BOEING COMMERCIAL AIRPLANE GROUP

FLIGHT OPERATIONS TECHNICAL BULLETIN

NUMBER: 737-17-01

DATE: May 30, 2017

This bulletin provides information which may prove useful in airline operations or airline training. The information
provided in this bulletin is not critical to flight safety. The information may not apply to all customers; specific
effectivity can be determined by contacting The Boeing Company. This information will remain in effect depending
on production changes, customer-originated modifications, and Service Bulletin incorporation. Information in this
bulletin is supplied by The Boeing Company and may not be approved or endorsed by the FAA at the time of
writing. Appropriate formal documentation will be revised, as necessary, to reflect the information contained in this
bulletin. For further information, contact Boeing Commercial Airplanes through the Service Requests Application
(SR App) on the MyBoeingFleet home page.

SUBJECT: Engine Out Taxi

ATA NO: 09-00

APPLIES TO: 737-7/-8/-9/-8200

Background Information

The Flight Crew Training Manual (2007 and earlier) stated that it is not recommended to taxi
out with less than all engines running. Many operators found this policy to be restrictive to their
operations. Boeing Flight Operations has reevaluated this policy while considering the
following:
Many operators have:
Used Engine Out Taxi (EOT) policies and procedures for years
Requested information about taxiing with an engine shut down.
There are environmental and economic benefits for EOT operations including reduced
carbon emissions and fuel costs.

This bulletin provides engineering data and factors that operators should consider before
implementing EOT operations. The material in this bulletin is intended to assist those operators
who wish to develop their own EOT policy and operating procedures.

Introduction

EOT operations have the potential to save fuel and to reduce an airplanes carbon emissions.
The decision to implement EOT belongs to the operator.

Because our customers engage in a wide range of operations, it is not possible for Boeing to
provide a single procedure that will work for all operators. Therefore, operators should develop

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EOT policies, procedures, and flight crew familiarization materials specific to their operation and
in accordance with the requirements of their regulatory authorities.

Based on our review of operator EOT policies and procedures, Boeing recommends that the
following factors be considered when implementing EOT operations:
1. Standard Operating Procedures (SOP)
2. Potential Risk Factors
3. Operational Considerations
4. Airplane Systems Considerations.

1. Standard Operating Procedures (SOP)

Operator SOPs should be established to manage EOT procedures and to mitigate the potential
increase in risk when taxiing with an engine shutdown. These SOPs should provide the flight
crew with clear and concise guidance for EOT operations.

SOPs should contain and emphasize two separate steps. First, the flight crew configures the
airplane using normal scan flow and procedures. Second, the flight crew verifies the proper
configuration using a checklist. For example, the flight crew sets the flaps using scan flow and
procedures, then in a second separate step, the flight crew verifies proper airplane configuration
using a checklist.

FAA Advisory Circular (AC) 120-71B (1/10/2017) titled Standard Operating Procedures and
Pilot Monitoring Duties for Flight Deck Crewmembers provides advice and recommendations
about the development, implementation, and updates of SOPs. It also explains the background,
basic concepts, and philosophy with respect to SOPs.

FAA AC 120-74B (7/30/2012 titled Flight Crew Procedures During Taxi Operations provides
advice and recommendations regarding taxi operations.

2. Potential Risk Factors

Potential risks associated with EOT operations should be mitigated by addressing at least these
key factors:
1. Crew Workload
2. Loss of Airplane Systems
3. Break-away Thrust.

2.1. Crew Workload

EOT operations can increase crew workload because it adds secondary tasks. These tasks can
increase the heads-down time during taxi operations. The following additional tasks should be
addressed by airline SOPs:
Configuration of airplane systems before and during EOT
Engine start during taxi.

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Secondary tasks also increase the risk of crew error, including the potential for incorrect airplane
configuration, runway incursion, or violation of a taxi clearance. Flight crews need to be aware
of the potential for high workload situations prior to and during engine start and shutdown, and
when configuring airplane systems during EOT operations.

Starting an engine with the parking brake set is one way to mitigate the potential for human error
during taxi operations.

Other elements that can contribute to crew errors and deviations from SOPs include:
Changes to ATC instructions, e.g., runway or taxiway changes while taxiing or takeoff
sequence changes
Unfamiliar airports
Complicated taxi clearances.

2.2. Loss of Airplane Systems

During EOT operations, some airplane systems may not be powered. As a result, loss of an
additional airplane system during EOT operations can reduce system redundancies. The flight
crew should review the impact of Minimum Equipment List (MEL) items on EOT operations.
EOT operations should not be conducted when a system that impacts braking or steering
capability is not operative.

2.3. Break-away Thrust

The thrust that is required to start moving the airplane is higher during EOT operations. As the
weight of the airplane increases, the required break-away thrust also increases. High break-away
thrust can create hazards to personnel and equipment as well as to airport structures. Flight
crews need to consider:
Jet blast effects
The direction of turns
The increased time necessary to start moving the airplane.

Some operators mitigate the increased jet blast effects by establishing:

Maximum weights for EOT operations
Maximum N1
Ramp locations for engine start.

A key element that contributes to crew errors and deviations from SOPs, as identified by pilot
reports, includes:
The crew tries to accommodate an ATC request to expedite movement across an active
runway without taking into consideration:
The additional time required to accelerate from a stop, causing the traffic on final to
go around
The flight crew increasing the thrust above acceptable levels.

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3. Operational Considerations
Operator policies, procedures, and crew familiarization material should address items such as:

3.1. Airports
Local airport directives can require taxiing with all engines running. Other airports may not be
suited to EOT operations due to ramp and taxiway layout.

3.2. Taxiway and ramps

Taxiway and ramp slope and composition, particularly soft asphalt, may not be suited to EOT
operations.

Congested ramps: The risk of damage due to jet blast increases, with the close proximity of
personnel and equipment. When ramps are congested, consider taxiing with all engines
operating.

Slippery taxiways and ramps: Ramp areas can be more slippery than taxiways and runways.
Some operators require a taxi surface braking action of good or better before conducting EOT
operations.

Contamination: When ramps or taxiways are covered with ice, snow, slush or standing water,
taxi with all engines operating.

3.3. Engine Considerations

Engine Starting Time: The Crew should consider the longer start times on the 737 MAX as
well as the additional Bowed Rotor Motoring time (new for the 737 MAX) and plan ahead to
prevent disruption of airport operations.

Engine warm up and cool down: The crew should comply with engine warm up and cool
down time requirements as indicated in the Flight Crew Operations Manual (FCOM) including
minimum engine oil temperature.

CAUTION: Failure to adhere to the engine warm up and cool down times can result in
engine damage.

Foreign Object Damage (FOD): With a high thrust setting, the potential for FOD increases.
Higher break-away thrust increases the likelihood of FOD on the operating engine. On a narrow
taxiway, engines can overhang the taxiway edges and ingest FOD.

Remote start: When starting an engine away from the gate, the flight crew may not have the
benefit of ground crew.

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3.4. Crew Performance and Additional Considerations
Familiarity with EOT and airport: The flight crew should be familiar with EOT operations,
the additional risk factors, and airplane system considerations. Boeing recommends that
familiarization or training material be integrated into normal training events. The crew should
consider their familiarity with the airport and the complexity of the taxi route before conducting
EOT operations.

Atmospheric conditions: The crew should consider the current atmospheric conditions such as
wind, visibility, and temperature. During adverse weather conditions, taxi with all engines
operating.

Direction and radius of turns: The crew should consider the direction of turns when
conducting EOT operations. A sharp turn toward the operating engine is more difficult to
accomplish. Also, a small turn radius may not be possible with less than all engines operating.
If possible, when making minimum radius turns, keep the operating engine on the outside of the
turn. Keeping the airplane moving will preserve the momentum and makes the taxi task easier.
Maintain a constant pressure on the tiller due to the asymmetrical thrust.

Secondary tasks, e.g., system configurations: Airplane systems need to be configured and
managed appropriately to maintain safety, redundancies, and to optimize passenger comfort. For
example, during EOT operations there is a potential for a fuel imbalance during long taxi times.
The crew should ensure that fuel balance is maintained within the applicable limits. Proper
configuration of systems for EOT operations should be addressed.

Taxi time (slot time): With a short taxi time, EOT may not be advisable, due to the time
required for systems reconfiguration, engine start, checklist accomplishment and engine warm
up.

4. Airplane Systems Considerations

The attached System Considerations and Flight Deck Effects analysis provides information for
conducting EOT operations.

Due to the large number of configurations allowed by the Master Minimum Equipment List
(MMEL), MEL dispatch conditions were not considered. Operators choosing to conduct EOT
operations with an inoperative item per the MEL should ensure that their SOPs account for the
inoperative equipment.

Every effort has been made to ensure that a complete review of the airplane is included in the
attached analysis but the possibility remains that some systems affected by EOT are not
identified. The exclusion of a system from this analysis is not a guarantee that there is no impact
to the system or other dependent systems during EOT operations.

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Conclusion

Boeing believes that if operator policies, procedures, and training are appropriately applied to
EOT operations, the risks can be mitigated to a level that will be satisfactory to operators and
their regulatory authorities.

Additional References

Additional information can be found at the following websites:

MyBoeingFleet www.myboeingfleet.com
Airport Technology www.boeing.com/commercial/airports
FAA Advisory Circulars www.faa.gov
Flight Safety Foundation www.flightsafety.org/about_fsf.html
IATA Best Practices www.iata.org/index.htm

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 System Considerations and Flight Deck Effects

System Considerations and Flight Deck Effects

General Information:
The analysis is applicable to 737-7/-8/-9/-8200 airplanes. Operators should ensure that their
policies and procedures account for all modifications after delivery as this analysis does not
account for these modifications.

Due to the large number of configurations allowed by the Master Minimum Equipment List
(MMEL), no MEL considerations were made during this analysis. Operators choosing to
conduct EOT operations with MEL items will need to ensure that their policies and procedures
account for the inoperative equipment.

This analysis was specifically developed for (4) configurations:

Configuration 1: Engine #1 (Left) OFF, Engine #2 (Right) ON, APU OFF
Configuration 2: Engine #1 (Left) OFF, Engine #2 (Right) ON, APU ON
Configuration 3: Engine #1 (Left) ON, Engine #2 (Right) OFF, APU OFF
Configuration 4: Engine #1 (Left) ON, Engine #2 (Right) OFF, APU ON

Configuration 1 Configuration 2 Configuration 3 Configuration 4

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 System Considerations and Flight Deck Effects

The remaining document consists of:

A brief analysis of the system considerations and flight deck effects
Detailed analysis of the system considerations and flight deck effects (appendices):
System Appendix
Air Systems A
Automatic Flight B
Electrical C
Engines, APU D
Flight Controls E
Flight Management, Navigation F
Fuel G
Fuel, Nitrogen Generation System (NGS) H
Hydraulics I
737NG One Engine Breakaway Thrust Exhaust Velocity Contours J

Brief Analysis of System Considerations and Flight Deck Effects

Air Systems
Assumption: Configurations with the APU unavailable assume the APU bleed switch is
selected OFF.

On warm and hot days cabin airflow will be less than normal, regardless of engine thrust
level on the operating engine. However, both air conditioning packs cannot be operated
with one engine operating and the isolation valve open due to engine EGT limitations. If
satisfactory temperature control cannot be achieved with bleed air from one engine, air
conditioning performance can be improved with both engines operating or with the APU
operating.

With both engine bleed switches selected to OFF and the isolation valve open, the APU
can supply bleed air to operate both air conditioning packs regardless of which engine is
operating.

For the impact on Nitrogen Generation System (NGS) see the Fuel section.

Anti-Ice, Rain
Boeing does not recommend EOT operations during icing conditions.

Automatic Flight
When operating on the ground with both electrical busses powered by the same
generator, TOGA mode is inhibited. Flight Mode Annunciator (FMA) annunciation can
be displayed momentarily then removed. The autothrottle will not engage.

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 System Considerations and Flight Deck Effects

Electrical
For configurations with the APU OFF, the electrical load should not exceed the Airplane
Flight Manual (AFM) limitation (75 KVA) for a single engine driven generator during
ground operations. Note that automatic load shedding does not activate until the load
exceeds 90 KVA. Selecting the CAB/UTIL switch to OFF will lower the electric load.

With the CAB/UTIL switch OFF, a single engine driven generator can supply power to
the airplane electrical system with the exception of the following: galleys and non-
essential loads which typically include heating elements (for lavatory water, drains, hoses
and doors), logo lights, the potable water compressor, and recirculation fans. Medical
outlets (if installed) can lose power. Total load on the generator will be less than the
AFM limitation, assuming there has not been a post-production modification to the
airplane electrical system that will cause a large increase in electrical loading.

For configurations with the APU ON, the APU generator should power the AC transfer
bus on the side of the engine that is shut down.

Engines, APU
During EOT operations, engine operation limits as specified in the FCOM should be
followed, including engine warm up and cool down times and an increase in engine oil
temperature before takeoff.

Three minutes is the minimum recommended warm up time. However, a longer warm up
time can result in a lower peak EGT value during the takeoff and could increase engine
life. Operators can establish longer minimum warm up and cool down times. The engine
manufacturer should be consulted for economic impact (increase in engine life) of
extended warm up and cool down times.

EOT operations can require that the operating engine be run at a higher thrust level.
Operating in this manner increases the potential for FOD.

When taxiing with one engine operating, the engine exhaust velocity contours are
different than when taxiing with two engines operating. See Appendix J for a 737 MAX
engine exhaust velocity contour at breakaway thrust for one engine operation. The
following assumptions were made when developing this data:

Airplane at sea level 1% slope

Standard atmosphere Maximum Taxi Weight
Stationary airplane No wind

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 System Considerations and Flight Deck Effects

Flight Controls
Depending on the hydraulic system configuration, moving multiple flight control surfaces
simultaneously can cause the hydraulic demand to exceed the capabilities of the Electric
Motor-Driven Pump (EMDP), resulting in movement at reduced rates.

To preclude incorrect settings caused by rushed activity the following items should be set
before taxiing:
Stabilizer trim for takeoff
Flaps for takeoff

After both engines are operating, the flight crew should do:
The Before Taxi Procedure
The Before Taxi normal checklist
The Before Takeoff Procedure
The Before Takeoff normal checklist

Flight Management, Navigation

Flight Management Computer (FMC) V-speeds can be affected by the bleed
configuration. Verify the V-speeds after both engines are running.

Fuel
Fuel System:
All fuel system functions will be available regardless of which engine is operating. Fuel
loading and usage limitations are unaffected. If a fuel imbalance occurs, follow the Fuel
Balancing supplementary procedure.

Note: There is a misconception that opening the fuel crossfeed valve will balance the
fuel system. The fuel pumps have allowable variations in output pressure. If
there is a sufficient difference in pump output pressure and the crossfeed valve
is open, more fuel will feed from the tank with the higher pump output
pressure.

To guard against fuel contamination affecting engine operation during takeoff, each
engine must use fuel from the fuel tank which will be used for takeoff for a minimum of
3 minutes at idle thrust following engine start and prior to takeoff.

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 System Considerations and Flight Deck Effects

Nitrogen Generation System (NGS):

Taxi-Out
The NGS does not operate during taxi out and is not affected by EOT operations
during taxi-out.

Taxi-In
To supply bleed air pressure and cooling air for the NGS, ensure the left manifold
is pressurized, and the left air conditioning pack is on.

There are no flight deck indications for the NGS.

Hydraulics
Hydraulic system effects during EOT operations are not affected by the operational state
of the APU (ON or OFF).

Any electric generator is capable of providing power to A and B Electric Motor-Driven

Pumps (EMDPs). Due to the redundant design of the hydraulic system, EOT operations
will not result in any inoperable systems. When hydraulic power is provided by a single
EMDP, hydraulic demand can exceed the capabilities of the EMDP, resulting in affected
systems operating at reduced rates.

When taxiing with engine #2 shutdown, depending on the hydraulic load of the airplane,
the brakes can switch from hydraulic system B normal brakes to hydraulic system A
alternate brakes. Use of alternate brakes can cause undesired transfer of hydraulic fluid
between the systems due to valve operation.

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 System Considerations and Flight Deck Effects

Appendix A: Configuration 1 Configuration 2

Air Systems Engine #1 OFF, Engine #2 ON, APU OFF Engine #1 OFF, Engine #2 ON, APU ON
System Considerations and Flight
Deck Effects
On ground, two packs cannot be operated with the isolation None
Not Operable valve open
Components/Systems

With both PACK switches in AUTO or HIGH, and with both With both PACK switches in AUTO or HIGH, and with both
engine BLEED air switches ON, if the isolation valve switch engine BLEED air switches ON, if the isolation valve switch
is in AUTO, the valve will remain closed. The right engine is in AUTO, the valve will remain closed.
will supply bleed air to the right pack. With the right engine bleed switch selected to ON, and the
Considerations
isolation valve closed, the APU will supply bleed air to the
left pack and the right engine will supply bleed air to the right
Air Systems pack.

Airflow will be less than normal. None

Impact

None The amber DUAL BLEED light can illuminate depending on

left and right engine bleed switch, APU bleed switch, and
isolation valve switch positions.
Flight Deck Effects
When the DUAL BLEED light is illuminated, thrust must be
limited to idle.

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 System Considerations and Flight Deck Effects

Appendix A (continued): Configuration 3 Configuration 4

Air Systems Engine #1 ON, Engine #2 OFF, APU OFF Engine #1 ON, Engine #2 OFF, APU ON
System Considerations and Flight
Deck Effects
On ground, two packs cannot be operated with the isolation None
Not Operable valve open.
Components/Systems

With both PACK switches in AUTO or HIGH, and with both With both PACK switches in AUTO or HIGH, and with both
engine BLEED air switches ON, if the isolation valve switch engine BLEED air switches ON, if the isolation valve switch
Considerations is in AUTO, the valve will remain closed. The number one is in AUTO, the valve will remain closed.
engine will supply bleed air to the left pack.
Air Systems
Airflow will be less than normal. None
Impact

None The amber DUAL BLEED light can illuminate depending on

left and right engine bleed switch, APU bleed switch, and
isolation valve switch positions.
Flight Deck Effects
When the DUAL BLEED light is illuminated, thrust must be
limited to idle.

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 System Considerations and Flight Deck Effects

Appendix B: Configuration 1 Configuration 2

Automatic Flight Engine #1 OFF, Engine #2 ON, APU OFF Engine #1 OFF, Engine #2 ON, APU ON
System Considerations and Flight
Deck Effects
TOGA mode. None
Not Operable
Components/Systems

Both electrical busses are powered by GEN 2, TOGA mode None

Considerations is inhibited.
Automatic
Flight None None
Impact

FMA mode annunciation can be displayed momentarily then None

Flight Deck Effects removed. The autothrottle will not engage.

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 System Considerations and Flight Deck Effects

Appendix B (continued): Configuration 3 Configuration 4

Automatic Flight Engine #1 ON, Engine #2 OFF, APU OFF Engine #1 ON, Engine #2 OFF, APU ON
System Considerations and Flight
Deck Effects
TOGA mode None
Not Operable
Components/Systems

Both electrical busses are powered by GEN 1, TOGA None

Considerations mode is inhibited.
Automatic
Flight
None None
Impact

FMA mode annunciation can be displayed momentarily then None

Flight Deck Effects removed. The autothrottle will not engage.

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 System Considerations and Flight Deck Effects

Appendix C: Configuration 1 Configuration 2

Electrical Engine #1 OFF, Engine #2 ON, APU OFF Engine #1 OFF, Engine #2 ON, APU ON
System Considerations and Flight
Deck Effects
#1 GEN not powered #1 GEN not powered
APU GEN not powered
Manual load shedding may be required to remain below
Not Operable
AFM limitation for single engine generator ground
Components/Systems
operations. As of the time of publication of this bulletin the
AFM limitation is 75 KVA (215 Amp).

With CAB/UTIL switch ON total load can exceed AFM The APU generator should power the AC transfer bus on the
limitation for single engine generator ground operations. side of the shutdown engine.
Automatic load shedding does not activate until load
exceeds 90 KVA.
Electrical With the GALLEY or CAB/UTIL switch OFF, total load will be
Considerations
less than the AFM limitation, assuming there has not been a
post-delivery modification to the airplane electrical system
that causes a large increase in electrical loading.

None None
Impact

#1 SOURCE OFF and DRIVE amber lights will illuminate. None

Flight Deck Effects #1 GEN OFF BUS blue light will illuminate.

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 System Considerations and Flight Deck Effects

Appendix C (continued): Configuration 3 Configuration 4

Electrical Engine #1 ON, Engine #2 OFF, APU OFF Engine #1 ON, Engine #2 OFF, APU ON
System Considerations and Flight
Deck Effects
#2 GEN not powered #2 GEN not powered
APU GEN not powered
Not Operable Manual load shedding may be required to remain below
Components/Systems AFM limitation for single engine generator ground
operations. As of the time of publication of this bulletin the
AFM limitation is 75 KVA (215 Amp).

With CAB/UTIL switch ON total load can exceed AFM The APU generator should power the AC transfer bus on the
limitation for single engine generator ground operations. side of the shutdown engine.
Automatic load shedding does not activate until load
Electrical exceeds 90 KVA.
Considerations With the GALLEY or CAB/UTIL switch OFF, total load will be
less than the AFM limitation, assuming there has not been a
post-delivery modification to the airplane electrical system
that causes a large increase in electrical loading.

None None
Impact

#2 SOURCE OFF and DRIVE amber lights will illuminate. None

Flight Deck Effects #2 GEN OFF BUS blue light will illuminate.

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 System Considerations and Flight Deck Effects

Appendix D: Configuration 1 Configuration 2

Engines, APU Engine #1 OFF, Engine #2 ON, APU OFF Engine #1 OFF, Engine #2 ON, APU ON
System Considerations and Flight
Deck Effects
None None
Not Operable
Components/Systems

During EOT operations, engine operation limits as specified During EOT operations, engine operation limits as specified
in the FCOM should be followed including engine warm up in the FCOM should be followed including engine warm up
Considerations and cool down time and an increase in engine oil and cool down time and an increase in engine oil
temperature before takeoff. temperature before takeoff.
Engines,
APU
None None
Impact

Indicators for EGT, fuel flow, oil pressure, and oil Indicators for EGT, fuel flow, oil pressure, and oil
temperature for the #1 engine will be blank. temperature for the #1 engine will be blank.
Flight Deck Effects LOW OIL PRESSURE amber alert will remain illuminated for LOW OIL PRESSURE amber alert will remain illuminated for
the #1 engine. the #1 engine.

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 System Considerations and Flight Deck Effects

Appendix D (continued): Configuration 3 Configuration 4

Engines, APU Engine #1 ON, Engine #2 OFF, APU OFF Engine #1 ON, Engine #2 OFF, APU ON
System Considerations and Flight
Deck Effects
None None
Not Operable
Components/Systems

During EOT operations, engine operation limits as specified During EOT operations, engine operation limits as specified
in the FCOM should be followed including engine warm up in the FCOM should be followed including engine warm up
Considerations and cool down time and an increase in engine oil and cool down time and an increase in engine oil
temperature before takeoff. temperature before takeoff.
Engines,
APU None None
Impact

Indicators for EGT, fuel flow, oil pressure, and oil Indicators for EGT, fuel flow, oil pressure, and oil
temperature for the #2 engine will be blank. temperature for the #2 engine will be blank.
Flight Deck Effects LOW OIL PRESSURE amber alert will remain illuminated for LOW OIL PRESSURE amber alert will remain illuminated for
the #2 engine. the #2 engine.

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 System Considerations and Flight Deck Effects

Appendix E: Configuration 1 Configuration 2

Flight Controls Engine #1 OFF, Engine #2 ON, APU OFF Engine #1 OFF, Engine #2 ON, APU ON
System Considerations and Flight
Deck Effects
Not Operable None
Components/Systems
The following items should be set before taxiing:
- Stabilizer trim for takeoff
- Flaps for takeoff

After both engines are operating, the flight crew should

Considerations perform:
Flight - The Before Taxi Procedure Identical to Configuration 1
Controls - The Before Taxi normal checklist
- The Before Takeoff Procedure
- The Before Takeoff normal checklist

None
Impact

None
Flight Deck Effects

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 System Considerations and Flight Deck Effects

Appendix E (continued): Configuration 3 Configuration 4

Flight Controls Engine #1 ON, Engine #2 OFF, APU OFF Engine #1 ON, Engine #2 OFF, APU ON
System Considerations and Flight
Deck Effects
Not Operable
Components/Systems

Considerations

Flight
Identical to Configuration 1 Identical to Configuration 1
Controls
Impact

Flight Deck Effects

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 System Considerations and Flight Deck Effects

Appendix F: Configuration 1 Configuration 2

Flight Management, Navigation Engine #1 OFF, Engine #2 ON, APU OFF Engine #1 OFF, Engine #2 ON, APU ON
System Considerations and Flight
Deck Effects
None
Not Operable
Components/Systems

Flight Management Computer (FMC) V-speeds can be

affected by the bleed configurations. Verify the V-speeds
after both engines are running.

Considerations

Flight
Management, Identical to Configuration 1
Navigation
None

Impact

None
Flight Deck Effects

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 System Considerations and Flight Deck Effects

Appendix F (continued): Configuration 3 Configuration 4

Flight Management, Navigation Engine #1 ON, Engine #2 OFF, APU OFF Engine #1 ON, Engine #2 OFF, APU ON
System Considerations and Flight
Deck Effects

Not Operable
Components/Systems

Considerations
Flight
Management, Identical to Configuration 1 Identical to Configuration 1
Navigation
Impact

Flight Deck Effects

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 System Considerations and Flight Deck Effects

Appendix G: Configuration 1 Configuration 2

Fuel Engine #1 OFF, Engine #2 ON, APU OFF Engine #1 OFF, Engine #2 ON, APU ON
System Considerations and Flight
Deck Effects
None
Not Operable
Components/Systems

Each engine must use fuel from the fuel tank which will be
used for takeoff for a minimum of 3 minutes at idle thrust, or
Considerations at a thrust level which will consume an equivalent amount
Fuel of fuel, following engine start and prior to takeoff. Identical to Configuration 1

Based on the fuel load, fuel balancing may be required.

Impact Follow Fuel Balancing supplementary procedure.

#1 ENG VALVE CLOSED light will illuminate dim blue.

Flight Deck Effects #1 SPAR VALVE CLOSED light will illuminate dim blue.

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 System Considerations and Flight Deck Effects

Appendix G (continued): Configuration 3 Configuration 4

Fuel Engine #1 ON, Engine #2 OFF, APU OFF Engine #1 ON, Engine #2 OFF, APU ON
System Considerations and Flight
Deck Effects
None
Not Operable
Components/Systems

Each engine must use fuel from the fuel tank which will be
used for takeoff for a minimum of 3 minutes at idle thrust, or
Considerations at a thrust level which will consume an equivalent amount
Fuel of fuel, following engine start and prior to takeoff. Identical to Configuration 3

Based on the fuel load, fuel balancing may be required.

Impact Follow Fuel Balancing supplementary procedure.

#2 ENG VALVE CLOSED light will illuminate dim blue.

Flight Deck Effects #2 SPAR VALVE CLOSED light will illuminate dim blue.

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 System Considerations and Flight Deck Effects

Appendix H: Configuration 1 Configuration 2

Fuel, Nitrogen Generation System Engine #1 OFF, Engine #2 ON, APU OFF Engine #1 OFF, Engine #2 ON, APU ON
System Considerations and Flight
Deck Effects
None None
Not Operable
Components/Systems

For EOT taxi-in it is recommended that the isolation valve To supply bleed air pressure and cooling air for the NGS,
be opened and the left air conditioning pack be selected on ensure bleed air is available to the left manifold, and the left
Considerations to supply bleed air and cooling air to the NGS. pack is on.
Fuel,
Nitrogen
Generation No impact to system operation or performance if the The system is not functional if the left air conditioning pack is
System isolation valve is open and the left air conditioning pack is off or the isolation valve is closed.
(NGS) on.
Impact
The system is not functional if the left air conditioning pack
is off or the isolation valve is closed.

None None
Flight Deck Effects

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 System Considerations and Flight Deck Effects

Appendix H (continued): Configuration 3 Configuration 4

Fuel, Nitrogen Generation System Engine #1 ON, Engine #2 OFF, APU OFF Engine #1 ON, Engine #2 OFF, APU ON
System Considerations and Flight
Deck Effects
None
Not Operable
Components/Systems

Ensure bleed air is available to the left manifold and the

left air conditioning pack is operated to supply bleed air
Fuel Considerations and cooling air.
Nitrogen
Generation Identical to Configuration 3
System None
(NGS) Impact

None
Flight Deck Effects

Page 27 of 30
 System Considerations and Flight Deck Effects

Appendix I: Configuration 1 Configuration 2

Hydraulics Engine #1 OFF, Engine #2 ON, APU OFF Engine #1 OFF, Engine #2 ON, APU ON
System Considerations and Flight
Deck Effects
None
Not Operable
Components/Systems

The A hydraulic system EMDP will be the only source of

power to the number one Engine Thrust Reverser, Ground
Spoilers 1, 6, 7, and 12, Flight Spoilers 2, 4, 9, and 11,
Alternate Brakes, Nose Gear Steering.
Considerations
Considering normal taxi conditions, Nose Gear Steering
will account for the majority of the hydraulic demand which
can be adequately supplied by the system EMDP.

Moving multiple flight control surfaces simultaneously can Identical to Configuration 1

Hydraulics cause the hydraulic demand to exceed the capabilities of
Impact
the EMDP resulting in movement at reduced rates.

ENG 1 LOW PRESSURE amber light will illuminate

Hydraulic demands can cause hydraulic system A
pressure to fluctuate.
If EMDP pressure reduces below 1300 PSI the following
Flight Deck Effects flight deck effects will be present:
ELEC 2 LOW PRESSURE amber light will illuminate
Flight Control system A LOW PRESSURE amber
light will illuminate.

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 System Considerations and Flight Deck Effects

Appendix I (continued): Configuration 3 Configuration 4

Hydraulics Engine #1 ON, Engine #2 OFF, APU OFF Engine #1 ON, Engine #2 OFF, APU ON
System Considerations and Flight
Deck Effects
None
Not Operable
Components/Systems

The B hydraulic system EMDP will be the only source of

power for the Leading Edge Flaps & Slats, Auto Slats,
Trailing Edge Flaps, Right Thrust Reverse, Flight Spoilers
3, 5, 8, and 10, Normal Brakes.
Considering normal taxi conditions, extension of the trailing
Considerations edge flaps and leading edge devices will occur at reduced
rate.
Low B system pressure can cause alternate brake
operation resulting in undesired fluid transfer between
hydraulic systems.
Hydraulics Identical to Configuration 3
Moving multiple flight control surfaces simultaneously can
Impact cause the hydraulic demand to exceed the capabilities of
the EMDP resulting in movement at reduced rates.

ENG 2 LOW PRESSURE amber light will illuminate.

Hydraulic demands can cause B system pressure to
fluctuate.
If EMDP pressure reduces below 1300 PSI the following
flight deck effects will be present:
Flight Deck Effects
ELEC 1 LOW PRESSURE amber light will illuminate
Flight Control system B LOW PRESSURE amber
light will illuminate.

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 System Considerations and Flight Deck Effects

Appendix J:

737 MAX One Engine Breakaway Exhaust Velocity Contours

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