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the air conditioning smoke, electrical smoke checklist; all smoke troubleshooting” should be in one
checklist.
<Answer>. Boeing will take this under advisement.
2004 Flight Operations Symposium Questions 8/23/2004 10:20 AM
May 9 – 12, 2004, Bell Harbor Convention Center
Page 5 of 6
23. The AC BUS checklist contains lots of IF statements. Could this be broken into three (3) separate
checklists instead of one?
<Answer>. Boeing is reviewing this proposal. All proposed checklist modifications are subject to
committee reviews and flight operations board approvals. If approved, such modification
would appear in a future Operations Manual revision. Be advised, Boeing receives
conflicting requests on this subject from operators worldwide. As such, while some
operators believe they would prefer separate checklists, other operators prefer a single
checklist. Some operators want more information, some operators want less information.
There are varying opinions worldwide on this subject.
24. Boeing should add more notes to checklists to help “understanding” or the rationale for the item
with regards to system operation.
<Answer>. We are reviewing the content of non-normal checklists to identify how additional
information and guidance should be presented and what the information should convey as
part of our long-term standardization effort. Some of this information may be presented
as “notes” but some information may be presented in new ways, such as operational
consequences and considerations.
25. Inadvertent fuel shutoff; is there any good explanation on why there is no suction feed? May be
PW4052 engine related only.
<Answer>. All engine models (PW, GE, and RR) for all production airplanes (Seattle production
models) now have information published in Volume II, chapter 12, on Suction Feed
operation. In addition, the FUEL SYSTEM PRESSURE checklist has been revised to
provide more explicit recommended guidance for suction feed operation.
26. Boeing ops manual system description should cover more on suction feed design.
<Answer>. In-service events, which received attention of the NTSB, were the driving force to
include suction feed description in the Operations Manual. Boeing, the NTSB, the
Seattle ACO, and airline personnel involved in the in-service incidents, authored the
existing information contained in all Boeing-Seattle production model Operations
Manuals. All parties concluded the existing coverage of suction feed operation is
positive and satisfactory.
27. When the cockpit door mechanism fails inflight you must use the deadbolt. Has Boeing done a
risk assessment in case of a pilot incapacitation?
<Answer>. First there has to be an in-flight failure of the access system. As a result of this failure the
flight crew could engage the dead bolt. The LOCK FAIL procedure simply reminds the
crew that there is a dead bolt. Boeing does not direct them to engage it. The reliability of
the access system is 10 E-5 per flight hour.
The estimated probability for incapacitation of the either member of the flight crew is
estimated to be 10 E-7 per flight hour. Therefore, assuming the flight crew chooses to
2004 Flight Operations Symposium Questions 8/23/2004 10:20 AM
May 9 – 12, 2004, Bell Harbor Convention Center
Page 6 of 6
engage the dead bolt, the combined probability of crew incapacitation while the dead bolt
is engaged is 10 E-12 per flight hour, or three orders of magnitude beyond the FAR 25-
1309 criteria for extremely improbable.
28. Does Boeing plan to do an inexpensive (cheap) service bulletin to eliminate the noise generating
opening near the tail skid?
<Answer>. Boeing considers installation of the tailskid negative pressure cover a satisfactory method
to eliminate the noise generated from the air which exists through the tail skid assembly.
29. Has Boeing done a sound level survey in the 767 cockpit and identified what effect use of Active
Noise Cancellation headsets have on those levels? Do any other airlines use ANC headsets?
<Answer>. Typical 757 and 767 flight deck (pilot's inboard ear) noise spectrums for cruise flight at
35000 ft, mach 0.80 are as follows:
PREFERRED OCTAVE BAND - HZ
(-SOUND PRESSURE LEVEL DB REF 20 MICRO PA-)
63 125 250 500 1000 2000 4000 8000 OA DBA SIL
757-200 72 76 73 75 68 63 58 49 80 74 63
767-300 70 67 66 68 68 66 59 60 76 72 64
Boeing has never evaluated active noise cancellation headsets in the laboratory. We
suggest operators obtain performance and limitations regarding ANC headsets from the
particular headset manufacturer. We are aware that some operators do use, or have used,
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