No doubt in a few years, attendants will receive these indications directly on individual portable devices with more details. Red: Sterile flight deck (pilots mustn't be disturbed except for safety matters, and attendants must expedite operational activities leaving commercial activities for later).Amber flashing, HI continuous chime: Crew rest smoke. Amber flashing, HI-LO continuous chime: Lavatory smoke.The Boeing 737 was expected to take off from Chicago OHare. Green flashing, HI-LO chime three times: All call. A 31-year-old man in mental crisis tried to open the cockpit and exit doors during takeoff on a United Airlines flight last week.Boeing engineers later gave the 200s an enhanced autopilot and onboard flight computer technology. Big news back then but not fancy by today’s standards. Specifically, the 737-100 and 200 featured all mechanical, two crew flight decks. Source: Boeing 737 NG Flight Attendant Manual (D6-27370-6/7/8/900-FAM). The early 737s featured analog cockpits, which were the typical (and only available) option in the late 1960s. The white portions are not used, there is no light here. Amber, HI chime: A passenger in the lavatory pressed the ATTENDANT CALL button.Blue, HI chime: A passenger pressed the ATTENDANT CALL switch on the Passenger Service Unit.Pink, HI-LO chime: A crew member dialed the forward station number on the cabin interphone handset.The lights illuminates and chimes are played: The non customized panel of a B737 looks like this: These panels are not required by regulation, it's to facilitate the work of cabin crew members. Some lights may be duplicated to indicate which side of the cabin is affected (e.g. Flight 427 disaster was staggering: all 132 people aboard died on a Pennsylvania hillside. The number and color of lights vary according to customer requested options for the cabin. These panels exist on all large aircraft for the cabin crew members to be alerted without staying at their seats. When electrical load and air extraction raise the EGT above acceptable levels other than during engine starting, the inlet guide vanes move toward a closed position, reducing bleed air extraction while maintaining electrical load.This is the forward Master Call Light Panel installed in the ceiling of the cabin. When electrical load and air extraction raise the EGT above acceptable levels during engine starting, electrical load shedding occurs prior to reducing bleed air. If speed or EGT exceed acceptable levels with the APU providing electrical load only, some electrical load is shed. The ECU automatically controls APU speed through the electronic fuel control. Automatic shutdown protection is provided for overspeed conditions, low oil pressure, high oil temperature, APU fire, fuel control unit failure, EGT exceedance, and other system faults monitored by the ECU. The FAA's approval – and lack of impacted procedures – should confirm my opening paragraph.Īnd here's a description from the NG's flight manual:Īn Electronic Control Unit (ECU) monitors and controls the APU. So it was a gauge that can be done away with.Īccording to an FAA document from Nov 2020 on the 737-800 and 737-8 (aka Max) differences, which was "Approved by the Aircraft Evaluation Division", the removal of the APU EGT gauge does not impact the procedures or flight characteristics and is categorized as level-A ("Self-Instruction"). Given that knowledge of EGT is important for flightcrew awareness of an APU overheat or other malfunction.Īll those are handled automatically by the APU's ECU (with built-in safeties).
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