Thrust .................................................................................. Adjust Adjust thrust to 45% N1. After approximately five seconds, increase thrust lever slowly to a minimum of 80% N1.
Note: Engine vibration may reduce to a low level before 80% N1 is reached, however, thrust increase must continue to a minimum of 80% N1 to remove ice from the fan blades.
Note: Engine vibration may indicate full scale prior to shedding ice; however, this has no adverse effect on the engine.
If vibration does not decrease, accomplish the procedure for HIGH ENGINE VIBRATION “If not in icing conditions.”
When engine anti–ice is no longer required:
ENG ANTI–ICE switches ...........................................................OFF
COWL VALVE OPEN lights – extinguished
ENGINE START switches...........................................................OFF
Copyright . The Boeing Company. See title page for details.
SP.16.8 June 4, 2004
Supplementary Procedures -Adverse Weather 737 Operations Manual
Wing Anti–Ice Operation-Inflight
The wing anti–ice system may be used as a deicer or anti–icer in flight. The primary method is to use it as a deicer by allowing ice to accumulate before turning wing anti–ice on. This procedure provides the cleanest airfoil surface, the least possible runback ice formation, and the least thrust and fuel penalty.
The secondary method is to use wing anti–ice prior to ice accumulation. Operate the wing anti–ice system as an anti–icer only during extended operations in moderate or severe icing conditions, such as holding.
Ice accumulation on the flight deck window frames, windshield center post or on the windshield wiper arm may be used as an indication of structural icing conditions and the need to turn on wing anti–ice.
Normally it is not necessary to shed ice periodically unless extended flight through icing conditions is necessary (holding).
CAUTION: Use of wing anti-ice above approximately FL350 may cause bleed trip off and possible loss of cabin pressure.
When wing anti–ice is required: WING ANTI–ICE switch..............................................................ON R and L VALVE OPEN lights – illuminated dim When wing anti–ice is no longer required: WING ANTI–ICE switch............................................................ OFF Note: Prolonged operation in icing conditions with the leading edge and trailing edge flaps extended is not recommended. Holding in icing conditions with flaps extended is not recommended.
Approach and Landing
If ice formations are observed on the airplane surfaces, (wings,
windshield wipers, window frames, etc.):
Final Approach Airspeed ............................................. Add 10 knots Ensures maneuvering capability.
Note: The combined airspeed corrections for steady wind, gust, and
icing should not exceed a maximum of 20 knots.
Supplementary Procedures -Adverse Weather 737 Operations Manual
Taxi–In and Park
If prolonged operation in icing conditions with the leading and trailing edge flaps extended was required:
Flaps ................................................................................................ 15 Retraction to less than flaps 15 is not recommended until ice has been removed or a ground inspection has been made.
Engine anti–ice ...................................................................... As required If icing conditions exist, engine anti–ice must be ON.
After landing in icing conditions:
Stabilizer trim..............................................................Set 0 to 2 units Prevents melting snow and ice from running into balance bay areas and prevents the stabilizer limit switch from freezing. With flaps retracted, this requires approximately eight hand wheel turns of manual trim.
WARNING:To avoid personal injury, ensure that the stabilizer trim wheel handle is stowed prior to using electric trim.
Secure (Airplane Attended)
The following procedure may be used to circulate warm air in the cargo and E/E compartments, thereby reducing the possibility of freezing the battery or water container. If all doors are to be closed during this period, a flight crewmember or cockpit qualified ground crewmember must remain in attendance inside the airplane to depressurize the airplane in the event of inadvertent closure of the main outflow valve.
APU .............................................................................................. ON
APU GEN switches ...................................................................... ON 中国航空网 www.aero.cn 航空翻译 www.aviation.cn 本文链接地址：737-300机组操作手册Flight Crew Operations Manual FCOM 1(75)
