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Recirculation Fan Switch ................................................................AUTO
Air Conditioning Pack Switches.....................................................HIGH
Duct Pressure............................................................................ 20 - 25 PSI
IF The External Air Supply Will Not Maintain 20 - 25 psi:
Isolation Valve Switch.........................................................CLOSED
Recirculation Fan Switch.........................................................AUTO
APU Bleed Air Switch...................................................................ON
The APU will supply the left pack, and the external air will supply
the right pack.
Sec. 3 Page 344
Rev. 11/15/02 #41 Continental
737
Flight Manual
IF The APU Is The Only Source Of Pneumatic Air Pressure:
APU Bleed Air Switch ..........................................................................ON
One Pack Switch...............................................................................HIGH
Recirculation Fan Switch ............................................................... AUTO
Temperature Selectors.................................................AUTO NORMAL
BCD The APU should supply adequate air pressure to operate both
packs.
Taxi Out
When operating in high temperatures, brake temperatures levels may be reached
which will cause the fuse plugs to melt and deflate the tires. Runways and
taxiways maintain temperatures considerably above ambient. Excessive use and
“riding” of brakes should be avoided. Intermittent brake usage provides a
cooling period between applications. Allow the aircraft to accelerate, then
brake to a very slow taxi speed and release the brakes completely. Gross weight
permitting, single engine taxi may help to avoid excess brake usage. For
optimum passenger comfort during single engine taxi, use the #2 engine to
operate the right pack and use the APU as a source of bleed air to operate the
left pack.
Takeoff
High temperatures degrade takeoff performance, especially combined with short
runways or high elevation airports. Consideration should be given to using
alternate takeoff procedures (no bleed takeoff, improved climb performance,
etc.). Fuel temperature limitations listed in the limitations section must be
observed.
737
Flight Manual Continental
Sec. 3 Page 345
Rev. 11/15/02 #41
Brake Cooling
Flight crews should be aware of brake temperature buildup when operating a
series of short flight segments. They should attempt to maintain cool brakes by
additional in-flight cooling prior to each landing to prevent ground delays
resulting from overheated brakes and possible loss of main wheel fuse plugs at
enroute stops. A series of short flight segments, without additional in-flight
brake cooling, can cause excessive brake temperatures as the energy absorbed
by the brakes from each landing is cumulative.
Leaving the gear extended for several minutes after takeoff will provide cooling
for tires and brakes (important if on a short flight segment).
Extending the gear a few minutes early in the approach will provide sufficient
cooling for a landing with cool tires and brakes.
Sec. 3 Page 346
Rev. 11/15/02 #41 Continental
737
Flight Manual
LANDING ON WET OR SLIPPERY RUNWAYS
WARNING: Landing on a wet runway with Anti-Skid Inoperative is not
authorized.
Touchdown and Landing Roll
Once on the ground, the importance of the early use of all means of stopping the
aircraft cannot be overemphasized. Timely execution of the following actions
will permit stopping the aircraft with the least landing roll.
Accomplish a firm touchdown as near centerline as possible.
Check that the auto speedbrake deploy immediately after the main gear contacts
the runway. If the speedbrake lever fails to actuate automatically, immediately
actuate it manually. Speedbrake will reduce lift, increase drag and increase
main gear loading. Quick extension of the speedbrake is important because the
effects of reduced lift and increased drag are cumulative in shortening the
landing roll.
Immediately lower the nose wheel as the speedbrake and thrust reversers are
being actuated. This is desirable because reducing the aircraft attitude
decreases lift, increases main gear loading, and improves directional stability.
Holding the nose off and delaying braking is undesirable as aerodynamic
braking is relatively ineffective.
Use thrust reversers as soon as possible during landing roll. Thrust reversers
are most effective at high speed.
Rapidly raise the reverse thrust levers and move them aft. Modulate reverse
　
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