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that it is acceptable to cycle breakers for certain systems may actually be more restrictive than
operators’ current policies. As the new proposed policy may be more restrictive perhaps it should
be worded more loosely?
<Answer>. Wording for a new Boeing policy that would allow an aircrew to cycle specific circuit
breakers has not been determined.
4. Operators would like a list of circuit breakers that can be cycled; with and without maintenance
direction.
<Answer>. Providing such a list of circuit breakers that can be cycled is under review.
5. Boeing needs to clarify what is acceptable for circuit breaker cycling. Airlines need something to
take to their regulatory agencies. The Airbus Industries ops manual includes a list of circuit
breakers that may be cycled.
<Answer>. Providing such a list of circuit breakers that can be cycled is under
review.
6. Boeing must pursue MMEL relief for 757 fuel tank scavenge system.
<Answer>. Boeing has discussed MMEL relief for the scavenge system with the FAA. If industry
desires to propose the scavenge system as an MMEL item, it should submit a proposal
that can be discussed at the next FAA/Industry MMEL meeting where input from all
2004 Flight Operations Symposium Questions 8/23/2004 10:20 AM
May 9 – 12, 2004, Bell Harbor Convention Center
Page 2 of 6
effected parties can be heard. Boeing and the FAA caution that the MMEL may not be
the optimum way to approach malfunctions in this system because the maximum deferral
permitted will not exceed 10 days, and repairs to the system may require significant time.
7. Cockpit pre-flight flow versus the security door check. Is there any guidance on how often this
should be accomplished?
<Answer>. AFM limitation: “Verify that an operational check of the Flight Deck Access System has
been accomplished according to approved procedures once each flight day.”
8. One operator inquired if other operators have had a problem with new security door jamming?
<Answer>. No notable cases of doors jamming, although there have been – and continue to be –
concerns about the high forces required to open the secure flight deck door. Engineers
are working on a 3rd generation design to lower the forces.
9. Enhanced GPWS, same question on cockpit preparation guidance. When do operators accomplish
an operational check of the EGPWS system?
<Answer>. An operational check is typically done at a 1C interval (6000 flight hours). The
maintenance check intervals for each specific model however can be found via the
Airplane Maintenance Inspection Interval Documents or Maintenance Planning
Documents available on line at http://myboeingfleet.cs.boeing.com/boldweb/index.bhtml
For the EGPWC however, the built in test is robust enough that the flight crew will get an
INOP indication if the system is compromised and the audio amplification interface and
speakers are checked every time the airplane lands.
10. Do other operators lock the cockpit door while the airplane is on the ground? Does it matter if
the crew is on or off the airplane; doing a walk around, for example? Do other operators disarm
or manual lock the security door with a key during through flights if no pilots are on the airplane?
<Answer>. We have left it to operators, and their regulatory authorities, to establish their own
procedures for cockpit security on the ground. Operators have naturally been reluctant to
disclose their policies and procedures on this topic. The FAA’s position is that the
electronic entry code (emergency access code) is not the normal entry method.
11. Power to locking mechanism may be an issue of cockpit security. If power is lost to the door
locking mechanism shouldn’t there be a new procedure to use the deadbolt? There is no Boeing
guidance….there is no indication of loss of power to the security door autolock. Boeing may need
to address this, especially on the 767 (no EICAS indication on power loss).
<Answer>. Losing power to the door lock system will cause the LOCK FAIL light to illuminate on
the P5 overhead panel. The LOCK FAIL non-normal procedure has the following note:
The door can be locked with the deadbolt.
2004 Flight Operations Symposium Questions 8/23/2004 10:20 AM
May 9 – 12, 2004, Bell Harbor Convention Center
Page 3 of 6
12. Fuel migration on diffuserless and cast-in diffuser pumps; Boeing doesn’t want to update manuals
if the fix is not immediate. There are some ops manual bulletins that are around for years.
Operators do not like this; bulletins should be incorporated in the ops manuals in a timely fashion.
<Answer>. As of this date, there are only 4 Bulletins in the 757 and 4 in the 767 that do not contain
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