B737NG questions

[Pin Head]

Hi

pls help;

1. Fcom
If windshear is encountered prior to V1, there may not be sufficient runway remaining to stop if an RTO is initiated at V1. At VR, rotate at a normal rate toward a 15 degree pitch attitude. Once airborne, perform the Windshear Escape Maneuver.

brakes need to be on at v1, hence 1sec factor - why say the then. Is it me or a confusing statement??

2. Alternate flap schedule and reference to set f15.Why then mention of cool down periods for the motor beyond 15? We should never go beyond f15 using the alternate procedure.

thanks

pin

[Pin Head]

3. Any logic in why ENG FAIL shows on the EGT readout?

[OhNoCB]

1. Seems to make reasonable sense to me to be honest. If you get an airspeed loss just before V1 for example, by the time you get back to v1 again you are going to be further down the field than you ought to have been at calculation stage.

2. Should normally be using Flap 15, but may need more if field length limited for landing.

3. No idea, but I was always taught to use EGT as a primary indication for determining engine failures on light twins, since it is the most immediate indication when compared with CHTs etc, so maybe a hangover from that?

[B737900er]

1. RTO at V1 doesn't mean you will stop on the runway, plus what CB said above.

2. As CB said. It may also be there for engineering as well.

3. N1, N2, FF, Oil QTY, EGT are indicators to determine the status of an engine. EGT indication usually just backs up what the other indicators are saying. So it's not so important having the indication for diagnoses purposes.