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rate of descent on final will be approximately 900 FPM due to the higher
ground speed. Plan touchdown at the 1000 foot point.
After touchdown, hold forward control column pressure. Without delay, apply
reverse thrust and brakes consistent with runway conditions.
* * * *
FLIGHT CONTROLS
Sec. 2.9 Page 2
Rev. 11/15/02 #41
Continental 737
Flight Manual
AUTO SLAT FAIL
The AUTO SLAT FAIL light illuminated indicates failure of both auto slat channels.
No crew action required in flight.
* * * *
ELEVATOR TAB LIMIT CYCLE OSCILLATION
An Elevator Tab Limit Cycle Oscillation (LCO) will be characterized by high
frequency, possibly severe vibration, originating in the tail of the aircraft and
emanating forward through the airframe structure. LCO events have previously
occurred at airspeed greater the 275 KIAS, and in an altitude range between
10,000 and 25,000 feet following ground deicing / anti-icing of the horizontal
stabilizer. This vibration may, or may not, be felt in the control column. Cabin
crews may be able to confirm the source of any airframe vibrations.
IF LCO Is Suspected In Flight:
Immediately reduce airspeed (WITHOUT use of speed brakes, or changing
aircraft configuration) to 270 KIAS, or until the vibration ceases,
whichever indicated airspeed is lower.
DO NOT USE SPEED BRAKES FOR THE REMAINDER OF THE FLIGHT.
Use of the speed brakes in other emergencies is at the discretion of the
flight crew.
Remain at or below the indicated airspeed at which the vibration ceases for
the remainder of the flight, but do not exceed 270 KIAS.
Evaluate the need to land at the nearest suitable airport. Landing airport
selection should be based upon weather, distance to destination, range
available at the reduced airspeed, maximum landing weight, and possible
airframe damage.
Use of ground spoilers during landing rollout is permitted.
* * * *
737
Flight Manual
Continental
FLIGHT CONTROLS
Sec. 2.9 Page 3
Rev. 11/15/02 #41
FEEL DIFFERENTIAL PRESSURE
The FEEL DIFF PRESS light illuminated indicates the elevator feel computer is
sensing a significant pressure differential between hydraulic systems “A” and
“B” or one of the elevator feel pitot systems failed.
No crew action required in flight.
* * * *
FLIGHT CONTROL LOW PRESSURE
The LOW PRESSURE light illuminated indicates low hydraulic system pressure to
ailerons, elevators, and rudder from the associated hydraulic system or
>>@ a flight control low pressure light may indicate that the Rudder
Pressure Reducer has failed in the low pressure mode.
Flight Control Switch (Affected Side) ..........................................STBY RUD
This starts the standby hydraulic pump and arms the standby LOW PRESSURE
light. The flight control LOW PRESSURE light extinguishes indicating the
standby rudder shutoff valve has opened.
* * * *
FLIGHT CONTROLS
Sec. 2.9 Page 4
Rev. 11/15/02 #41
Continental 737
Flight Manual
JAMMED OR RESTRICTED ELEVATOR OR AILERON
In the event of a jammed elevator or aileron, do not hesitate to apply additional
force to maintain control of the aircraft. Do not turn off any flight control
switches unless the faulty control is positively identified. Manual trim may be
used to offload control forces (Ref. A.D. 96-26-07).
This procedure is accomplished when use of the Elevator or Aileron is
restricted, or reduced.
Autopilot (If Engaged) ...............................................................DISENGAGE
Autothrottle (If Engaged)..........................................................DISENGAGE
Symmetrical Thrust ............................................................................VERIFY
Jammed or Restricted System ...............................................OVERPOWER
· Use maximum force, including a combined effort of both pilots, if required.
A maximum two-pilot effort on the controls will not cause a cable or
system failure.
WARNING: Do not turn off any flight control switches unless the faulty
control is positively identified.
· If the aileron or spoiler is jammed, force applied to the Captain’s and the
First Officer’s control wheels identifies which lateral control system
(aileron or spoiler) is usable and which control wheel (Captain’s or First
Officer’s) provides roll control.
· If the aileron control system is jammed, force applied to the First Officer’s
control wheel provides roll control from the spoilers. The ailerons and the
Captain’s control wheel are inoperative.
· If the spoiler system is jammed, force applied to the Captain’s control
　
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