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indications and leading edge lights.
At flap retraction (as required), call for
“MAXIMUM CONTINUOUS THRUST,”
climb at VM for existing flap setting. Call
for the “ENGINE FAILURE / FIRE /
SHUTDOWN / SEVERE DAMAGE /
SEPARATION CHECKLIST.”
Set Maximum Continuous Thrust after
flaps are retracted. Complete the ENGINE
FAILURE / FIRE / SHUTDOWN /
SEVERE DAMAGE / SEPARATION
checklist on command.
Determine the next course of action. Advise ATC of the Captain’s intentions.
Note: If a fire is indicated, the ENGINE FAILURE / FIRE checklist should be
called for by the PF and executed by the PM immediately upon
reaching flap retraction altitude: “SET TOP BUG, ENGINE
FAILURE / FIRE / SHUTDOWN / SEVERE DAMAGE /
SEPARATION CHECKLIST.”
* If an engine failure occurs prior to V2, maintain V2 up to the altitude
required for obstacle clearance. If an engine failure occurs after V2, but
less than V2 + 20 knots, maintain the speed reached at the time of the
engine failure.
If an engine failure occurs at a speed higher than V2 + 20 knots with the
flaps at takeoff setting, increase pitch attitude to reduce speed to and
maintain V2 + 20 knots until clear of obstacles.
F/D pitch commands maintain the above engine failure speeds.
737
Flight Manual
Continental
ENGINES, APU
Sec. 2.7 Page 13
Rev. 11/15/02 #41
** Normally flap retraction occurs after an engine failure at 800 feet AGL.
However, obstacle clearance requirements may define non-standard flap
retraction altitudes. If non-standard altitudes are required, they will be
noted on the 10-7 page.
Liftoff (Single Engine)
The aircraft will attain V2 approximately 35 feet above the runway. Gear
retraction will not be initiated until a positive rate of climb has been verified on
the IVSI and altimeter and called by either pilot. Then PF calls “GEAR UP.”
The pitch attitude must be adjusted to maintain desired airspeed. Indicated
airspeed and vertical speed are the primary instruments for pitch control,
consequently, the initial climb attitude should be immediately adjusted to
maintain a minimum of V2 and a positive climb.
Continue a smooth rudder application as required to maintain a constant
heading and to keep the control wheel centered. Correct rudder application
technique is depicted below.
ENGINE NO. 2 INOPERATIVE
ENGINES, APU
Sec. 2.7 Page 14
Rev. 11/15/02 #41
Continental
737
Flight Manual
Maintain V2 to V2+ 20 until reaching 800 feet or published obstacle clearance
altitude, then decrease pitch attitude to maintain slight climb or level flight.
“SET TOP BUG” will be called by the Pilot Flying, and set by the Pilot
Monitoring. The F/D pitch attitude will decrease to provide acceleration and
may provide a climb. At this point, the Pilot Flying will determine whether to
leave flaps extended to maneuver for approach and landing, or retract flaps on
schedule. At flap retraction (as required), call for “MAXIMUM
CONTINUOUS THRUST”, climb at VM for the existing flap setting. Call for
the ENGINE FAILURE / FIRE / SHUTDOWN / SEVERE DAMAGE /
SEPARATION checklist. If an engine fire occurs prior to 800 ft. AGL (or
obstacle clearance altitude as per 10-7 page), it is imperative that the crew
address the emergency in a timely manner. Upon reaching flap retraction
altitude, the PF should call “SET TOP BUG, ENGINE FAILURE / FIRE
CHECKLIST.” This will allow the aircraft to accelerate, and will begin the
management of the emergency in a timely fashion. The PM should accomplish
the portions of the ENGINE FAILURE / FIRE / SHUTDOWN / SEVERE
DAMAGE / SEPARATION checklist through the discharging of the fire bottles
as soon as practical. Completion of the ENGINE FAILURE / FIRE /
SHUTDOWN / SEVERE DAMAGE / SEPARATION checklist should be
delayed until the aircraft is at the configuration and thrust setting desired for
maneuvering.
Note: In situations where departure procedures require a close-in turn or
minimum climb gradient profile, maintain takeoff flap setting and V2
(max bank angle 15 degrees) until those conditions have been
satisfied. At speed of V2 + 15 or greater, bank angles of 30 degrees
are permissible.
Continue climb at applicable VM for the existing flap setting.
When using the Assumed Temperature method for reduced thrust, takeoff
performance is always guaranteed in the event an engine should fail at the
critical point during the takeoff roll. This guarantee applies to runway, obstacle,
and second segment climb gradient requirements.
WARNING: The untimely application of additional thrust during takeoff may
　
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