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commences to form, an appreciable accumulation can build with surprising
rapidity. Although one bank of clouds may not cause icing, another bank, which
to all appearances is similar, may induce icing. Therefore, it is required that the
engine anti-icing system be turned on whenever icing conditions exist or are
anticipated, except during climb and cruise when temperature is below –40° C
SAT.
When engine anti-ice is required, the ignition switches must be placed in CONT
prior to initially opening the anti-ice valves, and left in CONT during use of the
engine anti-ice system.
Position engine anti-ice switches to ON. Observe that each COWL VALVE OPEN
light illuminates bright, then dim.
Sec. 3 Page 338
Rev. 11/15/02 #41 Continental
737
Flight Manual
When engine anti-ice is no longer required, position engine anti-ice switches to
OFF and observe that each COWL VALVE OPEN light illuminates bright, then
extinguishes. Ignition switches can then be turned off.
Descent - Approach
Engine anti-ice must be ON prior to, and during descent in all icing conditions,
including temperatures below –40° C SAT.
Follow normal procedures for descent, including ice protection system operation
if required. When descending through visible moisture, it will be necessary to
anticipate wing and nacelle anti-icing requirements.
If moderate to severe icing conditions are encountered during descent or holding
with thrust settings below 80% N1, accomplish engine run up on one engine at a
time to a minimum of 80% N1 at approximately 15 minute intervals to clear ice
from fan blades and spinner.
>>@ Approach Target Speed In Icing Conditions
If ice formations are observed on the aircraft surfaces, (wings, windshield
wipers, window frames, etc.) add 10 knots to the VREF for establishing Target
speed to ensure maneuvering capability. The airspeed additive will be either the
ice correction of 10 knots or the additive for steady wind plus gust, whichever is
higher, not to exceed the maximum additive of 20 knots. The ice additive
applies to all flap settings.
Example: B737-300
Weight: 112,000 lbs
Sea Level
30° Flaps
Rwy 35
VREF = 135
1. Wind: 330/12G20
Ice additive = 10 knots
Wind additive = ½ steady (6) + gust (8) = 14
Max additive = 20
Target = VREF (135) + additive (14) = 149
2. Wind: Calm
Ice additive = 10 knots
Wind additive = 5 (wind additive minimum is 5)
Max additive = 20
Target = VREF (135) + additive (10) = 145
737
Flight Manual Continental
Sec. 3 Page 339
Rev. 11/15/02 #41
BCD Approach Target Speed In Icing Conditions
Use normal procedures and reference speeds without an additional ice additive,
unless a flaps 15 landing is planned. If a flaps 15 landing is planned:
1. Set VREF Ice, VREF Ice = Flaps 15 VREF + 10 knots.
2. Then add the normal wind additive (between 5 and 20 knots) to VREF Ice
Note: CD 15-knot maximum wind additive applies to flaps 30 / 40
landings only.
This procedure applies under any of the following conditions:
· Engine anti-ice will be used during landing
· Wing anti-ice has been used any time during the flight
· Icing conditions were encountered during the flight and the landing
temperature is below 10° C.
Example: B737-800
Weight: 140,000 lbs
Sea Level
Flaps 15
Rwy 35
Wind: 330/16
Flaps 15 VREF = 154
VREF Ice = 154 + 10 = 164
Normal wind additive (between 5 and 20) = 8
Target = VREF Ice (164) + additive (8) = 172
Sec. 3 Page 340
Rev. 11/15/02 #41 Continental
737
Flight Manual
Taxi-In
Caution: Structures are possibly colder than OAT due to cold soak at
altitude. At low speed, minimize the intensity and duration of
reverse thrust. After landing and/or if taxiing through water or
slush, do not retract flaps beyond 15. A visual inspection should
be accomplished to determine that the flaps and flap areas are
clear of ice before further flap retraction. The jackscrews are
especially vulnerable to water and slush.
A buildup of ice on the leading edge devices may occur during ground
operations due to the use of reversers in light snow conditions. Snow is melted
by the deflected engine gases and may refreeze as clear ice upon contact with
cold leading edge devices. This buildup, which is difficult to see, occurs in
temperature conditions at or moderately below freezing. Crosswind conditions
can cause the ice buildup to be asymmetrical resulting in a tendency to roll at
higher angles of attack during subsequent takeoffs.
After landing in icing conditions, position the stabilizer between 0 and 2 units,
　
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