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closing action. Any anomaly for which there is no planned fix is incorporated in the
FCOM and the OMB cancelled at that time.
13. Ops manual bulletins are in volume I of the ops manual, yet the procedures they affect are in the
QRH. Pilots do not like having the bulletins in effect for so long and in the wrong place.
<Answer>. Operations manual bulletins with QRH pages are listed as INC (Incorporated) on the
Bulletin record pages. The bulletin is only retained for background information. All
necessary crew actions are contained in the QRH. If the procedure is the only known fix
for the problem, the background information is incorporated into the FCOM and the
bulletin is cancelled.
14. How does Boeing handle long term ops manual bulletins versus incorporation into applicable
manuals?
<Answer>. Please see response to questions 12 and 13.
15. Will the flight crew be able to override the auto shutoff function on the fuel system? The service
bulletin needs to be clear on this issue.
<Answer>. The auto-shutoff function, when certified, will be capable of being overridden, however,
the intentional design of the auto-shutoff function will be transparent to the flight crew
both in normal operation and non-normal operation. As such, the QRH checklist for
FUEL PUMP will instruct the flight crew to select the respective pump switch OFF, and
keep it off. The remaining center tank pump will continue to operate to empty the center
tank. Therefore, the QRH checklist will not provide for overriding the auto-shut off
function, per design and certification. If auto-shutoff removes power to the pump, it will
be considered a pump failure and the pump, per the FUEL PUMP checklist, should be
secured.
16. Do operators see differences between FMC calculated versus totalizer fuel quantities on the 757?
Can Boeing explain this difference?
<Answer>. The Fuel Quantity Indicating System (FQIS) processor receives data from the fuel tanks
and calculates the weight of fuel in each tank, and the total weight of fuel. The FQIS
Processor passes this information to the FMC for display on the P5 overhead panel.
There is a Fuel Flow Transmitter (FFT) located on the main engines that provide EICAS
information on fuel used. EICAS displays this information and provides it also to the
FMC.
The two different sources of fuel information do at times show a difference, primarily
due to differences in tolerances in the detecting/transmitting devices. The fuel tanks use
2004 Flight Operations Symposium Questions 8/23/2004 10:20 AM
May 9 – 12, 2004, Bell Harbor Convention Center
Page 4 of 6
stationary fuel tubes that have an accuracy of +/-2.5% full volume of the tank, and the
FFT tolerance varies with the fuel flow rate. At low flow rates, such as at idle, the
inaccuracy can be fairly large. In addition, if the APU is running, the FQIS will record
the lower fuel levels in the tanks, but the FFTs on the main engines will not record the
fuel being used.
17. Please ensure all the pitches are on the breakout CD. Particularly Bill McKenzie’s slides and
Captain Morgan’s (Air New Zealand) slides.
<Answer>. These will be included.
18. There needs to be similar guidance between the ops manual and the maintenance manual. In
some cases the ops manual advises a condition is not normal whereas the AMM says it is normal.
<Answer>. The AMM is written for maintenance operations purposes. The AOM is written for flight
crew operations purposes. What may be acceptable from a maintenance standpoint may
not be acceptable from a flight operations standpoint. Conversely, the same is true. As
such, what may seem like conflicts between the manuals may be written that way
intentionally. If operators have specific issues they would like addressed, please contact
Boeing through the operator’s Field Service representative to have the issue reviewed by
the appropriate Boeing personnel.
19. Does everybody mandate FRM code entries?
<Answer>. Show of hands indicated a nineteen (19)% utilization of the FRM.
20. Will there be an overweight landing checklist in the 757 and 767 (like the 777)?
<Answer>. This issue is under review with Boeing Flight Operations and Flight Operations
Engineering. At present, an OVERWEIGHT LANDING checklist has been issued for
the 777 and the 757-300 due to specific certification issues, which did not pertain to other
Boeing models.
21. Would like to see common 757 and 767 ops manual volume II.
<Answer>. There are no current plans underway to combine the 757 and 767 Volume 2 manuals. The
current standardization effort will reduce the number of unnecessary differences.
22. The smoke/fumes/electrical non-normal checklists should be integrated. In other words, combine
　
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