b 737 Flying Tips

7/28/2019 b 737 Flying Tips

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Boeing 737 Tipsoeing 737 Tips

JF CLAES 2006F CLAES 2006

Take Off

Speed Margin

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

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 + 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 3C 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

V2 gives stall margin for 15 + 15 overbankV2 + 15 gives stall margin for 30 + 15 overbank

Max Altitude is the minimum ofcertified altitude, thrust capability to

climb or buffet margin limitedaltiude ( 0.3 g / 40 bank )


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Descent

Planning 3 Nm / 1000 ft

Speed

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

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 brakingBraking 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

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

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

Stick Shaker Speed Fup: 180, F5: 145, F15: 125, F30: 116

M .74 / 280 kts gives 2100 / 3000 ft /min

250 kts gives 1700 / 2400 ft/min

210 kts gives 1400 / 1900 ft/min

Rem: Time and speed decrease by 50% with speedbrake

zero crab landing notrecommanded if x wind exceeds 17

kts or 23 with flaps 40

Brake Energy Limits not exceeded for F30 or F40

Fup: 160, F5: 135, F15: 118, F30: 108

Rem: Fup and F5 is for MTOW, others for MLW


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NN Operations

Ditching

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 rollLeave 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 flareTailstrike 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

Use F40, Reduce Fuel and pitch +/- 10 for touch


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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

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%

3200 kgs for 1st hour


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FCT 4.10


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FCT 5.54

FCT 5.49

FCT 6.35


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FCT 8.22


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b 737 Flying Tips