSAGE WITH NO
CORRELATED MAINTENANCE MESSAGE
777 MT 32-013 R5
MAIN GEAR STEERING status-level EICAS messages without
correlated maintenance messages do not pose a safety concern. If they
occurred intermittently during a prior flight, but are not present at the
time of dispatch, dispatch of the present flight should not be delayed
for troubleshooting.
FLIGHT CONTROL SYS EICAS STATUS
MESSAGE (777 MT 27-005 R2)
Removing power in one or more hydraulic systems with one or more
engines operating causes a FLIGHT CONTROL SYS status message
due to actuation monitoring. This status message will be uncorrelated
because maintenance messages are inhibited when low pressure exists
in one or more hydraulic systems. Supplying hydraulic power will
clear the status message.
OPERATIONS WITH DISPATCH RELIEF FLIGHT CONTROL
STATUS MESSAGES DISPLAYED (777 MT 27-034)
Operators planning to dispatch an airplane per the Minimum
Equipment List (MEL) for AILERON ACTUATOR or FLAPERON
ACTUATOR Status messages should not do any of the following MAT
Ground Tests: ACE Monitor Test, Actuator Confidence, Aileron
Confidence, and Flaperon Confidence Tests.
Operators planning to dispatch an airplane per the MEL for the
SPOILER ACTUATOR Status message should not do the MAT
Ground Test ACE Monitor Test.
Note: For the SPOILER ACTUATOR Status Message, the Spoiler
System tests will not set a FLT CONTROL SYS when they fail.
The exception is for spoilers 4 & 11, or multiple spoiler pairs
failed, which will result in a FLT CONTROL SYS Status
message.
Running the above Ground Tests while any of the above Status
messages are active will cause the FLIGHT CONTROL SYS status

message to be displayed when the test fails. Dispatch is prohibited


with the FLIGHT CONTROL SYS status message active.
FUEL JETTISON PUMP MAINTENANCE MESSAGES (777 MT 28-029)
With the aircraft in ground mode (see AMM TASK 32-09-00-860801), the subject messages can be cleared using the following
procedure:
1. Ensure there is a minimum of 15,000 lbs (6804 kgs) of fuel in
each Main fuel tank so the jettison pumps inlets will be
submerged in fuel.
2. Open the Integrated Refuel Panel (IRP) door on the left wing.
3. Set the Defuel Valve Switch position on the P28 refueling panel
to OPEN (valve open).
4. In the cockpit, set the Jettison Arm Switch on the P5 overhead
panel to ON and verify the EICAS messages clear within 1
minute.
5. Set the Jettison Arm Switch to OFF, the Defuel Valve Switch to
OFF, and close the IRP door.
6. Verify maintenance messages show NOT ACTIVE.
FUEL REMAINING IN CENTER TANK AFTER LANDING

777 MT 28-013 R1
A small amount of fuel (less than 1000 lbs or 454 kgs) remaining in the center fuel tank after landing can be
normal after a flight in which center tank fuel is used.
On shorter flights with excess reserve fuel loads or other specific mission requirements, the main tank jet
pumps may not scavenge all center tank fuel prior to the top of descent.
ENGINE ANTI ICE (EAI) VALVE FAILED CLOSED MESSAGE (30-10112)
777 MT 30-004 R1
Boeing recommends that maintenance staff or flight crew during taxi increase engine idle an
additional 3% N1 and cycle the EAI switch from Auto to On to clear this message.
The valve should work within 3-4 seconds, however fault logic will allow up to 40 seconds
for the valve position to change. Cycling the switch may be repeated several times.
NUMBER 1 AND 2 WINDSHIELD DELAMINATION LIMITS (777 MT 56-003)
CONDITION
Airlines are requesting guidance as to when a windshield should be replaced due to delamination. Aircraft Maintenance Manual (AMM)
specifies a non-critical visual zone of 2 inches; no structural limit is given. Delamination of cockpit windows typically occurs at the defog heat
interface between the inner and core plies. Delamination of #2 windows is more common.
RECOMMENDEDACTION
A recently completed safety review of cockpit window delamination has shown that there is no need for this limit. Delamination in cockpit
window is limited by vision requirements only. Because of variations in the size, location and optical quality of delamination it is up to the
operators flight crews and maintenance personnel to evaluate delaminated windows to determine when vision is no longer acceptable.
SINGLE PACK OPERATION ON THE GROUND (777 MT 21-016)
Operators have indicated a perception that there is an advantage or cost savings on the CACTCS (Cabin Air Conditioning Temperature Control
System) and APU system if only one pack is used on the ground. This is not the case - ground operation is normally harder on the APU and
there is no known advantage or cost savings on the CACTCS by operating one pack vs. two.
There are no APU system limitations regarding single pack operation when the APU is supplying pneumatic power to the airplane. However,
single pack operation in conjunction with APU operation places additional stress on the APU if consistently operated in this mode - specifically
on the surge control system due to more surge flow. In addition, this additional surge flow routed out the APU exhaust results in a higher APU
exhaust noise level.
REPLACEMENT OF IDG REMOTE OIL LEVEL SENSOR (ROLS) (777 MT 24016)(777 MT 24-032 R1)
The Oil Level indication will be blank on the Electrical Maintenance page. The associated maintenance message is 2431801, IDG (L) Oil
Charge Pressure circuit is failed or 2431802, IDG (R) Oil Charge Pressure circuit is failed will be present.
The IDG remote oil level sensor Removal/Installation is covered in 241115, of the airplane Maintenance
Manual. Having determined that the Remote Oil Level Sensor(ROLS) has not failed, it is recommended that the IDG connector DM24001C be
cleaned. Cleaning of the Electrical connector is covered in Boeing Standard Practices Manual D654446; section 206001.

Unnecessary removals of the IDG have occurred due ROLS failures. The ROLS can and should be replaced while the IDG is still installed on
the engine gearbox.
However, if the remote oil level indication is blank on the Electrical

Maintenance Page,
alternate procedures, such as servicing the IDG to full or verifying a
full reading via the sight glass, are acceptable.

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