AGÊNCIA NACIONAL DE AVIAÇÃO CIVIL - BRASIL. REPORT No. H

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1 AGÊNCIA NACIONAL DE AVIAÇÃO CIVIL - BRASIL REPORT No. H BRAZILIAN REQUIREMENTS FOR ACCEPTANCE OF THE BOEING COMMERCIAL AIRPLANE COMPANY B , -400, -500, -600, -700 & -800 SERIES AIRCRAFT MODELS NELSON EISAKU NAGAMINE Manager, Programs Management Aeronautical Product Certification Date: 12 April 2011

2 BRAZILIAN REQUIREMENTS FOR ACCEPTANCE OF THE BOEING , -400, -500, -600, -700 & -800 SERIES AIRCRAFT MODELS 01 - INTRODUCTION This document has the objective to establish the basis for the issuance of the Brazilian Import Type Certificate (Certificado de Homologação de Tipo para Importação) and Brazilian Standard Airworthiness Certificate (Certificado de Aeronavegabilidade) for the above aircraft CERTIFICATION BASIS The Certification basis for the aircraft are those indicated in the FAA Type Certificate Data Sheet n A16WE, revision 38 dated 31 May 2006 or later revisions, plus any addition or deletion established in paragraphs 05, 06, 08 and 09 of this report. 03 DEFINITION OF THE AIRCRAFT The type design which was submitted for ANAC evaluation and which is considered for ANAC approval is defined by the following: a. For models , -400 and 500 series: General assembly DWG. N plus: - MODEL B FAA Interior Certification Diagram nº 65C30192, dated 18 April MODEL B FAA Interior Certification Diagram nº 65C33721, dated 30 September MODEL B737-3Y FAA Interior Certification Diagram nº 65C31972, dated 16 January MODEL B737-36Q FAA Interior Certification Diagram nº 65C45304, dated 22 September MODEL B737-36N FAA Interior Certification Diagram nº 65C35326, dated 18 August MODEL B737-3Q4 FAA Interior Certification Diagram nº 65C33715, dated 18 November MODEL B737-33A FAA Interior Certification Diagram nº 65C32733, dated 08 November MODEL B737-3K9 FAA Interior Certification Diagram nº 65C33459, dated 22 June MODEL B737-3S1 FAA Interior Certification Diagram nº 65C35895, dated 09 April MODEL B737-3L9 FAA Interior Certification Diagram nº 65C30971, dated 21 May MODEL B737-3Q8 FAA Interior Certification Diagram nº 65C34085, dated 30 August MODEL B737-3U3 Boeing letter CP-L4L , dated 13 October 2009; Detail Specification no D , rev. A, dated 22 October 1997; and Interior arrangement diagram LOPS , rev. H, for S/N MODEL B737-33R FAA Interior Certification Diagram nº 65C35904, dated 09 June 1997.

3 - MODEL B737-3S3 Boeing letter B-T , dated 03 June MODEL B737-3M8 Boeing letter B-T , dated 03 June MODEL B Boeing letter C1-L , dated 10 June 2004; FAA Interior Certification Diagram nº 65C31978; Detail Specification no D , rev. H, dated 25 August 1989; and Interior arrangement diagram LOPS , rev. D. - MODEL B Boeing letter C1-L dated 21 June 2004; Boeing letter C1-L4L dated 9 September 2004; Boeing letter C1-L4L dated 27 May 2005; Boeing letter C1-L4L dated 31 January 2006; Boeing letter C1-L4L dated 31 October 2007; FAA Interior Certification Diagram nº 65C32735; Detail Specification no D , rev. S, dated 30 April 1990; Interior arrangement diagram LOPS , rev. F for S/N 24379, 24452, 24453, and 24532; Interior arrangement diagram LOPS , rev. M for S/N 23952, 23955, 23956, 24247, and 24249; Interior arrangement diagram LOPS , rev. A for S/N 24666, and 24670; and Interior arrangement diagram LOPS , rev A for S/N MODEL B Boeing letter C1-L4L dated 09 August 2005; General Assembly drawing no ; Detail Specification no D , rev F, dated 15 February 2005; and Interior arrangement diagram LOPS , rev D, for S/N MODEL B737-4Y0 FAA Interior Certification Diagram No 65C34083, dated 05 July MODEL B737-46B Boeing letter M-ABOH , dated 24 September 2002; and FAA Interior Schematic LOPA MODEL B737-4S3 Boeing Letter C1-L4L , dated 21 May 2004; FAA Interior Schematic LOPA ; and Detail Specification D , rev. A, dated 31 March Boeing Letter CP-L4L , dated 30 September 2010; Interior arrangement diagram LOPS , rev E for S/N MODEL B737-48E Boeing Letter C1-L4L , dated 21 May 2004; FAA Interior Schematic LOPA ; and Detail Specification D , rev. H, dated 29 July MODEL B737-5Y0 FAA Interior Certification Diagram nº 65C36152, dated 16 October MODEL B FAA Interior Certification Diagram nº 65C35897, dated 19 September MODEL B737-5Q8 FAA Interior Certification Diagram nº 65C36440, dated 09 December Page 3 of 45

4 - MODEL B737-53A FAA Interior Certification Diagram nº 65C35894, dated 26 September MODEL B737-56N FAA Interior Certification Diagram nº 401N5002, dated 17 September MODEL B737-58E Boeing letter B-T , dated 29 May b. For models , -700 and -800: Final Assembly DWG. nº PL 001A0001, rev. BP, dated 16 September 1998 plus: - MODEL B737-73S Detail Specification D , rev. D, dated 20 December MODEL B737-7L9 Boeing letter M-ABOH-BAS , dated 19 March 2001; Boeing letter L4L , dated 13 February 2006; Detail Specification D ; Interior arrangement diagram LOPA , revision - for S/N and 28015; and Interior arrangement diagram LOPA , revision G for S/N MODEL B737-75B Boeing letter M-ABOH-BAS , dated 19 March MODEL B737-76N Detail Specification D Detail Specification D019A001GEF37P-1, rev A, dated 15 February 2006 applicable to S/N 32743; Interior arrangement diagram LOPA , rev. U for S/N 28577, 28580, 28582, 28583, 28584, 28585, 29904, and 29905; Interior arrangement diagram LOPA , rev. G for S/N 28640, and 30830; and Interior arrangement diagram LOPA , rev. A for S/N (Boeing letter C1-L4L dated 18 October 2005). Boeing letter C1-L4L dated 03 July 2008 applicable to aircraft S/N and 33380; Interior arrangement diagram LOPA , rev E; Detail Specification D rev AA. - MODEL B737-76Q Boeing letter B-H , dated 11 April MODEL B737-7Q8 Interior arrangement LOPA , dated 30 September MODEL B IGW (-7BC) Boeing Letter M-AB0H , dated 25 November 2003 for aircraft S/N (YG040); Configuration Specification Document nº D019A002, rev.g, dated 11 May 2000; and Boeing letter B-H , dated 11 February MODEL B737-7K9 Boeing Letter C1-L4L dated 23 December 2004; FAA Interior Schematic LOPS Revision J; and Detail Specification D rev. B, dated 17 September MODEL B737-73V Boeing Letter C1-L4L dated 01 September 2006 applicable to S/N and 30242; Boeing Letter C1-L4L dated 31 October 2008 applicable to S/N 30239; Boeing Letter C1-L4L dated 05 December 2008 applicable to S/N and 30247; Interior arrangement diagram LOPA , rev. G for S/N 30238, 30239, Page 4 of 45

5 and 30247; Interior arrangement diagram LOPA , rev. `-` for S/N 30242; and Detail Specification D019A00EZY37P-01, rev G, dated 19 December 2003 applicable to S/Ns 30238, 30242, and MODEL B737-7EA Boeing Letter C1-L4L dated 11 December 2007 applicable to S/N 32406; Boeing Letter C1-L4L dated 06 March 2008 applicable to S/N 32407; Interior arrangement LOPA rev A, for aircraft S/N and 32407; and Detailed Specification D019001A2ZX37P-1 rev A, applicable to S/N and MODEL B737-7EH Boeing Letter B-H dated 25 June 2009 applicable to S/N 37595; Interior arrangement LOPA rev H, for aircraft S/N 37595; and Detailed Specification D019A001GOT37P-1 rev A, applicable to S/N Boeing Letter RA , dated 25 March 2011, applicable to S/N and Interior arrangement LOPA ; and Detail Specification D019A001GOT37P-2 rev New. - MODEL B737-73A Boeing letter C1-L4L dated 27 June 2008 applicable to aircraft S/N and 28500; Interior arrangement diagram LOPA , rev G; Detail Specification D rev AA. - MODEL B737-7BX Boeing Letter C1-L4L , dated 31 July 2008; Interior arrangement LOPA , rev N for aircraft S/N and 30739; and Detailed Specification D019A001MID37P-1, rev B, dated 03 July MODEL B737-8S3 Boeing letter B-H , dated 02 July MODEL B737-8BK Boeing Letter B-H , dated 24 March 2006; Interior arrangement LOPA , dated 01 Mar for aircraft S/N and Interior arrangement LOPA for aircraft S/N MODEL B737-8CX Boeing letter B-H , dated 18 December FAA Interior Schematic LOPA , rev `-`, and Detail Specification D019A001GAT38P-01, rev G dated 06 March MODEL B737-85F Interior arrangement LOPS , rev. C, dated 30 January 2002 (0 zero PAX). - MODEL B737-83N Boeing Letter C1-L4L dated 15 February 2005; Interior arrangements LOPA Revision N and LOPA , Revision E; Detail Specification D019A001AAT38P-1 rev. F dated 25 October MODEL B737-8EH Boeing Letter B-H dated 14 April 2006; Interior arrangements LOPA Revision H, LOPA Revision E and LOPA Revision B; Detail Specification D019A001GOT38 original issuance; and Boeing letter B-H dated 15 June 2007 includes B737-8EH models which incorporates the major change Technology Insertion CFM International engines CFM56-7B27/3 series on aircrafts S/Ns , , The model B737-8EH is a Short-Field Performance (SFP) aircraft with the following modifications: two position tailskid, winglet lift credit, increased flight spoiler Page 5 of 45

6 deflection on ground, reduce idle thrust delay after touchdown, revised FMC for improved performance, sealed slats for all takeoff flap position and recambered main landing gear. Boeing Letters B-H dated 19 November 2007 and B-H dated 14 December 2007; Detailed Specification D019A001GOT38P-1 Rev A dated 28 February 2007, applicable to S/Ns and CSOS Log Report number GOT38W0000 defined to S/Ns , , 35824; Interior arrangement diagram LOPA Rev A. Boeing letter B-H dated 19 March 2009; Detailed Specification D019A001GOT38P-1 Rev C dated 29 August 2008 applicable to S/N 35825, , 36566, , The LOPA applicable to each one airplane is defined in the above Detailed Specification. Boeing letter B-H dated 01 December 2009; Detailed Specification D019A001GOT38P-1 Rev E dated 01 December 2009 is applicable to S/N 35831, 35832, 35835, 36596, The LOPA is applicable to S/N 35831, 35832, 36596, , and LOPA is applicable for S/N Boeing letter B-H dated 10 August 2010 extended the applicability of LOPA for S/N to Boeing Letter RA , dated 25 March 2011, applicable to S/N to 35846, and Interior arrangement LOPA applicable to S/N to 35844, and Interior arrangement LOPA applicable to S/N and Detail Specification D019A001GOT38P-2 rev New - MODEL B737-8Q8 Boeing Letter C1-L4L dated 14 November 2006; Interior arrangement diagram LOPA , rev. E; and Detail Specification D , rev AC, dated 31 August MODEL B737-86N Boeing Letter C1-L4L dated 04 January 2007; General Assembly Drawing 001A Interior arrangement diagram LOPA , rev. G for S/N 28616; and Detail Specification D , rev V. Boeing Letter C1-L4L dated 01 October 2007; Interior arrangement diagram LOPA , rev AB for S/N and and Detail Specification D , rev Y. - MODEL B737-8AS Boeing Letter C1-L4L dated 23 May 2007; Interior arrangement diagram LOPA , rev. G; and Detail Specification D , rev K dated 27 October MODEL B Boeing Letter C1-L4L dated 01 October 2007; Interior arrangement diagram LOPA , rev M for S/N and and Detail Specification D , rev F. Boeing Letter CP-L4L dated 10 April 2009; Interior arrangement diagram LOPA , rev new for S/N Detail Specification D019A001MDN38P-1, rev A. - MODEL B737-8HX Boeing Letter B-H dated 30 June 2008; Interior arrangement diagram LOPA , rev D for S/N and Detail Specification D019A001CGP38P-1, rev C. Page 6 of 45

7 04 - CHANGES TO THE APPROVED TYPE DESIGN a. Any design change, to be incorporated in Brazilian aircraft, must be FAA approved. b. In addition to the provision of item (a), all major changes to the approved type design which affect the aircraft limitations, structural strength, performance, flight characteristics and the approved main equipment list, must be submitted for ANAC review, before Export Certificate of Airworthiness issuance. c. Different interior arrangements (cabin configuration) must be submitted for ANAC review and approval before incorporation in Brazilian aircraft. d. For each aircraft finished or modified by a Completion Center/Repair Station the following procedure apply: - All the new installations must be submitted to the local airworthiness authority approval. - The TC/STC holder must follow the procedures established in the ANAC Informative Circular CI No Procedures for Approval of Imported Civil Aeronautical Products, paragraph 6, Procedures for Issuance of Import Supplemental Type Certificate for Aircraft. - The annex IV of this report presents the list of CHST s (STC s) and AFM s supplements approved by FAA or LBA and validated by ANAC COMPLIANCE WITH THE BRAZILIAN OPERATING REGULATIONS a. Compliance with the operating regulations appropriate to the kinds of operations to be conducted, are incumbent upon the Brazilian operator. However, the application of such regulations may require the installation of equipment and/or application of standards in addition to those required for Airworthiness Certification. Boeing Commercial Airplane Company is reminded that it is responsible to furnish to the ANAC the existing technical data or information which might be deemed necessary to the ANAC to approve locally such installations or operations. b. The modification below must be installed in the Aircraft to comply with the applicable RBHA operational requirement: - Emergency locator transmitter (ELT), portable or fixed, in order to comply with RBHA and FLIGHT MANUAL A Brazilian Flight Manual Supplement incorporating the changes listed below in respect to the FAA approved document, shall be furnished to each aircraft exported to Brazil: 6.1 The Supplement shall be organized in Sections and Paragraphs entitled and numbered in direct correspondence to the FAA approved AFM to permit an easy cross-reference of the Supplement information with that of the basic AFM. The Supplement Approval Page (see a suggested model in Annex II) shall: - Indicate its mandatory nature for Brazilian operators; - Stating the AFM is in accordance with RBHA 21.29; and - Be signed by ANAC or by FAA, on behalf of ANAC. Items 6.2 through 6.13 are applicable only to Models , -400 and 500: 6.2 The following additional information shall be included in the Supplement to complete the basic AFM information regarding malfunctions and failures in the control systems: a) On Section page 2 Hydraulic System - remove: if desired ; b) On Section 3.2, page 7, include: Loss of both hydraulic systems and corresponding procedures (see Ops. Manual for reference); Page 7 of 45

8 c) On Section 3.2, include: leading edge flaps transit light procedures as per Ops Man. Pg ; d) On section 3.2 page 6, Jammed Controls, * include instructions for jamming in each control axis; e) Inclusion of auto-slat failure procedures on section 3.2; f) Inclusion of feel differential pressure failure procedures in section 3.2 advising the flight crew to avoid excessive elevator inputs; g) Inclusion of Mach trim failure speed limitation in section 3.2, according to Ops. Manual; h) Inclusion of Speed brake do not arm procedures in Section 3.2 (see Ops Manual); i) Inclusion of Stabilizer-out-of-trim procedures in Section 3.2 according to Ops Manual pg ; and j) On Section 3.2 page 5 0 Alternate flap operation - Include note advising crew that asymmetry protection is not available (as per Ops Manual pg ). 6.3 Deleted per CTA fax 188/93 dated 19 February Substitute the words Do not engage autopilot for single channel approach by Do not engage autopilot for approach on page 2, section 3.2, IRS fault paragraph. Note: Item deleted from Supplement 1CTA and included in the basic FAA AFM (CTA fax 1757/97 dated 26 September 1997 refers). 6.5 The AFM Supplement shall include information to correct and adjust the required normal landing field length for the non-normal landing configurations such as: - all flaps up; - unsymmetrical or no leading edge devices; - unsymmetrical trailing edge devices; and - trailing edge flaps up. 6.6 Deleted - Justification provided by Boeing letter B-225R dated 14 June The chart on page 11, section 4.13 (stopping distance with automatic wheel brakes) should use landing speed instead of approach speed as defined on page 5, section 4.1 (Definitions). 6.8 The maximum crosswind definition on page 8 of Section 4.1 should be revised by deleting the sentence: This component is not considered to be limiting on a dry runway with all engines operating. 6.9 The AFM Supplement shall establish a procedure to use the alternate static source switch in case of failure of the normal static pressure system Deleted-Justification provided by Boeing letter B-225R-RD dated 03 September A procedure for disagreement between the gear lever position and red lights must be established in the AFM Supplement The go-around procedure as shown on page 14, section 3.1, does not establish the attitude or the minimum airspeed for go-around and therefore, should be revised The basic AFM shall present weight and temperature units in Kg and C Conclusion: The CTA approved AFM Supplement 1CTA - revision 03 - dated 14 November 1997 complies with the requirements above. For the B model the approved AFM is the document D , revision 27 (Reference Number ) approved by FAA on 25 May Item closed. Page 8 of 45

9 Note: For the B Series only, CTA has approved on 21 October 1991 the Supplement 2CTA Grooved or Porous Friction Course Overlayed Runway Landing Performance, Wet or Dry. Items 6.14 through 6.16 are applicable only to Models , -700 and 800: 6.14 The AFM presented to the CTA for review was D631A001, dated 07 Nov. 1997, including the following appendices and supplement: - Appendix 20 - Engine Derate Operation at 20K Thrust; - Appendix 22 - Engine Derate Operation at 22K Thrust; - Appendix CDL - Configuration Deviation List /-200/-300/-400/-500/-700/-800; - Supplement 1CTA The Brazilian AFM shall be based in the FAA AFM but including the following modifications in the affected pages of the Supplement 1CTA to complete the basic AFM information: FMS a) Pilot manually inserted approach procedures, even with waypoints retrieved from the FMS database, are prohibited ; b) Before performing a FMS approach the crew must verify the correspondence between FMS waypoints / altitudes and the published chart data"; Engine failure during takeoff A procedure for engine failure during takeoff after V 1 was not found either in the AFM, Quick Reference Handbook (QRH) or OPS Manual. Although a pictorial trajectory with some details can be found in the QRH, CTA does not consider this as a procedure. Therefore, CTA requests an Engine failure during takeoff after V 1 procedure to be inserted in the Brazilian AFM Supplement The Brazilian AFM for the B IGW, applicable to the specific model 737-7BC is the FAA approved AFM document no. D631A001.7BC2, Revision 4 dated 25 February 2004, including the supplement CTA1. (Log of Pages ). Conclusion: The FAA approved AFM document no. D631A001.7BC2, Revision 4 dated 25 February 2004, including the supplement CTA1, complies with the items above. Item closed Boeing will provide a Brazilian AFM Supplement 1CTA for the models 737-4S3 and E. The corresponding FAA approved AFM document number for the 737-4S3 model is D S31 and for the model E is D E. Conclusion: Boeing Letter C1-L4L dated 21 May Item closed Boeing will provide a Brazilian AFM Supplement 1CTA for the models and The corresponding FAA approved AFM document number for the model is D and for the model is D Conclusion: Boeing Letters C1-L4L dated 10 June 2004 and C1-L4L dated 21 June Item closed The Brazilian AFM applicable to the specific model 737-7K9 is the FAA approved Page 9 of 45

10 AFM document no. D631A001.7K9, Revision 6 dated 14 December 2004, including the supplement CTA1. (Log of Pages ). Conclusion: The FAA approved AFM document no. D631A001.7K9, Revision 6 dated 14 December 2004, including the supplement CTA1, complies with the items above. Item closed The Brazilian AFM applicable to the specific model N is the FAA approved AFM document no. D631A001.83N2, including the supplement 1CTA rev. 2. (Log of Pages ). Conclusion: The FAA approved AFM document no. D631A001.83N2, including the supplement 1CTA rev 2, complies with the item above. Item closed Boeing will provide a Brazilian AFM Supplements 1CTA and 2CTA for the model The corresponding FAA approved AFM document number for the model is D Q83. Conclusion: Boeing Letter C1-L4L dated 09 August AFM D Q83 dated 15 August Item closed Boeing will provide a Brazilian AFM Supplements 1CTA and 2CTA for the model S/N The corresponding FAA approved AFM document number for the model is D Conclusion: Boeing Letter C1-L4L dated 15 August Item closed The Brazilian AFM applicable to the specific model N is the FAA approved AFM document no. D631A001.76N, including the supplement 1CTA. (Log of Pages ). Conclusion: The FAA approved AFM document no. D631A001.76N, Revision 27 dated 30 September 2005, including the supplement 1CTA, complies with the item above, Boeing Letter C1-L4L dated 18 October Item closed The Brazilian AFM applicable to the specific model 737-7L9 is the FAA approved AFM document no. D631A001.7L92, including the supplement 1 CTA. Conclusion: Boeing Letter C1-L4L dated 13 February Item closed The Brazilian AFM applicable to the specific model 737-8EH Short Field Performance is the FAA approved AFM document no. D631A001.8EH, including the supplement 1 CTA (Log of Pages ). Revision 13 of the document no. D631A001.8EH dated 18 June 2007 (Reference Number ) includes the B737-8EH models which incorporates the major change Technology Insertion CFM International engines CFM56-7B27/3 series. Conclusion: Item closed The Brazilian AFM applicable to the specific model V is the FAA approved AFM document no. D631A001.73V2, revision 0 dated 21 September 2006, including the supplement 1 CTA. Conclusion: Item closed The Brazilian AFM applicable to the specific model 737-8Q8 is the FAA approved AFM document no. D631A001.8Q82, Revision 33 dated 21 November 2006, including the supplement 1 CTA. Conclusion: Item closed. Page 10 of 45

11 6.28 The Brazilian AFM applicable to the specific model N is the FAA approved AFM document no. D631A001.86N2, Revision 39 dated 18 December 2006, including the supplement 1 CTA. Conclusion: Item closed The Brazilian AFM applicable to the specific model 737-8AS is the FAA approved AFM document no. D631A001.8AS2. Conclusion: Item closed. Page 11 of 45

12 07 - OPTIONAL INSTALLATIONS. All optional installations required by the Brazilian operators and incorporated by The Boeing Co., in addition to the Type Design defined in section 03, must be approved by the FAA MARKINGS AND PLACARDS. All markings and placards for passenger information under normal or emergency conditions must be in Portuguese (or English and Portuguese). External markings for emergency operation of doors, normal ground operation of cargo doors and for certain servicing operations must be in Portuguese (or bilingual). Markings and placards indicating maximum loads in cargo and baggage compartments must also be presented in Portuguese (or bilingual). All others markings and placards not included in the proposals defined by the items a. and b. above shall be maintained in English Language. Some usual acceptable translations to Portuguese of these required markings and placards are presented in Annex III, but they are not intended to be unique and neither complete FINDINGS, PENDING ITEMS AND COMMENTS The items included in this paragraph represent ANAC concerns in respect to the type design or the substantiation presented for ANAC review. These items are classified as findings, pending items and comments, according with the following criterion: Findings are those points of concern which must be solved before the issuance of the Brazilian TC. Findings 01 through 29 are applicable only to Models , -400 and -500: 01 - Stall Warning System It was noted that the stall warning system is not considered essential by Boeing and even the MMEL permits aircraft dispatch with one system inoperative. A review of flight tests reports indicates that the natural stall margins and the stall characteristics in some configurations do not show compliance with the applicable requirements. Pending the results of the ANAC flight testing the system may be considered essential and therefore its failure probability must fall in the improbable range. It was noted that an advanced system has been designed, including dedicated vanes, separated sensors and fed by the stand-by electric power. (Production effectively LN 1225). After having reviewed additional reliability data concerning both systems the ANAC reached the conclusion that dispatch with one system inoperative would be acceptable for a period not to exceed 18 flight hours, provided the operative system is verified to operate normally before each departure. Conclusion: The CTA AD has been issued in November 1988 imposing this MEL limitation for the series (the AD has been revised in August 1989 to include the series and further revised, in November 1997, to include the series). Item closed. Page 12 of 45

13 02 - Flaps Asymmetry Detection and Protection Systems The non-existence of a warning to advise the pilots of an asymmetric flaps condition associated with the fact that under alternate electric operation, the trailing edge flaps are not protected against asymmetry, is criticized. The CTA believes that, at least, the AFM should contain such information for pilots awareness. Conclusion: The AFM Supplement 1CTA has included this information on Section 3.2. Item closed Rotor Non-Containment The rotor non-containment report D , although covering all critical systems for the aircraft safety, does not contain basic information to permit an assessment of the information supplied. Additional details are required, regarding: dimensions of rotor debris; distances from targets; dimensional definitions of vulnerable zones (both 5 & 15 degrees); angular impact zones in the vertical planes; etc. Conclusion: The Engine Rotor Non-Containment Report n (CAA) has been submitted for compliance with this requirement. This additional information has been reviewed and accepted. Item closed Illuminated Passenger Information Placards Illuminated Exit placards over exits, aisles and dividers, to facilitate emergency egress of passengers, shall be supplied in Portuguese (or bi-lingual). The minimum letters dimensions and height/width ratio required by the regulations shall be respected for the Portuguese translation SAÍDA. Equivalent safety for (b) (i) in respect to the height/width ratio is acceptable. Illuminated NO SMOKING/FASTEN SEAT BELTS and NO SMOKING IN LAVATORY placards shall also be supplied in Portuguese (or bilingual). Conclusion: See applicable translations on Annex III.a. Item closed Slide Operation Due to the fact that slide may not inflate automatically under certain emergency conditions, an additional door placard in Portuguese (or bilingual) instructing the crew to inflate slide manually, is required. Conclusion: See applicable translations on Annex III.a. Item closed Flight Crew Emergency Exits Converted into comment 09.c Aircraft Static Tests It was found that static tests data, obtained on former 737 models, were used to some extent to substantiate stress analysis results, weight increases, stress levels on critical components, etc. The structural certification substantiation of the 300 model was made only by analysis, not including the fitting factor of at least 1.15 in the attachments of main structural components such as: wing-fuselage, wing engine strut, empennage fuselage, etc. The section (b) (1) only allows the nonutilization of fitting factors if comprehensive test data are available. A summary of the tests results and a comparison with analytical results for critical load conditions is required for justification of that approach. Page 13 of 45

14 Conclusion: A summary correlation analysis between the static tests results and the stress analysis reports has been submitted by Boeing letter B-225R dated 13 July 1988 and accepted by the CTA. Item closed Consistency of Elevator Flutter Analysis The figure of report D shows no flutter instabilities for unbalanced elevator with power off. Such results were discussed to some extent and additional data has been requested. New flutter limits were presented in a draft figure and considered acceptable. A copy of the report above including the revised figures, when available, is requested. Conclusion: The complementary information for the elevator flutter analysis has been supplied through revision C to report D forwarded by letter B-225R dated 15 July Item closed Deleted Temperature Criteria Substantiation for Allowables Data in Composite Materials The temperature used to determine the environmental factor on the allowable strain levels was 130 F (54 C). The CTA is concerned that the temperature developed inside the control surface exceeds such value in a hot day. The criterion used to guarantee that such temperature limit is not exceeded in service is required. Conclusion: The temperature criteria adopted by Boeing for determination of the allowable data for composite materials has been supplied by letter B-225R-RD dated 15 July 1987 and was accepted by the CTA. Item closed Scatter Factor for Landing Gear Fatigue Life Conclusion: deleted per CTA letter 1233/86 dated 14 November Item closed Bird Impact on the Aircraft Structure and Empennage Converted into comment 09.c Blow-Out Panel on Aft Cargo/Rear Under Floor Compartments Bulkhead A blowout panel will be incorporated on production line aircraft in the bulkhead dividing aft cargo/rear compartments to reduce high stresses on floor beams just above the small/rear K compartment in case of a sudden loss of pressure. It s recommended that a Service Bulletin incorporating this feature as a retrofit in Brazilian aircraft be released as soon as possible. Conclusion: The SB covers this subject and is applicable to the aircraft up to LN 1527 (correspondence to SN is found on SB Index Part 3), which is therefore mandatory to affected Brazilian aircraft. All other , and have an equivalent modification incorporated in production. Item closed Ditching Investigation Converted into comment 09.c Design Trailing Edge Flap Speed for 40 The flap system has a load limit device, which retracts the flap from 40 to 30 when the speed exceeds 160 kt. The design flap speed is 158 kt, therefore no tolerance was given to this speed in the placard as it was for the other positions. Additionally, in case of a single failure on the limit load device system, for which no warning is provided, the speed may be exceeded and consequently the design loads for the flap. Page 14 of 45

15 Conclusion: This item was closed in the basis of the justification presented by Boeing letter B225R dated 14 June 1988 and on results of the CTA flight testing (see finding 09.a.20). Item closed. 16 Incorporation of existing optional systems on Brazilian approved type design The following optional systems shall be installed on Brazilian aircraft: a) Warning light indicating that primary instruments are being fed only by one source of IRS or EFIS symbol generator (switches of the forward overhead panel out of NORMAL position). Conclusion: Aircraft exported in non-compliance shall accomplish Boeing SB before starting commercial operations. Item closed. b) Comparator/Disagree Warning for pilot/copilot attitude information (EFIS and non EFIS configurations) Conclusion: This feature became basic on EFIS aircraft at line number 2768, and was optional for EFIS aircraft prior to that line number and for all non- EFIS aircraft (which is the reason for the CTA requirement). Boeing letter B- T , dated 08 October 1997, pertains to this subject. Item closed. c) One HF communication system Conclusion: Brazilian operational requirement. Item closed. d) Deleted. e) Emergency evacuation floor path system Conclusion: Deleted - The system is part of the basic type design. Item closed. f) Radome with diverter strips and conductive paint (BMS Type 1) for lightning protection. Conclusion: Deleted - The system is part of the basic type design. Item closed Electric Load Analysis As no limitation of maximum allowable electrical load for each generator is included in the flight manual for pilots monitoring, the CTA requires that the load analysis report for each Brazilian aircraft must take in consideration that the sum of each generator loads plus the 115 VAC transfer bus loads of the other generator, shall not be greater than 43.1 KVA (For 45 KVA rated generator). Conclusion: Accepted by the CTA in the basis of the FAA approval. Item closed Pressure refueling system The design of the pressure refueling system is not in compliance with RBHA/14 CFR Part (b) (1) and (2). Item (1) cannot be complied with because it is not possible to perform a fueling precheck on the float valve. Item (2) is not complied with because the indicating light will not inform about a failed solenoid valve stuck in the open position. No justification for such non-compliance has been provided. Page 15 of 45

16 Conclusion: The FAA letter dated 27 October 1986 to CTA explains that the pressure refueling system is unchanged in respect to the B and -200 models and was accepted by the FAA for the and later series in the basis of satisfactory service experience. According to FAA compliance with the subject requirement is demonstrated by means of the refueling procedure itself accomplished successfully. Accepted by the CTA in the basis of the FAA approval. Item closed Fire extinguishing concentration tests for the APU installation. Compliance with the fire extinguishing concentration tests required by RBHA/14 CFR Part (b) was not shown. No justification for such non-compliance has been provided. Conclusion: The APU fire extinguishing system has been certified by similarity with the -200 installation which was approved by analysis as permitted by the subject requirement prior to amendment (Boeing letter 1205/87 dated 4 August 1987 refers) - Accepted by the CTA in the basis of the FAA approval. Item closed Flight Test a) A flight test program must be accomplished in a Boeing representative aircraft to complete the CTA evaluation. Conclusion: The CTA flight test program has been conducted on 30 Junee 1988 using a B737-3Y0 aircraft tab number PP843. No additional findings have resulted from those tests. Item closed. b) For certification of the B and -500 models the CTA has not performed a direct flight test evaluation but, instead, has reviewed the flight test program carried out for FAA certification. In general, the results of such program have been accepted by the CTA, but one concern has been raised in respect to the stall warning margin obtained for the with maximum weight of pounds in the 1/UP and 5/UP configurations, which were substantially lesser than the 5% required by the FAA Issue Paper F1. Therefore, acceptance of any model with maximum operational takeoff weight in excess of pounds, shall require CTA flight testing approval. Conclusion: This subject has been raised by the CTA fax msg. 213/93 dated 25 February 1993 and noticed by BOEING through letter 613/93 dated 22 March Item closed EFIS System Any first of a model EFIS system installed on Brazilian aircraft shall be flight tested. Conclusion: The CTA flight test program above referred was performed on an EFIS equipped aircraft. No concerns have been raised by the CTA pilots. Item closed. Page 16 of 45

17 22 - Simulator Flights An evaluation of the EFIS, auto-pilot, auto-throttle and control system malfunctions could not be carried out in a complete simulator (with vision and movement aids). Those simulator flights shall be performed before certification. Conclusion: The CTA simulator flight test program has been completed on 28 June No concerns were raised by the CTA pilots. Item closed. 23 Deleted. 24 Deleted Cabin evaluation A cabin evaluation was only accomplished in daylight conditions, either for the standard and EFIS configuration. A night light evaluation still needs to be accomplished. Conclusion: Completed at the time of CTA flight testing. No additional comments were raised. Item closed Engine vibration indicators Converted into comment 09.c Equipment cooling switch On the forward overhead panel all switches but the equipment cooling switch are forward for normal position. (Criticism only). Converted into comment 09.c Instruments in metric units The fuel instruments units for quantity, flow and used fuel shall indicate in kg, kg/h, kg respectively. Conclusion: Boeing presents the system with both metric and English unit. For the Brazilian Type Design metric units is required. Item closed Single reverse controllability during landing in wet runways No evidence was found that during landing in wet runways either the engines will not stop or that the aircraft is controllable in the ground up minimum reverser application speed under single reverse conditions. Compliance with this requirement is usually shown during the water ingestion tests performed in accordance with (d) (2), which were not conducted for the 300 certification. A justification for this condition is required. Conclusion: justification presented by Boeing letters B-225R-RD dated 08/10/87 and B-225R dated 30 September 1987, which were accepted by the CTA. Item closed. Page 17 of 45

18 Findings 30 through 51 are applicable only to Models , -700 and -800: 30 - Stall Warning System It was noted that the stall warning system is not considered essential by Boeing and even the MMEL permits aircraft dispatch with one system inoperative. CTA has found that the stall margins do not show compliance with the applicable requirements. Since BOEING has some restrictions to perform, with a non-instrumented aircraft, full stalls and after having reviewed additional reliability data (loss of a single stall warning channel) the CTA reached the conclusion that dispatch with one system inoperative would be acceptable for a period not to exceed 18 flight hours (the same period for /-400/-500 Brazilian models), provided the operative system is verified to operate normally before each departure. Note: See also finding 09.a.01 of this report. Conclusion: The CTA AD has been issued in November 1988 imposing this MEL limitation for the series (the AD has been revised in August 1989 to include the series and further revised, in November 1997, to include the series). The CTA AD will be revised to include the series. Item closed Absence of Flap 2 Position Warning According to RBHA/14 CFR Part (a), a takeoff warning system must be installed and provide to the pilots an aural warning that is automatically activated during the initial portion of the takeoff roll if the aircraft is in a configuration that would not allow a safe takeoff. As long as flaps 2 is not an approved configuration for takeoff, Boeing is requested to provide a rationale, which could include flight test data and/or analysis, to demonstrate that flaps 2 performance and flight characteristics do allow a safe takeoff. Conclusion: Closed based in the Document AERO-B-B114-C , forwarded by Fax message dated 11 November Item closed LNAV mode coupling during the takeoff It was not clearly understood if this mode is already approved, since the report C , page 4, states that the approval of this mode will be deferred to program, although the QRH seems to permit to use this mode. Boeing position is requested to present the substantiation of this mode utilization, in order to show compliance with RBHA/14 CFR Part Conclusion: The CTA agrees that this information can be kept in the QRH, based in the substantiation presented in Enclosure E of letter B-T , received 16 November Item closed Flight Test A flight test program must be accomplished in a Boeing 737 Next Generation (-600/ -700 /-800) representative aircraft to complete the CTA evaluation. Conclusion: The CTA flight test program has been conducted on 10 November 1998 using a B737-76N aircraft, serial number No additional findings have resulted from those tests. Item closed. Page 18 of 45

19 34 - Abused Takeoff (Applicable only to Models and ) Boeing is required to demonstrate compliance with RBHA/14 CFR Part (e) (4), which requires that the all engines takeoff case with out-of-trim condition may not result in marked increases in the scheduled takeoff distances. Conclusion: Closed by Boeing letter B-H dated 15 June Item closed Use of the ground spoilers for accelerate-stop and landing distances determination Converted into comment 09.c Illuminated Passenger Information Placards Illuminated Exit placards over exits, aisles and dividers, to facilitate emergency egress of passengers, shall be supplied in Portuguese (or bi-lingual). The minimum letters dimensions and height/width ratio required by the regulations shall be respected for the Portuguese translation "SAÍDA". Illuminated NO SMOKING/FASTEN SEAT BELTS and NO SMOKING IN LAVATORY placards shall also be supplied in Portuguese (or bilingual). Note: See applicable translations on Annex III.a. Conclusion: Closed by FAX message dated 13 November 1998, where BOEING states that the illuminated placards above mentioned will be provided in pictorial format, except by the "EXIT" placard. CTA agrees with this position. Item closed Slide Operation In order to emphasize the comments already presented in finding 09.a.05, for the B , -400 and -500, the CTA requires that the BOEING guarantees the installation of that required placard instructing the crew to inflate slide manually. Note: See the applicable translation on Annex III.a. Conclusion: Closed by FAX message dated 17 November Item closed Flight Crew Emergency Exits The dimensions of the flight crew emergency exits do not comply with the minimum established by the regulations RBHA/14 CFR Part (f). BOEING is required to show compliance with this requirement. Note: See also finding 09.a.06 of this report Conclusion: Closed by FAX message B-PFFG-PS98-C094, dated 17 November 1998, which presented the BOEING report D410N414, Rev. B. Therefore the /-700/-800 models compliance with RBHA/14 CFR Part (f) is accepted by the CTA based on similarity to the with presents a smaller window opening area. Item closed Bird Impact on the Aircraft Structure and Empennage Comparing to the comments already presented in finding 09.a.12, for the B , -400 and -500, the CTA has reviewed and accepted the 4 lb. bird impact substantiation for the entire aircraft. However, the CTA requires BOEING to present a rationale for not choosing the latest amendments associated to 8 lb bird impact in the aircraft empennage. Conclusion: CTA exemption to section RBHA/14 CFR Part will be based in the rationale presented by Enclosure F of letter B-T , received 16 November 1998, which refers to the FAA Certification Basis and Issue Paper G-1. Item closed. Page 19 of 45

20 40 - Cargo Compartment / Retention of Cargo No substantiation was found regarding to the cargo net capability to prevent the contents in the cargo compartments from becoming hazard by shifting under the applicable flight and ground loads conditions. BOEING is required to provide this substantiation, in order to show compliance with the section RBHA/14 CFR Part (b). Conclusion: Closed based in the commitment established by BOEING in FAX message dated 17 November BOEING is requested to sent copies of reports D101A and D453A018, when revised, in order to demonstrate that the fuselage is capable to withstand the above mentioned loads, resulting from the cargo shifting due to the absence of the cargo net. The CTA agrees with the considerations submitted by Fax message dated 12 November 1998, where the cargo net installation can be considered not necessary based in the weight and balance changes consequences. Item closed Aileron Mass Balance Weight Attachments The structural substantiation for the aileron mass balance weight attachments was not presented during the B /-700/-800 process of the validation. BOEING is required to show compliance with the section RBHA/14 CFR Part (c), regarding to this attachment. Conclusion: Closed based in FAX message dated 13 November Item closed Vibration and Buffeting (Applicable only to Models and ) Considering the substantiation presented to show compliance with the section RBHA/14 CFR Part (e) is applicable only to B model, the substantiation reports applicable to B and -800 models are required to be presented to CTA for evaluation. Conclusion: Closed by Boeing letter B-H dated 15 June Item closed Single reverse controllability during landing in wet runways No evidence has been shown that during landing in wet runways either the engines will not stop or that the aircraft is controllable in the ground under single or dual reverser application. Compliance with this requirement is usually shown during the water ingestion tests performed in accordance with section RBHA/14 CFR Part (d) (2), however, this has not been the case. Therefore BOEING is required to address the aircraft controllability, with asymmetric thrust during landing in a wet runaway. Note: See also finding 09.a 29 of this report Conclusion: (Only for models and -700) by Report D541A002 Sections C and C , forwarded by FAX message dated 13 November Item closed Fire detectors in the Tail Pipe Converted into comment 09.c Fire extinguishing agent concentration Converted into comment 09.c Deleted. Page 20 of 45

21 47 - Markings and Placards All the Markings and Placards categories indicated in section 8, as necessary to be translated to the Portuguese, must be provided by Boeing, in order to permit the CTA to determine the final wordings to be used and included in annex 3 of this report. A complete drawings set for all these placards, including their location at the aircraft, in order to define the placards intention must be submitted to the CTA. Conclusion: Closed By CTA Fax message 1823/HES/98 dated 17 December Item closed Seat Cushions/seat back flammability tests Boeing is requested to present for CTA review, the as delivered seat cushion/seat back configuration as well the test specimen configurations used for vertical flammability tests. Refers to RBHA/14 CFR Part (a) and Appendix F, Part I, item (b)(2). Conclusion: Closed based in the commitment established by BOEING in FAX message dated 19 November BOEING is requested to send copies of "seat flammability test results" reports from Weber Aircraft, in order to show the compliance with the above-mentioned requirements. (BOEING commits to finalize this task before beginning of revenue flights). Item closed IGW Series- Engine Type Certificate Boeing has applied the model 737-7BC (IGW) for Brazilian validation through the letter M-AB0H dated 25 Nov This model has the engines CFM56-7B27/B3 installed. In order to comply with RBHA/14 CFR Part (a), this CFM engine model is required to be certified in Brazil Status: CTA has received the application for Brazilian validation through the CFM letter 56/DJB/00604 dated 04 February 2004 and CTA have provided the guidelines to CFM through the CTA letter 193/FDH/2004 dated 16 Feb CFM has responded by message dated 09 March 2004 and CTA has included this engine type in the Brazilian TC no. 1999T09 on 10 March Item Closed The items below represents CTA concerns in respect to Supplemental Type Certificate (STC# ST00936NY) installed in the B IGW model which must be solved prior the aircraft S/N (YG040) delivery to Brazil. a) SFAR 88 Compliance: Pats Inc. indicated that changes to the Type design along with Periodic Inspections on system components will be required to comply with the intent of SFAR 88 Requirement. Although during the technical discussions, the philosophy adopted by Pats Inc. to develop the SFAR 88 analysis had been discussed, it was identified that the required changes and inspections, are not still cleared documented. In order to allow CTA be acquainted with the these changes and inspections, PATS Inc. is required to prepare and make available to the CTA, a list with all needed actions indicated by SFAR 88 analysis. Pats Inc. is required, as well, to present for each change and inspection, a description and the reasoning behind each one. Page 21 of 45