RYANAIR

ENGINEERING Task Guidance

Material for

TRAINING. Ryanair
Maintenance
personnel.

This document contains information in relation to the most common

maintenance tasks that occur on a daily/weekly basis across the Ryanair
network. Every task that is detailed in the following booklet provides
references to Technical Notices/Tips, Procedures Notices and also
MEL/DDPG references that may assist engineering staff during possible
AOG situations to decrease the amount of aircraft downtime.
IT SHOULD BE NOTED THAT THIS DOCUMENT IS FOR REFERENCE ONLY.
Layout/Guide to Engineering training booklet:

 Information and Cautions pg.2

 Index by ATA Chapter order pg.3/4

 Test Equipment pg.5-7

FOR REFERENCE ONLY 1

Information and Cautions:

o Operational Impacts & Liaisoning with Maintrol

Maintenance carried out on the aircraft that will affect Speed, Altitude, Runway
width/length, Navigation and icing conditions must be reported to Maintrol whom in
turn inform Flight operations. Also any scheduled nightstop work which runs into
unexpected delays and may miss its scheduled morning departure needs to be reported
to Maintrol.

In addition, engineering personnel should also enter important operational information

into the aircraft header bar in AMOS for flight crew/operations to view.

Finally, Maintrol need to be kept updated and informed of any aircraft that go AOG
during day to day operations.

o Technical logs

Put the correct Technical Log on the correct aircraft!!!

When an aircraft is AOG remove the tech-log from the aircraft and leave it in line office
until all documentation is complete and airplane is serviceable.

o LIDO Items

When raising a LIDO item complete the Techlog paperwork and then contact MAINTROL by
phone and follow up with email on return to office. Ensure all header bars in AMOS are
displaying the LIDO Item information

&

And on closure of a LIDO Item, again telephone MAINTROL and follow up with an email on
return to the office, and remove LIDO from AMOS header bar.

FOR REFERENCE ONLY 2

 Index by ATA Chapter order.
ATA 05 Smoke/fumes in the aircraft pg.8

ATA 05 Parking Aircraft in high wind conditions pg.9

ATA 05/27 Flap/Slat Speed Exceedance pg.11

ATA 12 Tyre Pressure checks, Wheels pg.12

ATA 12/79 Engine Oil Caps pg.13

ATA 21 RAM Air Door bolt pg.14

ATA 24 Integrated Drive Generators (IDG) pg.15

ATA 24 P91/P92 Access pg.17

ATA 25 Cabin overhead stowage bin pg.18

ATA 27 Flap Asymmetry – Flap Position – Flap Skew pg.19

ATA 27 Heavy Ailerons pg.20

ATA 27/05 Flap/Slat Speed Exceedance pg.21

ATA 28 Fuel System pg.22

ATA 28 Wing tank access panel Interchangeability pg.23

ATA 29 Electric Motor Driven Pump (EMDP) Reset pg.24

ATA 29 Hydraulic leaks pg.25

ATA 29 Hydraulic hose replacements pg.26

ATA 30 Nose cowl anti ice lock out pg.27

ATA 30 Window Heat Troubleshooting & Replacements pg.28 & 29

ATA 32 Proximity Switch Electronic Unit (PSEU) Resets pg.30

ATA 32 Emergency Gears down Switch pg.31

ATA 32 Auto brake system pg.32

FOR REFERENCE ONLY 3

ATA 33 Emergency Lighting Systems pg.33

ATA 34 Stdby Attitude Direction Indicator (ADI) replacement pg.34

ATA 34 Airspeed/Altitude disagree pg.35

ATA 34 Flight Data recorder downloads & Nav Data updates pg.36

ATA 34 FMC failure pg.37

ATA 38 Vacuum Blower CB Reset / Lavatory blockages &

INOP Lavatories pg.38

ATA 52 Cockpit Door Key pg.39

ATA 52 E&E Bay door pg.40

ATA 53 RA 344 – Lightning Strike Damage Rating (LSDR),

Dent Assessment & Recording pg.41

ATA 71 Engine Fuel Leaks during start up pg.42

ATA 71/72 Engine Vibration pg.43

ATA 73 Hydro Mechanical Units (HMU) pg.44

ATA 73 Fuel Filter Bypass pg.45

ATA 78 Thrust Reverser Resets pg.46

ATA 79/12 Engine Oil Caps pg.47

ATA 80 Engine Starter failure pg.48

ATA 80 Engine Ignition Systems pg.49

FOR REFERENCE ONLY 4

 Test Equipment

1. DPI 610 Pitot Static test Kit: Instructions for use!

Procedures for use of Druck DPI 610 Aero pitot static test set.

Leak test after pitot probe change.

Observe all AMM WARNING and CAUTION notes.

Ensure the test set is put on charge regularly to provide power to the display.

Always consult the AMM for limitations and safety precautions prior to doing leak
test. Check battery capacity by selecting setup 2 to 3 times.

1. Turn on test set using the on/off button. The test set will do an internal self-
test.

2. Access the ‘AERO’ option by one of the following methods

a) Select ‘TASK’, P – I, ►, and using the up/down ▲ or▼ key, select

‘AERO’ option, or

b) If ‘AERO’ was used on the last use of the test set, ‘AERO’ can be
accessed

by pressing ‘TASK’ twice.

Press the ‘enter’ key.

3. Using the up/down ▲ or ▼key, select the ‘AIRSPEED LEAK TEST’.

(Do not select ‘ALTITUDE LEAK TEST’)

Press the ‘enter’ key

5. Using the change value ► and up/down ▲▼ keys, select a ‘WAIT’ time as
required in the AMM.

Press the ‘enter’ key.

6. Using the change value ► and up/down ▲▼ key, select a ‘DURATION’ as

required in the AMM.

Press the ‘enter’ key.

FOR REFERENCE ONLY 5

7. Ensure that the selector at the base of the hand pump handle is positioned to
positive + (i.e. + at 12 o’clock position) to allow hand pump to operate as a
pressure pump.

8. Close the release valve and the manual let-down valve.

9. Operate the hand pump slowly using short strokes to increase instrument
pressure to the required Airspeed reading. Let the airspeed stabilise at correct
value. (Use the two release valves if necessary to adjust)Caution: One full stroke
of the hand pump will produce almost 250 knots of airspeed.

10. Press the run switch F2 and the test set will count down the wait time
and then commence the run time for the leak test.
11. At the end of the run time, the test set will annunciate the leak rate. Ensure
this rate is within the AMM limits.

12. Open the release valve slowly to bleed off all the pitot pressure.

13. Remove hoses after pressure has returned to ambient.

FOR REFERENCE ONLY 6

 2. DTI Test kit for LSDR, Dent measurement ...

All Engineering personnel should read and familiarise themselves with

correctly identifying and Recording Structural Defects, carrying out an
Lightning Strike Damage Rating LSDR and be familiar with Procedures Notice
11/04.

FOR REFERENCE ONLY 7

 ATA 05
Smoke/fumes in the aircraft:

There have been many incidents of smoke and the smell of fumes in the aircraft both
flightdeck and passenger cabin. Below is a list of possible sources.

Smoke from Galley Ovens - caused by food stuffs and also cleaning agents

Light assemblies, light Ballast’s / transformers burning out

Smell from air-con packs as a result of a birdstrike or Rabbit/Hare ingestion down the
core of the engine.

Smell of hydraulic fluid as a result of over-servicing the hydraulic reservoirs (92% being
the max limit for servicing the reservoirs iaw Technical notice 12/02).

Smell of fuel or oil as result of a possible engine leak.

When trying to troubleshoot for smoke or unusual smell’s in the aircraft engineers
should carry out detailed visual both externally/internally. High power runs may be
required and Packs, WTAI and CTAI operated. Isolate the APU and carry out separate
Pack operation with engines shut down.

FOR REFERENCE ONLY 8

 ATA 05
Parking Aircraft in high wind conditions:

Technical Tip 05/001 shows photographs of major damage caused to the Rudder PCU
support brackets while the aircraft was parked in high wind conditions. If an aircraft has
jumped its chokes inform maintrol immediately and carry out the inspections called up
for in the tech tip.

FOR REFERENCE ONLY 9

FOR REFERENCE ONLY 10
 ATA 05 (27)
Flap/Slat Speed Exceedance:

Engineers are to be aware of the maintenance practices for a Flap/Slat down over speed
condition AMM 05-51-08-210.

It may also be possible to defer the inspection if the overspeed was 15 knots or less. Do
the Phase I inspection within 100 flight hours of the overspeed indication or within 5
flight cycles upon discovery of the overspeed, whichever is later.

Procedure Notice 02/05 provides guidance for possible alleviation from some Phase II
inspections. If an aircraft is at a station where it is not practical to carry out all of the
requirements of the Phase II inspection, then Boeing can be contacted to seek
alleviation for a number of flights until a suitable maintenance opportunity arises.

FOR REFERENCE ONLY 11

 ATA 12
Tyre Pressure checks:

ALL line staff to be aware of limits for both hot/cold tyre pressure checks on line
operations. Engineers and Mechanics are requested to pay particular attention to Tyre
wear on RAMP 1 Checks. If there is any doubt as to whether the Tyre will last to the next
nightstop RAMP 1, the wheel must be replaced.

AMM TASK 32-45-00-700-803 Tyre limits

AMM 12-15-51-780-802 – Hot tyre pressure check + limits

AMM 12-15-51-780-801 – Cold tyre pressure checks + limits

NB: The only tire pressure acceptable is 200PSI

NB: If you change a wheel during a transit ramp 1, take photographs of the wheel and
send to your liaison engineer.

FOR REFERENCE ONLY 12

 ATA 12 (79)
Engine Oil Caps:

Procedural Notice 29/06 highlights to all CAT A & B1 that oil caps are duplicate
inspections and details how engineering staff should carry out a single man duplicate
inspection.

FOR REFERENCE ONLY 13

 ATA 21
RAM Air Door bolt:

Every manned base across the Ryanair network should have a RAM Air door lock out
bolt, nut and cotter pin at their stores in order for Line engineers to lock the RAM Air
modulating door in the flight open position. (If not in stock raise an NSA!!!)

MEL / DDPG 21/5 and AMM 21-00-00/901 provide further guidance.

P/n: Bolt: BACB30UU3P36D

Nut: BACN10JD3

Cotter Pin: MS24665-105 (or equivalent)

FOR REFERENCE ONLY 14

 ATA 24
Integrated Drive Generators (IDG):

1. Technical Tip 24-001 details corrective action to be taken when IDG GEN 1 or GEN 2
drive light illuminate’s on the overhead P5 panel. Engineers should replace the
applicable IDG AND IDG Oil cooler immediately, and report the event to
powerplant@ryanair.com (AMM 73-11-06 R/I IDG oil Cooler). This will prevent fuel
contamination of the system.

2. During the RAMP1 inspection it is called up to inspect the IDG sight glass for low oil
level. If found to be low check for leaks and in particular check around the IDG Air/Oil
cooler – Technical Tip 24-002 gives more information.

Continued ...

FOR REFERENCE ONLY 15

3. When removing the IDG scavenge filter covers only use a 1” hex socket (P/N
HEXS0CKET1). The sockets are in stores at all ‘A’ Check bases – Technical Tip 24-003.

FOR REFERENCE ONLY 16

 ATA 24
P91/P92 access If access is required to the CB’s inside the P91/P92 panel all engineers
must aware of the new PN 18/13 - safety precautions to be taken, for personnel
workingin P91/P92

1. If required to work inside the power

distribution panel install the Guard P/N
P9192C0VER.

2. Next fit Protective Gloves P/N 517-8114

NB If for some reason you cannot do the

above 2 steps, MAINTROL must be informed.

FOR REFERENCE ONLY 17

 ATA 25
Cabin overhead stowage bin:

An aircraft can be dispatched with a hat bin door secured closed and placarded
INOPERATIVE (decal p/n – INT1317) or the affected door is removed and the
corresponding hat bin is placarded INOPERATIVE.

If the affected hat bin door is at Row 14DEF or 33DEF you should swap it with a similar
door elsewhere in the cabin and then raise the appropriate paperwork. RYR Procedures
Notice 23/09 gives the part number for “out of use” decal to be used and all information
pertaining to inoperative stowage bin doors

Also ref: MEL 25/24

FOR REFERENCE ONLY 18

 ATA 27
Flap Asymmetry – Flap Position – Flap Skew:

Technical Notice 27/11 explains the availability of spare contacts on the flap switch and
it also makes us aware of the need to raise a ‘C’ item HIL to replace the switch.

Technical Notice 27/13 calls up for the replacement of both flap position transmitters
after an aircraft has had a flap lock out condition. If 2 are not available a HIL is to be
called up to replace the second transmitter when available.

Technical Notice 27/16 describes how the 8 skew sensors are wired on each wing and
what sensor or sensors are to be checked and replaced if a flap skew condition occurs.
BITE testing is carried out through the Flap Slat Electronic Unit (FSEU) to determine what
sensor is not functioning.

FOR REFERENCE ONLY 19

 ATA 27
Heavy Ailerons:

Following reports from the crew of heavy ailerons, Line engineers are to carry out FIM
27-11 task 804. If the FIM Task passes Ryanair want follow up maintenance within 3 & 6
working days respectively. Rigging checks and replacement of the centering mechanism
CAM Follower Bearing is to be carried out. Technical Notice 27/20 provides all
information.

AMM: 27-11-00/501 deals with adjustment and rigging

AMM: 27-11-81/401 Aileron feel and centering unit CAM Follower Bearing

FOR REFERENCE ONLY 20

 ATA 27 (05)
Flap/Slat Speed Exceedance:

Engineers are to be aware of the maintenance practices for a Flap/Slat down over speed
condition AMM 05-51-08-210.

It may also be possible to defer the inspection if the overspeed was 15 knots or less. Do
the Phase I inspection within 100 flight hours of the overspeed indication or within 5
flight cycles upon discovery of the overspeed, whichever is later.

Procedure Notice 02/05 provides guidance for possible alleviation from some Phase II
inspections. If an aircraft is at a station where it is not practical to carry out all of the
requirements of the Phase II inspection, then Boeing can be contacted to seek
alleviation for a number of flights until a suitable maintenance opportunity arises.

FOR REFERENCE ONLY 21

 ATA 28
Fuel System:

NB: More information can be found on Moodle EWIS/EZAP training module. It is very
important that all engineers are aware of procedures to follow when working on the
aircraft fuel system.

Continued...

FOR REFERENCE ONLY 22

 ATA 28
Wing tank access panel Interchangeability:

Technical Notice 28/10 provides information for the interchangeability of fuel tank
access panels to prevent an AOG situation. There are 2 appendixes one for the left wing
and one for the right wing & centre tank, and guidance material which provides the
criteria to allow temporary interchangeability of non-fuel stick or fuel stick panels in an
AOG situation. A 10 day HIL for the correct panel to be installed is to be raised in the
Tech-Log/AMOS.

FOR REFERENCE ONLY 23

 ATA 29
Electric Motor Driven Pump (EMDP) Reset:

The ‘B’ system EMDP CB is behind the P91 PDP. The Ground Fault Detector for that
pump is also in the P91 panel & the ‘B’ system EMDP is behind the P91 PDP along with
the Ground Fault Detector for that pump (The wiring for the EMDP’s are cross
connected). The GFD will be trip for 2 possible conditions:-

1. Ground fault – Input differential of 2-4 amps to the detector or

2. Overcurrent – 80-90 amps from any 1 phase of the 115Vac.

OPEN THE 6 QUICK RELEASE FASTENERS

ELEC B PUMP

GROUND FAULT
DETECTOR

FOR REFERENCE ONLY 24

 ATA 29
Hydraulic leaks:

*** All personnel should know all safety precautions around unpressurized and
pressurized hydraulic systems, ensuring that reservoirs are de-pressurized before
commencing work on any part of the system***

- Technical Notice 78/04 explains why corrective action must be taken if you find a
leaking thrust reverser actuator before the aircraft’s next flight. Locking out a
reverser because of a leak will not stop the leak. The actuators still receive pressure
in flight.

- Technical Notice 29/03 EDP Hydraulic Case Drain Line Quick Disconnects. Do not
disconnect this line unless specified in the maintenance manual. If the line needs to
be disconnected then raise a separate tech log entry and call for duplicate inspection
to be carried out on re-fitting

- Technical Tip 29/001 when torqueing the fittings on EMDP acoustic filter, torque
using the lower torque range iaw AMM chapter 20 and chapter 29.

- AMM TASK 29-00-00-790-801. The table of permitted external leakage gives the
maximum external leakage rates for different parts for normal operation and for
dispatch of the airplane to avoid a delay

Continued...

FOR REFERENCE ONLY 25

 ATA 29
- If an Aircraft suffers a hydraulic leak the applicable FIM task is to be carried out.
If the leak is caused by failure of any of the following-
• Hydraulic Component failure
• Hydraulic Pipe failure
• Hydraulic Quick disconnect failure
Affected hydraulic system case drain filters for the EMDP and EDP are to be changed
as a precaution IAW applicable AMM task.
Note: If a standby system component failure is the cause of the leak or if the
component that has failed is also powered by the Standby hydraulic system, then
both the affected system and standby system case drains need to be replaced.

Flex Hoses If an engineer finds a leaking rigid hydraulic hose, Technical Notice 20/02
details the steps to be taken to replace it with a temporary flexible hose.

A replacement rigid pipe is to be ordered on a priority basis, i.e. an immediate

operational requirement (IOR). The hydraulic hose kit is available at only a few manned
bases – p/n of kit is HOSEKIT01

FOR REFERENCE ONLY 26

 ATA 30
Nose cowl anti ice valve INOP:

MEL 30/3 & 30/4 details the procedure for locking an engine Anti-Ice valve in either the
open or closed position. The task involves the opening & closing of Fan/Reverser cowls
locking valves in certain position’s and the removal/installation of electrical connectors.
There is a lot of tech-log paperwork and the down grading of the aircraft from CAT III to
AT 1. All Line personnel should be familiar with the MEL task and ensure all paperwork is
entered fully and correctly in both the tech-log and AMOS. It is very important that
everybody (Engineers/Maintrol/Flight OPS/Crew) is fully aware of the operational
restrictions laid out the MEL document.

Nose Cowl Inlet cowl Pressure

Anti-Ice Valve Switch & Connector

Anti-Ice Valve
electrical connector

Continued...

FOR REFERENCE ONLY 27

 ATA 30
Window Heat Troubleshooting & Replacements:

Technical Notice 30/01 - #1 &#2 windows CB’s tripping. If you find the CB popped and
have a WHCU power fault, then open the CB panel and inspect the terminals on the back
of the breaker for signs of damage/discolouration.

#2 sliding window heat problems can also be caused by a damaged coil cable connected
to the window.

All maintenance personnel should be aware of the operating temperatures of the #1 &
#2 window – Once the temperature of the window is below 38 deg the green ‘ON’ light
should be illuminated. This means the WHCU is drawing electrical power to heat the
window. Above 38 deg the ‘ON’ light will extinguish and if the window reached 63 deg
the amber ‘OVERHEAT’ will illuminate accompanied by a master caution/anti-ice
annunciator. You can reset the system by turning the window off for between 2-5 mins.

Continued...

FOR REFERENCE ONLY 28

 ATA 30
AMM 56-11-11 – Removal/Installation #1 windows. Always make sure the resistance of
the window is the same as the transformer taps e.g.

Procedural Notice 20/06 - Application of aluminium Tape following Flight Deck Window
Change.

G00291 Tape - Aluminium Foil, Scotch 425 AMS-T-23397 / L-T-80

It is Ryanair policy that whenever a #2 DV window is replaced the installed window is

inspected IAW SB 737-56A1022. The SB is available to read on MBF in the SB section
(Log in to MBF and in Ryanair digi docs/engineering/SB’s).

FOR REFERENCE ONLY 29

 ATA 32
Proximity Switch Electronic Unit (PSEU) Resets:

Personnel should be aware that from EI-EKA RYR EFF 237 there is an additional Stab Trim
Takeoff warning switch installed. This additional switch can cause the PSEU light to
illuminate on landing. There is a Boeing 737NG-FTD-31-10002 (PSEU Light on Landing
Due to Greenband Limit Switch Disagree).

The PSEU condition will clear automatically if the stabilizer performs a full transition
from Nose Down to Nose Up to assure the switches are normal.

The PSEU ‘Reset Latches’ function is to be carried out whenever the overwing exits have
been opened or when you simulate air mode using deactuators or by jacking the
airplane, you will induce nuisance faults. Resetting latches will remove those nuisance
faults from the PSEU.

NB: Currently Ryanair is carrying out the mandatory SB to perform 737-27-1289

(service bulletin) rev. 00 stab trim takeoff switches - test of takeoff warning indication
** AD 2011-12-13 **. This SB gives instructions to test the stabilizer takeoff warning
switches (for stabilizer takeoff warning system) to make sure that the "nose up stab
takeoff warning switch" s132, and "nose down stab takeoff warning switch" s546 are
operating correctly. The current installation includes potential latent failures that could
allow the stabilizer to be set out of the takeoff range without a takeoff configuration
aural warning.

FOR REFERENCE ONLY 30

 ATA 32
Emergency Gear Down Switch:

There are now 2 types of switches fitted to the emergency gear down door in the
flightdeck. The new switch is fitted from EFF RYR 285 EI-ENI onwards - (SB 737-32-1443)

The task to check the switch and clean about the door area is removed from the RAMP2
inspection and is only called up for on an ‘A’ Check.

FOR REFERENCE ONLY 31

 ATA 32
Auto brake system:

MEL/DDPG 32/7 explains the procedure for INOP’ing the auto brake system. There are 2
ways to INOP the system, the first simply being if your place the auto brake switch in the
‘OFF’ position and the AUTO BRAKE DISARM or INOP light extinguishes you can release
the aircraft to service after raising the proper documentation, however if you cannot
extinguish the indicator lights it is then necessary to remove the auto brake valve
module. You will need a blanking kit P/N ABDK001 which is in the stores of all manned
bases. There is also a diagram in the MEL showing the electrical connectors and
hydraulic lines.

Auto Brake Control

Module

**Be aware that there is an operational restriction to the aircraft with the system
INOP’d. Inform maintrol who will in turn flight ops that the airplane cannot operate to
runways less than 6,500ft.

FOR REFERENCE ONLY 32

 ATA 33
Emergency Lights:

Technical Tip 33/001 Correct cabin lights fuse replacement

Technical Tip 33/003 Use #4 Allen key to release floor path exit indicator lens

Technical Notice 33/14 provides part numbers for common items of the floor path light
system.

All engineering staff should be aware of the CT (continuation training) package that is on
the Ryanair Moodle eLearning website which explains, in depth, the location of most
parts in the emergency light system.

FOR REFERENCE ONLY 33

 ATA 34
Standby Attitude Direction Indicator (ADI) replacement:

Technical Notice 34/21 explains why engineers should handle ADI’s carefully. The
internal gyro rotates at approx. 24,000rpm and requires 20mins to fully power down.
Care is required when handling the ADI. Units are being returned to the vendor with
severe damage to the gyro.

ADIRU Alignment problems

1. If ISDU Fault status code 04 - during alignment this indicates the entered position data
differs more than 1 degree in latitude or longitude from the last position recorded.

Fix – Enter Present Position twice to three times in succession to clear the problem: FIM
34-21 task 805

2. If ISDU Fault status code 03 - IRS MOTION. High winds

Fix - If high wind condition occurs, turn the aircraft nose into the wind prior to alignment
or have the aircraft aligned in the hangar before you tow the aircraft to the flight line.
FIM 34-21 task 804

FOR REFERENCE ONLY 34

 ATA 34
Airspeed/Altitude disagrees:

EASA released a safety information bulletin in relation to airspeed/altitude discrepancies

including inappropriate maintenance and contamination by small insects or materials on
the ground into air data instruments. Extreme weather conditions or excess water
ingression may also affect airspeed/altitude readings.

Detailed visual checks of the pitot probes and other air data instruments are required to
be carried out as a blockage can affect scheduling of Static Source Error Correction SSEC
which in turn affects altitude and Airspeed/Mach number. The procedures notice 12/09
explains fully how blockages of ports/probes provide erroneous readings.

There are corrective action flow charts, maintenance tips and suggested tooling for use
when troubleshooting the pitot/static system.

NB: Be aware of Tech Tip 34-009 which provides information for the Engine EEC
mode switches pre & post troubleshooting for airspeed/altitude disagree.

FOR REFERENCE ONLY 35

 ATA 34
Flight Data recorder downloads & Nav Data updates:

If, in the event of an incident occurring you can download, the information from the FDR
using a Hand Held Download Unit (HHDU). The step by step guide for this task can be
found in procedures notice 08/11

We can upload navigation data using the portable data loader iaw amm – 34-61-00-470-
805

We can also crossload software from one FMC to the other FMC iaw amm – 34-61-00-
470-806

If necessary you can HIL the navigation database for being out of date for a max of
10days MEL 34/36

FOR REFERENCE ONLY 36

 ATA 34
FMC failure:

The Total Air Temperature TAT probe sends temperature data to the ADIRU which in
turn uses that data to modify altitude and airspeed calculations which are sent to the
Flight Management Computer FMC. An FMC fail in flight can occur if invalid data is
received. Engineers should carry out an inspection of the TAT probe and also follow the
FIM task 34-61 TASK 801 (SENSORS & INFLT FAULT)

FOR REFERENCE ONLY 37

 ATA 38
Vacuum Blower CB Reset / Lavatory blockages & INOP Lavatories:

The Vacuum blower CB is behind the hinged P91 panel and not to be confused with the
Vacuum Waste Control CB on the front of the P91 panel.

FIM task 38-30 lists various lavatory faults and possible solutions.

Individual toilets can be INOP’d IAW MEL 38/2 but engineers should be aware that if
INOP’ing the forward lavatory the pilot in command must be informed. The pilot will
determine if flight duration is acceptable with the forward lavatory unusable. And finally
if in the event all 3 lavatories are inoperative the Chief/Deputy Chief engineer must
grant permission to use this relief.

Tool p/n A38003-20 is in stores in all manned bases and is to be used in unblocking a
lavatory. Also if toilets are not flushing get ground crew to service toilets and flush
plenty of water into the waste tank which will clean the point level sensors. Check the
waste drain handle is fully closed as this will ensure the micro switch on the ball valve
assembly is closed and allow vacuum blower to operate. The CB location for the blower
is behind the hinged P91 panel.

The aneroid switch which opens at 16,000ft and stops the vacuum blower operating is
located in section 48 behind the aft pressure bulkhead.

FOR REFERENCE ONLY 38

 ATA 52
Cockpit Door Key:

Every tech-log now contains a cockpit door entry key, which is stored in a sealed plastic
wallet. Procedures Notice 02/11 deals with the usage and control of the key. MEL 52/17
provides operational information that the crew should be aware of when the automatic
locking system is INOP.

Flight crew can manually lock the door from the inside as seen below,

FOR REFERENCE ONLY 39

 ATA 52
E&E Bay door:

If the E&E bay door handle will not move or is stiff to operate do not force the handle as
they are easily broken off.

You can access the E&E bay door from the inside by removing a panel from the forward
cargo compartment and sliding the batteries out. Once the batteries are out you can
gain access to the inner side of the door open/close mechanism. The AMM Task 52-48-
41-010-801 and Technical Tip 52/001 provide all information.

FOR REFERENCE ONLY 40

 ATA 53
RA 344 – Lightning Strike Damage Rating (LSDR), Dent Assessment & Recording:

Procedures notice 11/04 provides detailed information of how each incident of

structural damage and repair is to be recorded and sufficient details forwarded to the
Technical Services Department/Structures Department. This procedure provides
guidance on damage assessment and gives direction regarding the amount of
information that must be provided.

Engineers should be familiar with the SRM and finding out how to identify fuselage
stations, allowable damage limits and if possible how to locate Boeing drawings.

It is also necessary for Line staff to be familiar with Lighting Strike Damage Rating and
the how to release an aircraft for 10 or 350 cycles.

**PRESENTATIONS – LSDR, DENT INSP etc..**

{All Engineering personnel should read and familiarise themselves with Recording
Structural Defects / Repairs Procedures Notice 11/04 on My Boeing Fleet. As this
document is 13 pages it is not possible to fit it in this training guide reference only
booklet}

FOR REFERENCE ONLY 41

 ATA 71
Engine Fuel Leaks during start up:

Below is an exact extract from MBF:

AMM TASK 71-71-00-200-801-F00 – “Leaks from the drain can occur on an engine that
does not operate or during an engine start. These leaks are not unusual, and may stop
after the engine operates at minimum idle for five (5) minutes”

All limits from the drains and vents are found in AMM 71-71-00-200-801

FUEL PUMP

FUEL FILTER

FUEL DRAIN LINE

FOR REFERENCE ONLY 42

 ATA 71/72
Technical Notice 72/08 Engine Vibration Corrective Action:

Some causes of engine vibration, excluding damage to Fan Blades caused by FOD or
birdstrike ingestion, can be, missing or unbonded platform seals damage, spacer
damage, loose pins on the booster spool, incorrect spinner cone weights configuration
and excessive lubrication used during Fan Lube. All limits are found in AMM TASK 72-21-
02-200-801-F00.

Some of the tests associated with Engine vibration are as follows:

Test 7 VIB Survey

Test 14 A, B, C, D Fan Trim Balancing

When carrying out a BLAMAP please ensure Engine serial numbers and moment weights
are 110% !!! correct before submitting to maintrol. Any incorrect data entered into the
BLAMAP will result in Fan blades being installed in the incorrect locations and possibly
increase vibration levels and AOG time.

FOR REFERENCE ONLY 43

 ATA 73
Hydro Mechanical Unit (HMU):

AMM: 73-21-10 REMOVAL/INSTALLATION.

Test 12, 13, 3A (13 & 3A together) to be carried out after installation **DUP INSP**

Tech Notice 73/01 informs engineers of the need to pay particular attention to the
installation of all fuel tubes and gasket seals

HMU FUEL PORT BOLT CONFIGURATION

Tech Tip 73-002
Recently two CFM56-7B engines experienced an un-commanded In-Flight Shutdown,
Inspections revealed an incorrect configuration of bolts at the HMU discharge port
led to a fuel leak. CFM found an inconsistency in the IPC and SB 72-0068. Both of
these have now been revised.

FOR REFERENCE ONLY 44

 ATA 73
Fuel Filter Bypass:

Following a fuel filter bypass illumination there are certain steps to be taken which are –
if a filter or filter bypass switch is replaced they must bagged up clearly labelled and sent
to STN Stores for analysis.

If the filter was replaced you must raise a HIL to have the filter on the opposite engine
replaced as a precaution the following night. This filter does not need to be sent for
analysis as it is being changed for precautionary measures

Also you should complete an RA819 for an in-service filter bypass light event and send it
powerplant@ryanair.com (P/N 65-90305-83 – fuel filter Kit)

Procedure Notice 05/06 details all the above information.

Technical Tip 28-001 UFI (Universal Fault Interrupter) - Prevents centre tank fuel pump
operation with continuous low pressure, which could lead to friction sparks or
overheating in the fuel pump inlet that could create a potential ignition source inside
the centre fuel tank.

FOR REFERENCE ONLY 45

 ATA 78
Thrust Reverser Resets:

The thrust reverser system can often be reset by cycling the reverser from stowed to
deployed and back to stowed 5 times. It is important to note that a 30sec time gap must
be left between moving the reverser sleeves from the stowed to the deployed position
and vice versa. Also the hydraulic system must not be switched off during the reset
procedure; this will log another fault on the EAU.

e.g. Hydraulics “ON” – (Safety person in position) – Cycle reverser to deployed and leave
in that position for 30sec – then cycle reverser to stowed and leave in position for 30sec
– then repeat the process 4 more times.

The BITE/Reset procedure is printed on the front of the EAU and engineers should take
note that; to reset a stow fault the applicable reverser must be in the stow position and
to reset a deploy fault the reverser must be in the deploy position!

MEL 78-1 details the procedure for INOP’ing a Reverser and the operational restrictions
associated with the task.

AMM: 78-31-00-700-804-F00

Thrust Reverser Engine

Accessory Unit (EAU) Test.

BITE/RESET Procedure detailed here

FOR REFERENCE ONLY 46

 ATA 79 ( 12 )
Engine Oil Caps:

Procedural Notice 29/06 highlights to all CAT A & B1 that oil caps are duplicate
inspections and details how engineering staff should carry out a single man duplicate
inspection.

FOR REFERENCE ONLY 47

 ATA 80
Engine Starter failure:

If involved in the removal of a failed starter – Technical notice 80/02 – you must remove
the QAD ring and both clean and inspect the area behind it. This will prevent re-
contamination of the system and another start valve change within a short period of
time. If debris is found on either or both of the Starter MCD & AGB/TGB MCD you should
clearly and separately bag the debris and send to STN Stores for analysis.

FOR REFERENCE ONLY 48

 ATA 80
Engine Ignition System:

If the Right ignition system becomes inoperative we can connect the left igniter to the
AC Standby BUS in order to dispatch an aircraft. MEL/DDPG 74/01 covers the
maintenance and operational requirements for INOP’ing the right ignition system

NB When we say the right ignition system becomes INOP, it means the ignition
exciter, ignition lead or igniter plug.

FOR REFERENCE ONLY 49