you can get a config in the air as well. so it isn't only the cabin. due to the mistake made by another 737 operator we all have to breif the warning horn before every flight. although it is already a memory item.

A37575 said Lots of stuff isn't supposed to happen that does...

My understanding of the inclusion of the mod to install those two "unnecessary" inst panel lights to differentiate between the CONFIG and CABIN ALT horn warning, is an FAA requirement following the Helios crash, as is that briefing sillyness.

Cheers...FD...:)

Some folks need to start being positive & share knowledge or learn some.One liners of fault finding negative thought don't do professionals any good.cheers & start living.:)

On the topic.....True.The Speed brake lever down/detent sw at times needs a recycle.A good lub serves well,if it is not a proximity sw adjustment issue.As the constant lever movement can cause the proximity sense to drift from position over time.

regds
MEL

Re Wiley Dog's point and the 'green band' - don't know about the 37 but, on the 474, having the trim in the green band is not necessarily a sign that all is well! If, for example, the FMS input is incorrect giving an incorrect green band indication , the config will NOT sound - the trim is where the FMS says it should be! Unlikely, perhaps, but Murphy is alive and well in the land of the unlikely. :=sxz

Cornish Jack.

I think Mr Boeing says somewhere that if the trim is in the green band, the elevator will always have enough authority to rotate the aircraft and get it airborne.

It may be way out of trim, but it won't kill you.

Cornish Jack is right and one needs to accept the old laws are still valid. Regardless of what The Book says, time and use has a way of introducing new problems.

I like the old sequence that is a time line for going on a new airplane...

1) What is it doing now and why? (1-3 months)
2) I have never seen that before! (3-9 months)
3) It does that some times... (after a year)

In the USAF we used to write stuff up and occasionally the mechanics would puzzle through trying to find the problem only to write, "CND" which stood for "Can not duplicate". It was a way to say they had researched the problem and could not find 1) the problem and 2) could not solve the problem.

So, I guess my point, not meant as a 1-line negative response, is that I knew the Capt who had the problem with the config and trim, knew of the FAA violation and knew of of the subsequent resolution of the violation. And from that event, whenever a crew aborted at my former airline, most NEVER explained to tower or ground why they aborted... just 'we are taxiing back', end of explanation.

It always amazes me that I learn stuff from prune threads that I thought wouldn't teach me anything, it often sends me to the books to figure stuff out when the original picture in my head was not accurate. Nice.

On the Classic (300-400-500), if your trim is set near the end of the green band, often you will get a T/O config warning the moment you spool up your engines. A little forward trim solves the problem.
It's a good idea to move one throttle towards the T/O position ( vertical is fine) momentarily to check your configuration and trim settings. Avoids a possible warning on the runway.

Now SOP in the cheap airline when cleared to taxy, to release the brakes and advance both throttles to the bug and quickly return them to idle, or thereabouts, to commence taxy.
Good time to find out if the config warning goes off and remedy the config.
Incidentally, why do we say go off, when we mean come on?

T/O config warning
 

flying the 737 NG for an airline in India...
have to admit I do the quick advance of one thrust lever to vertical and back to check the config ...although it's not SOP or authorized in the FCOM ....

did have one low speed reject earlier in my 737 flying due to a faulty speedbrake lever microswitch and this quick check just before lining up saves a lot of trouble me thinks....

take care and masalama.

Be careful when only using one thrust lever. Depending on FMC Version that can switch the FMC into OEI mode and give you very low speeds later on.

Just in addition to to post number 2 -
Config warning also goes off due;
TE flap asymetry or uncommanded motion
LE uncommanded motion
If there is pressurised hydraulic fluid in the spoiler control valves

and just to correct the speed brake (number 6 i think) -
Speed brake lever NOT in the down detent.

If the speedbrake lever IS down but spoilers are not stowed then a light is illuminated in the f/d "Speedbrake Extended" however im presuming that if they were not stowed then there must be hydraulic fluid keeping them from doing so in which case - in a round-a-bout way WOULD cause the config alarm.

:ok:

Would changing the flap setting during the takeoff roll cause the TOCW to activate? For example, you set takeoff thrust with say Flap 10, when you wanted Flap 5. This is still in the range for takeoff flap setting so there would be no TOCW right? So you then decide to set Flap 5 during the roll. Would it go off? I would have thought that it would stay silent, but someone was telling me different recently.