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Supplementary Procedures -
Flight Management, Navigation
Boeing 737 Operations Manual
NAV STATUS page
Select
NAV OPTIONS page
Select (NEXT/PREV page)
GPS UPDATE
OFF
Vertical Navigation (VNAV)
Temporary Level Off during Climb or Descent (Not at FMC
Cruise Altitude)
MCP altitude selector
Set desired altitude
[Option - With VNAV ALT]
Observe VNAV ALT on flight mode annunciator as level off is
initiated.
MCP N1 light will extinquish if leveling from a climb.
N1 Limit changes to CRZ if leveling from a climb.
To continue climb/descent:
MCP altitude selector
Set desired altitude
ALT INTV switch
Push
Observe climb or descent initiated. Mode annunciations appear as
initial climb or descent.
Intervention of FMC Altitude Constraints during VNAV Climb
[Option - With speed and altitude intervention]
MCP altitude selector
Set new altitude
New altitude must be higher than the FMC altitude constraint(s) to be
deleted.
ALT INTV switch
Push
Each push of the ALT INTV switch will delete an FMC altitude constraint.
Intervention of FMC Cruise Altitude during VNAV Cruise
[Option - With speed and altitude intervention]
MCP altitude selector
Set
SP.11.14
Supplementary Procedures -
Flight Management, Navigation
Boeing 737 Operations Manual
ALT INTV switch
Push
If a higher altitude is selected, a CRZ climb will be initiated.
If a lower altitude is selected, an early descent will be initiated.
Intervention of FMC Altitude Constraints during VNAV
Descent
[Option - With speed and altitude intervention]
MCP altitude selector
Set new altitude
New altitude must be lower than the FMC altitude constant (s) to be
deleted.
ALT INTV switch
Push
Each push of the ALT INTV switch will delete an FMC altitude constraint.
If all FMC altitude constraints are deleted, the descent mode will revert to
a VNAV speed descent.
Intervention of FMC Airspeed Constraints during VNAV
[Option - With speed and altitude intervention]
SPD INTV switch
Push
MCP IAS/MACH display shows current FMC target speed.
MCP speed selector
Set desired speed
VNAV remains engaged.
To resume former FMC speed:
SPD INTV switch
Push
MCP IAS/MACH display blanks and FMC commanded VNAV speed
is active.
Entering Waypoint Speed and Altitude Restriction (On Climb
or Descent Legs Only)
RTE LEGS page
Select
Key-in desired speed and altitude, or speed only (followed by /), or
altitude only, into scratch pad.
An altitude followed by A or B signifies a requirement to be “at or
above” or “at or below” that altitude at the waypoint (for example,
key-in 220A or 240B).
Line select to desired waypoint line.
SP.11.15
Supplementary Procedures -
Flight Management, Navigation
Boeing 737 Operations Manual
EXEC key
Push
Observe MOD RTE LEGS page changes to ACT.
Note: This changes any prior speed and altitude restriction at this
waypoint.
Deleting Waypoint Speed and Altitude Restriction
RTE LEGS page
Select
Push DEL key to enter DELETE in scratch pad. Line select to
appropriate waypoint line.
EXEC key
Push
Observe MOD RTE LEGS page changes to ACT and restriction is deleted
and replaced with an FMC predicted value (small size characters).
Changing Speed and/or Altitude Restriction during Climb or
Descent
CLB/DES page
Select
Push DEL key to enter DELETE in the scratch pad, or key-in the
desired speed and altitude in the scratch pad. Line select to the SPD
REST line.
EXEC key
Push
Observe the MOD CLB or the MOD DES page changes to ACT and the
restriction is changed or deleted.
Changing Climb/Cruise/Descent Speed Schedule
CLB/CRZ/DES page
Select
Select the prompt for the desired climb/cruise/descent schedule, or
key-in the desired speed in the scratch pad and line select to the TGT
SPD line.
EXEC key
Push
Observe the MOD CLB, MOD CRZ, or MOD DES page changes to ACT
and new speed schedule is specified.
Early Descent
MCP altitude selector
Set
Set next level-off altitude.
SP.11.16
Supplementary Procedures -
Flight Management, Navigation
Boeing 737 Operations Manual
DES page
Select
Line select DES NOW prompt.
EXEC key
Push
Observe MOD DES page changes to ACT. Observe descent is initiated (if
VNAV engaged).
Note: For a PATH DES, this will result in a 1000 FPM rate of descent
until the planned path is intercepted. For a SPD DES, this will
result in an idle thrust normal rate of descent.
Step Climb or Descent from Cruise
MCP altitude selector
Set
Set new level-off altitude.
CRZ page
Select
Enter new altitude on the CRZ ALT line. The display changes to
MOD CRZ CLB or MOD CRZ DES.
If the desired climb/descent speed is different from the displayed
cruise speed, manually enter the desired TGT SPD, or use access
prompts to select desired CLB/DES page.
EXEC key
Push
Observe the MOD CRZ CLB/MOD CRZ DES page (or other selected
MOD CLB/MOD DES page) changes to ACT. Observe climb/descent is
initiated at the TGT SPD (if VNAV engaged).
Performance and Progress Functions
Determining ETA and Fuel Remaining for New Destination
RTE page
Select
Enter the new destination over the original DEST. Enter correct
routing to the new destination using RTE, RTE LEGS, and
ARRIVALS pages, as appropriate. Correct any ROUTE
DISCONTINUITY.
PROGRESS page
Select
Observe new destination with a MOD title. Check ETA and FUEL
remaining.
SP.11.17
Supplementary Procedures -
Flight Management, Navigation
Boeing 737 Operations Manual
RTE page
Select
EXEC or ERASE the new destination/routing, as desired. Observe
MOD RTE page changes to ACT.
Estimated Wind Entries for Cruise Waypoints
RTE LEGS page
Select
Observe the DATA prompt displayed.
RTE DATA page
Select
Enter the estimated true wind direction/speed on the appropriate
line(s).
Step Climb Evaluation
CRZ page
Select
Enter the desired step climb altitude on the STEP line. If known, enter
the estimated average true wind direction/speed for the desired step
climb altitude on the ACTUAL WIND line.
Step climb savings
Determine
Observe the fuel SAVINGS/PENALTY and FUEL AT ______
(destination) lines to determine if a higher cruise altitude is advantageous.
If step climb fuel savings are significant, use the appropriate climb
procedure to initiate climb to the higher altitude when NOW is
displayed on STEP POINT line.
Note: Step climb evaluations do not consider buffet margin limits.
If the altitude entered for the step climb evaluation is higher
than the maximum altitude for flight with an adequate
buffet margin, the message “MAX ALT FLXXX” will be
displayed in the scratch pad. Ensure the new cruise altitude
entered for the climb is at or below the MAX ALT
displayed in the message in order to maintain a safe buffet
margin.
Entering Descent Forecasts
DES page
Select
Observe FORECAST prompt displayed.
DES FORECASTS page
Select
SP.11.18
Supplementary Procedures -
Flight Management, Navigation
Boeing 737 Operations Manual
Verify the TRANS LVL and revise if required. Enter average ISA
DEV forecast for descent and destination QNH. Enter forecast
descent WINDs (for up to three different altitudes).
EXEC key
Push
Observe MOD DES FORECASTS page changes to ACT.
Engine Out
Engine out climb and cruise pages provide advisory information for engine out
operation. Refer to section 11.41 and 11.42 for a complete description of ENG
OUT CLB and ENG OUT CRZ pages.
Required Time of Arrival (RTA)
Note: An active FMC flight plan complete with all performance data
must exist before the required time of arrival (RTA) mode can
be used.
Entering an RTA Waypoint and Time
RTA PROGRESS page
Select
On PROGRESS page 2, line 1L, enter the flight plan waypoint where
required time of arrival is applicable. Observe the MOD RTA
PROGRESS page displayed with the computed ETA, for the entered
waypoint, displayed in line 1R.
RTA
Enter
Enter required time of arrival into line 1R. Time should be entered in
hours, minutes, and seconds (Examples: 174530, 1745, 1745.5).
Observe MOD RTA PROGRESS page displayed with pertinent data
for complying with entered RTA. Observe EXEC key illuminated.
EXEC key
Push
Observe ACT RTA PROGRESS page displayed.
Entering Speed Restrictions for RTA Navigation
PERF LIMITS page
Select
Enter minimum or maximum speed restriction for RTA navigation in
lines 2, 3, or 4 depending on phase of flight. Observe RTA parameters
change to reflect new limits (RTA PROGRESS page) and EXEC key
illuminated.
SP.11.19
Supplementary Procedures -
Flight Management, Navigation
Boeing 737 Operations Manual
EXEC key
Push
Observe MOD PERF LIMITS page change to ACT PERF LIMITS page.
Note: Entered restrictions on line 2, 3, and 4 also restrict other
navigation modes such as ECON.
Entering New Time Error Tolerances for RTA Navigation
PERF LIMITS page
Select
Enter desired time error tolerance (5 to 30 seconds) for the RTA
waypoint on line 1L (Example: 25). Observe MOD PERF LIMITS
page displayed and EXEC key illuminated.
EXEC key
Push
Observe ACT PERF LIMITS page displayed.
Additional CDU Functions
Navigation Display Plan Mode (Center Step Operation)
EFIS Control Panel Mode Selector
PLAN
RTE LEGS page
Select
EFIS Control Panel Range Selector
As required
MAP CTR STEP key
Push
Each push moves the CTR label to the next geographically fixed waypoint
in the route. Selecting PREV PAGE or NEXT PAGE moves the CTR label
to the first geographically fixed waypoint on the new page.
EFIS Control Panel Mode Selector
As required
Enter Position Shift on Runway
TAKEOFF REF page
Select
[Option - Runway position update with TO/GA activation]
TO SHIFT distance
Enter
Enter distance desired from runway threshold. When TO/GA is pushed,
FMC will update position to runway threshold plus entered distance.
[Option - Runway remaining update with TO/GA activation]
RWY REMAIN distance
Enter
Enter runway remaining distance. When TO/GA is pushed, FMC will
update to the runway remaining distance.
SP.11.20
Supplementary Procedures -
Flight Management, Navigation
Boeing 737 Operations Manual
If position shift must be removed
RTE page
Select
RWY
Enter
Reenter runway on RTE page. Check and reenter other performance
data as required.
SP.11.21
Supplementary Procedures -
Flight Management, Navigation
Boeing 737 Operations Manual
Intentionally
Blank
SP.11.22
Boeing 737 Operations Manual
Supplementary Procedures
Chapter SP
Fuel
Section 12
Fuel Balancing
If a fuel leak is suspected:
Accomplish the INFLIGHT ENGINE FUEL LEAK checklist.
Maintain main tank No. 1 and No. 2 fuel balance within limitations.
Note: Fuel pump pressure should be supplied to the engines at all
times. At high altitude, without fuel pump pressure, thrust
deterioration or engine flameout may occur.
If the center tank contains fuel:
Center tank fuel pump switches
OFF
[Fuel CONFIG indication may be displayed with fuel in the center
tank.]
Crossfeed selector
Open
Fuel pump switches (low tank)
OFF
When quantities are balanced:
Fuel pump switches (main tank)
ON
Center tank fuel pump switches
ON
Crossfeed selector
Close
If the center tank contains no fuel:
Crossfeed selector
Open
Fuel pump switches (low tank)
OFF
When quantities are balanced:
Fuel pump switches
ON
Crossfeed selector
Close
SP.12.1
Supplementary Procedures -
Fuel
Boeing 737 Operations Manual
Refueling
Fuel Load Distribution
Main tanks No. 1 and No. 2 should normally be serviced equally until full.
Additional fuel is loaded into the center tank until the desired fuel load is reached.
Note: Main tanks No. 1 and No. 2 must be scheduled to be full if the
center tank contains more than 453 kgs / 1,000 lbs of fuel. With
less than 453 kgs / 1,000 lbs of center tank fuel, partial main
tank fuel may be loaded provided the effects of balance have
been considered.
Fuel Pressure
Apply from a truck or fuel pit. A nozzle pressure of 50 psi provides approximately
1136 liters / 300 U.S. gallons per minute.
Normal Refueling
[Option - Fuel Quantity selector]
When a full fuel load is required, the fuel shutoff system closes the fueling valves
automatically when the tanks are full. When a partial fuel load is required, the fuel
shutoff system closes the fueling valves automatically when the quantity
preselected on the fuel quantity selector (located on the test gauges and fueling
panel) is reached.
[Option - Without Fuel Quantity selector]
When a full fuel load is required, the fuel shutoff system closes the fueling valves
automatically when the tanks are full. When a partial fuel load is required, the fuel
quantity indicators are monitored and the fueling valves are closed by manually
positioning the fueling valve switches to CLOSED when the desired fuel quantity
is aboard the airplane.
Refueling with Battery Only
When the APU is inoperative and external power is not available, refueling can be
accomplished as follows:
Battery switch
ON
Note: The refueling system will operate normally. Operation is limited
only by battery life.
SP.12.2
Supplementary Procedures -
Fuel
Boeing 737 Operations Manual
Refueling with No AC or DC Power Source Available
When it becomes necessary to refuel with the APU inoperative, the
aircraft battery depleted, and no external power source available,
refueling can still be accomplished:
Fueling hose nozzle
Attached to the refueling receptacle
Fueling valves
Open for the tanks to be refueled
Note: Main tanks No. 1 and No. 2, and the center tank refueling
valves each have a red override button that must be pressed
and held while fuel is being pumped into the tank.
Releasing the override button allows the spring in the valve
to close the valve.
Caution must be observed not to overfill a tank, since there is no
automatic fuel shutoff during manual operation. When the desired
amount of fuel has been pumped into the tanks, the refueling valves for
the respective tanks can be released.
Ground Transfer of Fuel
Fuel can be transferred from one tank to another tank by using the appropriate fuel
pumps, the fueling valve, the defueling valve, and the crossfeed valve. AC power
must be available. To transfer fuel from the main tanks to the center tank:
Main tank fuel pump switches
ON
Crossfeed selector
Open
Manual defueling valve
Open
Center tank fueling valve switch
OPEN
Fuel transfer
Monitor
The center tank fuel quantity indicator shows an increase in fuel. The main
tank indicators show a decrease in fuel.
Center tank fueling valve switch
CLOSED
When the required amount of fuel has been transferred, the switch is closed
at the fueling panel.
Manual defueling valve
Close
Crossfeed selector
Close
Main tank fuel pump switches
OFF
SP.12.3
Supplementary Procedures -
Fuel
Boeing 737 Operations Manual
Main Tanks
Refill
Refueling panel and defuel panel access doors
Close
Fuel Crossfeed Valve Check
Crossfeed selector
Open
Verify crossfeed VALVE OPEN light illuminates bright and then dim.
Crossfeed selector
Close
Verify crossfeed VALVE OPEN light illuminates bright and then
extinguishes.
SP.12.4
Boeing 737 Operations Manual
Supplementary Procedures
Chapter SP
Adverse Weather
Section 16
Introduction
Airplane operation in adverse weather conditions may require additional
considerations due to the effects of extreme temperatures, precipitation,
turbulence, and windshear. Procedures in this section supplement normal
procedures and should be observed when applicable.
The following recommendations apply to adverse weather operations in general:
• Do not use assumed temperature reduced thrust for takeoff on a
contaminated runway.
• V1 may be reduced down to minimum V1 (assuming all weight
limitations are considered) to provide increased stopping distance
performance.
• Takeoffs on slippery runways are not recommended if the
crosswind exceeds 15 knots or when slush or wet snow is more
than 1/2 inch (13mm) in depth.
• Improved stall margins can be achieved by the following:
• If excess runway is available, consider using improved climb procedures
for flaps 5.
• If runway is limited for the planned takeoff flap setting, consider using
the next greater flap position with improved climb performance. This will
provide additional stall margins with minimum performance penalties.
Cold Weather Operation
Considerations associated with cold weather operation are primarily concerned
with low temperatures and with ice and snow on the airplane, ramps, taxiways and
runways.
Icing conditions exist when OAT (on the ground) or TAT (inflight) is 10°C (50°F)
or below and:
• visible moisture (clouds, fog with visibility less than one mile, rain,
snow, sleet, ice crystals, and so on) is present, or
• standing water, ice, or snow is present on the ramps, taxiways, or
runways.
CAUTION: Do not operate engine or wing anti-ice when inflight
total air temperature (TAT) is above 10°C (50°F.)
SP.16.1
Supplementary Procedures -
Adverse Weather
Boeing 737 Operations Manual
Preflight
Although removal of surface snow, ice or frost is normally a maintenance
function, the flight crew should use additional care and scrutiny during preflight
preparation to inspect areas where surface snow or frost could change or affect
normal system operations.
Exterior Safety Inspection
Surface
Check
[Option: 737-800 without Blended Winglets]
Takeoff with light coatings of frost, up to 1/8 inch (3mm) in thickness on
lower wing surfaces due to cold fuel, is permissible; however, all leading
edge devices, all control surfaces, tab surfaces, upper wing surfaces and
balance panel cavities must be free of snow or ice.
[Option: 737-800 with Blended Winglets]
Takeoff with light coatings of frost, up to 1/8 inch (3mm) in thickness on
lower wing surfaces due to cold fuel, is permissible; however, all leading
edge devices, all control surfaces, tab surfaces, upper wing surfaces,
winglet surfaces and balance panel cavities must be free of snow or ice.
Thin hoarfrost is acceptable on the upper surface of the fuselage provided
all vents and ports are clear. Thin hoarfrost is a uniform white deposit of
fine crystalline texture, which usually occurs on exposed surfaces on a
cold and cloudless night, and which is thin enough to distinguish surface
features underneath, such as paint lines, markings or lettering.
Control balance cavities
Check
Check drainage after snow removal. Puddled water may refreeze in flight.
Landing gear doors
Check
Landing gear doors should be free of snow or ice.
Air conditioning inlets and exits
Clear
Verify air inlets and exits, including the outflow valve, are clear of snow or
ice. If the APU is operating, check that the outflow valve is full open.
Engine inlets
Clear
Check inlet cowling free of ice or snow and verify the fan is free to rotate.
APU air inlets
Check
The APU inlet door and cooling air inlet must be free of snow or ice prior
to APU start.
Fuel tank vents
Clear
Check all fuel tank vents. All traces of ice or frost should be removed.
SP.16.2
Supplementary Procedures -
Adverse Weather
Boeing 737 Operations Manual
Pitot probes and static ports
Clear
Check all pitot probes and static ports free of ice and snow. Water rundown
after snow removal may refreeze immediately forward of static ports and
cause an ice buildup which disturbs airflow over the static ports resulting
in erroneous static readings even when static ports themselves are clear.
Flight Deck Preparation
PROBE HEAT
ON
All probe heat lights - extinguished.
Flight controls
Check
This check should be accomplished whenever the airplane has been
exposed to snow, freezing rain or other conditions which could restrict
flight control movement.
Increase in control forces can be expected at low temperatures because of
increased resistance in cables and thickened oil in snubbers and bearings.
If any flight control is suspected of binding or restricted movement,
maintenance personnel should accomplish the appropriate portion of the
flight control checks in SP.9, supplementary procedures.
Engine Start
Accomplish a normal engine start with the following modifications:
• If the engine has been cold soaked for three or more hours at
ambient temperatures less than -40°C, do not start or motor the
engine. Maintenance personnel should accomplish appropriate
procedures for adverse weather starter servicing.
• If ambient temperature is below -35°C (-31°F), idle the engine for
two minutes before changing thrust lever position.
• Up to three and one-half minutes may be allowed for oil pressure
to reach the minimum operating pressure. During this period, the
LOW OIL PRESSURE light may remain illuminated, pressure
may go above the normal range and the FILTER BYPASS light
may illuminate. Operate the engine at idle thrust until oil pressure
returns to the normal range.
After Start
Electrical power
Generators ON
Normally engine IDGs stabilize within one minute, although due to cold
oil, up to five minutes may be required to produce steady power.
Flight controls
Check
Move flight controls through full travel to ensure freedom of movement.
SP.16.3
Supplementary Procedures -
Adverse Weather
Boeing 737 Operations Manual
Flaps
Check
Move flaps through full travel to ensure freedom of movement.
CAUTION: The flap position indicator and leading edge devices
annunciator panel should be closely observed for
positive movement. If the flaps should stop, the flap
lever should be placed immediately in the same
position as indicated.
Engine Anti-Ice Operation-On the Ground
Engine anti-ice must be ON during all ground operations when icing conditions
exist or are anticipated.
WARNING: Do not rely on airframe visual icing cues before
activating engine anti-ice. Use the temperature and
visible moisture criteria.
When engine anti-ice is required (on the ground):
[Without automatic ignition]
ENGINE START switches
CONT
ENG ANTI-ICE switches
ON
COWL VALVE OPEN lights - illuminated dim
COWL ANTI-ICE lights - extinguished
Note:If COWL VALVE OPEN lights remain illuminated bright
with engines at IDLE, position APU BLEED air switch to
OFF and increase thrust slightly (up to a maximum of
30% N1).
Engine run-up
Accomplish as required
Run-up to as high a thrust setting as practical (70% N1 recommended)
at 30 minute intervals for approximately 30 seconds duration.
SP.16.4
Supplementary Procedures -
Adverse Weather
Boeing 737 Operations Manual
Wing Anti-Ice Operation-On the Ground
Wing anti-ice must be ON during all ground operations between engine start and
takeoff, when icing conditions exist or are anticipated, unless the airplane is
protected by the application of Type II or Type IV fluid in compliance with an
approved ground de-icing program.
WARNING: Ground use of the wing anti-ice system is intended to
complement, and not replace, ground
de-icing/anti-icing and inspection procedures. Close
inspection is still required to ensure that no frost,
snow or ice is adhering to the wing, leading edge
devices, stabilizer, control surfaces, or other critical
airplane components at takeoff.
WING ANTI-ICE switch
As required
If wing anti-ice switch is ON:
VALVE OPEN lights - illuminated dim
Note:The wing anti-ice VALVE OPEN lights may cycle
bright/dim due to control valves cycling closed/open in
response to thrust setting and duct temperature logic.
Taxi-Out
Nose wheel steering
Check
Nose wheel steering should be exercised in both directions during taxi to
circulate warm hydraulic fluid through steering cylinders and minimize
steering lag caused by low temperatures.
Flaps
As required
If taxi route is through slush or standing water in low temperatures or if
precipitation is falling with temperatures below freezing, taxi with flaps
up. Taxiing with flaps extended subjects the flaps and flap drives to snow
and slush accumulations from the main gear wheels. Leading edge devices
are also susceptible to slush accumulations.
If exterior deicing is required:
Flaps
UP
Prevents ice and slush from accumulating in flap cavities.
Thrust levers
Idle
Reduces the possibility of injury to personnel at inlet or exhaust areas.
SP.16.5
Supplementary Procedures -
Adverse Weather
Boeing 737 Operations Manual
Stabilizer trim
Full APL NOSE DOWN
Set stabilizer to the APL NOSE DOWN limit to prevent deicing fluid
and slush run-off from entering the stabilizer balance panel cavity.
Trim the airplane to the electrical APL NOSE DOWN limit. Then
continue trimming manually to the manual APL NOSE DOWN limit.
WARNING: To avoid personal injury, ensure that the stabilizer
trim wheel handle is stowed prior to using electric
trim.
APU and engine BLEED air switches
OFF
Reduces the possibility of fumes entering the air conditioning system.
APU
As required
If not required, the APU should be shut down to eliminate the
possibility of deicing fluid entering the APU inlet.
CAUTION: With APU operating, ingestion of deicing fluid
causes objectionable fumes and odors to enter the
airplane. This may also cause erratic operation or
damage to the APU.
Wait approximately one minute after completion of deicing to turn
engine BLEED air switches on to ensure all deicing fluid has been
cleared from the engine:
Engine BLEED air switches
ON
[Without PRR 38506 or Service Bulletin 737-55A-1080]
Control column
Move full forward/full aft
Slowly cycle the control column full forward to full aft a minimum
of three (3) times to drain residual fluid from the elevator balance
bay.
Stabilizer trim
___ units
Verify stabilizer trim is set for takeoff.
Before Takeoff
Flaps
Set
Extend the flaps to the takeoff setting at this time if they have been held
due to slush, or standing water or icing conditions.
SP.16.6
Supplementary Procedures -
Adverse Weather
Boeing 737 Operations Manual
BEFORE TAKEOFF Checklist
Accomplish
To ensure the airplane is configured for takeoff, accomplish the complete
BEFORE TAKEOFF checklist.
If airplane deicing was accomplished:
A visual inspection of the airplane wings should be made by the pilots
just prior to takeoff.
Engine run-up
Accomplish as required
If moderate to severe icing conditions are present, takeoff roll must be
preceded by a static run-up to 70% N1 and stable engine operation
observed prior to brake release. If the airplane starts to slide on ice or snow
during engine power check, release brakes and begin takeoff roll. Continue
engine check during early part of takeoff roll.
Climb and Cruise
Note: After the flaps are up, wing anti-ice should be used to melt any
accumulation of slush.
Engine Anti-Ice Operation-Inflight
Engine anti-ice must be ON during all flight operations when icing conditions
exist or are anticipated, except during climb and cruise when the temperature is
below -40°C SAT. Engine anti-ice must be ON prior to, and during, descent in all
icing conditions, including temperatures below -40°C SAT.
When operating in areas of possible icing, activate engine anti-ice prior to
entering icing conditions. Late selection of engine anti-ice may allow inlet ice
buildup and ice shedding into the engine.
[Without Icing Advisory Light]
WARNING: Do not rely on airframe visual icing cues before
activating engine anti-ice. Use the temperature and
visible moisture criteria.
[Option - Icing Advisory Light]
WARNING: Do not rely on airframe visual icing cues or
illumination of the ICING light before activating
engine anti-ice. Use the temperature and visible
moisture criteria.
When engine anti-ice is required inflight:
[Without automatic ignition]
ENGINE START switches
CONT
SP.16.7
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