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should reflect the aircraft attitude while taxiing.
Trim.................................................................................................SET, ZERO
Verify stabilizer trim is set for takeoff.
Verify that the rudder trim indicator reads ZERO.
During the initial stages of the takeoff roll be alert for any abnormal rudder
pedal displacement or required control force that may indicate an out of
trim rudder.
Caution: ACM occupants are not to put their feet on the aisle stand.
737 Sec. 3 Page 93
Flight Manual Continental Rev. 11/15/02 #41
TAXI NOTES
GENERAL
Aircraft response to thrust change is slow, particularly at high gross weights.
Idle thrust is adequate for taxiing under most conditions. A slightly higher
thrust setting is required to start taxiing. Allow time for aircraft response to
each thrust change.
To initiate taxi, release brakes, smoothly increase thrust to minimum required
for the aircraft to roll forward and reduce thrust to idle. Under normal
conditions, 45% N1 should be considered the maximum N1 for breakaway
thrust. Do not start a turn until sufficient forward speed has been attained to
carry the aircraft through the turn at idle thrust.
Thrust use during ground operation demands sound judgment and technique.
The air blast effects from the high bypass engines at relatively low thrust can be
destructive and cause injury. Avoid following other aircraft too closely. Jet
blast is a major cause of foreign object damage.
The tendency is to taxi faster than desired. This is especially true during runway
turnoff after landing. The appropriate taxi speed will depend on turn radius and
surface condition. Nose wheel scrubbing indicates excessive steering angle
and/or taxi speed for surface condition. The normal straight away taxi speed
should not exceed approximately 20 knots. Speeds in excess of this, when
combined with long taxi distances, cause heat buildup in the tires. When
approaching a turn, speed should be slowed to the appropriate speed for the
conditions. On a dry surface, use approximately 8 to 12 knots.
Note: Use of reverse thrust is not recommended during taxi. At low speeds,
the reverse thrust can cause loose objects on the taxiway to be ingested
causing FOD.
The crew should familiarize themselves with the airport taxiways, intersecting
runways and any obstructions, which may be a hazard to safety. The crew
should not hesitate to discontinue taxiing if any doubt exists about the aircraft’s
location on the field. If the Captain stops the taxi, the First Officer must notify
ground control.
Outside vigilance by both crewmembers is paramount when taxiing. If
possible, paperwork and other activities should be accomplished while the
aircraft is not moving and the parking brake is set.
While taxiing, utilize the Jeppesen airport diagrams to the maximum extent
possible. If confusion exists, ask for clarification from ground control. When
cleared for takeoff, ensure that the correct runway is being used.
Sec. 3 Page 94 737
Rev. 11/15/02 #41 Continental Flight Manual
APU OPERATION
APU operation after engine start is at the discretion of the Captain. In all cases,
the APU must be operated for at least one minute in a pneumatically unloaded
condition prior to shutdown.
Consideration should be given to bleed configuration for takeoff and departure
weather when evaluating APU operation. During long taxi or ground delays,
the APU may be shutdown after the appropriate cooling time unless APU is
needed for electrical or pneumatic requirements.
TIGHT GATE POSITIONS
Taxing out of tight gate positions can create special problems. Be especially
cautious in tight turning situations. Great care on the part of the Captain is
necessary to avoid jet blast damage to other aircraft, ground support people,
equipment, large windows and concourse structures.
RUDDER TRIM
Rudder trim application will result in uneven rudder pedal position. Rudder
pedal differential will also result in abnormal nose wheel steering control
displacement during taxi and takeoff. Any significant rudder trim application on
the ground should be apparent to the crew during taxi and takeoff roll.
The rudder pedal displacement caused by rudder trim can be compensated for
and directional control maintained with the rudder pedals. Rudder trim does not
reduce available rudder travel but will increase the pedal force required to
oppose the trim.
NOSEWHEEL / RUDDER PEDAL STEERING
Maintain a positive pressure on the nose steering wheel in both directions to
prevent the nose gear from returning to center abruptly. Straight ahead steering
and large radius turns may be accomplished with rudder pedal steering only. If
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