Standby Rudder On (As Installed)
The STANDBY RUDDER ON light illuminates any time the standby rudder PCU is operating. If this light illuminates independent of crew action or a hydraulic system malfunction, either of two conditions may have occurred. The most probable cause is a force fight monitor malfunction inadvertently activating the standby pump and powering the standby PCU. In this case, three PCU control valves power the rudder and full rudder inputs should be avoided to prevent applying excessive loads on the rudder. The NNC is written for this condition. The second cause may be because of a pressure difference between the two main PCU control valves indicating a jammed condition. This condition does not require a NNC because satisfactory rudder operation is available using the standby rudder PCU.
Flight Instruments, Displays Airspeed Unreliable
Unreliable airspeed indications can result from blocking or freezing of the pitot/static system or a severely damaged or missing radome. When the ram air inlet to the pitot head is blocked, pressure in the probe is released through the drain holes and the airspeed slowly drops to zero. If the ram air inlet and the probe drain holes are both blocked, pressure trapped within the system reacts unpredictably. The pressure may increase through expansion, decrease through contraction, or remain constant. In all cases, the airspeed indications would be abnormal. This could mean increasing indicated airspeed in climb, decreasing indicated airspeed in descent, or unpredictable indicated airspeed in cruise.
Copyright . The Boeing Company. See title page for details.
8.18 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
If the flight crew is aware of the problem, flight without the benefit of valid airspeed information can be safely conducted and should present little difficulty. Early recognition of erroneous airspeed indications require familiarity with the interrelationship of attitude, thrust setting, and airspeed. A delay in recognition could result in loss of airplane control.
The flight crew should be familiar with the approximate pitch attitude for each flight maneuver. For example, climb performance is based on maintaining a particular airspeed or Mach number. This results in a specific body attitude that varies little with gross weight and altitude. Any significant change from the body attitude required to maintain a desired airspeed should alert the flight crew to a potential problem.
When the abnormal airspeed is recognized, immediately return the airplane to the target attitude and thrust setting for the flight regime. If continued flight without valid airspeed indications is necessary, consult the Flight With Unreliable Airspeed/Turbulent Air Penetration table in the Performance Inflight section of the QRH for the correct attitude, thrust settings, and V/S for actual airplane gross weight and altitude.
737-300 - 737-500 Ground speed information is available from the FMC and on the instrument displays (as installed). These indications can be used as a cross check. Many air traffic control radars can also measure ground speed.
737-600 - 737-900 Ground speed information is available from the FMC and on the instrument displays. These indications can be used as a cross check. Many air traffic control radars can also measure ground speed. For airplanes equipped with an Angle of Attack (AOA) indicator, maintain the analog needle at approximately the three o’clock position. This approximates a safe maneuvering speed or approach speed for the existing airplane configuration.
Descent
Idle thrust descents to 10,000 feet can be made by flying body attitude and checking rate of descent in the QRH tables. At 2,000 feet above the selected level off altitude, reduce rate of descent to 1,000 FPM. On reaching the selected altitude, establish attitude and thrust for the airplane configuration. If possible, allow the airplane to stabilize before changing configuration and altitude.
Approach
If available, accomplish an ILS approach. Establish landing configuration early on final approach. At glide slope intercept or beginning of descent, set thrust and attitude per the QRH tables and control the rate of descent with thrust.
737 Flight Crew Training Manual
Landing
Control the final approach so as to touch down approximately 1,000 feet to 1,500 feet beyond the threshold. Fly the airplane on to the runway, do not hold it off or let it “float” to touchdown.
Use autobraking if available. If manual braking is used, maintain adequate brake pedal pressure until a safe stop is assured. Immediately after touchdown, expeditiously accomplish the landing roll procedure.
Fuel Fuel Balance
The primary purpose of fuel balance limitations on Boeing airplanes is for the structural life of the airframe and landing gear and not for controllability. A reduction in structural life of the airframe or landing gear can be caused by frequently operating with out-of-limit fuel balance conditions. Lateral control is not significantly affected when operating with fuel beyond normal balance limits.
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