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than normal until reaching operating temperatures. Instrument flags may take
longer than normal to retract.
Before starting engines, ensure engine cowl inlet and exhaust areas are clear of
any excess de-icing fluid and/or ice accumulations. Use of de-icing solutions
for removal of engine inlet ice should be kept to the minimum required.
Engine and wing anti-ice should be turned on as soon as icing conditions are
encountered after engine start. Engine start switches are to be placed in CONT.
During all cold weather starts, it is recommended that engines be warmed up at
idle, or at thrust settings normally used for taxi, for five minutes before
advancing throttles to takeoff thrust.
Start engines in a normal manner. Be aware of the following:
· If the engine has been cold soaked for three or more hours at ambient
temperatures less than –40° C, do not start or motor the engine.
Maintenance personnel should accomplish appropriate procedures for
adverse weather starter servicing.
· If ambient temperature is below –35° C (-31° F), allow engine to idle two
minutes before changing thrust lever position.
· If N2 RPM increase is not observed, exterior heat must be applied.
· Up to three and one-half minutes may be allowed for oil pressure to reach
the minimum operating pressure. During this period, the LOW OIL PRESSURE
light may remain illuminated, pressure may go above the normal range, or
the FILTER BYPASS light may illuminate. Operate the engine at idle thrust
until oil pressure returns to the normal range.
Sec. 3 Page 331
TR 03-02 01/20/03 Continental
737
Flight Manual
Taxi-Out
Cowl and wing anti-ice must be on during all ground operations when icing
conditions exist or are anticipated, with or without de-icing fluid applied.
Note: If engine and wing anti-ice are required during ground operations, taxi
with engine bleed air switches ON and APU bleed air switch OFF to ensure
bleed air for wing anti-ice.
If the aircraft has been deiced:
The control column will be smoothly and slowly cycled from the full aft to the
full forward position a minimum of three times to minimize the residual fluids
in the balance bay during flight.
BC Per Airworthiness Directive 2002-08-20 / AMOC 120S-02-907:
“After ground deicing / anti-icing of the horizontal stabilizer using Type II or
Type IV fluids, airspeed must be limited to 270 KIAS until the flight crew has
been informed that applicable maintenance procedures have been
accomplished that would allow exceedance of 270 KIAS. Once the applicable
maintenance procedures have been accomplished, exceeding 270 KIAS is
permissible only until the next application of Type II or Type IV deicing / antiicing
fluids.”
Note:
· Aircraft is restricted to a maximum of 270 KIAS after Type II or Type IV
fluid application. No MACH restriction.
· Flight Plan Release (amended if required) displays 270-knot restriction.
· Restriction remains in effect for all flights until elevator tab surfaces are
cleaned of Type II or Type IV fluids.
· It has been determined that Type I fluid does not affect the flight controls
of the aircraft. If only Type I fluid is used for deicing / anti-icing, the
speed restriction is not applicable.
Caution: Flight Crews will evaluate the need to land at the nearest
suitable airport if in-flight vibrations (ELEVATOR TAB LIMIT
CYCLE OSCILLATION) occur as a result of de-icing.
All engines must be operating on ice, snow, or slush-covered surfaces. When on
slippery surfaces, make sure the parking brakes are released prior to commencing
taxi. When power is applied, the aircraft may slide forward even though the brakes
are set.
Exercise caution when commencing taxi, as ramp areas may be especially slippery
due to aircraft servicing, de-icing, etc. Avoid high thrust settings when taxiing,
especially when leaving the ramp area. If aircraft response to throttle movement is
slow while on snow or slush, allow a few seconds for the aircraft to respond before
applying more throttle. Advance power only as necessary to start the aircraft
moving, then retard the throttles smoothly to idle or to the minimum thrust
necessary to maintain appropriate taxi speed.
Sec. 3 Page 332
Rev. 11/15/02 #41 Continental
737
Flight Manual
Taxi with flaps up. With flaps extended, the flap carriages, fore flap and aft flap
tracks are subjected to slush and water from main gear wheels. The jackscrew
fairings on the ends of each flap are subject to filling with slush, as are the
leading edge slat tracks.
Taxi speed should be as slow as practical on slippery surfaces and should be
　
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