B737NG Type Rating - Part 2.1 (CBT, FMS) CBT or Computer Based Training is our self-paced method of learning the technical side of the Boeing 737 Type Rating. There are a total of 50 subjects to be reviewed as part of the CBT. This Interactive Course is designed as a Systems Knowledge CBT for both Initial and Recurrent Training for B737 NG including 700/800/900 models It is available with PFD/ND or EFIS/MAP and 700 to 800/900 air system differences. This CBT provides complete systems training by use of text, audio, graphical animations, and level 3 interactive training, providing the highest level of learning.

New Features Boeing will certify the Max series under an amended type certificate as part of the 737 family rather than go for a whole new type certificate. New features: • fan with 18-blade, woven carbon-fiber fan blades giving a 69.4 in diameter compared to 61 in. For the 24-blade titanium fans of the CFM56-7. This gives 9:1 bypass ratio versus 5.1:1 for the older engine. Rated thrust LEAP-1B28: 29,317lbs. • New custom core with 11-12% reduction in fuel burn and 7% reduction in operating cost.

• New engine nacelle and pylon will cause engines to project further forward than CFM56-7BE on 737NG. • software, fuel and pneumatic systems.

• Nose gear extension of 15-20cm to give more engine ground clearance. • Minor changes to nose wheel well to accommodate longer nose gear strut.

• - to improve production flow, reduce weight and improve stopping distances. • Maneuvering Characteristics Augmentation System (MCAS) – Applies nose down stabilizer trim during high AoA flight when the flaps are up and the A/P is not engaged. • to reduce drag giving a 1% reduction in fuel burn. • which feature upward and downward-directed composite airfoils • Widespread structural strengthening (see why below). •, allowing for increased optimization of the cabin pressurization and ice protection systems, giving in better fuel burn • Differences Weight The MAX is approximately 3,000kg heavier than its equivalent NG. This all stems from the LEAP1B engines each of which are 385kg heavier than the CFM56-7. This extra weight requires stronger (and therefore heavier) engine struts, wings, fuselage and landing gear.

The upside of this strengthening is that operating weights (MTOW, MZFW etc) have been increased by 3,175kg to compensate. Handling The thrust line has changed from the NG because the engines had to be moved forward and up to accomodate the larger fan diameter.

Any handling differences as a result of this have been tuned out by Boeing in the flight control system to make the types feel the same to crew. This was necessary for certification under the same type certificate. Descargar nero intercambiosvirtuales. Pneumatics The pneumatic bleed air system now has an electronic controller.

This allows the aircraft to digitally tune the amount of air that is needed in whatever flight regime you’re in. This is different to the previous 'all or nothing' system which would often take more bleed air from the engines than necessary thereby reducing performance. BLEED TRIP OFF lights on pneumatic panel are replaced by BLEED.

This is to indicate that either a bleed has tripped off due to excessive bleed air temperature, pressure or under-pressure, OR there is a failure in the bleed air system OR that there is an incorrect bleed config after take-off or go-around. One of the faults detected by the system is an underpressure. If the duct pressure drops below 13psi with engines running, the controller closes the suspect valve to protect the affected system. Note that the system conducts a series of self tests after landing known as Post-Flight Built In Tests (PFBIT). This is a controller initiated, non-interactive test sequence that checks the capability of the PRSOV solenoid to close the valve, independent of the torque motor. These can be observed as duct pressure splits and are normal on the MAX.