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takeoff performance) to reduce takeoff roll.
Sec. 3 Page 336
Rev. 11/15/02 #41 Continental
737
Flight Manual
Align the aircraft with the runway centerline and ensure that the nosewheel is
straight before applying power for takeoff. Under severe icing conditions,
takeoff should be preceded by a static run-up to as high a thrust level as
practical with observation of N1 and EGT to assure normal engine operation.
On slippery surfaces, ensure the parking brakes are released prior to setting
takeoff power to preclude a takeoff with the parking brakes set.
Asymmetrical thrust can adversely affect directional control on slippery
runways. Throttle alignment at partial power may not assure alignment at
takeoff power as engine pairs may have different spool-up rates. Apply brakes
and advance throttles to approximately 40% N1 (35 - 45% N1). After the
engines are stabilized, manually advance the throttles toward the takeoff power
setting, engaging TOGA when the Pilot Flying is satisfied acceleration is
normal. If the aircraft starts to slide on ice or snow during engine power check,
release brakes and begin takeoff roll. Continue engine check during early part
of takeoff roll. During takeoff on icy runways, the lag in nose wheel steering
and the possibility of nose wheel skidding must be realized and corrections must
be anticipated.
On slippery runways, apply some nose down elevator to improve nosewheel
traction and directional control until rudder control becomes effective for
steering the aircraft. Excessive forward control column pressure should be
avoided and, as speed increases, the forward pressure on the control column
should be reduced to lessen the possibility of nosewheel spray being ingested
into the engines when operating on wet, or slush and snow-covered runways.
To maintain the heading during takeoff roll, recognize initial heading deflections
early and correct by small rudder pedal steering inputs. Do not use differential
thrust.
If the decision is made to reject the takeoff and the runway is slick, position the
throttles to idle, use maximum reverse thrust, verify the speedbrake has
deployed, and use maximum braking. For directional control, use the rudder
pedals down to taxi speed. The anti-skid system will provide the minimum
stopping distance for the existing condition of the runway.
Caution: The nose wheel steering (tiller) should not be used above normal
taxi speeds (20 knots).
If a skid develops, reduce reverse thrust to idle reverse. Return engines to
forward thrust at low power, if necessary, to return to the runway centerline.
Use rudder pedal steering if possible for directional control. The nose steering
wheel, rudder and differential braking may also be used as necessary for
directional control. Reduce brake pressure if directional control problems are
encountered due to excessive anti-skid cycling.
737
Flight Manual Continental
Sec. 3 Page 337
Rev. 11/15/02 #41
Note: In a skid, the aircraft will go off the runway nose first with forward
thrust and tail first with reverse thrust.
Wing Anti-Ice Operation In Flight
The wing anti-ice system may be used as a deicer or anti-icer in flight.
The preferred method is to use the system as a de-icer by allowing ice to
accumulate before turning on wing anti-ice. Use of the wing anti-ice system as
a de-icer provides the cleanest airfoil surface, the least possible runback ice
formation, and the least thrust and fuel penalty. Generally, anti-ice is not
required during climb and cruise when temperature is below –40 degrees C
SAT. At high altitudes when wing anti-ice is no longer needed, it should be
turned OFF.
The secondary method, which is only used during extended operation in
moderate to severe icing conditions, is to use the wing anti-ice system prior to
ice accumulation. Operating the wing anti-ice system as an anti-icer may occur
during holding or similar conditions.
Ice accumulation on the flight deck window frames, windshield center post, or
on the windshield wiper arm may be used as an indication of structural icing
conditions and the need to turn on wing anti-ice. However, such structural ice
indications do not necessarily require wing de-ice system use. Under normal inflight
icing conditions, it is not necessary to shed ice unless extended flight
through icing conditions is necessary. During takeoff, to meet second segment
climb requirements at Continental Airlines, wing heat will not be used below
800 feet AGL.
Engine Anti-Ice Operation In Flight
Engine icing often forms when not expected and may occur when there is no
evidence of icing on the windshield or other parts of the aircraft. Once ice
　
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