Вы находитесь на странице: 1из 8

Boeing 737 Tips

Take Off

Speed Margin V2 gives stall margin for 15° + 15° overbank


V2 + 15 gives stall margin for 30° + 15° overbank
Eng Fail select LVL CHG and MAX CONT after flaps up

Climb w/o FMC

best angle Flaps up maneuvring speed


best rate Flaps up maneuvring speed + 50 kts / .74
Econ 280 / .74
1 Eng Inop Flaps Up Maneuvring Speed / Max Continuous

Cruise

Max Altitude Margin Max Altitude is the minimum of


certified altitude, thrust capability to
climb or buffet margin limited
altiude ( 0.3 g / 40° bank )
Optimum Altitude 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: Distance + ½ distance
8000 ft below optimum increase fuel by 8 / 14 %
Long Range Cruise 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
Fuel temperature 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 3 Nm / 1000 ft
Speed M .74 / 280 kts gives 2100 / 3000 ft /min
250 kts gives 1700 / 2400 ft/min
210 kts gives 1400 / 1900 ft/min

Target 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
Deceleration 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
Holding Minimum fuel is Flaps Up maneuvring Speed
Above FL 250, take VREF 40 + 100 kts
Flaps 1 increase Fuel by 10%

Approach

Engine Failure On Final retract flaps to 15° and increase Vref by 15 kts
Flaps 15 Landing All Eng Use Flaps 1 for go-around
Rudder authority and rudder pedal steering are not affected by rudder trim

Landing

Braking with A/S Apply full braking


Braking without A/S Apply progressive constant braking
Reverse thrust with X wind Avoid reverse trust if A/C in crab
X wind landing Reduce X wind by 5 knots if assymetric reverse
zero crab landing not
recommanded if x wind exceeds 17
kts or 23 with flaps 40°
Overweight Landing 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 1° Lights, 2° Start Switches, 3° Altitude,


4° LVL CHG, 5° Thrust Levers and 6° Speed Brake
Check MSA, ATC, QNH
Stall Speed Fup: 160, F5°: 135, F15°: 118, F30°: 108
Stick Shaker Speed Fup: 180, F5°: 145, F15°: 125, F30°: 116
Rem: Fup and F5° is for MTOW, others for MLW

JF CLAES 2006
Boeing 737 Tips
NN Operations

Ditching Use F40°, Reduce Fuel and pitch +/- 10° for touch
Loss Of Thrust On … Use TO EGT Limit for restart
High Vibration Reduce Power, Speed and Altitude

All Flaps Up Landing Fly manually on Final, Use A/B and full Reverse
Leading Edge Flaps Trans Vref gives protection for 15° + 15° Overbank
Trailing Edge Flaps Config Wanrning can occur if gear up and F>15°
Alternate Flaps Extens. No Assymetry Protection and Slower Speed
Jammed Flight Controls Override with big constant force to keep control
No breakthrough system like the 146
Jammed Stabiliser Force on stabiliser trim wheel
Full control by elevator still available
Fuel Imbalance Limit is for structural life not for controlability
Low Fuel (>453 kgs) Smooth handling in pitch and roll
Leave wings pumps on even with low pressure light
Manual Reversion Gear and leading edge devices cannot retract
Extend and retract trailing edge flaps electrically
Plan a long final, smooth thrust reduction on flare
Landing Gear Lever Jam. Use if gear transfer valve stuck and if time
Tire Failure Advise ATC to check the rwy and land normally
Go to your destination if rwy long enough
Don't use the autobrake, use max reverse
Partial Gear Up Landing Do not recycle the lever. Don't waiste time
Ask fire truck to check your gear condition
One Main Gear Down Do not arm the speedbrakes
Shutdown fuel pumps and critical engine on flare
Tailstrike Do not pressurize tha A/C
Risk in late go-around if you refuse the touchdown
Window Damage With both window 1 damaged, do an autoland
Slide Window Open 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 Verify A/C status


2 Verify airport status
3 Verify weather
4 Verify crew qualification

JF CLAES 2006
Boeing 737 Tips

General Info

Passenger Weight Male: 83 kgs


Charter Flight Europe Female: 69 kgs
All Adult : 76 kgs
Child ( 2 to 12 ): 35 kgs
Infant ( under 2 ) : 0 kg

Baggage Weight 1 piece : 13 kgs


Charter Flight Europe

Fuel Consumption Engine 3200 kgs for 1 st hour


2500 kgs/h
Or check QRH

APU (ground) 115 kg/hr

Perfo Improvement Method 1 Bleeds off or unpressurized TO


2 Use another rwy
3 Take headwind into account
4 Use improve climb
5 Improve climb + bleeds off

Perfo Information At TO thrust, each 3T below the max climb weight, you 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

JF CLAES 2006
Boeing 737 Tips

FCT 8.22

JF CLAES 2006
Boeing 737 Tips

JF CLAES 2006