Some 737 Classic questions
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Some 737 Classic questions
Guys,
i appreciate your answers so much!!!
1. After a normal G/A with flaps 15, does the fd command RWY HDG?
2. After a engine failure after v1, does the fd command hdg sel, can i change the heading below 400ft agl?for runway track corrections?
3.how do you use autobrake on landing? some rules of thumb?
4.for what is the double egine flame out procedure the items both start levers cutoff? is it a reset of the MEC?
Thanks!
OD
i appreciate your answers so much!!!
1. After a normal G/A with flaps 15, does the fd command RWY HDG?
2. After a engine failure after v1, does the fd command hdg sel, can i change the heading below 400ft agl?for runway track corrections?
3.how do you use autobrake on landing? some rules of thumb?
4.for what is the double egine flame out procedure the items both start levers cutoff? is it a reset of the MEC?
Thanks!
OD
Join Date: Mar 2001
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1. After a normal G/A with flaps 15, does the fd command RWY HDG?
The F/Ds command 15 degrees nose up pitch and roll to hold the
approach ground track at time of go–around engagement.
approach ground track at time of go–around engagement.
2. After a engine failure after v1, does the fd command hdg sel, can i change the heading below 400ft agl?for runway track corrections?
3.how do you use autobrake on landing? some rules of thumb?
4.for what is the double egine flame out procedure the items both start levers cutoff? is it a reset of the MEC?
Note that Boeing policy regarding loss of thrust from both engines is that the only likely causes are fuel mismanagement, volcanic ash, or rain/hail ingestion. In these cases it is probable that an engine can be rapidly restarted if these procedures are performed expeditiously. Therefore, the object of the LOSS OF THRUST ON BOTH ENGINES procedure is to rapidly restart one or both engines and re-establish an electrical and cabin pressurization source. The flight crew should not wait until they are inside the In-flight Start Envelope. Accomplishing the procedure immediately allows the crew to take advantage of the existing RPM on the engines.
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Just a caution on 3) - there is an option on the 3/4/5 (not sure about NG) where HDG SEL is automatically engaged with TOGA on the runway. Flew a 300 with that for a year - which made conforming to the Ops Manual "no HS below 400'" a challenge. Just glad I never flew a line check in that one.
4) Closing both start levers enables an engine which may be 'locked' with a surge or stall to clear the flow pattern.
4) Closing both start levers enables an engine which may be 'locked' with a surge or stall to clear the flow pattern.
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That is correct, there are some 737's 3/4/5's around in which HDG SEL is engaged with TOGA. I agree it is a bit challenging to comply with the 400 ft - HDG SEL sop and I always brief this small difference, because I've seen so many CWS ROLL activations at 400'. which is no problem, but it creates unnecessary confusion sometimes.