Boeing 737 Tips Take Off Speed Margin Eng Fail
V2 gives stall margin for 15° + 15° overbank V2 + 15 gives stall margin for 30° + 15° overbank select LVL CHG and MAX CONT after flaps up
Climb w/o FMC best angle best rate Econ 1 Eng Inop
Flaps up maneuvring speed Flaps up maneuvring speed + 50 kts / .74 280 / .74 Flaps Up Maneuvring Speed / Max Continuous
Cruise Max Altitude Margin
Optimum Altitude
Long Range Cruise
Fuel temperature
Max Altitude is the minimum of certified altitude, thrust capability to climb or buffet margin limited altiude ( 0.3 g / 40° bank ) Provides +/- 1.5 load factor ( 48° bank ) 2000 ft above allows +/- 45° bank prior buffet 2000 ft above / below optimum increase fuel by 1 / 2 % 4000 ft below optimum increase fuel by 3 / 5 % Optimum calculation altitude: altitude: Distance + ½ distance 8000 ft below optimum increase fuel by 8 / 14 % provides fuel mileage 1 % less than Max Range M .01 above LRC increase fuel by 1 / 2 % M .74 gives LRC within 2000 ft of optimum LRC provides best buffet margin at all cruise altitude 4000 ft climb needs 135 to 225 kgs but climb only if you cruise 20 min or more rate of cooling is 3°C per hour up to 12 °C Increase of M .01 increase TAT by 0.5 to 0.7 °C
Engine Failure
1 Eng Inop Distance
At cruise level & speed : 260 Nm
JF CLAES 2006
Boeing 737 Tips Descent Planning Speed
Target
Deceleration
Holding
3 Nm / 1000 ft M .74 / 280 kts gives 2100 / 3000 ft /min 250 kts gives 1700 / 2400 ft /min 210 kts gives 1400 / 1900 ft /min 10 000 ft, 250 kts at 30 Nm Flaps Up maneuvring at 12 Nm for Straight In Flaps Up maneuvring at 8 Nm Out for Abeam 25" - 2 Nm from 280 to 250 kts in Level 25" - 3 Nm from 250 to 210 kts in Level Rem: Time and speed decrease by 50% with speedbrake Minimum fuel is Flaps Up maneuvring Speed Above FL 250, 250, take VREF 40 + 100 kts Flaps 1 increase Fuel by 10%
Approach Engine Failure On Final Flaps 15 Landing All Eng
retract flaps to 15° and increase Vref by 15 kts Use Flaps 1 for go-around Rudder authority and rudder pedal steering are not affected by rudder trim
Landing Braking with A/S Braking without A/S Reverse thrust with X wind X wind landing landing
Overweight Landing
Apply full braking braking Apply progressive progressive constant constant braking Avoid reverse reverse trust if A/C in crab crab Reduce X wind wind by 5 knots if assymetric reverse reverse zero crab landing not recommanded if x wind exceeds 17 kts or 23 with flaps 40° Use Flap 30° for speed margin Landing distance is less than TO distance Except on Wet/Contaminated RWY ( check PI ) Reduce Weight by increasing drag Brake Energy Limits not exceeded for F 30° or F40° You can go to speed 20 kts below Maneuvring Speed with normal bank. No 15° protection overbank No Autoland recommanded
Maneuvers Rapid Descent
Stall Speed Stick Shaker Speed
1° Lights, 2° Start Switches, 3° Altitude, 4° LVL CHG, 5° Thrust Levers and 6° Speed Brake Check MSA, ATC, QNH Fup: 160, F 5°: 135, F 15°: 118, F 30°: 108 Fup: 180, F5°: 145, F15°: 125, F30°: 116 Rem: Fup and F 5° is for MTOW, others for MLW
JF CLAES 2006
Boeing 737 Tips NN Operations Ditching Loss Of Thrust On … High Vibration All Flaps Up Landing Landing Leading Edge Flaps Trans Trailing Edge Flaps Alternate Flaps Flaps Extens. Jammed Flight Controls Jammed Stabiliser Fuel Imbalance Low Fuel (>453 kgs) Manual Reversion
Landing Gear Lever Jam. Tire Failure
Partial Gear Up Landing One Main Gear Down Tailstrike Window Damage Slide Window Open
Use F40°, Reduce Fuel and pitch +/- 10° for touch Use TO EGT Limit for restart Reduce Power, Speed and Altitude Fly manually on Final, Use A/B and full Reverse Vref gives protection for 15° + 15° Overbank Config Wanrning can occur if gear up and F>15° No Assymetry Protection and Slower Speed Override with big constant force to keep control No breakthrough system like the 146 Force on stabiliser trim wheel Full control by elevator still available Limit is for structural life not for controlability Smooth handling in pitch and roll Leave wings pumps on even with low pressure light Gear and leading edge devices cannot retract Extend and retract trailing edge flaps electrically Plan a long final, smooth thrust reduction on flare Use if gear transfer valve stuck and if time Advise ATC to check check the rwy and and land normally normally Go to your destination if rwy long enough Don't use the autobrake, use max reverse Do not recycle the lever. Don't waiste time Ask fire truck to check check your gear gear condition Do not arm the speedbrakes Shutdown fuel pumps and critical engine on flare Do not pressurize tha A/C Risk in late go-around if you refuse the touchdown With both window 1 damaged, do an autoland may be open at or below holding speed calm air area over the open window
Low Visibility Procedure Low Vis Take Off
Visibility less than 400m Check Airport Minimas
CATII/CATIII Approach
Visibility down to 200m Captain make a good briefing
Synthesis
1 2 3 4
JF CLAES 2006
Verify A/C status Verify airport status Verify weather Verify crew qualification
Boeing 737 Tips General Info Passenger Weight Charter Flight Europe
Male: 83 kgs Female: 69 kgs All Adult : 76 kgs kgs Child ( 2 to 12 ): 35 kgs Infant ( under 2 ) : 0 kg
Baggage Weight Charter Flight Europe
1 piece : 13 kgs
Fuel Consumption
Perfo Improvement Method
Perfo Information
Engine
3200 kgs for 1 st hour 2500 kgs/h Or check QRH
APU
(ground) (ground) 115 kg/hr
1 2 3 4 5
Bleeds of off or or un unpressurized TO TO Use another rwy Take headwind into account Use improve climb Improve climb + bleeds off
At TO thrust, each each 3T below below the max climb weight, you increase increase your climb gradient by 1% Both engine running: climb gradient multiplied by 4: 2,4% x 4 = 9,6%
JF CLAES 2006
Boeing 737 Tips
FCT 4.10
JF CLAES 2006
Boeing 737 Tips
FCT 5.54 FCT 5.49
FCT 6.35
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Boeing 737 Tips
FCT 8.22
JF CLAES 2006
Boeing 737 Tips
JF CLAES 2006
