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· Secure all loose items on flight deck.
· Depressurize aircraft before landing, turn packs OFF.
· Open outflow valve.
· It is recommended that all available landing gear be extended.
· 30 seconds prior to touchdown, make a PA “BRACE FOR IMPACT.”
· Activate the emergency EXIT lights.
737
Flight Manual
Continental
UNANNUNCIATED
Sec. 2.0 Page 19
Rev. 11/15/02 #41
- - - - - AFTER AIRCRAFT COMES TO A COMPLETE STOP - - - - -
IF Evacuation Is Not Required:
Immediately make a PA: “REMAIN SEATED, REMAIN SEATED.”
* * * *
IF Evacuation Is Required:
Refer to EMERGENCY EVACUATION checklist, this section.
* * * *
OR
UNANNUNCIATED
Sec. 2.0 Page 20
Rev. 11/15/02 #41
Continental
737
Flight Manual
PUSHBACK WITHOUT NOSE GEAR LOCKOUT PIN
INSTALLED AND TOW BAR CONNECTED
Both Hydraulic System A Pumps .....................................................OFF
WARNING: Do not make any electrical or hydraulic power changes
with tow bar connected. Any change to electrical power
may cause momentary pressurization of the nose wheel
steering actuators causing unwanted tow bar movement.
When Cleared For Pushback Or Tow Out:
Brakes...................................................................................................OFF
When Aircraft Is Stopped (On Signal From Ground):
Parking Brake ......................................................................................SET
Tow Bar.......................................................................DISCONNECTED
Clearance From Ground Crew.................... TUG, TOW BAR CLEAR
Hydraulic System “A” Pumps.............................................................ON
Interphone...............................................................................REMOVED
Note: Powerback procedures are not authorized.
* * * *
737
Flight Manual
Continental
UNANNUNCIATED
Sec. 2.0 Page 21
Rev. 11/15/02 #41
REJECTED TAKEOFF
Tower / Ground................................................................................... NOTIFY
Passenger PA............................“REMAIN SEATED, REMAIN SEATED”
Parking Brake.........................................................................AS REQUIRED
IF Engine Failure, Engine Fire, or APU Fire:
Engine Start Lever (Affected Engine) ........................................ …CUTOFF
Illuminated Fire Handle ....................PULL & ROTATE LEFT & RIGHT
IF Evacuation Is NOT Required:
Identify the malfunction and accomplish the appropriate checklist, as
required.
- - - - - AFTER PROBLEM IS STABILIZED - - - - -
Do not taxi until the Flight Attendants verify all passengers are seated
and all doors / exits are closed. Make a brief PA reassuring customers
and Flight Attendants that the situation is under control and inform
them of your intentions.
Caution: If tire damage is suspected, do not retract flaps.
After Landing Checklist.................................................ACCOMPLISH
Brake Cooling.....................................................................DETERMINE
Refer to the appropriate aircraft RTO BRAKE COOLING CHART.
* * * *
IF Evacuation IS Required:
Accomplish EMERGENCY EVACUATION Checklist.
* * * *
OR
UNANNUNCIATED
Sec. 2.0 Page 22
Rev. 11/15/02 #41
Continental
737
Flight Manual
REJECTED TAKEOFF PROCEDURE
A Rejected Takeoff (RTO) is a maneuver performed during the takeoff roll to
expeditiously stop the aircraft on the runway.
Rejected Takeoff Decision
At low speeds, (up to approximately 100 knots), the energy level is low,
therefore the aircraft should be stopped if an event occurs that would be
considered undesirable for continued takeoff. Examples include Master
Cautions or Warnings, unusual vibrations, or tire failure.
As the airspeed approaches V1, the effort required to stop the aircraft can
approach the aircraft’s maximum stopping capability. After 100 knots and
before V1, the takeoff should be rejected only for engine failure, a confirmed
unsafe configuration, or other conditions that severely affect the safety of flight.
V1 is the maximum speed at which the RTO should be initiated. Therefore, the
decision to stop must be made prior to V1.
Historically, rejecting a takeoff near V1 has often resulted in the aircraft coming
to a stop beyond the end of the runway. Common causes include initiating the
RTO at or after V1 and failure to use proper procedures (maximum stopping
capability).
　
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