rev f: may 13/02 - asl airlines belgium · 737-tsd-28-1 rev f: may 13/02 page1of54 boeing 737-300,...

NO. V-1453Fuel & Utility SystemsGoodrich Corporation100 Panton RoadVergennes, Vermont 05491Tel: 802-877-2911Fax: 802-877-4111www.goodrich.com

737-TSD-28-1Page 1 of 54Rev F: May 13/02

BOEING 737-300, -400, -500

TRANSIENT SUPPRESSION DEVICE INSTALLATION

1. Planning Information

A. Effectivity

All Boeing 737--300, --400 and --500 aircraft having Goodrich (Simmonds Precision Products Inc.) DigitalFuel Quantity Indicators installed.

B. Reason

To improve the safety of the aircraft fuel gauging system, by suppressing superfluous voltages andpower before entering the fuel tank.

C. Description

Near the penetration of the fuel gauging wires into each fuel tank, install a Transient Suppression Device(TSD) and protected Safe Side Cable from the TSD to the fuel tank penetration.

D. Compliance

This Service Bulletin incorporates ST00127BO, which provides an Alternative Means of Compliance(AMOC) to the Federal Aviation Administrations (FAA) Airworthiness Directive 99--03--04 Boeing.

E. Approval

This Service Bulletin incorporates Installation Procedure T2007--0002--0101, Revision D, datedFebruary 28, 2002 in its entirety. T2007--0002--0101 has been approved by the FAA for 737--300,--400,and --500 aircraft. This Service Bulletin contains no modification information that revises the approvedconfiguration.

F. Manpower

18 man--hours.

The information contained herein is proprietary to Goodrich Corporation, Fuel & Utility Systems, Simmonds PrecisionProducts, Inc. and is furnished to the user of the equipment described in this publication for maintenance and overhaulfor this equipment only. It shall not be disclosed, duplicated, or used in whole or in part for manufacture orreprocurement or any other purpose without the written permission of Goodrich Corporation, Fuel & Utility Systems,Simmonds Precision Products, Inc.

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SIMMONDS PRECISIONSERVICE BULLETIN

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G. Material Cost and Availability

See Section 4 for required material. For current costs contact:Goodrich CorporationFuel and Utility Systems100 Panton RoadAttn. Lisa ShawVergennes, Vermont 05491--1099 USA

TEL.: 802 877--4422 FAX: 802 877--4114

H. Tooling and Equipment

Connector pin removal tool M81969/19--03, or equivalentConnector pin removal tool M81969/19--01, or equivalentConnector pin insertion tool M81969/17--06, or equivalentConnector pin insertion tool M81969/17--04, or equivalentCrimping tool M22520/1--01 with locator tool M22520/1--02 dial 5, or equivalent

Capacitance Measuring Equipment PSD60--2R MOD4 or higher (JC Air)

TSD Bypass Cable (55--1021--02) (JC Air)

Calibration Cable (55--1021--03) (JC Air) for Boeing--Cinch in--tank harnesses

Calibration Cable (55--1021--05 (JC Air) for Goodrich in--tank harnesses

I. Weight and Balance Changes

AIRCRAFT MODEL TOTAL WEIGHT TOTAL MOMENT TOTAL ARM

737--300 17.81 LB 11,470.76 LB-IN 644.06 IN

737--400 17.81 LB 12,725.72 LB--IN 714.53 IN

737--500 17.81 LB 10,529.53 LB--IN 591.21 IN

J. Electrical Load Date

No change.

K. Software Accomplishment Summary

Not Applicable.

L. Other Publications Affected

Aircraft maintenance manual 28--41--21.

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2. Accomplishment Instructions

737--300, --400, --500 TRANSIENT SUPPRESSION DEVICE (TSD) INSTALLATION

SERVICE BULLETIN PREREQUISITE

The Aircraft must meet the following capacitance values before incorporation of this Service Bulletin. At thebussing plug, measure the dry capacitance of the tank units and the compensator to be per TABLE 1.

TABLE 1 -- DRY TANK CAPACITANCES

TANK CAPACITANCE TOLERANCE (pF)

No. 1 and No. 2 Tank Units 490.6 pF +/-- 7.8

Center Tank Units 164.2 pF +/-- 2.7

Compensators (All) 40.2 pF +/-- 1.2

Refer to 737 Maintenance Manual 28--41--01.

NOTE: THE AIRCRAFT MUST MEET ALL REQUIREMENTS OF A FULLY FUNCTIONAL FUELGAUGING SYSTEM PRIOR TO THE INSTALLATION OF THE “TSD”, INCLUDING A MAXIMUMOF 2.0 OHMS BETWEEN EACH TANK PENETRATION AND ITS CORRESPONDING COCKPITINDICATOR, AS MEASURED ON THE SHIELD OF THE CENTER CONDUCTOR. IF THESHIELD RESISTANCE EXCEEDS 2.0 OHMS FROM THE TANK PENETRATION TO THEINDICATOR, A JUMPER MAY BE ADDED FROM THE SHIELD TO PIN 6 OF THE NEW “TSD”CONNECTOR AS FOLLOWS:

A. SHIELD JUMPER INSTALLATION

(1) Remove the shielded contact from the shielded wire.

(2) On the shielded cable, attach a shield termination using a solder sleeve PN M83519/2--9, (orequivalent) with jumper wire attached, per Boeing Standard Practices Manual, Section 20--10--15,Solder Sleeve Method 1 – shield ground not at end of shielded cable. Attach the shield terminationwithin 4 inches of the end of the cable.

(3) Install shielded contact, Boeing P/N M39029/55--345, (or equivalent) per Boeing StandardPractices Manual Section 20--61--11 Assembly of Size 2 Shielded Contacts. Install the contact incontact hole 1.

(4) Install the wire from the solder sleeve in contact MS24255--16S, or equivalent andcrimp usingcrimptool M22520/1--01: locator tool M22520/1--02, dial 5, color blue per Boeing Standard PracticesManual Section 20--61--11. Insert the contact in hole 6.

B. PREPARATION

(1) Open EP GND FUELING and FUEL QTY on the P6 Main Power Distribution Panel. AttachDO--NOT--CLOSE tags to the circuit breakers.

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WARNING: MAKE SURE THAT PERSONS AND EQUIPMENT ARE CLEAR OF THE LEADINGEDGE AND TRAILING EDGE FLAPS AND FLAP DRIVE MECHANISMS BEFOREYOU MOVE THE FLAP CONTROL LEVER. WITH HYDRAULIC POWERREMOVED, THE FLAPS WILL MOVE AUTOMATICALLY BY ELECTRICALPOWER WHEN YOU MOVE THE FLAP CONTROL LEVER. THIS CAN CAUSEINJURY TO PERSONS OR DAMAGE TO EQUIPMENT.

WARNING: YOU MUST CAREFULLY DO THE STEPS IN THE TASK BELOW TO INSTALL THELEADING EDGE FLAP SAFETY LOCKS. THE LEADING EDGE FLAPS CANMOVE QUICKLY IF YOU DO NOT INSTALL THE SAFETY LOCKS CORRECTLY.THIS CAN CAUSE INJURY TO PERSONS OR DAMAGE TO EQUIPMENT.

(2) For tanks 1 and 2, extend the leading edge flaps and install leading edge flap locks (Ref27--81--00/201).

C. WING BRACKET INSTALLATION (BOTH WINGS)

NOTE: The sequence of steps 1 -- 20 may be rearranged to facilitate the installation, as long as allinstructions are accomplished.

NOTE: Wing brackets are installed in leading edge between LES 126.00 and 139.00, between stringer#1 and stringer #2. Stringers are attached to the underside of the leading edge skin. Stringer #1is closest to leading edge of wing, and supports leading edge flap tailgate fitting. Stringer #2 isapproximately four inches behind #1. Span--wise location of bracket 30212--1304--0104 maybe adjusted between LES 126.00 and LES 139.00, so that fastener holes in rivet plate30212--1305--0104 may either re--use existing holes from tab removed in step (2), or may haveproper spacing from existing holes if they are not re--used. Fill any unused holes.

(1) If three power leads are attached to tab on stringer 2, remove leads from tab.

(2) If the leading edge micro switch harness is attached to tab on stringer 1, remove harness from tab,and remove the tab from stringer 1.

(3) Temporarily locate rivet plate P/N 30212--1305--0104 on the forward side of stringer 1. The angle of30212--1305--0104 shall be opposite the stringer angle. (See Figure 1) If possible, pick up one holefrom the previously removed tab.

(4) It is recommended to use a hole--finder (reference B737 SRM 51--40--02, Paragraph 2b) to transferthree holes from rivet plate 30212--1305--0104 to aft side of stringer 1. This will allow drilling from aftside, thereby allowing more room for tooling.

(5) Match drill 2 ea. 0.11 inch diameter holes through stringer 1 and install temporary fasteners.

(6) Match drill one 0.228 +.005/--.003 diameter hole through center hole of rivet plate30212--1305--0104 and stringer 1.

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RIGHT WING VIEWLEFT WING IS MIRROR VIEW

FIGURE 1 -- WING BRACKET INSTALLATION

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FIGURE 2 -- BRACKET 30212--1304--0104 HOLE LOCATIONS

(7) If not present, drill four holes in bracket 30212--1304--0104 per Figure 2. De--burr.

NOTE: It is recommended that hole--finders (reference B--737 SRM 51--40--02, Paragraph 2b) beused, to aid in transferring the hole locations from bracket 30212--1304--0104 to stringer 2.

(8) Temporarily install the bracket P/N 30212--1304--0104 between stringer 1 and stringer 2. Looselyattach using a #10--32 bolt through the center hole of temporarily installed rivet plate30212--1305--0104. Leave the bolt loose enough for the bracket 30212--1304--0104 to contactstringer 2. There should be a space between the bracket and stringer 1.

(9) Clamp bracket 30212--1304--0104 to stringer 2 per Figure 3, so that the four hole locations may bemarked on stringer 2. Transfer centers of four holes from bracket to stringer 2.

NOTE: If hole--finders (reference B--737 SRM 51--40--02, Paragraph 2b) are used, only two holesmay be marked at a time (one hole from each side).

(10) Remove bracket 30212--1304--0104. To facilitate drilling holes in stringer 2, it is suggested that thefour hole centers be transferred to the fwd side of stringer 2.

(11) Drill four holes through stringer 2 in marked locations. Finish drill for 5/32 inch diameter Hi--Lokfasteners (HI--LOK P/N HL18PN70--5--4), or equivalent fasteners per B737 SRM 51--40--03.

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4X MATCH DRILL FROM HOLESIN 30212--1304--0104 BRACKET

FIGURE 3 -- WING BRACKET INSTALLATION, STRINGER #2

(12) Check to see if there is sufficient clearance between bracket 30212--1304--0104 and stringer 1 forback plate 30212--1306--0104. If back plate 30212--1306--0104 is required between bracket andstringer 1, unclamp and remove bracket 30212--1304--0104 and proceed to step (13). If back plateis not required, unclamp and remove bracket and skip to step (14).

(13) Match drill two 0.11 holes and one 0.228 hole through rivet plate 30212--1305--0104, stringer 1, andback plate 30212--1306--0104.

(14) Finish drill 2ea. 0.11 diameter holes through rivet plate 30212--1305--0104, stringer 1, and backplate 30212--1306--0104 (if used) for rivets P/N MS20470AD5--10.

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(15) Remove plates and deburr all new holes in bracket, plates, and stringers.

(16) Apply PR--1422 faying surface sealant (or equivalent) to the mating surfaces of the rivet plate / backplate / and stringer 1.

(17) Attach the rivet plate 30212--1305--0104 and back plate 30212--1306--0104 (if required) to stringer 1using 2ea. rivets MS20470AD5--10 or equivalent Hi--Lok fasteners per B737 SRM 51--40--03. Fillunused holes from removed tab in stringer 1 with MS20470AD5 or equivalent rivets.

(18) Apply PR--1422 faying surface sealant (or equivalent) to the surfaces of the bracket that will contactthe stringer and the area of stringer 2 that will contact the bracket.

(19) Attach bracket 30212--1304--0104 to stringer 2 using 4ea. P/N HL18PN70--5--4 pin and collarassemblies and 4ea. AN960C9 washers. Apply PR--1422 faying surface sealant to pins andwashers prior to installation.

(20) Measure the gap between the bracket and stringer 1 or the back plate 30212--1306--0104 (if used).Select sufficient thickness of shim stock MIL--S--22499--XXX (or sufficient thickness of flat washerMS15795--808 or equivalent) to fill the measured gap.

(21) With shim stock / washers in place, attach bracket 30212--1304--0104 to stringer 1 and rivetplate/back plate, using 1 ea. socket head cap screw MS16996--21 (#10--32) or equivalent (in somecases a longer cap screw may be necessary) and 1 washer MS15795--808 (or equivalent). Torqueto 20--25 inch pounds.

(22) Install Magnetic Shield PN 30212--1315--0101 over TSD, as shown in Figure 4.

(23) Install TSD assembly using 4 ea. screws P/N Ms16996--21, or NASM16996--21, or equivalent, and4 washers P/N MS15795--810, or equivalent. The TSD must be oriented with receptacles J1 and J2closest to stringer 1.

CAUTION: Torque screws to 70--80 inch pounds.

(24) If previously removed, secure main generator leads to the original tab with a stand off, or tohydraulictubes using sufficient clamps to ensure minimum 1/2 inch separation between leads and hydraulictubes, TSD and TSD bracket.

(25) If previously removed, relocate micro switch harness clamp to tooling hole on tailgate bracket usingNAS43DD3--56 or equivalent standoff, or attach clamp to rivet plate 30212--1305--0104 using TSDmounting bolt.

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Figure 4. TSD with Magnetic Shield Installed

D. WING HARNESS INSTALLATION –300/--400/--500 LEFT WING (TANK 1)

NOTE: This is a recommended harness routing scheme. Due to variations in a/c plumbing and wiringconfigurations it may be necessary to route harnesses differently. Route harness inaccordance with BSWPM, D6--54446, chapter 20. In all cases, maintain 1/2” minimumseparation between shielded FQIS harness and power cables, 1/4” minimum separation to anyother wiring, and 1/8” minimum separation to sharp edges of structure and equipment.

(1) At the wing spar penetration connector D884, disconnect the connector from the Adapter, orBussing Plug. Remove the Parallel Adapter if installed. Note the part number of the ParallelingAdapter, if applicable. Aircraft with Paralleling Adapter PN 50203--2109or 50203--4109will bewireddifferently at step (5).

(2) Remove clamps and tie bands as necessary, separate FQIS harness from wire bundle. FQISharness breakout from main bundle should be just outboard of clamp, which is located on rib at LES118.47.

(3) Replace any clamps and tie bands which were removed from main wire bundle per BoeingCommercial Airplane Standard Wiring Practices Manual.

(4) Remove connector D884. Disassemble and remove all sockets from connector D884 usingremoval tools M81969/19--03, or the equivalent, for the shield, and M81969/19--01, (or equivalent)

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for sockets 1 and 2. Reference wire W260--002--20 as TU LO--Z, and wire W260--003--20 as COMPLO--Z.

(5) Slide the strain relief P/N MS27559--6 and boots P/N MS3420--10, and --12 for the new 11 socketconnector over the three wires from connector D884. Install the sockets into the new connector P/NMS2466R18B11SN (042309--7) using insertion tools M81969/17--04 and M81969/17--06, orequivalents, per TABLE 2 and Figure 5. The Paralleling Adapter removed during step (1) will affectthe new connector wiring. The new connector designator is D9084. Fill the rest of the open socketholes with the sockets, P/N MS24255--16S or 042309--9, and fillers, P/N MS27488--16, provided.

TABLE 2 -- NEW D9084 CONNECTOR WIRING

New D9084Connector Pin

Paralleling Adapter50203--2109 or 50203--4109 Boeing Bussing Plug

1 Shield (Hi--Z) Shield (Hi--Z)

2 -- --

3 W260--002--20 (TU Lo--Z) --

4 -- --

5 -- W260--002--20 (TU Lo--Z)

6 -- --

7 -- --

8 W260--003--20 (Comp Lo--Z) --

9 -- --

10 -- W260--003--20 (Comp Lo--Z)

11 -- --

FIGURE 5 -- NEW D9084 CONNECTOR PIN ASSIGNMENTS

(6) Assemble strain relief with boots to connector and secure. Tape or filler may be added to harness toensure proper clamping in strain relief.

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(7) Route FQIS wires behind leading edge support strut, located at LES 126.00, and above hydrauliclines which run span--wise. See Figure 6.

NOTE: Wire routing should follow the requirements of the Boeing Standard Practices Manual,D6--54446. Additional loop clamps may be used if necessary to maintain proper spacing.

FIGURE 6 -- LEFT WING HARNESS INSTALLATION

(8) Locate two clamps which hold leading edge flap micro switch harness to hydraulic tube mount blockat LES 126.00. Remove two screws and rotate clamps vertically 180 degrees. Slip FQIS wires intoboth clamps.

(9) Using one MS51958--67 screw, one MS21043--3 nut, two MS15795--808 washers, oneNAS1715C12T (BAC P/N BACC10GU12 or equivalent) clamp, and one NAS1715C03T (BAC P/NBACC10GU3, or equivalent) clamp, loosely attach FQIS wires to top of leading edge support strut,which is located at LES 126.00. Wires should be located at inboard side of strut.

(10) Connect reworked FQIS harness connector D9084 to J1 receptacle of TSD assembly.

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NOTE: The dash number of the harness – P/N 50367--0XXX – is determined by the harness in thetank – Goodrich, or original Boeing – and the tank penetration – rectangular or circular.

(11) Connect P/N 50367--0XXX harness to the connector at fuel tank wall penetration. Refer to TABLE 3for harness part number and configuration.

TABLE 3 -- LEFT WING HARNESS CONFIGURATION

Harness Part Number Harness Configuration

50367--0102 Left wing, Boeing, straight

50367--0104 Left wing, Boeing, 90 degree

50367--0113 Left wing, Goodrich, straight

50367--0112 Left wing, Goodrich, 90 deg.

(12) Route harness assembly inboard along base of wing spar to leading edge support strut which islocated at LES 126.00.

NOTE: Operators may elect to complete the verification and calibration before routing this harness incase the jumpers in the connector need to be changed. The harness can be more easilyremoved to facilitate changing the jumpers.

(13) Route harness assembly up along strut, and above hydraulic lines that runs spanwise.

(14) Connect end of harness assembly to J2 receptacle on TSD assembly.

(15) Using two MS51958--67 screws, two MS15795--808 washers, and two NAS1715C07T (BAC P/NBACC10GU07 or equivalent) clamps, loosely attach harness to two previously repositioned microswitch harness clamps.

(16) Using two MS15795--808 washers, two MS21043--3 self--locking nuts, two NAS1715C12T (BACP/N BACC10GU12 or equivalent) clamps, and two NAS1715C07T (BAC P/N BACC10GU7, orequivalent) clamps, loosely install the harness onto the leading edge support strut located at LES126.00.

(17) Using three MS51958--67 screws, six MS15795--808 washers, threeMS21043--3 self--lockingnuts,three NAS1715C12T (BAC P/N BACC10GU12 or equivalent) clamps and three NAS1715C07T(BAC P/N BACC10GU7 or equivalent) clamps, loosely attach the harness onto the wire bundlewhich runs along the lower edge of the wing spar.

(18) Adjust both harnesses to ensure proper slack per Boeing Standard Wiring Practices Manual.Harness should be routed along outboard side of leading edge support strut, and excess harnessshould be tied back on itself, at bottom of strut. Additional loop clamps may be used if necessary tomaintain proper spacing.

(19) Tighten screws on all newly installed clamps to 20--25 in--lb.

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(20) At each connector end of cable assembly 50367--0XXX, properly align the connectors. The strainrelief may be loosened to align the connector.

(21) Install ground stud on stringer #1, #2, or #3 as needed. Reference BSPWM for stud installation.

(22) Attach ground strap, P/N 30211--1320--0101 or BACJ40K5A5A(X) and ground strap from P/N50367--0XXX harness to ground lug. Tighten all screws to 7--9 in--lb.

E. WING HARNESS INSTALLATION –300/--400/--500 RIGHT WING (TANK 2)

NOTE: This is recommended harness routing scheme. Due to variations in a/c plumbing and wiringconfigurations, it may be necessary to route harnesses differently. Route harness inaccordance with BSWPM, D6--54446, chapter 20. In all cases, maintain 1/2” minimumseparation between shielded FQIS harness and power cables, 1/4” minimum separation to anyother wiring, and 1/8” minimum separation to sharp edges of structure and equipment.

(1) At the wing spar penetration connector D888, disconnect the connector from the ParallelingAdapter, or Bussing Plug. Remove Paralleling Adapter if installed. Note the part number of theParalleling Adapter, if applicable. Aircraft with Paralleling Adapter PN 50203--2109 or 50203--4109will be wired differently at step (5).

(2) Removing clamps and tie bands as necessary, separate FQIS harness from wire bundle. FQISharness breakout from main bundle should be just outboard of clamp, which is located on rib at LES118.47.

(3) Replace any clamps and tie bands which were removed from main wire bundle per BoeingCommercial Airplane Standard Wiring Practices Manual.

(4) Replace connector D888. Disassemble and remove all sockets from connector D888 usingremoval tools M81969/19--03, (or equivalent) for the shield, and M81969/19--01, (or equivalent) forsockets 1 and 2. Reference wire W270--002--20 as TU LO--Z, and wire W270--003--20 as COMPLO--Z.

(5) Slide the strain relief P/N MS27559--6 and boots P/N MS3420--10, and--12 for the new 11 socketconnector over the three wires from connector D884. Install the sockets into the new connector P/NMS2466R18B11SN (042309--7) using insertion tools M81969/17--06 and M81969/17--04, orequivalents, per TABLE 4 and Figure 7. The Paralleling Adapter removed during step (1) will affectthe new connector wiring. The new connector designator is D9088. Fill the rest of the open socketholes with the sockets, P/N MS24255--16S or 042309--9, and fillers, P/N MS27488--16, provided.

(6) Assemble strain relief with boots to connector and secure. Tape or filler may be added to harness toensure proper clamping in strain relief clamp.

NOTE: Wire routing should follow the requirements of the Boeing Standard Practices Manual,D6--54446.

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1 Shield (Hi--Z) Shield (Hi--Z)

2 -- --

3 W270--002--20 (TU Lo--Z) --

4 -- --

5 -- W270--002--20 (TU Lo--Z)

6 -- --

7 -- --

8 W270--003--20 (Comp Lo--Z) --

9 -- --

10 -- W270--003--20 (Comp Lo--Z)

11 -- --

(7) Route FQIS wires behind leading edge support strut, located at LES 126.00, and above hydrauliclines which run spanwise. See Figure 8.

(8) Locate two clamps that hold leading edge flap micro switch harness to hydraulic tube mount block atLES 126.00. Remove two screws and rotate clamps vertically 180 degrees. Slip FQIS wires intoboth clamps.

(9) Using one MS51958--67 screw, one MS21043--3 nut, two MS15795--808 washers, oneNAS1715C12T (BAC P/N BACC10GU12 or equivalent) clamp, and one NAS1715C03T (BAC P/N

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BACC10GU3, or equivalent) clamp, loosely attach FQIS wires to top of leading edge support strut,which is located at LES 126.00. Wires should be located at inboard side of strut.

(10) Connect reworked FQIS harness connector D9088 to J1 receptacle of TSD assembly.

FIGURE 8 -- RIGHT WING HARNESS INSTALLATION (LEFT SIDE SHOWN, RIGHT SIDE IS MIRRORIMAGE)

NOTE: The dash number of the harness P/N 50367--0XXX, is determined by the harness in thetank (Goodrich, or original Boeing) and the tank penetration (rectangular or circular).

(11) Connect P/N 50367--0XXX harness to the connector at fuel tank wall penetration. Refer to TABLE 5for harness part number and configuration.

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NOTE: Operators may elect to complete the verification and calibration before routing thisharness in case the jumpers in the connector need to be changed. The harness can bemore easily removed to facilitate changing the jumpers.

TABLE 5 -- RIGHT WING HARNESS CONFIGURATION

Harness Part Number Harness Configuration

50367--0106 Right wing, Boeing, straight

50367--0108 Right wing, Boeing 90 degree

50367--0115 Right wing, Goodrich, straight

50367--0114 Right wing, Goodrich, 90 deg.

(12) Route harness assembly inboard along base of wing spar to leading edge support strut which islocated at LES 126.00.

(13) Route harness assembly up along strut, and above hydraulic lines which run span wise.

(14) Connect end of harness assembly to J2 receptacle on TSD assembly.

(15) Using two MS51958--67 screws, two MS15795--808 washers, and two NAS1715C07T (BAC P/NBACC10GU07 or equivalent) clamps, loosely attach harness to two previously repositioned microswitch harness clamps.

(16) Using two MS15795--808 washers, two MS21043--3 self--locking nuts, two NAS1715C12T (BACP/N BACC10GU12 or equivalent) clamps, and two NAS1715C07T (BAC P/N BACC10GU7, orequivalent) clamps, loosely install the harness onto the leading edge support strut located at LES126.00

(17) Using three MS51958--67 screws, six MS15795--808 washers, threeMS21043--3 self--lockingnuts,three NAS1715C12T (BAC P/N BACC10GU12 or equivalent) clamps and three NAS1715C07T(BAC P/N BACC10GU7 or equivalent) clamps, loosely attach the harness onto the wire bundlewhich runs along the lower edge of the wing spar.

(18) Adjust both harnesses to ensure proper slack per Boeing Standard Wiring Practices Manual.Harness should be routed along outboard side of leading edge support strut, and excess harnessshould be tied back on itself, at bottom of strut. Additional loop clamps may be used if necessary tomaintain proper spacing.

(19) Tighten screws on all newly installed clamps to 20--25 in--lb.

(20) At each connector end of the harness assembly, properly align the connectors. The strain relief maybe loosened to align the connector.

(21) Install ground stud on stringer #1, #2, or #3 as needed. Reference BSPWM for stud installation.

(22) Attach ground strap, P/N 30211--1320--0101 or BACJ40K5A5A(X) and ground strap from P/N50367--0XXX harness to ground lug. Tighten all screws to 7--9 in--lb.

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F. CENTER TANK INSTALLATION --300/--400/--500

NOTE: The bracket and TSD assembly for the –300, --400 and –500 center tank are mounted on thelateral I beam which is located on the overhead of the left main landing gear bay atapproximately FS 685.00 LBL 10.00. This is a recommended location and harness routing.Due to variations in A/C plumbing and wiring configurations it may be necessary to mount theTSD bracket in an alternate location. Any location on beam F.N. 65C15503--X that is outside ofa zone defined by the wheel diameter projected on the overhead of the landing gear bay isacceptable. Route harness from the mounting location in accordance with Boeing StandardPractices Manual, D6--54446 Wiring Chapter 20.

(1) Using Figure 9 as a reference, mark and drill 4ea. 0.228+0.005/--0.003 holes in the I beam.

(2) Deburr holes in lateral I beams.

(3) Apply PR--1422 faying surface sealant (or equivalent) to all mating surfaces of spacer P/N30212--1302--0104 and the lateral I beam.

(4) Install spacer P/N 30212--1302--0104 using 4ea. MS16996--11, or equivalent (0.190--32) sockethead cap screws and 4ea. MS15795--808, or equivalent washers. Torque to 20 to 25 inch pounds.

(5) Apply PR--1422 faying surface sealant (or equivalent) to all mating surfaces of bracket P/N30212--1301--0104 and washer P/N 30212--1303--0104.

0.47

FIGURE 9 -- “I” BEAM BRACKET DRILL PATTERN, CENTER TANK

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(6) Install bracket to spacer using 4ea. socket head cap screws P/N MS16996--11 and washer P/N30212--1303--0104. Torque to 20 to 25 inch pounds. Bracket 30212--1301--0104 may be rotated 90degrees if required to place connectors J1 and J2 in a more convenient position for harnessinstallation.

(7) Install TSD into bracket using 4 screws MS16996--21, or NASM16996--21 and 4 MS15795--810 (orequivalent) washers. The TSD may be rotated 180 degrees if required to place the receptacles J1and J2 in a more convenient position for harness installation.

CAUTION: Torque screws to 70 to 80 inch pounds.

G. CENTER TANK HARNESS INSTALLATION –300, --400, --500 (See Figure 6)

(1) Disconnect FQIS harness from Parallel Adapter, or Bussing Plug. Remove Parallel Adapter ifinstalled. Note the part number of the Paralleling Adapter, if applicable. Aircraft with ParallelingAdapter PN 50203--2109 or 50203--4109 will be wired differently at step (3). Remove harness fromwire bundle back to pressure bulkhead (landing gear bay ceiling) junction box. Refasten theremaining wire bundle with the original clamps. Leave harness connected to junction box.

(2) Replace connector D886. Disassemble and remove all sockets from connector D886 usingremoval tools M81969/19--03, (or equivalent) for the shield, and M81969/19--01, (or equivalent) forsockets 1 and 2. Reference wire W250 002--20 as TU LO--Z and W250--003--20 as COMP LO--Z.

(3) Slide the strain relief and boots MS3420--10, and –12 for the new 11 socket connector over the threewires from D886. Install the sockets in the new connector P/N MS2466R18B11SN (042309--7).using insertion tools M81969/17--06 and M81969/17--04, or equivalent, per TABLE 6 andFigure 10. The Paralleling Adapter removed during step (1) will affect the new connector wiring.The new connector designator is D9086. Fill the rest of the open socket holes with the sockets, P/NMS24255--16S or 042309--9, and fillers, P/N MS27488--16, provided.




1 Shield (Hi--Z) Shield (Hi--Z)2 W250--002--20 (TU Lo--Z) --3 -- --4 -- W250--002--20 (TU Lo--Z)5 -- --6 -- --7 W250--003--20 (Comp Lo--Z) --8 -- --9 -- W250--003--20 (Comp Lo--Z)

10 -- --11 -- --

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(4) Assemble strain relief with boots to connector and secure. Secure three wires to each other usingnylon cord per Boeing Standard Practices Manual, D6--54446.

(5) Route re--worked FQIS W250 harness below other harnesses that connect to junction box, and alsobelow hydraulic tubes which run longitudinally as shown in Figure 11

(6) Connect reworked FQIS W250 harness connector D9086 to J1 receptacle of TSD assembly.

(7) Attach nineteen socket connector of harness P/N 50367--0111 (for the tanks having Goodrichharnesses), or P/N 50367--0105 (for tanks having the original Boeing harness) to J2 receptacle onTSD assembly.

NOTE: Operators may elect to complete the verification and calibration before routing thisharness in case the jumpers in the connector need to be changed. The harness can bemore easily removed to facilitate changing the jumpers.

(8) Route harness P/N 50367--01XX across landing gear bay ceiling, and down landing gear bayforward bulkhead approximately as shown in Figure 11 and Figure 12.

NOTE: Wire routing should follow the requirements of the Boeing Standard Practices Manual,D6--54446. Additional loop clamps may be used if necessary to maintain 1/2” spacingbetween shielded FQIS harness and hydraulic tubes, 1/4” minimum separation to anyother wiring, and 1/8” minimum separation to sharp edges of structure and equipment.

(9) Connect FQIS shielded harness to the tank wall receptacle.

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FIGURE 11 CENTER TANK HARNESS INSTALLATION

NOTE: Hydraulic pressure transmitter may be repositioned using two NAS43DD6--28 standoffs orequivalent, for additional clearance.

(10) Take one P/N NAS1715C12T (BAC P/N BACC10GU12, or equivalent) clamp, one P/NNAS1715C03T (BAC P/N BACC10GU3, or equivalent) clamp, one MS51958--67 screw, oneMS21043--3 nut, and two MS15795--808 washers. Loosely attach the reworked original FQISW250 harness to the wire bundle that is connected to the starboard side of the junction box,approximately as shown in Figure 11.

(11) Take one P/N NAS1715C07T (BAC P/N BACC10GU7, or equivalent) clamp, one P/NNAS1715C03T (BAC P/N BACC10GU3, or equivalent) clamp, one MS51958--67 screw, oneMS21043--3 nut, and two MS15795--808 washers for each of two locations. Loosely attach thereworked original FQIS W250 harness to each of two longitudinal hydraulic tubes approximately asshown in Figure 11.

(12) Take two P/N NAS1715C07T (BAC P/N BACC10GU7, or equivalent) clamps, one MS 51958--67screw, one MS21043--3 nut, and two MS15795--808 washers for each of five locations. Looselyattach the P/N 50367--0XXX harness to hydraulic tubes at five locations approximately as shown inFigure 11 and Figure 12.

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FIGURE 12 -- CENTER TANK HARNESS ROUTING

(13) Take one P/N NAS1715C07T (BAC P/N BACC10GU7, or equivalent) clamp, one P/NNAS1715C03T (BAC P/N BACC10GU3, or equivalent) clamp, one MS 51958--67 screw, oneMS21043--3 nut, and two MS15795--808 washers for each of three locations. Loosely attach theP/N 50367--0XXX harness to the existing harness which runs vertically along the forward wheel wellbulkhead at three locations approximately as shown in Figure 12.

(14) Adjust harnesses to ensure proper slack per Boeing Standard Wiring Practices Manual.

(15) Tighten screws at all new clamp locations to 20--25 in--lb.

(16) At each connector end of cable assembly 50367--0XXX, properly align the connectors. The strainrelief may be loosened to align the connector.

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(17) If necessary, install ground lug on lateral I beam per Boeing Standard Wiring Practices ManualD6--54446.

(18) Attach ground strap, P/N 30211--1320--0101 or BACJ40K5A5A(X) and ground strap from P/N50367--0XXX harness to ground lug on I beam. Tighten nut to 7--9 in--lb.

H. Flight deck Wiring Modification

NOTE: This procedure installs a jumper wire between the shield and contact 4 (system ground) of theFuel quantity Indicator’s mating connector.

NOTE: Make sure the Fuel Quantity circuit breaker, QTY and EP GND FUELING, on the P6 panel areopen and DO NOT CLOSE tags are attached.

(1) Locate the Fuel Quantity Indicators on the pilots panel. Remove, disconnect, and identify theindicators and their mating connectors.

(2) If the mating connector cables extend 5 or more inches from the panel, proceed with the wiringmodification. If they do not, remove the panel to gain better access to the connectors.

(3) Modification of the aircraft wiring, connectors D612 for tank 1, D614 for tank 2, and D880 for thecenter tank, remove the strain relief and back shell, and slide back up the cable.

(4) Using a shield contact removal tool M81969/19--03 (or equivalent) carefully remove the shieldedsocket from position 1 of the connector, and remove the socket from the wire.

(5) Using socket removal tool M81969/19--01 (or equivalent) carefully remove the contact from position4 of the connector and remove the contact from the wire.

(6) On the shielded cable, attach a shield termination using a solder sleeve PN M83519/2--9, withjumper wire attached, per Boeing Standard Practices Manual, Section 20--10--15 Para. 8.E –assembly of shield ground wire that is not at the end of a cable. Attach the shield termination within 4inches of the end of the cable.

(7) Install shielded contact, Boeing P/N M39029/55--345 Part of P/N 042309--8, (or equivalent) perBoeing Standard Practices Manual Section 20--61--11 Assembly of Size 2 Shielded Contacts.

(8) Strip the shield ground wire and W002--563--22 for tank 1, Install both wires in contactMS24255--16S, part of P/N 042309--8, or equivalent and crimp using crimp tool M22520/1--01:locator tool M22520/1--02, dial 5, color blue per Boeing Standard Practices Manual Section20--61--11. Complete the above process on the shield ground wire and W002--573--22 for tank 2,and the shield ground wire and W002--530--22 for the center tank.

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FIGURE 13 -- D612, D614, D880 PIN ASSIGNMENTS

(9) Install the shielded contact in socket hole 1 of the appropriate connector, using insertion toolM81969/17--06, or equivalent.

(10) Install the standard contact in socket hole 4 of the appropriate connector, using insertion toolM81969/17--01, or equivalent.

(11) Reinstall the backshell and strain relief.

(12) Reinstall the panel and any other items if removed.

(13) Reinstall the indicators.

(14) Close the GND Fueling and Fuel QTY circuit breakers on the AFT P6 overhead panel.

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3. Transient Suppression Device (TSD) Verification

A. Equipment

(1) TSD Bypass Cable (55--1021--02) (JCAIR)

(2) Calibration Cable (55--1021--03) (JC AIR) for Boeing--Cinch in--tank harnesses

(3) Calibration Cable (55--1021--05) (JC AIR) for Goodrich in--tank harnesses

(4) Leading Edge Flap Actuator Locks – F80048--84

B. References

(1) 27--81--00/201, Leading Edge Flap and Slat Control System

(2) 28--23--00/201, Defueling

(3) AIPC 28--41--21--01

(4) WDM 28--41--01

(5) AMM 28--41--02

C. Access

(1) Location Zones

101 Control Cabin, Left

217 Left Main Wheel Well

303 Left Wing Inboard Leading Edge

403 Right Wing Inboard Leading Edge

D. Prepare for Installation Verification

(1) Defuel the aircraft, or defuel the applicable fuel tank only, and drain the sump fuel (Ref28--23--00/201).

WARNING: MAKE SURE THAT PERSONS AND EQUIPMENT ARE CLEAR OF THE LE ANDTE FLAPS AND FLAP DRIVE MECHANISMS BEFORE YOU MOVE THE FLAPCONTROL LEVER. WITH HYDRAULIC POWER REMOVED, THE FLAPS WILLMOVE AUTOMATICALLY BY ELECTRICAL POWER WHEN YOU MOVE THEFLAP CONTROL LEVER. THIS CAN CAUSE INJURY TO PERSONS OR DAMAGETO EQUIPMENT.

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(2) To verify the No. 1 or 2 tank TSD, Extend the Leading edge flaps (Ref 27--81--00/201).

WARNING: YOU MUST CAREFULLY DO THE STEPS IN THE TASK BELOW TO INSTALL THELE FLAP SAFETY LOCKS. THE LE FLAPS CAN MOVE QUICKLY IF YOU DO NOTINSTALL THE SAFETY LOCKS CORRECTLY. THIS CAN CAUSE INJURY TOPERSONS OR DAMAGE TO EQUIPMENT.

(3) Install safety locks on the Leading edge flaps (Ref 27--81--00/201).

(4) Open the circuit breakers specified in TABLE 7.

TABLE 7 -- CIRCUIT BREAKERS

PANEL BREAKER

P6 EP GND FUELING

P6 QTY

(5) Disconnect both connectors from the TSD. Connect the two aircraft cable connectors to the TSDBypass Cable.

(6) Connect the appropriate Calibration Cable between the tank penetration and the Safe Side Cablefor the tank being verified. Set the switch to A/C ONLY.

(7) Close the circuit breakers specified in TABLE 7.

(8) Read the empty fuel quantity indication. The system must be within the tolerances stated inTABLE 8. Trim or test the system as required to meet the applicable tolerances. Record the emptyfuel quantity “without TSD” on the aircraft data sheet (ref Figure 16).

TABLE 8 -- Fuel System Empty Values

TANKSACTION REQUIRED

TANKSNONE TRIM SYSTEM TEST

MAIN 1 & 20 +/-- 70 lbs0 +/-- 30 kgs

+80 to +200 lbs+40 to +100 kgs

over 200 lbsover 100 kgs

CENTER0 +/-- 170 lbs0 +/-- 80 kgs

+180 to +300 lbs+90 to +150 kgs

over 300 lbsover 150 kgs

(9) On the Calibration Cable, set the switch to ADDED WING or ADDED CENTER, as applicable for thetank being verified.

(10) Read and record the full fuel quantity indication “without TSD” for the tank being verified.


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(12) Remove the TSD Bypass Cable and reconnect the TSD into the system with the Calibration Cableconnected between the tank penetration and the Safe Side Cable. Set the switch on the CalibrationCable to A/C ONLY.


(14) Read the empty fuel quantity indication. Adjust the applicable Capacitance Trimmer for the tankbeing verified so the indicator reads the same value as recorded in step (8) above (within the abovetolerance). Record on the aircraft data sheet the empty fuel quantity indication “with TSD” for thetank being verified. If the above value cannot be be adjusted, check the capacitance of the tankunits and compensator at the bussing plug. They must meet the values listed below:

TANK CAPACITANCE TOLERANCE (pF)

No. 1 and No. 2 TU 490.6 pF +/-- 7.8

Center TU 164.2 pF +/-- 2.7

Compensators 40.2 pF +/-- 1.2

(15) On the Calibration Cable, set the switch to ADDED WING or ADDED CENTER, as applicable for thetank being verified.

(16) Read and record the full fuel quantity indication “with TSD” for the tank being verified

(17) If the quantities recorded in step (10) and (16) are within 60lb / 30kg for the wing tanks and 170lb /80kg for the center tank, and the requirements of step (14) are met, the system is withinspecifications and does not require calibration. If the system does require calibration, go to section4.

NOTE: If the “without TSD” and “with TSD” full fuel indications are outside the limits stated in step(17), the Capacitance Trimmer may be used to trim the “with TSD” full fuel indication towithin the limits, as long as the “with TSD“ empty fuel indication remains within thetolerance in TABLE 8.

E. Put the Aircraft Back to its Usual Condition.


(2) Remove the Calibration Cable and reconnect the Safe Side Cable to the tank penetration.

(3) Disconnect the Safe Side Cable at the TSD. Remove the cover on the connector backshell.

(4) Apply Loctite Grade C or equivalent to the threads of the cover screws. Loosen the threaded collarthree turns and apply Loctite Grade C or equivalent, and tighten immediately. Apply Loctite Grade Cor equivalent to the connector threads, tighten the backshell immediately. Reconnect the connectorto the TSD.

(5) Close the circuit breakers specified in TABLE 7

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(6) Adjust the applicable Capacitance Trimmer for empty fuel quantity indications of 0 +/-- 70 lbs or 0 +/--30 kgs for the main tanks, and 0 +/-- 170 lbs or 0 +/-- 80 kgs for the center.

(7) Close the access door, 6540, for the refueling panel (P15)

WARNING: YOU MUST CAREFULLY DO THE STEPS IN TASK BELOW TO REMOVE THE LEFLAP SAFETY LOCKS. THE LE FLAPS CAN MOVE QUICKLY IF YOU DO NOTREMOVE THE SAFETY LOCKS CORRECTLY. THIS CAN CAUSE INJURY TOPERSONS OR DAMAGE TO EQUIPMENT.

(8) Remove the locks on the leading edge flaps (Ref 27--81--00/201).


(9) Retract the leading edge flaps (ref 27--81--00/201).

(10) Remove the electrical power, if it is not necessary for other task (Ref 24--22--00/201)

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4. Transient Suppression Device (TSD) Calibration

A. Equipment

(1) Capacitance Measuring Equipment PSD 60--2RMOD 4 or higher (JC AIR)

(2) TSD Bypass Cable (55--1021--02) (JC AIR)

(3) Calibration Cable (55--1021--03) (JC AIR) for Boeing--Cinch in--tank Harnesses

(4) Calibration Cable (55--1021--05) (JC AIR) for Goodrich in--tank Harnesses


(6) Aircraft Test and Adapter Cables PSD40--502, PSD40--502--1, PSD40--502--3, PSD60--503, andPSD60--504 or equivalents (JcAIR).

NOTE: Goodrich approved software may be used to facilitate calibration jumper selection inaccordance with TABLE 9 -- TABLE 16.

B. References


(2) 28--23--00/201, Defueling

(3) AIPC 28--41--21--01

(4) WDM 28--41--01

(5) AMM 28--41--02

C. Access

(1) Location Zones





D. Prepare for Calibration.


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(2) To calibrate the No. 1 or 2 tank TSD, Extend the Leading edge flaps (Ref 27--81--00/201).




(5) Connect the calibration equipment.

a. Install the PSD60--2R MOD4, or higher, and cable in place of the cockpit fuel quantity indicatorfor the fuel quantity system to be calibrated.

b. Set the PSD60--2R frequency to 5.7kHz.

c. Set the Capacitance Measuring Mode switch to Magnitude on the MOD4, or to mode B on theMOD5.

d. Connect the chassis ground on the PSD60--2R to an aircraft ground.

e. Insert the Calibration Cable between the Safe Side Cable and the tank penetration. Set theswitch on the Calibration Cable to A/C ONLY.

NOTE: When using the PSD60--2R MOD4, if the capacitance reading fluctuates rapidly, removepower from the aircraft and allow the reading to stabilize. Take the rest of the capacitancemeasurements with the aircraft power off.

(6) Record the empty tank capacitance measured by the PSD60--2R as “TSD E” on the aircraft datasheet (ref Figure 16).

(7) Set the Calibration Cable switch to ADDED WING or ADDED CENTER, as applicable for the tankbeing calibrated.

(8) Record the full tank unit capacitance value measured by the PSD60--2R as “TSD F” on the aircraftdata sheet.

(9) Record the compensator measured value as “TSD Comp”.

(10) Install the TSD Bypass Cable in place of the TSD for the tank being calibrated.

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(12) Record the full tank unit capacitance value measured by the PSD60--2R as “No TSD F” on theaircraft data sheet.

(13) Record the compensator measured value as “No TSD Comp”.

(14) Set the Calibration Cable switch to A/C ONLY.

(15) Record the empty tank capacitance measured by the PSD60--2R as “No TSD E” on the aircraft datasheet.

(16) Using the aircraft data sheet, calculate the following to determine jumpers necessary for calibration.

(TSD F -- TSD E)(No TSD F -- No TSD E) = ratio for Tank Units

TSD CompNo TSD Comp = ratio for Compensator

(17) Jumper Determination

a. Select the correct tank unit table from TABLE 9 -- TABLE 16 based on the in tank wire harness(Boeing--Cinch or Goodrich) and the tank being calibrated (Main or Center). Choose thecalibration ratio in the table closest to the ratio calculated for the tank unit in step (16). The tablecontains minimum and maximum limits. If the calculated ratio is within these limits for aparticular table row, then the correct table row has been selected. The selected table row willindicate which pins in J2 must be jumpered to J2--J in order to calibrate the tank unit circuit.

b. Repeat the procedure in step (17 a) using TABLE 9 -- TABLE 16 and the Compensator ratiofrom step (16) to determine which pins in J2 must be jumpered to J2--J in order to calibrate thecompensator.

NOTE: All pins to be jumpered from steps (17 a) and (17 b) will be connected to J2--J using a singleset of daisy chain jumper pins, part number 50367--0116.

(18) Disconnect the Safe Side Cable at the TSD. Remove the cover on the connector backshell, and theconnector backshell.

(19) Remove the nominal jumpers, shipped with the Safe Side Harness (J2--B to J2--H to J2--J) using theproper pin removal tool, P/N M81969/14--02, or equivalent. DO NOT remove jumpers betweenJ2--E to J2--G to J2--V.

(20) Remove sockets installed in any holes that will require new jumpers.

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FIGURE 14 -- J2 CONNECTOR PIN ASSIGNMENTS

(21) Carefully insert the jumpers determined in step (17) using the proper insertion tools, P/NM81969/14--02, as needed, refer to Figure 14 for connector pin assignments. Cut off the excesspins at the last pin to be inserted. Install blank connector sockets P/N MS39029/5--115 and plugsP/N MS27488--20, or equivalent in any unused connector socket locations.

(22) Replace the connector, backshell and cover and apply Loctite type C or equivalent on the threads ofthe screws and the threaded collar, tighten immediately. Reconnect the connector to the CalibrationCable.

(23) Remove the TSD Bypass Cable and reconnect the TSD into the system.

(24) Return to the Verification section, section 3, to verify the jumper installation. After verification anOperations Test must be performed.

NOTE: If the jumpers need to be recalculated, nominal jumpers J2--B to J2--H to J2--J must bereinstalled.

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5. Transient Suppression Device (TSD) Calibration (Alternate Procedure)

A. Equipment

(1) Capacitance Measuring Indicator (50447--0101) (Goodrich, FUS)

(2) TSD Bypass Cable (55--1021--02) (JC AIR)

(3) Calibration Cable (55--1021--03) (JC AIR) for Boeing--Cinch in--tank Harnesses

(4) Calibration Cable (55--1021--05) (JC AIR) for Goodrich in--tank Harnesses


(6) Aircraft Test and Adapter Cables PSD40--502, PSD40--502--1, PSD40--502--3, and PSD60--504 orequivalents (JcAIR).

NOTE: Goodrich approved software may be used to facilitate calibration jumper selection inaccordance with TABLE 9 -- TABLE 16.

B. References


(2) 28--23--00/201, Defueling

(3) AIPC 28--41--21--01

(4) WDM 28--41--01

(5) AMM 28--41--02

C. Access

(1) Location Zones





D. Prepare for Calibration.


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(2) To calibrate the No. 1 or 2 tank TSD, Extend the Leading edge flaps (Ref 27--81--00/201).




(5) Connect the calibration equipment.

a. Install the Capacitance Measuring Indicator and cable in place of the cockpit fuel quantityindicator for the fuel quantity system to be calibrated.

b. Insert the Calibration Cable between the Safe Side Cable and the tank penetration. Set theswitch on the Calibration Cable to A/C ONLY.


(7) Record the empty tank capacitance measured by the Capacitance Measuring Indicator as ”TSD E”on the aircraft data sheet (ref Figure 16).

NOTE: When power is applied to the Capacitance Measuring Indicator (CMI) it displays half scaleon the outer ring. This is the tank unit mode. The display will be four digits. The decimal isassumed to be before the last digit. Example 5066 means 506.6pF.


(9) Record the full tank unit capacitance value measured by the Capacitance Measuring Indicator ”TSDF” on the aircraft data sheet.

NOTE: When the CMI is displaying a capacitance value above 1,000.0, the first digit will bemissing. Example, a wing tank at full 0226 means 1022.6pF.

(10) Record the compensator measured value as ”TSD Comp”.

NOTE: When the Press -- To -- Test is pressed the CMI displays the full scale on the outer ring. Thisis the compensator mode. The display will be four digits. The decimal is assumed to bebefore the last two digits. Example 8124 means 81.24pF.

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(12) Install the TSD Bypass Cable in place of the TSD for the tank being calibrated.



NOTE: When the CMI is displaying a capacitance value above 1,000.0, the first digit will bemissing. Example, a wing tank at full 0226 means 1022.6pF.

(15) Record the full tank unit capacitance value measured by the Capacitance Measuring Indicator as”No TSD F” on the aircraft data sheet.

(16) Record the compensator measured value as ”No TSD Comp”.

NOTE: When the Press -- To -- Test is pressed the CMI displays the full scale on the outer ring. Thisis the compensator mode. The display will be four digits. The decimal is assumed to bebefore the last two digits. Example 8124 means 81.24pF.

(17) Set the Calibration Cable switch to A/C ONLY.

NOTE: When the Press -- To -- Test is pressed the CMI will display half scale on the outer ring. Thisis the tank unit mode. The display will be four digits. The decimal is assumed to be beforethe last digit. Example 5066 means 506.6pF.

(18) Record the empty tank capacitance measured by the Capacitance Measuring Indicator as ”No TSDE” on the aircraft data sheet.


(20) Using the aircraft data sheet, calculate the following to determine jumpers necessary for calibration.

(TSD F -- TSD E)(No TSD F -- No TSD E) = ratio for Tank Units

TSD CompNo TSD Comp = ratio for Compensator

(21) Jumper Determination

a. Select the correct tank unit table from TABLE 9 -- TABLE 16 based on the in tank wire harness(Boeing--Cinch or Goodrich) and the tank being calibrated (Main or Center). Choose thecalibration ratio in the table closest to the ratio calculated for the tank unit in step (20). The tablecontains minimum and maximum limits. If the calculated ratio is within these limits for a

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particular table row, then the correct table row has been selected. The selected table row willindicate which pins in J2 must be jumpered to J2--J in order to calibrate the tank unit circuit.

b. Repeat the procedure in step (21 a.) using TABLE 9 -- TABLE 16 and the Compensator ratiofrom step (20) to determine which pins in J2 must be jumpered to J2--J in order to calibrate thecompensator.

NOTE: All pins to be jumpered from steps (21 a.) and (21 b.) will be connected to J2--J using asingle set of daisy chain jumper pins P/N 50367--0116.

(22) Disconnect the Safe Side Cable at the TSD. Remove the cover on the connector backshell, and theconnector backshell.

FIGURE 15 -- J2 CONNECTOR PIN ASSIGNMENTS

(23) Remove the nominal jumpers, shipped with the Safe Side Harness (J2 -- B to J2 -- H to J2 -- J) usingthe proper pin removal tool, P/N M81969/14--02, or equivalent. DO NOT remove jumpers betweenpins J2 -- E to J2 -- G to J2 -- V.

(24) Remove sockets installed in any holes that will require new jumpers.

(25) Carefully insert the jumpers determined in steps (18) using the proper insertion tools, P/NM81969/14--02, as needed, refer to Figure 15 for connector pin assignments. Cut off the excesspins at the last pin to be inserted. Install blank connector sockets P/N MS39029/5--115 and plugsP/N MS27488--20, or equivalent in any unused connector socket locations.

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(26) Replace the connector, backshell and cover and apply Loctite type C or equivalent on the threads ofthe screws and the threaded collar, tighten immediately.

(27) Reconnect the connector to the TSD. Remove the TSD Bypass cable and Calibration Cable.Connect the TSD into the system.

(28) Return to the Verification section Paragraph D 1 through 16 to verify the Jumper installation. Afterverification an Operational Test must be performed.

NOTE: If the jumpers need to be recalculated, remove all jumpers from J2 and re--install originaljumpers J2--J to J2--B and J2--J to J2--H. Insure all other pins are open to pin J.

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AIRCRAFT #_____________ DATA SHEET _______ DATE

VerificationTank 1 Center Tank 2

Indicator w/o TSD Indicator w/o TSD Indicator w/o TSD

EMPTY: EMPTY: EMPTY:

FULL: FULL: FULL:

Indicator w/ TSD Indicator w/ TSD Indicator w/ TSD

EMPTY: EMPTY: EMPTY:

FULL: FULL: FULL:

Calibration if Required

EXAMPLE:

TSD F 1036.4 -- TSD E 524.4 512.0-------------------------------------------------------- = ------------------------ = 1.00255 RatioNo TSD F 1021.7 -- No TSD E 511.0 510.7

TSD COMP 84.63------------------------------------ = 0.99811 RatioNo TSD COMP 84.79

FIGURE 16. (SHEET 1 OF 2)

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TANK 1:

TSD F_____________ -- TSD E ____________-------------------------------------------------------------------------------------- = ------------------------ = __________ RatioNo TSD F__________ -- No TSD E __________

TSD COMP _______________-------------------------------------------------------------- = __________ RatioNo TSD COMP ____________

CENTER:

TSD F______________ -- TSD E_____________------------------------------------------------------------------------------------------ = ------------------------ = _________ RatioNo TSD F___________ -- No TSD E____________

TSD COMP_______________-------------------------------------------------------------- = ___________ RatioNo TSD COMP____________

TANK 2:

TSD F_____________ -- TSD E_______________-------------------------------------------------------------------------------------------- = ------------------------ = _________ RatioNo TSD F__________ -- No TSD E____________

TSD COMP_______________-------------------------------------------------------------- = ____________ RatioNo TSD COMP____________

FIGURE 16. (SHEET 2 OF 2)

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TABLE 9. CINCH HARNESS, LEFT & RGT MAIN, 737-300, -400, -500TANK UNIT CALIBRATION

J2 Pin B J2 Pin A J2 Pin M J2 Pin P J2 Pin R J2 Pin CCinch

TU Min.Cinch

TU Max.OPEN OPEN OPEN OPEN OPEN OPEN 0.968748 0.969710

OPEN OPEN OPEN OPEN OPEN To J2 Pin J 0.969710 0.970672

OPEN OPEN OPEN OPEN To J2 Pin J OPEN 0.970672 0.971633

OPEN OPEN OPEN OPEN To J2 Pin J To J2 Pin J 0.971633 0.972595

OPEN OPEN OPEN To J2 Pin J OPEN OPEN 0.972595 0.973556

OPEN OPEN OPEN To J2 Pin J OPEN To J2 Pin J 0.973556 0.974518

OPEN OPEN OPEN To J2 Pin J To J2 Pin J OPEN 0.974518 0.975480

OPEN OPEN OPEN To J2 Pin J To J2 Pin J To J2 Pin J 0.975480 0.976441

OPEN OPEN To J2 Pin J OPEN OPEN OPEN 0.976441 0.977403

OPEN OPEN To J2 Pin J OPEN OPEN To J2 Pin J 0.977403 0.978364

OPEN OPEN To J2 Pin J OPEN To J2 Pin J OPEN 0.978364 0.979326

OPEN OPEN To J2 Pin J OPEN To J2 Pin J To J2 Pin J 0.979326 0.980287

OPEN OPEN To J2 Pin J To J2 Pin J OPEN OPEN 0.980287 0.981249

OPEN OPEN To J2 Pin J To J2 Pin J OPEN To J2 Pin J 0.981249 0.982211

OPEN OPEN To J2 Pin J To J2 Pin J To J2 Pin J OPEN 0.982211 0.983172

OPEN OPEN To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J 0.983172 0.984134

OPEN To J2 Pin J OPEN OPEN OPEN OPEN 0.984134 0.985095

OPEN To J2 Pin J OPEN OPEN OPEN To J2 Pin J 0.985095 0.986057

OPEN To J2 Pin J OPEN OPEN To J2 Pin J OPEN 0.986057 0.987019

OPEN To J2 Pin J OPEN OPEN To J2 Pin J To J2 Pin J 0.987019 0.987980

OPEN To J2 Pin J OPEN To J2 Pin J OPEN OPEN 0.987980 0.988942

OPEN To J2 Pin J OPEN To J2 Pin J OPEN To J2 Pin J 0.988942 0.989903

OPEN To J2 Pin J OPEN To J2 Pin J To J2 Pin J OPEN 0.989903 0.990865

OPEN To J2 Pin J OPEN To J2 Pin J To J2 Pin J To J2 Pin J 0.990865 0.991827

OPEN To J2 Pin J To J2 Pin J OPEN OPEN OPEN 0.991827 0.992788

OPEN To J2 Pin J To J2 Pin J OPEN OPEN To J2 Pin J 0.992788 0.993750

OPEN To J2 Pin J To J2 Pin J OPEN To J2 Pin J OPEN 0.993750 0.994711

OPEN To J2 Pin J To J2 Pin J OPEN To J2 Pin J To J2 Pin J 0.994711 0.995673

OPEN To J2 Pin J To J2 Pin J To J2 Pin J OPEN OPEN 0.995673 0.996634

OPEN To J2 Pin J To J2 Pin J To J2 Pin J OPEN To J2 Pin J 0.996634 0.997596

OPEN To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J OPEN 0.997596 0.998558

OPEN To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J 0.998558 0.999519

To J2 Pin J OPEN OPEN OPEN OPEN OPEN 0.999519 1.000481

To J2 Pin J OPEN OPEN OPEN OPEN To J2 Pin J 1.000481 1.001442

To J2 Pin J OPEN OPEN OPEN To J2 Pin J OPEN 1.001442 1.002404

To J2 Pin J OPEN OPEN OPEN To J2 Pin J To J2 Pin J 1.002404 1.003366

To J2 Pin J OPEN OPEN To J2 Pin J OPEN OPEN 1.003366 1.004327

To J2 Pin J OPEN OPEN To J2 Pin J OPEN To J2 Pin J 1.004327 1.005289

To J2 Pin J OPEN OPEN To J2 Pin J To J2 Pin J OPEN 1.005289 1.006250

To J2 Pin J OPEN OPEN To J2 Pin J To J2 Pin J To J2 Pin J 1.006250 1.007212

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TABLE 9. CINCH HARNESS, LEFT & RGT MAIN, 737-300, -400, -500TANK UNIT CALIBRATION - CONT’D

J2 Pin B J2 Pin A J2 Pin M J2 Pin P J2 Pin R J2 Pin CCinch

TU Min.Cinch

TU Max.

To J2 Pin J OPEN To J2 Pin J OPEN OPEN OPEN 1.007212 1.008173

To J2 Pin J OPEN To J2 Pin J OPEN OPEN To J2 Pin J 1.008173 1.009135

To J2 Pin J OPEN To J2 Pin J OPEN To J2 Pin J OPEN 1.009135 1.010097

To J2 Pin J OPEN To J2 Pin J OPEN To J2 Pin J To J2 Pin J 1.010097 1.011058

To J2 Pin J OPEN To J2 Pin J To J2 Pin J OPEN OPEN 1.011058 1.012020

To J2 Pin J OPEN To J2 Pin J To J2 Pin J OPEN To J2 Pin J 1.012020 1.012981

To J2 Pin J OPEN To J2 Pin J To J2 Pin J To J2 Pin J OPEN 1.012981 1.013943

To J2 Pin J OPEN To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J 1.013943 1.014905

To J2 Pin J To J2 Pin J OPEN OPEN OPEN OPEN 1.014905 1.015866

To J2 Pin J To J2 Pin J OPEN OPEN OPEN To J2 Pin J 1.015866 1.016828

To J2 Pin J To J2 Pin J OPEN OPEN To J2 Pin J OPEN 1.016828 1.017789

To J2 Pin J To J2 Pin J OPEN OPEN To J2 Pin J To J2 Pin J 1.017789 1.018751

To J2 Pin J To J2 Pin J OPEN To J2 Pin J OPEN OPEN 1.018751 1.019713

To J2 Pin J To J2 Pin J OPEN To J2 Pin J OPEN To J2 Pin J 1.019713 1.020674

To J2 Pin J To J2 Pin J OPEN To J2 Pin J To J2 Pin J OPEN 1.020674 1.021636

To J2 Pin J To J2 Pin J OPEN To J2 Pin J To J2 Pin J To J2 Pin J 1.021636 1.022597

To J2 Pin J To J2 Pin J To J2 Pin J OPEN OPEN OPEN 1.022597 1.023559

To J2 Pin J To J2 Pin J To J2 Pin J OPEN OPEN To J2 Pin J 1.023559 1.024520

To J2 Pin J To J2 Pin J To J2 Pin J OPEN To J2 Pin J OPEN 1.024520 1.025482

To J2 Pin J To J2 Pin J To J2 Pin J OPEN To J2 Pin J To J2 Pin J 1.025482 1.026444

To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J OPEN OPEN 1.026444 1.027405

To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J OPEN To J2 Pin J 1.027405 1.028367

To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J OPEN 1.028367 1.029328

To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J 1.029328 1.030290

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TABLE 10. CINCH HARNESS, LEFT & RGT MAIN, 737-300, -400, -500COMPENSATOR CALIBRATION

J2 Pin H J2 Pin T J2 Pin U J2 Pin K J2 Pin NCinch Comp

MinimumCinch Comp

Maximum

OPEN OPEN OPEN OPEN OPEN 0.971735 0.973447

OPEN OPEN OPEN OPEN To J2 Pin J 0.973447 0.975160

OPEN OPEN OPEN To J2 Pin J OPEN 0.975160 0.976874

OPEN OPEN OPEN To J2 Pin J To J2 Pin J 0.976874 0.978587

OPEN OPEN To J2 Pin J OPEN OPEN 0.978587 0.980300

OPEN OPEN To J2 Pin J OPEN To J2 Pin J 0.980300 0.982013

OPEN OPEN To J2 Pin J To J2 Pin J OPEN 0.982013 0.983726

OPEN OPEN To J2 Pin J To J2 Pin J To J2 Pin J 0.983726 0.985439

OPEN To J2 Pin J OPEN OPEN OPEN 0.985439 0.987152

OPEN To J2 Pin J OPEN OPEN To J2 Pin J 0.987152 0.988865

OPEN To J2 Pin J OPEN To J2 Pin J OPEN 0.988865 0.990578

OPEN To J2 Pin J OPEN To J2 Pin J To J2 Pin J 0.990578 0.992291

OPEN To J2 Pin J To J2 Pin J OPEN OPEN 0.992291 0.994004

OPEN To J2 Pin J To J2 Pin J OPEN To J2 Pin J 0.994004 0.995717

OPEN To J2 Pin J To J2 Pin J To J2 Pin J OPEN 0.995717 0.997430

OPEN To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J 0.997430 0.999143

To J2 Pin J OPEN OPEN OPEN OPEN 0.999143 1.000857

To J2 Pin J OPEN OPEN OPEN To J2 Pin J 1.000857 1.002570

To J2 Pin J OPEN OPEN To J2 Pin J OPEN 1.002570 1.004283

To J2 Pin J OPEN OPEN To J2 Pin J To J2 Pin J 1.004283 1.005996

To J2 Pin J OPEN To J2 Pin J OPEN OPEN 1.005996 1.007709

To J2 Pin J OPEN To J2 Pin J OPEN To J2 Pin J 1.007709 1.009422

To J2 Pin J OPEN To J2 Pin J To J2 Pin J OPEN 1.009422 1.011135

To J2 Pin J OPEN To J2 Pin J To J2 Pin J To J2 Pin J 1.011135 1.012848

To J2 Pin J To J2 Pin J OPEN OPEN OPEN 1.012848 1.014561

To J2 Pin J To J2 Pin J OPEN OPEN To J2 Pin J 1.014561 1.016274

To J2 Pin J To J2 Pin J OPEN To J2 Pin J OPEN 1.016274 1.017987

To J2 Pin J To J2 Pin J OPEN To J2 Pin J To J2 Pin J 1.017987 1.019700

To J2 Pin J To J2 Pin J To J2 Pin J OPEN OPEN 1.019700 1.021413

To J2 Pin J To J2 Pin J To J2 Pin J OPEN To J2 Pin J 1.021413 1.023126

To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J OPEN 1.023126 1.024840

To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J To J2 Pin J 1.024840 1.026553

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TABLE 11. CINCH HARNESS, CENTER, 737-300, -400, -500 TANK UNIT CALIBRATION

J2 Pin B J2 Pin A J2 Pin M J2 Pin P J2 Pin R J2 Pin CCinch TUMinimum

Cinch TUMaximum

OPEN OPEN OPEN OPEN OPEN OPEN 0.940449 0.942281










































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TABLE 11. CINCH HARNESS, CENTER, 737-300, -400, -500TANK UNIT CALIBRATION -- CONT’D

J2 Pin B J2 Pin A J2 Pin M J2 Pin P J2 Pin R J2 Pin CCinch TUMinimum

Cinch TUMaximum























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TABLE 12. CINCH HARNESS, CENTER, 737-300, -400, -500COMPENSATOR CALIBRATION

J2 Pin H J2 Pin T J2 Pin U J2 Pin K J2 Pin NCinch Comp

MinimumCinch Comp

Maximum

































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TABLE 13. GOODRICH HARNESS, LEFT & RGT MAIN, 737-300, -400, -500TANK UNIT CALIBRATION

J2 Pin B J2 Pin A J2 Pin M J2 Pin P J2 Pin R J2 Pin CGoodrich TU

MinimumGoodrich TU

Maximum










































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TABLE 13. GOODRICH HARNESS, LEFT & RGT MAIN, 737-300, -400, -500TANK UNIT CALIBRATION - CONT’D


MinimumGoodrich TU

Maximum
























harold.francis


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TABLE 14. GOODRICH HARNESS, LEFT & RGT MAIN, 737-300, -400, -500COMPENSATOR CALIBRATION

J2 Pin H J2 Pin T J2 Pin U J2 Pin K J2 Pin NGoodrich Comp

MinimumGoodrich Comp

Maximum

































harold.francis


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TABLE 15. GOODRICH HARNESS, CENTER, 737-300, -400, -500 TANK UNIT CALIBRATION


MinimumGoodrich TU

Maximum































OPEN To

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