b 737 Flying Tips

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

JF CLAES 2006

Boeing 737 Tips

FCT 8.22

JF CLAES 2006

Boeing 737 Tips

JF CLAES 2006