Advanced Maintenance Techniques for the 757-300 

The Boeing 757-300 airplane is the first major derivative in the 757 family.
With additional equipment and several new features, it provides operators with
increased passenger capacity and improved operating economics over the
757-200. The 757-300 incorporates the latest advances in technology —
many of which are used in other Boeing models — since the development of
the 757-200 in the late 1970s. Operators of the 757-300 should be aware of
these advances and the accompanying maintenance techniques to help them
achieve the highest possible dispatch reliability with this derivative.

As the successor to the highly reliable Boeing 757-200, the 757-300

incorporates new and proven technology used on the 737-600/-700/ -800/-
900, 777, and other airplanes throughout the Boeing fleet. Changes include
upgraded built-in test equipment and related revisions to manuals and system
architecture to help operators successfully troubleshoot problems, establish
the required preventive maintenance, and maintain a high dispatch rate. In
addition, new maintenance techniques have been adapted from the latest
Boeing models for use on the 757-300. The technology, maintenance, and
system improvements on the 757-300 are found in several categories:

1. Built-in test equipment.

2. Air data inertial reference system.
3. Vacuum lavatories.
4. Tail skid.
5. Yaw damper/stabilizer trim module.
6. Flap slat accessory module and flap skew detection system.

1. Built-In Test Equipment

Built-in test equipment (BITE) on the newest line replaceable units (LRU) in
the 757-300 follows the method-ology set on the 737-600/- 700/-800/-900 and
777 (fig. 1). During development of the 777, a methodology for presentation
and content of BITE was developed. This specifically defines how a front-
panel BITE will operate and how the mechanic will use it. The new front-panel
BITE incorporates features that were agreed upon by airline mechanics and
Boeing chief mechanics, human factors experts, engineers, and customer
services personnel. Their joint goal was to define a standard for BITE to help
mechanics troubleshoot and return an airplane to service in less time. All-new
LRUs with front-panel BITE comply with this Boeing standard, increasing
commonality in the Boeing fleet and easing troubleshooting.

2. Air Data Inertial Reference System

The air data inertial reference system (ADIRS) is the latest technology in
navigation that is also standard equipment on 737-600/-700/-800/- 900
airplanes. ADIRS combines the inertial reference units (IRU) and the air data
computers (ADC) into one LRU. ADIRSs have higher reliability and weight
savings compared to conventional IRUs with separate air data computers.

The three air data inertial reference units (ADIRU) on the 757-300 are located
in the main equipment center. The left ADIRU normally supplies the air data
and inertial reference function to the captain's instruments, and the right
ADIRU normally supplies the first officer's instruments. The center inertial
function is continuously used in systems that require three sources of inertial
reference information. This is common with the current-production 757 and
767 models.

The most notable change with this system compared with the 757-200 is in
the ADC function, which resides in the ADIRU. This function of the ADIRU
receives inputs from the pitot and static system through conventional probes
and ports. The pitot probes and static ports collect air data information and
then send this air data to the air data modules (ADM) through standard
flexible tubes. The ADMs receive these analog air pressures and convert
them to digital values, which are then sent to the ADIRUs. The 757-300 has a
total of seven ADMs: three pitot and four static. The ADMs are located in the
main and forward equipment center. The flight deck interface to the ADIRU
BITE is the inertial reference mode panel (IRMP), almost identical to that on
the 757-200. The function of the IRMP is still initialization and troubleshooting
of the ADIRUs.

Two maintenance enhancements to the ADIRU are the additional BITE

capability and center ADC switching function. In addition to being self
monitoring, the ADIRU monitors the health of the ADMs. ADIRS
troubleshooting starts at the IRMP. The BITE structure for the IRMP has
significantly changed with the incorporation of ADIRS. The flight- deck-
mounted IRMP does not fully comply with the Boeing BITE standard because
commonality with the 757-200 IRMP was essential and did not allow for the
standard BITE panel to be included on the face of the ADIRUs. However, the
IRMP includes additional troubleshooting capability derived from the BITE
standard, with a total of 21 maintenance messages that can be displayed on
the IRMP front face. These messages relate directly to the maintenance
message index in the fault isolation manual (FIM) to help mechanics
troubleshoot the ADIRS.

A new capability on the 757-300 allows for quick dispatch if a primary ADC
function fails. This is available in the form of the center ADIRU air data
function, which is used as a warm spare for either the captain's or the first
officer's instruments. The main equipment center contains two switches to
direct the center ADIRU air data computer information to either the captain's
or the first officer's instrument panel. Selecting the center mode for either the
left or the right side switches the center ADC function to that side.

3. Vacuum Lavatories
Through lessons learned with previous Boeing models, the 757-300 includes
improvements for a state-of-the-art vacuum lavatory system. Commonality of
existing parts was a high priority during design of the water and waste system
and led to a common system and spare parts provisioning. The two-tank
vacuum waste system was also designed for high operational reliability, made
possible through system redundancy and proven reliable components. Each
waste tank has separate supporting equipment. For example, if a vacuum
blower fails or a waste line clogs for one tank, the other waste tank will
continue to operate normally.

Other features include easier blockage removal, straight waste lines, and
large diameter bends for clog reduction. A tank rinse has been included to
help reduce inadvertent waste-tank shutdown. BITE is performed through the
lavatory waste modules.

Boeing has issued an all-model service letter that outlines several options for
maintaining a vacuum waste system. Operators who follow these
recommendations have reported greater reliability with their vacuum
lavatories.

4. Tail Skid
The 757-300 includes a tail skid similar to that on the 777-300 to
accommodate the reduced rotation clearance that resulted from increasing the
length of its fuselage. Controlled by the landing gear lever, it retracts when
landing gear is selected UP and extends when landing gear is selected
DOWN. The tail skid helps to reduce costly body contact by absorbing energy
in the event of a tail strike on landing or takeoff. The energy is absorbed by
crushing a cartridge inside the tail skid shock absorber.
Two indications will alert maintenance personnel to check the tail skid
crushable cartridge:

 Skid marks on the tail skid shoe.

 A popped indicator pin protruding from the bottom of the shock absorber
(fig. 2).

If either or both of these indications are found, additional inspections of the tail
skid system are required. Maintenance personnel will inspect the cartridge by
inserting 1/8-in rods (similar to proximity switch electronics unit (PSEU) open
rods) into the side of the cartridge that houses the inspection holes (fig. 3). If
the rod passes through the housing, the cartridge is crushed. To determine
the extent of the cartridge crush, the same pin must be inserted into the tail
skid upper indication hole. If the pin does not pass through the upper hole, the
cartridge is only partially crushed, and the airplane may be returned to service
in accordance with the operator's minimum equipment list. If the cartridge is
crushed beyond the upper inspection hole, then additional structural
inspections may be required along with replacement of the cartridge before
the next revenue flight. The cartridge was designed for easy replacement.

The 757-300 tail skid system also includes a body contact indicator, which is a
small blade detector just aft of the tail skid. If the tail skid is fully compressed
during a tail strike and the body makes contact with the runway during one of
these events, the engine indication and crew alerting system (EICAS) will
display a TAIL STRIKE (caution-level) message. The body contact indicator
has a dual-loop indication system for redundancy and nuisance message
reduction. Both loops must be open for EICAS to annunciate a tail strike. If a
single loop opens, EICAS annunciates a status-level message indicating a
fault with the body contact indicator. The tail skid system is monitored and
tested by the PSEU.

5. Yaw Damper/Stabilizer Trim Module

Another new LRU on the 757-300 is the yaw damper/stabilizer trim module
(YSM). The YSM is a combination of the rudder ratio changer module,
stabilizer control module, and the yaw damper. A primary reason for
combining the three LRUs into a single box was a lack of available update
functionality in the existing LRUs. Combining the three LRUs increased the
reliability, lowered the cost by more than 200 percent, decreased the weight of
the airplane by 46 lb (20.9 kg), and freed up equipment shelf space.

In addition to its current functions, the YSM on the 757-300 provides the
following major new functions:
  Elevator feel limit.
 Elevator feel shift module.

Elevator feel limit (EFL).

The EFL was added as a result of the increased rotation takeoff speeds of the
757-300 relative to those of the 757-200. The elevator feel computer (EFC), a
hydromechanical device that determines column forces, was modified to add
the EFL. The EFL limits control column forces at rotation and for 7 sec after
the airplane is airborne. Without the EFL function, which is controlled by the
YSM, the flight crew could experience a heavier-than-expected column force
(based on 757-200 experience) at and immediately after rotation for some
takeoff configurations. If a fault condition is detected in the feel limit, EICAS
will display an ELEV FEEL LIM status message. YSM BITE will detect the
EFL fail condition and display the fault condition in a maintenance message
format on the YSM front-panel BITE. The mechanic can now use the
maintenance message index in the FIM to continue troubleshooting and find
the failed component. The components were designed as LRUs for easy
maintenance in case of failure.

Elevator feel shift module (EFSM). 

The EFSM is a new component on the 757-300 and is identical to the EFSM
on the 737-600/-700/-800/-900. It was installed to comply with the latest
regulatory revisions to certification requirements for stall identification. (When
full airplane stall is encountered, hydraulic pressure increases between the
EFC and the feel and centering unit.) This increases the column force gradient
or "stiffness" and results in a nosedown airplane response that aids in stall
recovery.

6. Flap Slat Accessory Module and Flap Skew Detection System 

The 757-300 has incorporated a flap skew detection system. Flap skew
occurs when either the inboard or outboard edge of the flap moves farther
than the rest of the flap. The flap skew detection system monitors, detects,
and shuts down the flaps if a skew condition occurs. The heart of this system
is the flap slat accessory module (FSAM), taking the place of the flap slat
electronic unit (FSEU) number 3. The new LRU was introduced because the
existing configuration of the FSEU would not accommodate the addition of the
flap skew circuits.

The flap skew sensors are mounted on the trailing edge of the flap jack
screws (fig. 4a). The sensor (fig. 4b) is fixed to the flap track, and a target
(which contains magnets) is mounted to the jackscrews. As the jackscrew
begins to turn, the target also turns. This will pulse the sensor, and a signal
(distance traveled) is sent to the FSAM, which compares this signal with the
opposite side of the same flap. If the distances traveled by either side of the
flap differ by a predetermined amount, the FSAM will shut down the flap
system to help eliminate damage to the flap and surrounding structure and the
possible loss of a flap in flight. The alternate flap mode will override the
normal flap skew detection function, allowing maintenance personnel to move
the flaps after maintenance has been performed. Maintenance personnel
must verify the flap fault and also ensure that moving the flap will not cause
any damage. Standard front-panel BITE is located on the FSAM.

Summary
Wherever possible, the 757-300 incorporates new maintenance philosophies
established during design of the 777. This derivative also includes several
new features designed to make the 757-300 easy to maintain. Among them
are a common front-panel BITE, fault reporting through EICAS, and additional
correlation between the front-panel BITE and the FIM. The new systems in the
757-300 were also designed for easy fault detection and troubleshooting. The
combination of new systems and maintenance techniques was intended to
provide operators with the highest dispatch reliability possible on the latest
version of the 757.

Launch customer Condor Flugdienst took delivery of the first 757-300 in

March 1999. — ED.

----------------
Eric White
Chief Mechanic - Standard-Body Programs
Service Engineering
Boeing Commercial Airplanes Group

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