B737 Perf

B737 Performance Refresher
MEL & CDL
26 Sep 2018
MMEL
The MMEL (Master Minimum Equipment List) is
written by the manufacturer.
The MMEL is approved by FAA.
Lists items of equipment's which may be

inoperative in revenue service.
Published for a given airplane type.
The objective of the MMEL is to allow operation of

an aircraft with one or more equipment
inoperative when the failure was detected in
previous flight or in transit.
The MMEL gives the list of equipment which may

be inoperative for a limited period of time with
associated conditions in compliance with:-
• airworthiness aspects (safety of the flight,

certification, crew workload)
• operational aspects linked to aircraft definition

(limitations and procedures, systems
definition, crew workload).
MEL
Based on the MMEL every Airline derives its
MEL.
The MEL must be approved by the regulatory

authorities.
The MEL cannot be less restrictive than the

MMEL.
The MEL gives approved list of items allowed

inoperative.
DDG
The DDG (Dispatch Deviation Guide) is a
guidance document published by the
manufacturer.
The DDG is intended to assist the airline in

developing procedures required to operate the
aircraft in non-standard configurations allowed
by the MMEL.
MEL-DDPG
Based on the DDG every Airline derives
its DDPG (Dispatch Deviations Procedures
Guide).
DDPG includes Operational and

Maintenance.
How is MEL structured?
A typical 737 MEL comes with certain revision and would contain:-
• MEL Index.
• Revision highlights.
• LEP (list of effective pages)
• Record of Revisions.
• Preamble which explains:-

o contents of MEL
o criteria for dispatch
o rectification intervals
o notes & definitions
o MEL Applicability policy
Contents of MEL?
General information.
MEL items which are approved by DGCA.
Dispatch deviation- Operational procedures compiled from the MMEL.
Dispatch deviation- Maintenance procedures compiled from MMEL.
All items which affect the airworthiness of aircraft or safety of those carried on board and not
included are automatically required to be operative for each flight.
MEL does not include items like wings, flight controls, engines, landing gears, etc.
Criteria for Dispatch
MEL does not have provision for all multiple unserviceabilities. Therefore before dispatching the
Aircraft with multiple MEL inoperative items, it must be ensured that any interface/inter relation
between inoperative items will not result in degradation in the level of safety or increase the
crew workload.
Operational concurrence to be ascertained, to ensure compatibility with Flight Crew

qualification. Prior to invoking any MEL items which restrict either CAT II/III operations
capability or ER operations or other specified conditions.
MEL TOC
MEL index follows ATA Sections.
Reading the MEL
ATA
ATA number Chapter
followed by item number
no.
Indicates no. of
items which must be
Interval – indicates
operative for
rectification interval
dispatch under
category
condition mentioned
below
Indicates no. Of Indicates

items installed associated
procedure
Describes particular Condition for

procedures that need dispatch: remarks or
to be applied if exceptions
required for dispatch
under given conditions
MEL Applicability Policy
Departure Scenario-I
B737-800W, VT-JBB, BOM-DEL sector, ATOW 64 tons, departure fuel 9.4 tons,
while taxing out “ANTISKID INOP” light illuminates.
crew action 
– Check QRH – NNC – LANDING GEAR – ANTISKIP INOP carried out as required
– Check MEL
Crew Decision ?
A. As (M) action is there, contact Maintrol and Come back to bay. The MEL is a “NO GO” as it
requires return to gate so that maintenance can do the (M) procedure and invoke MEL as
required / carry out corrective maintenance action.
B. Crew will be responsible for (O) action to account for performance degradation due to
MEL, which may be done using OPT.
12
Departure Scenario-2
B737-800W, VT-JBB, BOM-SIN sector on RNAV 10 route flight time 5:00 hours, with flight time
without ground navaid < 3 hours
While taxing out MASTER CAUTION “IRS” with GPS light is displayed,
crew action 
– Identify that both GPS have failed
– Check QRH – NNC – Flight Management, Navigation – GPS carried out.
– Check MEL
Crew Decision ?
A. GPS is not required for RNAV 10 operations. In case of GPS failure RNAV 10 route can be
flown for minimum 5.7 hours with dual IRU systems. So this route doesn’t have any
restriction due to GPS.
B. As there are no Maintenance procedures, or restricting Operations procedures, hence it
is treated as “GO” case. Crew can continue the flight normally
C. As ADS-B Squitter transmission is also INOP, refer MEL 34-18-02 and follow its ops
procedure as required too.
Departure Scenario-3
B737-800W, VT-JBB, DEL-BOM sector, ATOW 66 tons, departure fuel 9.4 tons, MTOF 9 tons,
planned FL 360.
While taxing MASTER CAUTION “AIR COND” with PACK light is displayed,
After pressing TRIP RESET switch, the single PACK stays illuminated.
crew action 
– Identify AIR COND system PACK Fault
– Check QRH – NNC – AIR SYSTEMS – PACK carried out. Since 1 PACK light still illuminated,
– Flying with 1 PACK inop, check MEL
Crew Decision ?
A. 1 PACK inop restricts the flight to fly at FL250.
B. Since crew has fuel planned as per FL360, flying at FL240 would result in much higher
fuel burn, which may not be available on-board. As a check when crew change the FL to
240 on th FMC the re-calculated MTOF may seem like 10.4 tons.
C. As the fuel on-board seems insufficient and actual winds at FL 240 are also not known,
crew should return to GATE to ensure correct fuel requirement is identified with Despatch
and ensured to be on-board.
D. Hence this case is treated as “NO GO”..
Monsoon / Adverse Weather Operations
MEL is an all weather document. However during monsoon season in India, certain additional
requirements may apply. Such requirements as per DGCA rules may apply.
CAR All Weather Ops (AWO)

Adverse Weather / Monsoon Operations Annex.
B737 has MANUFACTURER CERTIFICATED ADVERSE WEATHER PERFORMANCE

Low Visibility Operations
MEL Interpretation & Application
Refer the current MEL and understand the MEL item correctly.
Identify the corrections associated to:-
• Takeoff Weight
• Landing Weight
• En-route Climb Limit Weight
• Flight Level
• Fuel Requirements
• Any specific restriction - EDTO, RVSM, Icing Conditions, etc.
Consider using OPT to cater for corrections associated to Takeoff Weight and Landing
Weight.
Fuel and Flight Level Corrections required as per MEL/CDL to be included in Flight Planning
System.
Penalties as per MEL/CDL associated to En-route Climb Limit Weight are included in Flight
Planning System.
Examples of MEL
Example 1
Airplane Type  737-800W26K
Sector  VIDP-WSSS
Total fuel  20500 kg
MEL  ATA 28-02B Fuel Boost Pumps (Center Tank)
How is the unusable fuel accounted, for this MEL dispatch as per company policy?
28-02B Fuel Boost Pumps (Center Tank) – Tank contains fuel
This is a case of “Likely Unusable Fuel in CENTER TANK”

Operational Procedures 1 & 2 have performance considerations while 3 to 6

are crew procedures.
In this case Total Fuel requirement is 20500 kg. Each main tanks can be filled with
up to 3915 kg of fuel and so a total of 7830 kg of fuel can be filled in the main tank.
The remaining 12670 kg will be filled in the center tank.
In the event of failure of second pump at any time during flight, the center tank
fuel will become unusable and the aircraft shall safely divert to alternate airfield
with the consumption of fuel from the main tanks only. Ensure at the time of
dispatch that there are suitable alternate airfields for this sector.
Conservatively it is assumed that second pump fails immediately after takeoff,

hence entire center tank fuel will become unusable and should be treated as
UNUSABLE FUEL.

To cater for this UNUSABLE FUEL, following to be actioned by:-
Flight Dispatch
• Inform the CLCU to restrict MZFW to [MZFW–UNUSABLE FUEL] i.e. MZFW-12670kg in this case.
• Restrict MZFW to [MZFW–UNUSABLE FUEL] in Flight Planning System i.e. MZFW-12670kg in this case.
• Generate OFP with EZFW obtained from CLCU.
• Communicate Taxi Fuel, Trip Fuel, Total Fuel and EZFW to CLCU.
• For centre tank fuel required, ensure suitable airports can be reached with fuel in MAIN TANKS in the
event of remaining centre tank fuel becomes unavailable due secondary failure.
CLCU
• Restrict MZFW to [MZFW–UNUSABLE FUEL] i.e. MZFW-12670kg in this case.
• On receipt of fuel figures from Flight Dispatch, generate Load & Trim sheet ensuring that restricted
MZFW is used i.e. MZFW-12670kg in this case.
• In case of LMC, ensure revised AZFW is not exceeding restricted MZFW.
Flight Crew
• Ensure that restricted MZFW in the trim sheet.
• If remaining center pump fails at any time, this unusable center tank fuel must be added to OFP
depicted MDF and FINAL RESERVE fuel. Inflight low fuel management action for MAYDAY call should be
as per the revised FINAL RESERVE fuel.
In case the centre tank is full at time of dispatch i.e. 13066 kg and in case the
second centre tank pump also fails just after takeoff then the airplane would
become nose heavy and max fwd index unit shift would be 20 (-11 to +9
makes a shift of 20 units fwd as seen in the table).
To cover such a scenario load and trim staff should be advised to keep at least
20 units of margin on forward index.
To keep things simple, load and trim staff should be advised to load the
airplane such that final takeoff C.G. is between 20-23% (middle of CG
envelope).

Considering
forward C.G
If C.G. is selected
2nd CT. pump failure 2nd CT. pump failure
around 20-23%
(middle of CG
envelope)
C.G. is well within

the limits
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Ensure that Low Pressure light of centre tank pump operates normally.
Ensure that centre tank quantity indication operates normally.
Ensure that Boost pump is deactivated.
Hence for the current example of VIDP-WSSS dispatch is possible with all the above
requirements are complied.
Example 2
Take off airport  VIDP, RWY 09
Take off details  36 Deg C,Nil wind, 1013.2 hPa QNH, Dry
Highest MORA
(Assumed)  12000 ft, ISA +20 conditions enroute
MEL  ATA 30-3 Engine and Nose Cowl Anti-Ice Valves
Is dispatch possible? If Yes, what would be the criteria for dispatch if:-
• Valve is in locked close position?
• Valve is in locked open position? Also, find:

a) RTOW for Commercial, and speeds for ATOW = RTOW.
b) Assumed Temp and speeds for ATOW 60000 kg.
30-3 Engine and Nose Cowl Anti-Ice Valves
Jet Airways 737 fleet has certified EDTO up to 120 minutes and therefore EDTO restriction does
not affect operations.
Dispatch is possible if there are no forecast icing conditions.
Normal procedures of calculating RTOW. No penalties.

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As OAT 36 °C < 38 °C, take off possible.

As OAT >10 °C, TOGA N1 limit needs to be reduced by 1.4 %
Thus A/C off TOGA N1  95.04 + 0.7 – 1.4 = 94.3 %
Due to the reduction in limit N1 by 1.4%, the takeoff weight penalty of 4309 kg also is applied.
Thus, for OAT of 36 Deg C, published weight = 66800kg
MEL penalty on performance limit weight = 4309kg, therefore RTOWPERF = 66800 – 4309 =
62491 kg.
Checking Enroute Climb Limitation (ECLW) :-
From FPPM For MORA of 12000 ft, in ISA + 20 conditions (without MEL)  73500 kg
ECLW with MEL 73500 – 1810 = 71690 kg
Considering ECLW was max TOC wt acceptable, and assuming CLB fuel 2000 kg the
Max take off weight limited by ECLW will be = 71690 + 2000 = 73690 kg
In our case as RTOW 62491 < 73690 so ECLW scenario is not limiting.
In the most critical scenario  ECLW should be satisfied at critical Engine failure
point, This will result in net flight path clearing the terrain by just the required
margins of 1000 or 2000 ft.
If the Aircraft weight is less than ECLW at the critical Engine failure point, then the
operations are safe.
A simplistic method can be to consider critical Engine failure point at TOC.


Thus ensure TOC wt ≤ ECLW
a) For ATOW = RTOW of 62491 kg
Enter the RTOW chart with ATOW + corrections (QNH + MEL)

= 62491 + 0 + 4309 =66800
Using A/C OFF RTOW chart,
New Temperature = 36 °C = OAT

Hence, Full Thrust Take off with Bleeds OFF needs to be carried out.
Because of MEL, TOGA N1 limit needs to be reduced by 1.4 %

Thus A/C off TOGA N1  95.04 + 0.7 – 1.4 = 94.3 %
Thus for take off with ATOW 62491 kg
A/C OFF, Full Thrust

speeds  131-138-143
N1  94.3 %
b) For ATOW 60000 kgs (ATOW < RTOW of 62491 kg)
Enter the RTOW chart with ATOW + corrections (QNH + MEL)

= 60000 + 0 + 4309 = 64309 kg
Thus Assumed temp  40 °C and speeds  134-140-145
The MEL has a Max take off N1 limit correction of 1.4 %
As OAT 36 > 10 °C, therefore Max take off N1, A/C OFF = 95.04+0.7 – 1.4 = 94.3%
For Assumed Temp of 40 °C, Reduced takeoff N1, A/C OFF

= 94.4+1 – 0.56 (Temp Corr) = 94.84 %
Due to MEL, corrected Assumed Temp N1  94.84 – 1.4 = 93.4 %
Note:
As per Boeing,
reducing
Thus for1.4%
take N1
off with ATOW 60000 kg
directly from Assumed
Temp N1 A/Cis OFF,
acceptable
Assumed Temp  40 °C
speeds  134-140-145
N1  93.4%
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Example 3
Airplane Type  737-800W26K-SFP
Sector  VIDP-VIJU
Pressure Altitude  1000ft
OAT  30 Deg C
Runway surface  Dry
Runway slope  Nil
Wind  Nil
Trip Fuel  2000kg
Total Fuel  6000kg
MEL  ATA 27-08 Flap Load Limiter System
Is dispatch possible? If Yes, find RTOW and RLW?

27-08 Flap Load Limiter System
If there was no MEL, the takeoff weight from VIDP would be:-
66360kg (MLW) + 2000kg (trip fuel) = 68360kg (LW restricted TOW).
Due to MEL the following GW restrictions need to be applied.
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The above requirements can be interpreted as follows:-
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To cater for in-flight shutdown and landing with Flaps 15, landing weight has to be restricted to
61597kg. Therefore takeoff weight cannot exceed 63597kg (61597 + 2000) from VIDP. This
would ensure landing at VIJU with Flaps 15 and weight of 61597kg.
However, VIJU being a short field, landing with Flaps 15 would not be permitted due to low stop
margins.
Further if we try to land with Flaps 30 at VIJU the landing weight is so low that no revenue load
can be carried.
Hence this calls for change of aircraft for this sector and deployment of aircraft on longer
airfields with LDR and ALD check.
Example 4
Airplane Type  737-800
Sector  VABB-VIDP
Runway  27
Runway condition at VABB  WET
OAT  30 deg. C
Wind conditions  Nil
Existing Bias factor  2.0
Flight level as per OFP  FL350
ISA condition at FL350  ISA+20
Highest MORA
(Assumed)  less than 8000 ft, in ISA+20 conditions
MEL  ATA 21-05 Pack Ram Air system (1 INOP)
Is dispatch possible? If Yes, what should be performance limit weight and additional fuel uplift?
21-05 PACK Ram Air Systems
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As runway is wet, flight crew to

do AC OFF takeoff, carrying out
Supplementary procedure of
“Unpressurized takeoff and
Landing”
As runway is wet, flight crew to do 

AC OFF takeoff, carrying out
Supplementary procedure of
“No Engine Bleed takeoff and
Landing”
Takeoff performance limit weight (RTOWPERF)
is 72000 kg from the RTOW chart, and MTOW
is 70533,
Hence RTOW = Min(RTOWPERF, MTOW)

= 70533 kg
The Enroute climb limit weight and the bias

factor should be penalized to account for
increased drag due open ram air inlet door.

ECLW from FCOM PD/PI For MORA of 8000 ft, in ISA + 20 conditions (without MEL)  78750 kg
ECLW with MEL 78750 – 64 = 78686 kg
Considering ECLW was max TOC wt acceptable, assuming 2000 kg CLB fuel, the

Example 5
Sector  VABB-VIDP
Runway  27
OAT  30 Deg C
QNH  1000.25 hPa
Runway surface  Wet
Wind  CALM
MEL  ATA 21-01-01-01- Air Conditioning Packs
Case 1 - Left Pack inoperative
Case 2 - Right Pack inoperative
Determine RTOW for departure airport.

21-01-01-01 Air Conditioning PACKS
So the flight plan to be calculated by restricting level to FL250

Lets look at the
operational procedures
as shown.
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
21-1-1a Air Conditioning PACKS
Left PACK inoperative Right PACK inoperative
Unpressurized Takeoff
Unpressurized Takeoff
RTOW based on AC
RTOW based on AC OFF
OFF No Performance
No Performance penalty
penalty
Pressurized Takeoff
Refer to MEL 21-01-01 Refer to MEL 21-01-01
Using Operational procedures Operational
Pressurized Takeoff
APU 2,3,4,5 & procedures 2,3,4,5 &
SP 2.5 Using SP 2.5
RTOW based on “Unpressurized APU “Unpressurized
AC OFF. Takeoff and Landing” Takeoff and
No Performance from FCOM RTOW based on Landing” from FCOM
penalty AC OFF
No Performance
Refer to MEL 21-01-01 penalty
Operational
procedures 2,3,4,6-B, Refer to MEL 21-01-01
6-C Operational procedures
1,2,3,4,5, 6 A & SP
2.6 “No Engine Bleed
Takeoff and Landing”
Case 1 – Left Pack Inoperative
If using APU for air conditioning

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Let us see the procedures when APU is used

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RTOW and speeds will be from AC OFF chart

As the bleeds are now off
RTOWPERF = 72000 – (13*80) =

72000 – 1040 = 70960 kg.
MTOW = 70533 kg
Hence RTOW = min(RTOWPERF, MTOW)= 70533 kg
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MAIN
If doing an unpressurized takeoff due APU unavailability
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If doing an unpressurized takeoff due APU unavailability
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If planning to do an unpressurized takeoff due APU unavailability
RTOW and speeds will be from

AC OFF chart
RTOWPERF = 72000 – (13*80)

= 72000 – 1040 = 70960 kg.
MTOW = 70533 kg
Hence RTOW = min(RTOWPERF , MTOW)
= 70533 kg
MAIN
Case 2 – Right Pack Inoperative
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RTOW and speeds will be from AC OFF chart
RTOWPERF = 72000 – (13*80)

= 72000 – 1040 = 70960 kg.
MTOW = 70533 kg
= 70533 kg
MAIN
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If planning to do an unpressurized takeoff due APU unavailability
Procedure will be exactly same as

seen for LEFT pack inoperative
Unpressurized takeoff
RTOW and speeds will be from

AC OFF chart
RTOWPERF = 72000 – (13*80)

= 72000 – 1040 = 70960 kg.
MTOW = 70533 kg
= 70533 kg
MAIN
Example 6
Sector  VABB-OMAA
Runway  27
OAT  30 Deg C
QNH  1000.25 hPa
Runway surface  Dry
Wind  CALM
ISA  ISA+10℃
MORA  12000
MEL  ATA 75-24-01-01 High Pressure Turbine Active
Clearance Control (HPTACC) Valves
Determine RTOW for departure airport.

ATA 75-24-01-01 High Pressure Turbine Active Clearance Control
(HPTACC) Valves
(HPTACC) Valves
(HPTACC) Valves
OAT = 30℃
Wind = NIL
QNH = 1000.25 Hpa
RTOW = 73400 Kgs
QNH Correction = 1040 Kgs
MEL Correction = 11431 Kgs
RTOW = 60929 Kgs

(HPTACC) Valves
From FCOM For MORA of 12000 ft, in ISA + 10 conditions (without MEL)  78000 kg
ECLW with MEL 78000 – 15694 = 62306 kg
Considering ECLW was max TOC wt acceptable, and assuming CLB fuel 2000 kg the
(HPTACC) Valves
MEL Correction for %N1:-
From FCOM For 30℃ and Sea level  93.4%
MEL Correction = 3.5%
%N1 after MEL Correction  93.4 – 3.5 = 89.9%

Configuration Deviation List
(CDL)
CDL
The CDL (Configuration Deviation List) is
a part of the AFM (Aircraft Flight Manual)
written by the manufacturer.
The AFM is approved by FAA.
The objective of the CDL is to allow

operation of an aircraft with one or more
secondary airframe or engine parts
missing.
Applicable to multiple configurations

(different engines).
The safety of aircraft is ensured by

appropriate:-
● Operational Limitations
● Performance Penalties
The Chapter Numbering in CDL is as per

the ATA chapter numbering.
Examples of CDL
Example 1
Airplane Type  737-80024K
Sector  VIDP-VABB
PA  1000 ft (VIDP) / SL (VABB)
OAT  36 deg C (VIDP) / 30 deg C (VABB)
Trip Fuel  4800 kg
Takeoff Fuel  7500 kg
Highest MORA
(Assumed)  13000 ft with ISA+15 deg C en-route temperature
CDL  ATA 57-10-5 Flap Support Fairing (2 missing)
What will be the RTOW & RLW? If ATOW is 69000kg, what will be landing weight?
57-10-5 Flap Support Fairing
Takeoff and Landing: -

RTOWPERF = Min (CLW, FLW, OLW, TSLW, BELW) which for the given aircraft and conditions is
found out to be 72000 kg using FCOM PD section.
RLWPERF = Min (CLW, FLW) which for the given aircraft and conditions is found out to be 68000
kg using FCOM PD section.
Due CDL, takeoff and landing performance weights to be reduced by 681kg per missing item.
RTOWPERF = 72000 – 681 x 2 = 70638kg.

RLWPERF = 68000 – 681 x 2 = 66638kg.
Hence RTOW = min(RTOWPERF , MTOW)= = 70533kg.

Hence RLW = Min (RLWPERF , MLW) = 65317kg.
If ATOW = 69000kg, Landing weight = 69000-4800 = 64200kg

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
On checking Enroute Climb Limitation (ECLW) :-
ECLW with MEL from FCOM PD/PI = 74300 – 1338x2 = 71624 kg
Considering ECLW was max TOC wt acceptable, assuming 2000 kg CLB fuel, the
So dispatch is possible with ATOW 69000 kg.

Example 2
Airplane Type  737-80024K
OAT  36 Deg C
CDL  ATA 78-30-1 Thrust Reverser Blocker Door (1 missing)
Highest MORA
(Assumed)  8000 ft with ISA+20 deg C en-route temperature
What will be the RTOW?

78-30-1 Thrust Reverser Blocker Door
RTOWPERF for the aircraft under given conditions is 72000kg and MTOW = 70533kg (from FCOM
/ FPPM).
For CDL -> RTOWPERF is to be reduced by 3742kg.
RTOWPERF = 72000 – 3742 = 68258kg.
MTOW = 70533kg.

= 68258kg.
On checking Enroute Climb Limitation (ECLW) :-
ECLW with MEL from FCOM PD/PI = 73500 – 136 = 73364 kg
Considering ECLW was max TOC wt acceptable, assuming 2000kg CLB fuel, the

MEL/CDL computations using OPT
Multiple MEL / CDL Items
OPT
If more than one MEL / CDL items are selected together for takeoff & landing computation, OPT
will correctly calculate the cumulative effect of several combined MEL / CDL items.
However, it needs to be ensured that that combination of selected MEL / CDL items is permitted
for the flight.
MANUAL
If more than one MEL / CDL items are reported for takeoff computation, the performance
penalties are cumulative. The combined penalty is applied to the performance limiting condition
and it is then verified that the takeoff weight is below the limiting weight condition. The speed
corrections are applied to the actual takeoff weight to be used for dispatch.
If more than one MEL / CDL items are reported for landing computation, the performance
penalties are cumulative. The combined penalty is applied to the performance limiting condition
and it is then verified that the landing weight is below the limiting weight condition. The speed
corrections are applied to the actual landing weight to be used for dispatch.
However, it needs to be ensured that that combination of selected MEL / CDL items is permitted
for the flight.
Thank You
Refer next slide onwards for Self Study Examples

Self Study Examples
Example 1
Airfield  PA SL, TORA 2600m
OAT  30 Deg C
Runway slope  Nil
Wind  Nil
Obstacles for takeoff  Nil
Flaps  5
MEL  ATA 78-01 Thrust Reverser Systems
Is dispatch possible? If Yes, what would be the RTOW and takeoff speeds for ATOW of 70000kg?
78-01 Thrust Reverser Systems

Ensure that the thrust reverser is locked in the forward thrust position.
Considering airport as non-Performance limited airfield, we can take off. We have to apply
thrust rev. inoperative penalty on wet field/obstacle limit weight and associated V1.
Additional requirements, if any as per DGCA, must be satisfied under such conditions.
From FPPM / FCOM we find:-
FLW = 79900kg, CLW = 86150kg, OLW = N/A, MTOW = 79015kg.
(FLW is Field Limit Weight, CLW is Climb Limit Weight, OLW is Obstacle Limit Weight).
737-800W26K-SFP
Source: FCOM Volume I (PI Text Section) / FPPM
NOTE: Refer FCOM / FPPM for other variants as magnitude of penalty may vary.

MEL penalty for thrust reverser inoperative is 850kg (from FCOM Volume I / FPPM) and speed
reduction of 2 knots for V1. Detailed analysis for the specific case from the AFM or using OPT
may yield a less restrictive penalty.
Therefore after application of MEL penalty for thrust reverser inoperative, corrected FLW / OLW
= (79900 - 850) = 79050kg.
RTOWPERF = Min (CLW, Corrected FLW / OLW) = 79050 kg, MTOW = 79015kg.
Hence RTOW = Min (RTOWPERF , MTOW)= 79015kg.
Limit V1 to be found for reduced weight i.e. 79050kg.

Limit V1 for reduced weight of 79050kg:-
Takeoff V1 for 79050kg 141.9

PA & OAT adjustment 0
V1 adjustment for wind & slope 0
Thrust Rev INOP V1 adjustment - 2.0
Final limit V1 139.9 = 139 K
(round off to lower side)
To find takeoff speeds for ATOW 70000kg:-
V1 VR V2
Takeoff speeds 132 142 150
PA & OAT adjustment 0 0 0
V1 adjustment for wind 0
Adjusted takeoff speeds 132 K 142 K 150 K
Since V1 for ATOW (132K) is less than limit V1 (139K), no correction is required for V1 for
ATOW.
So Final takeoff speeds are 132 K 142 K 150 K





Limitations of Note1 to be adhered to.

As per note 2 -> Only full thrust take off allowed.
Example 2
Sector  VABB-VECC
Total Fuel w/o MEL  9000 kg
EZFW w/o MEL  55000 kg
Taxi fuel  120 kg
MEL  ATA 28-01-03-01 Fuel Boost Pumps

(Main Tanks)
How is the unusable fuel accounted for this MEL dispatch as per company policy?
28-01-03-01 Fuel Boost Pumps (Main Tanks) – Aft Pumps
This is a case of “Unusable Fuel in MAIN TANKS”

Maximum Fuel Tank Capacity

Source: FCOM Volume II


As per OFP Total Fuel is 9000 kg which means that each main tank can be filled with
maximum of 3915 kg of fuel (taking a fuel density of 0.8029 kg/l).
Remaining (9000 – 7830) = 1170 kg will be filled in center tank.
Since the taxi out fuel is 120 kg, which will be consumed from center tank, fuel remaining at
takeoff point will be 1050 kg in center tank and 3915 kg in each main tank.
This satisfies condition “b” of having not less than 3402 kg in associated main
tank.


Unusable fuel is increased by 1134 kg. To avoid fuel imbalance 1134 kg of fuel should be maintained in both main
tanks for the entire flight.
2268 (2 x 1134) kg fuel is treated as unusable. To calculate the extra fuel burn due to this unusable fuel,
following to be actioned by:-
Flight Dispatch
• Increase FINAL RESERVE fuel by an amount equal to UNUSABLE FUEL i.e. 2268 kg in this case [OFP fuel
summary will indicate FINAL RESERVE fuel in excess of the normal 30 minutes]. This revised FINAL
RESERVE Fuel would automatically cater for increased MDF and MTOF. Range and/or payload restrictions may
result.
• In pre-flight briefing sheet, mention “FINAL RESERVE” fuel displayed on OFP is increased by an amount equal
to UNUSABLE fuel, however, USABLE fuel is equal to regulatory 30 mins.
Flight Crew
• Inflight low fuel management action for MAYDAY call should be as per OFP depicted Final Reserve Fuel.

Example 3
Sector  VABB-VAPO (short sector)
Total fuel  4000 kg (Center Tank Empty)
MEL  ATA 28-02A Fuel Boost Pumps (Center Tank)
What is the criterion for dispatch?

28-02A Fuel Boost Pumps (Center Tank) – Tank Remain Empty


Ensure that the sector is such that the total fuel requirements can be met by main tanks only
and centre tank can be kept empty.
In this case as the fuel requirements of 4000 kg can be met by the main tanks fuel, the centre
tank can be kept empty.
Example 4
Sector  VABB-VAAH
MEL  ATA 28-02C Fuel Boost Pumps (Center Tank)
How is the unusable fuel accounted for this MEL dispatch as per company policy?
28-02C Fuel Boost Pumps (Center Tank)
This is a case of “Unusable Fuel in CENTER TANK”




Ensure centre tank quantity indication operates normally.
Case 1 - Assuming center tank is empty [Total Fuel = 6000 kg]
Plan the sector such that total fuel can be met by the main tank fuel i.e. 7830 kg (assuming 3915
kg in each tank at fuel density 0.8029 kg/l.
In this case the Total Fuel of 6000 kg is met by the main fuel tanks. The centre tank can
therefore be kept empty.
Ensure that Boost pump is deactivated and AFM limitations for fuel loading are observed.



Ensure centre tank quantity indication operates normally.
Case 2 - Assuming center tank contains residual fuel e.g. 1000 kg for this case [Total Fuel = 6000 kg]
To cater for the UNUSABLE FUEL, following to be actioned by:-
Flight Dispatch
• Inform the CLCU to restrict MZFW to [MZFW–UNUSABLE FUEL] i.e. MZFW-1000 kg in this case.
• Restrict MZFW to [MZFW–UNUSABLE FUEL] in Flight Planning System i.e. MZFW-1000 kg in this case.
• Increase FINAL RESERVE fuel by an amount equal to UNUSABLE FUEL i.e. 1000 kg in this case [OFP fuel summary will indicate
FINAL RESERVE fuel in excess of the normal 30 minutes]. This revised Final Reserve Fuel would automatically cater for increased
MDF and MTOF. Range and/or payload restrictions may result.
• In pre-flight briefing sheet, mention “FINAL RESERVE” fuel displayed on OFP is increased by an amount equal to UNUSABLE fuel, i.e.
1000 kg in this case, however, USABLE fuel is equal to regulatory 30 mins.
CLCU
• Restrict MZFW to [MZFW–UNUSABLE FUEL] i.e. MZFW-1000 kg in this case.
• On receipt of fuel figures from Flight Dispatch, generate Load & Trim sheet ensuring that restricted MZFW is used i.e. MZFW-1000 kg
in this case.
• In case of LMC, ensure revised AZFW is not exceeding restricted MZFW.
Flight Crew
• Ensure that restricted MZFW in the trim sheet and comments on the pre-flight briefing sheet are complied with.
• Inflight low fuel management action for MAYDAY call should be as per OFP depicted Final Reserve Fuel.
Ensure that Boost pump is deactivated and AFM limitations for fuel loading are observed.
Example 5
Alternate  VAAH
Trip time as per OFP  1 hr 45 min
Alternate time as per OFP  50 min
Flight Level ass per OFP  FL340
MEL  ATA 24-01-02 Engine driven generator system
Is dispatch possible? If Yes, what should be additional fuel uplift?

24-01 Engine driven generator System


From the FPPM APU fuel consumption inflight is 46.25 kg/hr .
Additional fuel required for APU = 46.25 * 1.75 ( Trip time) + 46.25 * 0.83 (time to alternate)
+ 46.25 * 0.5 (holding at alternate) ~ 143 kg .
Dispatcher to advise flight crew to keep APU operating throughout the flight.
Thank You

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B737 Performance Refresher

MEL & CDL

The MMEL is approved by FAA.

Lists items of equipment's which may be

Published for a given airplane type.

The objective of the MMEL is to allow operation of

The MMEL gives the list of equipment which may

• airworthiness aspects (safety of the flight,

• operational aspects linked to aircraft definition

The MEL must be approved by the regulatory

The MEL cannot be less restrictive than the

The MEL gives approved list of items allowed

The DDG is intended to assist the airline in

DDPG includes Operational and

• LEP (list of effective pages)

• Preamble which explains:-

MEL items which are approved by DGCA.

Dispatch deviation- Operational procedures compiled from the MMEL.

Dispatch deviation- Maintenance procedures compiled from MMEL.

Operational concurrence to be ascertained, to ensure compatibility with Flight Crew

Indicates no. Of Indicates

Describes particular Condition for

CAR All Weather Ops (AWO)

B737 has MANUFACTURER CERTIFICATED ADVERSE WEATHER PERFORMANCE

Identify the corrections associated to:-

• En-route Climb Limit Weight

• Any specific restriction - EDTO, RVSM, Icing Conditions, etc.

Total fuel  20500 kg

MEL  ATA 28-02B Fuel Boost Pumps (Center Tank)

This is a case of “Likely Unusable Fuel in CENTER TANK”

Operational Procedures 1 & 2 have performance considerations while 3 to 6

Conservatively it is assumed that second pump fails immediately after takeoff,

C.G. is well within

Ensure that centre tank quantity indication operates normally.

Ensure that Boost pump is deactivated.

• Valve is in locked open position? Also, find:

Dispatch is possible if there are no forecast icing conditions.

Normal procedures of calculating RTOW. No penalties.

As OAT 36 °C < 38 °C, take off possible.

Thus, for OAT of 36 Deg C, published weight = 66800kg

ECLW with MEL 73500 – 1810 = 71690 kg

A simplistic method can be to consider critical Engine failure point at TOC.

Enter the RTOW chart with ATOW + corrections (QNH + MEL)

Using A/C OFF RTOW chart,

New Temperature = 36 °C = OAT

Because of MEL, TOGA N1 limit needs to be reduced by 1.4 %

Thus for take off with ATOW 62491 kg

A/C OFF, Full Thrust

Enter the RTOW chart with ATOW + corrections (QNH + MEL)

Thus Assumed temp  40 °C and speeds  134-140-145

The MEL has a Max take off N1 limit correction of 1.4 %

For Assumed Temp of 40 °C, Reduced takeoff N1, A/C OFF

Due to MEL, corrected Assumed Temp N1  94.84 – 1.4 = 93.4 %

Is dispatch possible? If Yes, find RTOW and RLW?

66360kg (MLW) + 2000kg (trip fuel) = 68360kg (LW restricted TOW).

Due to MEL the following GW restrictions need to be applied.

The above requirements can be interpreted as follows:-

As runway is wet, flight crew to

As runway is wet, flight crew to do 

Hence RTOW = Min(RTOWPERF, MTOW)

The Enroute climb limit weight and the bias

ECLW with MEL 78750 – 64 = 78686 kg

Determine RTOW for departure airport.