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SR 4-5065781821

Q1: What is meaning of the ENGINE OUT CLIMB page?

R1: The CLB page is one of three pages which are dedicated to the display of performance information specific to a particular phase of flight. This page can be displayed regardless of the selected speed mode used for the climb phase. The six climb modes consist of: ECON, MAX RATE, MAX ANGLE, ENG OUT, RTA and selected speed mode. During engine out climb (ENG OUT CLB) conditions, the FMCS displays the maximum altitude capability and optimum airspeed based on maximum continuous thrust, engine out climb speed and current gross weight. The ENG OUT mode is advisory only and cannot be coupled to the Digital Flight Control System (DFCS). ECON is the default mode, but the others are selected from CLB page prompts or by manual entry of a speed schedule.

Q2: Whether ENGINE OUT CLIMB page is caused by the EEC internal fault?

R2: The FMC will detect an engine out condition using a bit from the FCC (or the auto-throttle (A/T) computer if installed).  If the EEC fails such that it appears to the A/T there is an engine out condition, then the ENGINE OUT CLIMB page could display.

The FMC determines engine out by monitoring the engine running bits.  The EEC will set these bits to “Engine On” at 50% or greater N2.  These bits are set to indicate “Engine Off” at less than 50% N2, or when the left and right TLA differ by more than 52 degrees.

Q3: Which faults or messages can cause ENGINE OUT CLIMB page to show?

R3: ENG OUT CLB and ENG OUT CRZ advisory pages are provided by the FMC. Engine-out advisory information is available at the press of a button on the CDU throughout the flight.

Again, the FMCS displays the maximum altitude capability and optimum airspeed based on maximum continuous thrust, minimum drag speed, and current gross weight during engine out climb (ENG OUT CLB) conditions. VNAV cannot be engaged when ENG OUT modes are active. Revisions to the planned cruising altitude (CRZ ALT) due to re-clearance or operational economy may be entered on this page.

Based on the provided information, we suppose that EEC internal fault caused the reported issue.

Q4: Whether we can dispatch the plane under this condition?

R4: If the only fault received was 73-20022 INTERNAL EEC FAULT, then can dispatch the airplane under the short time dispatch conditions.

2021年11月有飞机，执行S1147电门作动支架更换工作时，发现旁边门结构有裂纹，两颗铆钉断裂。经询问波音方案，波音要求执行补片修理。本机飞行小时为59336，飞行循环为35365。经分析和与波音沟通，判断为门调节问题导致的边框受力，产生了疲劳裂纹所致。

2021年11月，北方强冷天气，导致温度突变，多地发生冻雨天气。在就对产生了诸多影响。

1，双组件依次跳开。

实时监控TNA-SYX阶段触发LEFT PACK TRIP OFF/RIGHT PACK TRIP OFF左右组件跳开报文，没有其他报文；济南飞三亚起飞离地后，起飞爬升过程中，压力高度16000ft，实时监控有右组件跳开信息，随后有左组件跳开信息，机组按检查单操作，按压TRIP RESET后左组件恢复，右组件灯仍亮，后续再次复位后左右组件工作正常，全程左右发引气压力正常，增压正常，没有压耳感，经会商后机组保持7500米高度继续执行航班。飞机正常落地，地面检查空调和增压系统无故障信息，冲压系统均作动正常，排气简写正常，空调性能无异常。

从故障表现分析，应为在初始起飞机阶段左右冲压进口折流门存在结冰的情况，导致起飞后折流门不能完全收回，影响了进气。由于冲压进气门，在防冰除雪中为避开的区域，所以不能有效去冰，需在绕机检查时有意识的进行。

2，后缘襟翼下襟翼连杆、螺栓、支架拉脱

当日有多家飞机在经历冻雨天气后，下襟翼连杆被拉脱，此前已有相关维护和机组提示。从风险看如是在离地前拉脱，将可能导致需使用副翼和方向舵配平。

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3，前轮转弯钢索结冰，导致飞机在跑道上无法转弯。

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4，下表面结冰

SR 4-5280079999自有案例

2021年11月，有飞机反映前起落架接收放作动筒支架处密封胶有损伤长45mm，宽10mm，深9.63mm，AMM中无相关标准，在最初的通报中，厂家认为存在干涉，只同意偏离5个循环，需完成顶前起顶升测试核实是否存在干涉。经过进一步的检查，比较明确，支架金属本体部分和接头本体部分，并无损伤，仅为胶的磨损，扩大对机队的抽样看，基本上都多少有一些，只是程度不同。因而就间隙标准，可调余量，损伤风险和波音做了进一步的沟通。波音表示

1，波音没有收到类似的报告。因而尚未建立损伤容限。（可能别的公司就不认为是个问题）

2，我们提出SPACE（P/N:141A9191-159）和ELBOW（P/N:AP1042T0606）的安装是刚性连接，难以调整，波音表示认可。

3，SPACE（P/N:141A9191-159）和ELBOW（P/N:AP1042T0606）之间没有可测量的间隙值。根据NLG收回期间的运动过程，由于NLG缩回致动器延伸并旋转会离开垫片，使该间隙增大。

4，该处的涂胶，在施工中并没有厚度标准。

5，最终波音认为这种损坏不是由于垫片和弯头之间的接触造成的。因此，此时不需要NLG收放测试。按照维护说明维修垫片，并报告定期检查期间发现的任何异常情况。

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