How to start a 737
June 30th, 2006 | by Dusk |
Normally the engine is started during pushback. Notice the plane moving back after all the passengers are in? This is the time the engine is lighted.
So how do you start a b737 engine?
Before starting the engine, some internal check and external check has to be done. This is all under boeing 737 normal procedure or checklist. The first thing is Preliminary Preflight Procedure. The electrical power must be available either by ground cart or APU. The APU is a small motor at the plane’s tail that powers electricity and supply air to the cabin. Normally APU does the job. Then its the external check. The co-pilots (usually) walks around the plane to make sure the plane is in good condition.
After that, the Preflight Procedure is accomplished by the Captain and Co-pilot. Both have separate duties. I will talk about the procedures later or else ill go out of topic. Next is the Before Start Procedures. These procedures are followed by a Checklist. Next is the Pushback and Towing Procedure.
Now you can start the engine after the engineers gives the green light. The engine number 2 is usually stared first. That’s the right engine if u are sitting in the cockpit facing front. First, the Pack Switches are closed to maximize the air pressure form the APU.
The engine needs minimum of 30 psi to start. Allow .5 psi reduction for every 1000ft. Now turn the Engine Start Switch to GRD position.
Wait until the N2 indication goes to 25% then move the Engine Start Leaver to Idle Detent. When the N2 reaches 46% the Engine Start Switch will move to OFF position automatically. Congratulations, on the first engine. Now repeat for the Engine No1.
Things to watch out during engine start.
During starts, watch out for any abnormal indications. If there’s any abnormalities, abort the start by moving the Engine Start Leavers to the CUT-OFF position. Some of the indications are:
-No N1 indication before Engine Start Leaver to IDLE DETENT.
-No EGT rise after 10s after Engine Start Leaver to IDLE DETENT.
-No or slow increase in N1 or N2 after EGT rise.
-EGT rapidly approaching or exceeding 725C
-EGT digital display flashing
-No oil pressure at engine idle
If the start is aborted, the Aborted Engine Start Non Normal Checklist must be done. Yeah I know there’s a lot of checklist and procedures. Maybe next time ill post some of the checklist.
Now taxi the plane with around 30% N1 until the ground speed reaches 10-20kts, then move the thrust leaver to idle. Align with the runway and set the power to 40% then press the TOGA button and the thrust leavers will move to 96% and accelerate to 80kts, then V1. When you reach VR, Rotate. Remind me explain the details later. Meanwhile read the 737 Engine Failure After V1.
This guide is for Boeing 737-400. The -300 and -500 version is almost the same. Im not sure if this applies to the -600.
Forum on How to start a 737 can be found here http://forum.flydamnit.com/index.php?topic=7.0
34 Responses to “How to start a 737”
By Michael on Jun 30, 2006 | Reply
Cool writeup. I’m waiting for another article like this when you explain the duties of a Captain and FO…
By Dusk on Jun 30, 2006 | Reply
Owh ok. Good topic. It will be complicated though. Because sometimes there are flight where Captain pairs with another Captain. Or flights where the FO does the flying from the right hand seat and the Captain is the ‘Pilot Monitoring’ or ‘Pilot Not Flying’ Thats the term used.
By nivlac on Jun 30, 2006 | Reply
may i know usually how long is needed to complete one checklist?
By Dusk on Jun 30, 2006 | Reply
Usually the longest checklist is The Preflight checklist. The captain and FO will do their side of the checklist by memory. Sometimes i call it ‘procedure’. Then they continue with the Checklist from a piece of paper. A new cadet (in training) might take 5-10mins to do everything. A new pilot might take 2-5mins. But a fully operational pilot/captain will take less than 1 min. They just have a glance at the panel and they know which switch is not in the right position
By Dusk on Jul 8, 2006 | Reply
Later i will add the more details on how the engine starts. And how each actions effects the engine.
By Ass Tulip on Aug 11, 2006 | Reply
Hmm… yea, nice post in terms of cool graphics.
I can assure you the 737-600 engine procedures are in no way compatible with the ‘classics’ (733/734/735). the flight deck and engines themselves are different.
By Omar on Nov 29, 2006 | Reply
Well, actually the procedure for start up is pretty much the same in all 737’s. All of them have manual monitored start.
-Starter to GND position(and FO keeps hand on it)
-Monitor N2 and oil pressure rising.
-At 25% N2, open cutoff valve.
-Check EGT rising (possible hot start)
-Check N1 rising.
-If at 56% N2 starter remains engaged, FO cuts it out manually.
After engines are started: A HYD pumps to ON; Open Bleeds and isolation valve to auto; APU Bleed off; Probe heat on.
The 733,4,5 are not classics. The classics are the 100 and the 200.
I have flown 777. Newer airplanes have AUTOSTART feature. One takes both starter switches to on position and imediately open both fuel cutoff valves and engines start automatically and simultaneously. The system offers protections such as for hot and wet starts and starters not cutting off.
By Dusk on Dec 1, 2006 | Reply
Ic, which airlines are u from?
Here is some difference in our operation. We dont hold the starter once its on GND. Unless if theres something wrong with the solenoid. We disengage it manually if it dosent disengage after 46%. Owh ya another thing is we on the HYD before starting the engine.
Ive never been in the 777. Like the airbus, theres some auto-abort feature. Thanks for the info.
By akhyar on Dec 28, 2006 | Reply
it`s website is ok, Please send artilce and topic for me
By PieInTheSky on Jan 5, 2007 | Reply
733, 734 and 735 are the Classics. 731, 732 and 732 Advanced are the Originals.
By firaus737 on Jan 9, 2007 | Reply
very good info.keep up all these good work.really will help me in the future…
By Dusk on Jan 13, 2007 | Reply
thanks
By Earlyflyer on Jan 19, 2007 | Reply
Hi,
Is the fuel-cut/idle switch being pushed directly from off to Idle ? or is it a sort of “smood-slowly” to idle ? if so… because of overheat danger ?
Thank you for clarifying.
Earlyflyer
By Dusk on Jan 19, 2007 | Reply
Normally its instantly moved to idle, at a normal pace. For the overheat protection, we had our fingers on standby on the fuel start lever even after moving it to Idle.
We also monitor for overheat trends or any abnormalities such as slow N2. Snow N2 means the fan is not turning; this could lead to a hung-start or a hot-start.
If the trend shows that the EGT is rising rapidly approaching the max EGT (725 degrees), then we will cut-off the fuelflow.
The system can detect abnormal starting trends based on the temperature, EGT and N2. If they suspect the EGT will exceed 725, the EGT display will start to flash.
Anyway during start, both captain and first officer will monitor the engine display.
By Ahmad Dan-Hamidu on Feb 15, 2007 | Reply
Wow thats cool stuff. My interest is fuelled by the level of control/inputs required in MS-FlightSim2004, does it have this kind of details; are these procedures included in the FlightSim? I intend to go to flight school and would like a lot of background knowledge so I can impress the instructors when I get to the level of learning how to fly big jets. Thanks and keep up the good work.
By PolygonUK on Feb 16, 2007 | Reply
Hi Ahmad,
the default 737 in FS2004 does not model these procedures. However I highly recommend you purchase add-ons from PMDG (737 and 747) that model most of the systems accurately, including fully operational and integrated flight management computer and more realistic flight models.
Kind regards.
By heleana on Mar 9, 2007 | Reply
Hi! Im so impressed with all details on how the engine 737 starts. Although im not a Pilot, but by only read the info, really impressed me alot.. Awesome!and keep
it up by giving us more info about plane..nice..
By Happy2walk on Mar 22, 2007 | Reply
Is it true 737’s have no ability to dump fuel? (For an emergency landing that is)
By Jimbo on Apr 9, 2007 | Reply
Can some one help me with that little fan thingy that drops down to supply emergency power should both turbine fail / drop off?
thanks to all
By RR4711 on Apr 12, 2007 | Reply
Where is the TOGA pushbutton located in the cockpit ? Does anyone have a photo or drawing ?
By Keith H. on Apr 27, 2007 | Reply
Jimbo,
You’re talking about a RAT (ram air turbine).
There’s a nice explanation here: http://en.wikipedia.org/wiki/Ram_air_turbine
Cheers,
Keith.
By Konstantin on May 16, 2007 | Reply
Hey there, can anyone send me some checklists for B747-400? would be nice to recieve it. my mailbox is kostyaeagle@mail.ru
all kind of checklists are apreciated. starting from powerup up to the power down.
thanx a lot!
Konstantin.
By Zack Clibbens on May 18, 2007 | Reply
hi i really dont know what to do im trying to staer the engines on fs2004 in the pic boeing 737 could you help pleaseeee
By CWLoew on Jun 27, 2007 | Reply
Geez, imagine having to do that several, or more, times a day?
I am looking for a picture or drawing of the overhead panel with a desciption for a 737-400, are they diffent for the 300 and 500 series?
I can be contacted - docATlotacaDOTcom
By Tolya on Jul 5, 2007 | Reply
Hi, can anyone please tell me about maintanance and inspections of 737-400, after how many hours of flying its done on which part of the aircraft e/g/ engine, landing gera and etc/
By San757 on Oct 8, 2007 | Reply
T.O.G.A. take off and go around switch, is located at the trust levers
By tony gordon on Oct 12, 2007 | Reply
I would like to learn how can I get started in flying a 737. What are the steps?
By Dusk on Oct 13, 2007 | Reply
Hi there tony gordon. Try this topic at
http://forum.flydamnit.com/index.php?board=6.0