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because the drag penalty/speed restriction with the leading edge devices
fully extended may make it impossible to reach an alternate airport.
Autobrake....................................................................................................OFF
- - - - - PRIOR TO FINAL - - - - -
Allow approximately 2 minutes to extend flaps from 0 to 15 degrees using
alternate extension system.
Ground Proximity Flap Inhibit Switch............................................INHIBIT
Alternate Flaps Master Switch ...............................................................ARM
During flap extension (230 knots max), set handle to next desired flap
position, extend flaps, then slow to respective maneuver speed. Repeat this
process until flaps have been lowered to 15.
Note: Asymmetry protection is not provided when the alternate
extension is used. Monitor the flap indicators closely. Alternate
extension to flaps 15 takes approximately 2 minutes.
Note: The LE FLAPS TRANSIT light will remain illuminated until flaps
approach the flaps 10 position.
Go-Around Procedure ......................................................................REVIEW
· Observe trailing edge flap and leading edge device speed limits.
· To avoid nuisance warning horn with the gear retracted and throttles
below go-around thrust position, the flaps may be retracted to 10
degrees or less or the gear may be extended at level off at the Captain’s
discretion.
· Alternate flaps position switch must be manually positioned to OFF
from UP position. Use caution to avoid retracting flaps to less than the
desired position.
* * * *
737
Flight Manual
Continental
HYDRAULICS
Sec. 2.13 Page 5
Rev. 11/15/02 #41
LOSS OF SYSTEM “A” & “B”
(MANUAL REVERSION)
Loss of System A and B pressure is indicated by the System A and B pressure at
zero and illumination of:
· MASTER CAUTION lights.
· FLT CONT and HYD annunciator lights.
· System A & B LOW PRESSURE lights.
· System A & B flight control LOW PRESSURE light.
System A and B Flight Control Switches ....................................STBY RUD
This activates the standby pump, supplies pressure to the rudder power
control unit, arms the standby LOW PRESSURE light, and switches the flight
control LOW PRESSURE lights to monitor standby rudder valve position. The
yaw damper switch also moves to the OFF position.
BCD Yaw Damper Switch..............................................................ON
The standby yaw damper will work only if both flight control switches are
in STBY RUD.
System A and B Hydraulic Pumps...........................................................OFF
Ground spoilers, inboard and outboard flight spoilers, nose wheel steering,
and autopilot are inoperative. Thrust reversers have standby system
pressure. Inboard and outboard brakes have accumulator pressure only.
With the loss of both hydraulic systems A and B, the ailerons are controlled
manually. High control forces are required for turns and the control wheel
must be forcibly returned to the aileron neutral position. Bank angle should
be limited to 20 degrees maximum. Because the rudder is powered by the
standby hydraulic system, it is still very effective, and care must be used to
prevent overcontrol. The elevator is controlled manually; a noticeable dead
band exists. To minimize the effect of the dead band, the aircraft may be
trimmed slightly nose up and a light forward pressure held on the control
column.
(Continued)
HYDRAULICS
Sec. 2.13 Page 6
Rev. 11/15/02 #41
Continental
737
Flight Manual
The crosswind capability of the aircraft will be greatly reduced. Fly large
landing patterns, with a long straight-in final approach. Keep thrust
changes small or slow to allow for pitch trim changes. Landing
configuration and approach airspeed should be established in-trim on a
level flight path and on the runway centerline so that only a slight reduction
in thrust is required to establish the landing profile. Fly a normal landing
profile. Do not make a flat approach.
For go-around, apply thrust smoothly and in coordination with stabilizer
trim. Rapid thrust application results in maximum nose up pitch forces.
Keep thrust and flight control movements smooth and moderate.
On touchdown, thrust reverser operation will be slow. Apply steady brake
pressure. Do not modulate the brakes. Because of inoperative nose wheel
steering and limited capacity of brake accumulators, do not attempt to taxi
the aircraft after stopping.
Ref Speed ................................................................................................VREF 15
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