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I’d like some explanations about the C/L’s philosophy: I understood the Memory Items were shortenes to let the choice, in the NNC/L, to choose between in flight or on ground. But let’s assume an engine fire on Take Off. Above 400ft you perform the Memory Items ENG FIRE OR ENG SEVERE DAMAGE OR SEPARATION by memory; after the first extinguisher bottle percussion, the fire is still burning: I can’t imagine waiting for MFRA and retracting flaps to eventually reaching MSA, and then going through the NNC/L read by the PM to - at last - fire the second extinguisher bottle!! You will probably answer my question with an “airmanship” solution, considering firing the 2nd bottle by heart on captain’s decision for safety without waiting to accomplish the NNC/L. I don’y know if I make myself clear but I don’t feel comfortable with that...

Reading through chapter 14 of the 737 handbook, I came across the statement that the purpose of the LGTU is to "improve the single engine performance in the first climb segment". However, my company issued 737 systems manual indicates that the LGTU "improves second segment climb capability". In addition, it is well known that for 2 engine airplanes, it is usually the second segment that is most limiting.

Dear, Imagine you have an airspeed unreliable event on T/O. You have a bird strike and your radome is damaged. Airspeed becomes unreliable and you have stick shacker on both sides and Cpt and Fo airspeed are not reliable. Thanks to the QRH PI Tables you can confirm the Stanby airspeed is correct. The QRH allows you to pull 1 cb of stick shaker. but it doesn’t mention you can pull both stick shakers. Would you consider pulling both stick shaker, knowing that the QRH only gives you the option to pull either Fo or Cpt stick shaker? Thanking you in advance for your expertise. Kind regards, Arthur