Boeing 737-800 Maintenance Manual

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Nilsa Housman

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Aug 3, 2024, 5:01:26 PM8/3/24

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Thank you so much bsram! I'm so very glad that the manual helped you out in learning how to fly the 737-800. I highly recommend though that you read the manual alongside my 16-episode Aircraft Dissected series on YouTube which covers all of these concepts with live visuals and sounds in great detail. Please consider subscribing to the YouTube channel as that motivates me to make more high-quality content for the community:) You can watch the entire playlist for free here:

Additionally, if you're also learning how to fly the Airbus A320, I have extended this Aircraft Dissected series to that aircraft with 2 episodes uploaded so far but more coming in the future. You can check out the playlist here:

I do think it would be helpful if it were organized a little better. Breaking sections into paragraphs with different headings would make it a little easier to read in my opinion. At times it can feel like it is just a large wall of text which can make finding specific information difficult.

Really good. I left the 738 behind after starting to fly other aircraft like the DC-3 and 727, but this manual/tutorial series has gotten me interested in the 737NG again. THanks for all the effort put into this, absolutely deserving of 5 stars.

This site is filled with experiences, practical tips and information from 737 & 787 technicians and professionals. Their input is one of the reasons this site is very popular among 737 & 787 users (in any way) for over 10 years now ! The content on this site may be outdated and not updated, however it may always help you understanding the 737 & 787 ins and outs, with its specific problems and snags. Use the ATA chapter index to find related problems and tips. Or use one of the links below to use the forum or to share your tips with this site:

This website has NO connection with The Boeing Company.
All information on this website is NOT official, you are NOT allowed to use it for real 737 or 787 maintenance. You must always use the official maintenance manuals. You must read the disclaimer before you use any information from this website !

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Hi I.am flying the PMDG 737 NG on FS2004 for several weeks now but I notice there is system fault on the blue "RAM DOOR FULL OPEN" light,s on the FWD overhead panel, when I switch on the a "PACK" switch to AUTO or HIGH the blue light is working correctly on ground as is air with flaps not up, but when I switch the PACK switch(s) to "OFF" the blue "RAM DOOR FULL OPEN" light(s) also goes off and that's not correct. I now this because I work as B737 PG & NG airplane mechanic.I can tell you that this light only illuminate's when the airplane is on the ground & when the airplane is in the air with flaps not up. You can never switch off this light with the "PACK" switch(s) is set to "OFF".Greetings. The B737 NG Mechanic.

"...when I switch the PACK switch(s) to "OFF" the blue "RAM DOOR FULL OPEN" light(s) also goes off and that's not correct."Hi, ???? (Please insert real name here)Is this applicable to all phases of flight? E.g. On ground, In-Air with Flaps Extended and In Air with Flaps Retracted?According to the Boeing Maintenance Manual, "21-50-00", if the pack is shut down in flight, the ram air modulation panels fair (close) to decrease drag."Loss of power may also cause fairing. I've noticed that on a dead ship sitting on the tarmac, you will sometimes see the doors moving towards closed (you can see the deflector doors closed). Picture available on request.Cheers.Ian.

Hi Ian. My name is Mark.The "RAM DOOR FULL OPEN" light is on the ground always illuminated you can not turn this light off on the ground. And in the air with the flaps not up this light is also illuminatedbut when the flaps are fully retracted the light goes off, But when this light comes "ON" in flight is this a sign that the related pack starting the get overheated and the RAM door is modulating to open to get more cool air in side the pack to cool down and when the pack is cooled enough the RAM door is modulating to closed but never completely to closed it's always modulating during flight, and this is undependend in what position the PACK switch is.Greetings Mark.

"and this is independent of what position the PACK switch is in."Thanks, Mark.I think I understand all that you've said, but I don't understand why one airline's Boeing NG Maintenance manual says that the door "fairs" when the pack is shut down in flight. I checked another airline's NG Maintenance Manual, and it didn't have this statement. Both airline's wiring schematics seem to agree with what you've said. Interestingly, however, there appears to be a pack valve OPEN/CLOSE relay in the Ram Air Door Controller circuit. If you have the Boeing schematics handy, please refer to K7 in diagram 21-51-14. However, in my diagrams, the relay doesn't appear to have any function. Perhaps it's an option of some kind?Anyway, I tend to agree with you. Perhaps we can have this changed. I'll ask Mr Randazzo (after he gets married and comes back from his honeymoon ;-))Cheers.Ian.(Maintenance Engineer for (almost) 30 years... but relatively new to the NG)Or as some would say it...747-100, 747-200, 747-300, 747-400, 747-400F, 767-200, 767-300, DC10, DC4, HS125, B707-300, paper airplanes, Lotus cars....

--Interestingly, however, there appears to be a pack valve OPEN/CLOSE relay in the Ram Air Door Controller circuit. If you have the Boeing schematics handy, please refer to K7 in diagram 21-51-14. However, in my diagrams, the relay doesn't appear to have any function. Perhaps it's an option of some kind?---Hi Ian.I have checked the boeing trainings manual and Schematic diagrams of the B737-NG the PACK VALVE CLOSED relay K7 has one function, when your performing a BITE test on the pack/zone controller it energizes relay K15 this simulates a ground position regardless of flap position. I quoted from the Boeings tranings manual 21-50-00 Your PACK switch should be position to "OFF" when you are performing a BITE test. I hope this answers your question.Greeting Mark.

After a wheel on one of its Boeing 737s failed, Virgin Australia implemented new landing gear wheel inspection requirements, while the wheel manufacturer, Safran, updated the relevant component maintenance manual.

The wheel failure event occurred on 4 January 2017 when the 737-800 was holding on taxiway Brisbane Airport B3 when the crew heard a loud noise they thought was a burst tyre. The crew attempted to taxi back to the gate, but were held short when an engineer observed that the left main landing gear main wheel assembly had failed.

The flight was cancelled and passengers disembarked, however the aircraft could not be jacked and towed via the axle due to the damaged wheel. Instead, wing jacks were used to allow a double wheel change on the tarmac. The aircraft was then towed to a maintenance facility for examination.

An ATSB investigation found that the wheel had ruptured due to tie bolt assemblies having loosened while in service. This allowed the two wheel halves to move relative to each other, resulting in a fatigue crack and eventual wheel rupture. The loosening was most likely due to the presence of anti-seize compound between the wheel halves, which affected the clamping forces.

The ATSB found that while the bolt assemblies on this single-web wheel-type were more prone to in-service loosening than dual-web wheels, there were no mandated inspections suitable for detecting such loosening. There were also no mandated risk controls to prevent loosening or subsequent rupture.

Finally, Boeing advised 737 NG operators of two possible courses of action to address the issue of potential wheel failures based on two optional service bulletins that it had in place prior to the occurrence.

The Australian Transport Safety Bureau acknowledges the traditional owners of country throughout Australia, and their continuing connection to land, sea and community. We pay our respects to them and their cultures, and to elders both past and present.

Boeing has amended removal and installation maintenance instructions for Boeing 737 dorsal fins after an incident in which a 737-800 arrived at San Diego with several structural components of the vertical fin missing.

Maintenance on the dorsal fin had been carried out in February 2019. The inquiry has determined that the missing bolts either became loose, or fractured, or were not properly installed during servicing.

Clarity has yet to emerge over the circumstances in which a Boeing 737-800 arrived at San Diego missing a number of structural parts from its vertical fin. The aircraft, registered N820TJ, was photographed landing at San Diego at around 15:55 on 19 May, after arriving from Southern California Logistics Airport ...

Russian investigators have disclosed that the crashed Gazpromavia Yakovlev Superjet 100 crew switched to manual control after the aircraft started to pitch down, briefly arresting the descent, before it entered a steep fatal dive. The aircraft took off from Lukhovitsy airport, bound for Moscow Vnukovo, on 12 July following periodic ...