If the airplane is trimmed with too much control wheel displacement, full lateral
control is not available and spoilers on one wing may be raised, increasing drag.
Make turns at a constant airspeed and hold the rudder displacement constant. Do
not attempt to coordinate rudder and lateral control in turns. Rudder pedal inputs
produce roll due to yaw and induce the pilot to counter rudder oscillations with
opposite control wheel.
The following figure shows correct and incorrect use of the rudder.
If an engine failure occurs with the autopilot engaged, manually position the
rudder to approximately center the control wheel and add thrust. Trim the rudder
to relieve rudder pedal pressure.
Correct
Incorrect Incorrect Incorrect
(Recommended)
Wheel onlyNot enough Too much Control wheel
No rudder rudder rudder approximately level,slip/skid indication slightly
Condition: Engine out right wing.
out, rudder as required
Thrust and Airspeed
If not thrust limited, apply additional thrust, if required, to control the airspeed. The total two engine fuel flow existing at the time of engine failure may be used initially to establish a thrust setting at low altitude. If performance limited (high altitude), adjust airplane attitude to maintain airspeed while setting maximum continuous thrust.
Note: Autothrottle should not be used with an engine inoperative.
737 Flight Crew Training Manual
High Altitude Maneuvering, “G” Buffet
Airplane buffet reached as a result of airplane maneuvering is commonly referred to as “g” buffet. During turbulent flight conditions, it is possible to experience high altitude “g” buffet at speeds less than MMO. In training, buffet is induced to demonstrate the airplane's response to control inputs during flight in buffet.
Establish an airspeed of 0.80M. Induce “g” buffet by smoothly increasing the bank angle until the buffet is noticeable. Increase the rate of descent while increasing the bank angle to maintain airspeed. Do not exceed 45° of bank. If buffet does not occur by 45° of bank, increase control column back pressure until buffet occurs. When buffet is felt, relax back pressure and smoothly roll out to straight and level. Notice that the controls are fully effective at all times.
Copyright . The Boeing Company. See title page for details.
FCT 737 (TM) October 31, 2006
Rapid Descent
This section addresses basic techniques and procedures for a rapid descent. Some routes over mountainous terrain require careful operator planning to include carrying additional oxygen, special procedures, higher initial level off altitudes, and emergency routes in the event a depressurization is experienced. These requirements are normally addressed in an approved company route manual or other document that addresses route specific depressurization procedures.
This maneuver is designed to bring the airplane down smoothly to a safe altitude, in the minimum time, with the least possible passenger discomfort.
Note: Use of the autopilot is recommended.
Select lower Close thrust If structural integrity is in
If the descent is performed because of a rapid loss of cabin pressure, crewmembers should place oxygen masks on and establish communication at the first indication of a loss of cabin pressurization. Verify cabin pressure is uncontrollable, and if so begin descent. If structural damage exists or is suspected, limit airspeed to current speed or less. Avoid high maneuvering loads.
Perform the procedure deliberately and methodically. Do not be distracted from flying the airplane. If icing conditions are entered, use anti-ice and thrust as required.
Note: Rapid descents are normally made with the landing gear up.
737 Flight Crew Training Manual
The PM checks the lowest safe altitude, notifies ATC, and obtains an altimeter setting (QNH). Both pilots should verify that all recall items have been accomplished and call out any items not completed. The PM calls out 2,000 feet and 1,000 feet above the level off altitude.
Level off at the lowest safe altitude or 10,000 feet, whichever is higher. Lowest safe altitude is the Minimum Enroute Altitude (MEA), Minimum Off Route Altitude (MORA), or any other altitude based on terrain clearance, navigation aid reception, or other appropriate criteria.
If severe turbulent air is encountered or expected, reduce to the turbulent air penetration speed.
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