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Normal starting sequence is 1, 2, when
starting both engines. For delayed engine
start, Captain will determine the start
sequence.
Position the PACK switches to OFF.
Announce “START ENGINE NO.______.” Position ignition select switch to IGN L
or IGN R and position engine start
switch to GRD and start clock.
Verify increase in N2 RPM.
Acknowledge First Officer’s report.
Verify increase in oil pressure by the
time engine stabilized at idle and
announce “OIL PRESSURE
RISING” when observed.
Verify N1 rotation prior to positioning engine start lever to IDLE.
Position engine start lever to IDLE detent
when:
· N2 RPM reaches 25% or Max motoring
which ever comes first.
· A minimum of 20% N2. is required.
Max motoring occurs when N2 acceleration is
less than 1% in 5 seconds.
Verify fuel flow and EGT indication within 10 seconds.
At >>@ 46% or BCD 56% N2
RPM check engine start switch moves to
OFF; if not, position start switch to OFF.
Verify duct pressure >>@
increases / BCD decreases as
the start switch moves to OFF and
report “START VALVE CLOSED,”
when start valve OPEN light
extinguishes.
Monitor N1, N2, EGT fuel flow, and oil pressure for normal indications as the engine
accelerates and stabilizes at idle.
Approximate standard day, sea level, stabilized idle indications (new engine).
N1 RPM N2 RPM EGT Fuel Flow
CFM 56-3 >>@ 21.5% 60.3% 475°C 720 PPH
CFM 56-7 BCD 19.4% 58.8% 410°C 600 PPH
Idle EGT may vary from 320°C - 520°C depending on OAT, bleed
configuration, and engine conditions. As engine on wing time increases, fuel
flow and EGT will increase.
Sec. 3 Page 76 737
Rev. 11/15/02 #41 Continental Flight Manual
INTENTIONALLY LEFT BLANK
737 Sec. 3 Page 77
Flight Manual Continental Rev. 11/15/02 #41
ENGINE START NOTES
Caution: The following items should be noted and observed:
IGNITION SELECT switch should be alternated between L IGN and R IGN for
successive flight segments.
Ensure start pressure is stable prior to starter engagement.
Do not initiate second start until first engine duct pressure has returned to prestart
value.
Do not change pneumatic or electrical configuration while starter is engaged.
Discontinue start if significant duct pressure fluctuations are noted.
Advancing engine start lever prematurely can cause a Hot Start.
Keep hand on engine start lever while observing RPM, EGT, and fuel flow until
stabilized.
If fuel is shut off inadvertently (by closing engine start lever), do not reopen
engine start lever in an attempt to restart engine.
Failure of engine start switch to hold in GRD until starter cutout RPM is reached
can result in a Hot Start. Do not re-engage engine start switch until N2 RPM is
below 20%.
A two minute warm-up at or near idle prior to advancing throttles to high power
is required.
Air Conditioning Considerations During Hot Weather Conditions
With an operating APU and high ambient temperatures and/or heavy passenger
loads, it is desirable to start #2 engine first. This allows the right pack to be
operated while starting #1 engine using the APU.
Note: After #2 engine has stabilized, reposition the ISOLATION VALVE switch to
CLOSED, and place the R PACK switch to ON.
There must be coordination with ground personnel to ensure there will be no
late baggage.
If the APU is inoperative, and maximum cooling is desired, both engines should
be started as soon as practical and used for air conditioning.
Sec. 3 Page 78 737
Rev. 11/15/02 #41 Continental Flight Manual
Starting Windmilling Engines
A tailwind can cause the low pressure (N1) rotor to rotate in a reverse direction.
During an engine start with the low pressure rotor windmilling in a reverse
direction, the rotor will decelerate, stop, and then start rotating in the normal
direction. Under these conditions the start will be slower than normal, with a
higher than normal EGT as the tailwind velocity increases.
When the low pressure rotor is rotating in the reverse direction:
· With 25 Knots or Less of Tail Wind - Use normal starting procedures.
· With Over 25 Knots of Tailwind - Turn the aircraft into the wind.
If it is impossible to start without exceeding starting limit EGT, make no further
attempts until the aircraft can be turned into a cross or headwind position, or
wind conditions become more favorable.
Starts made with the low pressure rotor turning in the proper direction will be
normal regardless of wind velocity.
Starting With Marginal APU Output
　
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