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nose wheel “scrubbing” occurs while turning, reduce steering angle and/or taxi
speed. Differential thrust may be required for heavy aircraft during tight turns
but should only be used as required to maintain the desired speed in the turn.
Center the nose wheel and allow the aircraft to roll straight ahead to relieve
stress on the main and nose gear structure prior to stopping after completing a
turn. Avoid stopping the aircraft in a turn as excessive thrust will be required to
start taxiing again.
737 Sec. 3 Page 95
Flight Manual Continental Rev. 11/15/02 #41
Note: D Make all turns at a slow taxi speed. The B737-900 is
approximately 10 feet longer than the B737-800. This will require
that turns are squared more than on the B737-800 to ensure that the
main landing gear remains on the taxiway.
BRAKES
Avoid riding the brakes to control taxi speed as brake heat buildup could
become excessive. If taxi speed is too high, reduce speed with a steady brake
application and then release the brakes to allow them to cool. Continuous
braking should be avoided. Allow for decreased braking effectiveness on slick
surfaces.
TAXI IN ADVERSE WEATHER
Taxi under adverse weather conditions requires more awareness of surface
conditions. Engine and wing anti-ice will be used while taxiing for takeoff
during cold weather operations if taxiways and runways are covered with snow,
slush, or water.
When taxiing on a slick surface at reduced speeds, use of differential engine
thrust will assist in maintaining aircraft momentum through a turn. Differential
braking may be more effective than nose wheel steering on very slick surfaces.
Reduce speed prior to initiating a turn.
TAXIING IN REDUCED VISIBILITY
Caution must be exercised when taxiing in conditions of reduced visibility. 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 does stop the aircraft, the First Officer must
notify ground control so that any approaching aircraft can be notified.
Outside vigilance by both crewmembers is paramount when taxiing in
conditions of reduced visibility. If possible, checklist 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.
Note: Taxi operations in RVR < 600 / 175m, require a SMGCS or ICAO
equivalent low visibility taxi plan. When the approach chart is issued
with RVRs < 600 / 175m minimums, the airport has an approved plan.
Sec. 3 Page 96 737
Rev. 11/15/02 #41 Continental Flight Manual
TAXI WITH ONE ENGINE
Normally both engines will be started for taxi. If the aircraft is leaving a
congested ramp, this keeps jet blast hazards to equipment and personnel to a
minimum during initial breakaway. Once clear of the congestion the
appropriate engine may be shut down.
Single engine taxi may be used unless gross weight, temperature, or other
conditions make it impractical or unsafe. Generally, single engine taxi will
result in less overall fuel consumption and is appropriate in most taxi situations.
Consider the following factors when planning a single engine ground operation:
· Single engine taxi should result in operating engine breakaway thrust
setting no higher than 45% N1.
· Single engine taxi for fuel savings alone is prohibited on slippery surfaces.
· Constant pressure on the tiller will be required due to the asymmetric taxi
thrust. Use of rudder trim to counter the nose wheel turning tendencies is
prohibited.
· Thrust requirements may cause activation of the configuration warning.
Any attempt to disable the warning by pulling circuit breakers, etc. is
prohibited.
· Do not operate thrust reversers or speedbrake while the aircraft is in
motion.
· Plan taxi routes carefully. Sharp turns toward the operating engine may be
difficult.
· Observe fuel balance limitations during single engine ground operations.
· With the APU inoperative, coordinate the crossbleed start area with the
appropriate controlling agency (tower, ramp, ground control).
· Start the second engine in time to allow a minimum of 2 minutes at or near
idle prior to advancing throttles to high power.
737 Sec. 3 Page 97
Flight Manual Continental Rev. 11/15/02 #41
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