737Cl Landing Gear Qrh 14

Front 1

The alternate anti-skid system has

Back 1

Two anti-skid valves.

Front 2

The accumulator isolation valve is closed by

Back 2

System A pressure whenever system B pressure is lost.

Front 3

The alternate brake source selector valve

Back 3

Prevents hydraulic system A from powering the alternate brake system when hydraulic system B is operating normally.

Front 4

The landing gear is normally operated

Back 4

By system A hydraulic power but has a manual extension facility as a back-up.

Front 5

When using manual extension to extend the landing gear

Back 5

Pull the middle handle approximately 8 inches to unlock the nose gear and pull the other handles approximately 18 inches to unlock each main gear.

Front 6

While the landing gear is being extended manually, the landing gear lever must be selected to

Back 6

OFF and then selected to DOWN after extension.

Front 7

If the landing gear lever will not move up after takeoff, and the configuration warning does not sound on flap retraction

Back 7

Pull the Landing Gear Override trigger and select landing gear UP, then OFF.

Front 8

Classics only - With any landing gear not locked down and the flaps greater than 15 degrees

Back 8

A steady horn will sound which cannot be silenced (reset) with the Horn Cut-out switch.

Front 9

Classics only - With either or both thrust levers retarded to idle, the landing gear not down and locked and the flaps are up

Back 9

Red warning lights will illuminate.

Front 10

Classics only - The main gear viewer is (normally) located

Back 10

Opposite the 3rd window behind the aft overwing exit and one foot left (port) of centre.

Front 11

If the nose gear lockout pin is not installed

Back 11

Pushback must be with both System A hydraulic pumps OFF.

Front 12

Rudder pedal steering is

Back 12

Deactivated as the nose gear strut extends after takeoff.

Front 13

Rudder pedal steering

Back 13

Can be overridden by the nose wheel steering wheel.

Front 14

Classics only - Indications that the landing gear is down and locked, when looking through the gear viewers are

Back 14

Main gear - red painted stripes lining up on down lock and side struts.
Nose gear - two red arrow heads on the down lock strut are in contact.

Front 15

Should the ANTISKID INOP light illuminate

Back 15

Select the Autobrake Select switch to OFF and brake with caution.

Front 16

During landing with the autobrake system armed the brakes will be automatically applied

Back 16

When the main wheels spin up and the thrust levers are at or near idle.

Front 17

Hydraulic power for the normal brakes is supplied by

Back 17

System B.

Front 18

The autobrake system is armed

Back 18

When the aircraft is in flight, the anti-skid control switch is ON and the autobrake select switch is in the 1,2, 3 or MAX positions.

Front 19

After manual extension of the landing gear, the indication on the flight deck that the correct procedure has been carried out is

Back 19

3 green lights.

Front 20

The alternate brake system is powered by

Back 20

System A hydraulics.

Front 21

The nose wheel steering lockout pin

Back 21

Is installed in the steering depressurisation valve to bypass hydraulic system pressure.

Front 22

The nose wheel steering lockout pin when installed

Back 22

Allows pushback with hydraulic system A pressurised.

Front 23

The precharge pressure in the brake accumulator is

Back 23

1000psi

Front 24

The 737 brake system has

Back 24

One hydraulic brake accumulator.

Front 25

If system A hydraulic power has failed

Back 25

The alternative anti-skid system is inoperative.

Front 26

On loss of system B hydraulic power

Back 26

Locked wheel and touchdown protection is not available.

Front 27

The autobrake RTO mode was selected prior to takeoff and

Back 27

The autobrake select switch will remain in the RTO position after take-off until placed in the OFF position.

Front 28

When the autobrake RTO mode is selected on the ground

Back 28

The AUTOBRAKE DISARM light will illuminate for approximately 2 seconds to indicate self test initiation. After 2 seconds the light will extinguish.

Front 29

On an aborted take-off with autobrake RTO mode selected

Back 29

Braking, equivalent to full manual braking, will be applied if the groundspeed is more than 90 knots.

Front 30

If a landing is made with RTO left selected

Back 30

No automatic braking action occurs and the AUTOBRAKE DISARM light will illuminate two minutes after landing.

Front 31

Selecting the Nose Wheel Steering switch on the Captain's Instrument panel to ALT provides the

Back 31

B hydraulic system pressure for steering.

Front 32

The HYD Brake Pressure indicator reads zero, but both hydraulic system pressures are normal

Back 32

The nitrogen precharge in the brake accumulator has leaked out, accumulator braking is not available but normal braking is unaffected.

Front 33

Classics only - With Flap 5 selected and the gear not down and locked, both Forward Thrust Levers are retarded to below approximately 10 degrees thrust lever angle. The gear warning horn sounds
and

Back 33

Can be cancelled by the Landing Gear Horn Cut-Out switch.

Front 34

With Flap 15 selected and the gear not down and locked, both Forward Thrust Levers are retarded to the idle position. The gear warning horn sounds and

Back 34

Can not be cancelled by the Landing Gear Horn Cut-Out switch. (Thrust levers remaining at idle).

Front 35

With Flap 25 selected and the gear not down and locked, both Forward Thrust Levers are retarded to below approximately 10 degrees thrust lever angle. The gear warning horn sounds
and

Back 35

Can not be cancelled by the Landing Gear Horn Cut-Out switch or by any position of the Thrust levers.

Front 36

The normal pressure for the Hydraulic Brake pressure indicator is

Back 36

3000psi

Front 37

Where can you find the main gear viewing ports?

Back 37

Left of the isle, 3 windows aft of the wing emergency exit.

Front 38

The gear has been raised and the handle is in the OFF position. What holds the gear in place?

Back 38

Mechanically locked in place.

Front 39

Which of the following is TRUE concerning the gear handle and anti-skid system?

Back 39

Placing the gear handle up disarms the anti-skid system.
Placing the gear handle up disarms the anti-skid inop light
Placing the gear handle off allows the system to indicate an anti-skid failure while in flight.

Front 40

How can the gear be retracted in the event of the loss of engine #1?

Back 40

The LGTU kicks in with B system pressure and fluid to raise the gear.

Front 41

The green gear lights indicate that the gear is down and locked.

Back 41

True.

Front 42

What enables nose wheel steering?

Back 42

Placing the gear handle to the down position.

Front 43

The nose wheel steering is active when the main wheel struts are compressed and the gear handle is in the down position.

Back 43

False.

Front 44

What is the steering authority of the rudder pedals?

Back 44

7 degrees

Front 45

What is the steering authority of the steering handle?

Back 45

78 degrees.

Front 46

The anti-skid system has _____ valves for the normal brakes and ____ for the alternate brakes.

Back 46

4; 2

Front 47

The normal mode of the brake system provides for sensing of the individual wheels while the alternate brake system senses paired truck sensing.

Back 47

True.

Front 48

When are the auto-brakes available?

Back 48

When you have Normal brakes.
When the anti-skid is functioning
You need wheel spin-up and both throttles to idle.

Front 49

Which features are unavailable in the event of the loss of the anti-skid?

Back 49

No auto brakes, touch down protection or locked wheel protection.
No auto speed brakes.
No RTO.

Front 50

What is the significance of the RED gear lights?

Back 50

They indicate a disagreement between the gear lever and gear position.
They can indicate an in transit condition.
Either throttle is at idle and the gear is not down.

Front 51

With what brake mode (normal, alternate, or accumulator) can you not set the parking brake when pulling into the gate?

Back 51

Alternate.

Front 52

When will the LGTU operate?

Back 52

Engine failure #1.
When Alternate Nose Wheel Steering is selected.

Front 53

Which ways will deactivate the auto brakes?

Back 53

Apply brake pressure above a certain value, 3 seconds after landing (either brake pedal).
Move the S/B lever to the down detent.
Advance one or both throttles or turn the A/B switch off.

Front 54

How many brake applications can you expect in the event of the loss of both systems A and B?

Back 54

6

Front 55

With failure of A system, B system actuates the accumulator isolation valve. -A- system fluid is trapped in the accumulator.

Back 55

False.

Front 56

What are the requirements to arm RTO?

Back 56

On the ground, below 60 knots and the throttles at idle.
Anti-skid switch ON.
A/B selected on RTO.

Front 57

On liftoff, the RTO disarms and the switch automatically goes to OFF.

Back 57

False.

Front 58

RTO provides for a maximum deceleration rate.

Back 58

False.

Front 59

Auto brakes provide a deceleration RATE (1,2,3 or max).

Back 59

True.

Front 60

Which of the following is true concerning RTO?

Back 60

Activates at 60 knots.
Between 60 and 90 knots, manual braking is required.
Above 90 knots, you get RTO Auto brakes and speed brakes when the throttles are at idle.

Front 61

If you select RTO for landing, will you get any braking?

Back 61

No.

Front 62

Which of the following is TRUE concerning locked wheel protection?

Back 62

Locked wheel protection drops out below 18 knots.