2023-07 · NASA ASRS report 2016859
B737 MAX 8 flight crew reported while preparing for approach; the aircraft alerting system displayed a reliability issue with the Captain's PFD and a Stab Out of Trim warning. The flight crew continued to landing at destination airport.
On Aircraft X from ZZZ1 to ZZZ; we experienced multiple failures and [requested priority handling] to land at ZZZ. En route; we experienced a failure of DISPLAY SOURCE 1 on the Captain's PFD (Primary Flight Display). The Captain ran the QRH while I continued to fly. The QRH directed that the EEC's (Electronic Engine Control) be placed in ALTN mode; and that the Captain's Flight Director data was possibly unreliable. We then completed normal arrival preparations and continued. This failure was discussed with our Arrival Briefing going into ZZZ and was factored into our decision making. We began the arrival with ATC vectors around Cumulonimbus build ups and were vectored for the ILS Runway XX into ZZZ. As the aircraft leveled off; we were vectored for a base turn for the approach when the STAB OUT OF TRIM annunciator came on. The autopilot and autothrottles were disconnected and I hand-flew and manually trimmed; as the Captain re-configured for a Flaps 15 Approach and landing for Runway XX into ZZZ. At this time; I began to help the Captain complete the STAB OUT OF TRIM QRH and The Captain ran speeds for a Flaps 15; manually flown and trimmed approach and landing; along with brake cooling data for XX. Once we configured; the Captain called ATC; [requested priority handling]; briefed the flight attendants and made an announcement to the passengers over this Public Address System. I continued to hand-fly the vectors assigned by ATC and was vectored to the north of the airport for the RNAV GPS (Y) Runway XY Approach. I informed ATC we were not set up for the approach; but they advised us that Runway XX was closed. The Captain then re-ran a landing performance assessment for Runway XY; braking cooling data and loaded the approach for RNAV GPS (Y) XY.I continued to accept delay vectors and deviated around build ups. After we were configured and ready for the approach; the Captain assumed pilot flying duties and I took over pilot monitoring duties. I called ATC; advised we were ready for the approach; and we commenced. We completed the deferred before landing items out of the QRH; which included the Flap Inhibit switch being placed to INHIBIT and normal Before Landing Checklist. We were asked by ATC if we had the field in sight. We did and continued. Inside the Final Approach Fix ZZZZZ and at a 1000 ft. AGL; I made standard visual approach callouts. We were on speed and stabilized at 1000 ft. Only at the short final point; around 400 ft.; did I notice we were around 10 knots fast. The Captain noticed this and corrected; by reducing thrust all the way to the idle detent and we never lost the speed until touchdown. We braked normally; turned off the runway and had Airfield Rescue and Fire Fighting meet the aircraft to check our brake temperatures. After we deemed it safe to approach the gate; XX; we heard on Tower frequency that another Company aircraft went around behind us; due to Windshear Warning and microburst activity was reported. The field was shut down to all arrivals and departures after this point. We parked normally from there. We handled the situation safely and coordinated duties that got the aircraft on the ground safely.
On a flight from ZZZ1 to ZZZ; [priority handling was requested] while preparing to land at ZZZ. During cruise in a MAX -800 the 'Display Source 1' illuminated on my Primary Flight Display (PFD) and I accomplished the appropriate QRH Checklist. Completion of the appropriate QRH left us with possible unreliable Flight Director information on the Captain's PFD and the EEC (Electronic Engine Controls) were placed in the Hard Alternate Mode. To add to the Risk Factors the First Officer was on his IOE. We discussed the limitations of the aircraft and I decided we would plan to land on the longest runway at ZZZ (XX) to decrease the risk. The Captain's Roll Flight Director would bias out of view indiscriminately and using the longer runway with an operational ILS made sense. The landing was planned from the right seat. Additionally; the aircraft was near maximum landing weight and rain was in the area. The performance data indicated best stopping margin on XX versus Runway XY. With all those additive conditions and training considerations; Runway XX made the best runway of choice. While being vectored for Runway XX; with thunderstorms in the area; we began to configure for landing. After selection of Flaps 5 setting; the 'Stab Out Of Trim' Caution light illuminated. I accomplished the QRH. With the stabilizer not trimming I needed to accomplish the Stabilizer Trim Inoperative QRH. This Checklist put us into a manual trim condition with a Flaps 15 landing. I accomplished the Brake Cooling for Runway XX with positive results. At this point; the approaching thunderstorms advanced on Runway XX Approach corridor and ATC shutdown that approach. I had to run all the performance data for Runway XY. At this point; I [requested priority handling] and I prepared for Captain's landing on Runway XY. Thunderstorms were advancing rapidly on the field; and I was concerned with the field closure. Fuel was not an issue (10.3 on board with a bingo of 9.4) and ZZZ2 was the planned alternate. I advised the flight attendants of the issue and asked them to secure the cabin and I notified the passengers that there was an issue with the aircraft. I explained to the passengers that the aircraft was fine; but they would notice safety equipment around the aircraft; after landing; to check the aircraft. I explained my plan to taxi to the gate after the inspection by Safety Personnel. After completion of the brake performance calculations and performance data landing for flaps 15; wet runway and Stabilizer Trim Inoperative; heavy weight; I flew the Runway XY RNAV (GPS) Y Approach. Just as we began our descent on the approach; I had the runway visual with some rain on final. The approach and landing were uneventful. After landing I asked the Fire Department to check our wheel brakes for excessive heat; since our flaps 15 landing and aircraft weight had a final speed of approximately 170 kts. They indicated good temperatures; so I proceeded to the gate; but requested a truck follow me to the gate; just to be sure no residual heat would cause an issue. Literally minutes after landing; the field was closed; due to microburst from the advancing storms. After arrival to the gate (XX) I did address the Passengers with a basic overall explanation that they seemed comfortable with and with an understanding of the situation. No adverse comments from anyone. All additive conditions considered; I would have done nothing different. I did not know that the Display Source 1 issue would have affected my ability to trim the aircraft. If that was known to me I would have considered another landing option/airport.
More incidents for this aircraft family
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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