b 737 Flying Tips

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Boeing 737 Tips

oeing 737 Tips

Take Off

Speed Margin Speed Margin Eng Fail

Eng Fail select LVL CHG and MAX select LVL CHG and MAX CONT after flaps upCONT after flaps up

Climb w/o FMC

best angle

best angle Flaps up maneuvring speedFlaps up maneuvring speed best rate

best rate Flaps up maneuvring speed + 50 kts / .74Flaps up maneuvring speed + 50 kts / .74 Econ

Econ 280 / .74280 / .74

1 Eng Inop

1 Eng Inop Flaps Up Maneuvring Speed / Max ContinuousFlaps Up Maneuvring Speed / Max Continuous

Cruise

Max Altitude Margin Max Altitude Margin

Optimum Altitude

Optimum Altitude Provides +/- 1.5 load factor ( 48° bank )Provides +/- 1.5 load factor ( 48° bank ) 2000 ft above allows +/- 45° bank prior buffet 2000 ft above allows +/- 45° bank prior buffet 2000 ft above / below optimum increase fuel by 1 / 2 % 2000 ft above / below optimum increase fuel by 1 / 2 % 4000 ft below optimum increase fuel by 3 / 5 % 4000 ft below optimum increase fuel by 3 / 5 % Optimum calculation altitude

Optimum calculation altitude: Distance + : Distance + ½ distance½ distance 8000 ft below optimum increase fuel by 8 / 14 % 8000 ft below optimum increase fuel by 8 / 14 % Long Range Cruise

Long Range Cruise provides fuel mileage 1 % less than Max Rangeprovides fuel mileage 1 % less than Max Range M .01 above LRC increase fuel by 1 / 2 % M .01 above LRC increase fuel by 1 / 2 % M .74 gives LRC within 2000 ft of optimum M .74 gives LRC within 2000 ft of optimum LRC provides best buffet margin at all cruise altitude LRC provides best buffet margin at all cruise altitude 4000 ft climb needs 135 to 225 kgs 4000 ft climb needs 135 to 225 kgs but climb only if you cruise 20 min or more but climb only if you cruise 20 min or more Fuel temperature

Fuel temperature rate of cooling is 3°C per hour up to 12 °Crate of cooling is 3°C per hour up to 12 °C Increase of M .01 increase TAT by 0.5 to 0.7 °C Increase of M .01 increase TAT by 0.5 to 0.7 °C Engine Failure

Engine Failure

1 Eng Inop Distance

1 Eng Inop Distance At cruise level At cruise level & speed : 260 & speed : 260 NmNm V

V22 gives stall margin for 15° + 15° overbankgives stall margin for 15° + 15° overbank

V

V22 + 15 gives stall margin for 30° + 15° overbank+ 15 gives stall margin for 30° + 15° overbank

Max Altitude is the minimum of Max Altitude is the minimum of certified altitude, thrust capability to certified altitude, thrust capability to climb or buffet margin limited climb or buffet margin limited

altiude

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Boeing 737 Tips

oeing 737 Tips

Descent

Planning Planning 3 Nm / 1000 ft3 Nm / 1000 ft Speed Speed Target Target 10 000 ft, 250 kts at 30 Nm10 000 ft, 250 kts at 30 Nm Flaps Up maneuvring at 12 Nm for Straight In Flaps Up maneuvring at 12 Nm for Straight In Flaps Up maneuvring

Flaps Up maneuvring at 8 at 8 Nm Out Nm Out for for AbeamAbeam Deceleration

Deceleration 25" - 2 Nm from 280 to 250 kts in Level25" - 2 Nm from 280 to 250 kts in Level 25" - 3 Nm from 250 to 210 kts in Level 25" - 3 Nm from 250 to 210 kts in Level Holding

Holding Minimum fuel is Flaps Up maneuvring SpeedMinimum fuel is Flaps Up maneuvring Speed Above FL 2

Above FL 250, take VREF 50, take VREF 40 + 100 kts40 + 100 kts Flaps 1 increase Fuel by 10% Flaps 1 increase Fuel by 10%

Approach

Engine Failure On Final

Engine Failure On Final retract flaps to 15° and increase Vref by 15 ktsretract flaps to 15° and increase Vref by 15 kts Flaps 15 Landing All Eng

Flaps 15 Landing All Eng Use Flaps 1 for go-aroundUse Flaps 1 for go-around Rudder authority and rudder pedal steering are not affected by rudder trim Rudder authority and rudder pedal steering are not affected by rudder trim

Landing

Braking with A/S

Braking with A/S Apply full bra Apply full brakingking Braking without A/S

Braking without A/S Apply prog Apply progressive constaressive constant brakingnt braking Reverse thrust with X wind

Reverse thrust with X wind Avoid revers Avoid reverse trust if A/C in crae trust if A/C in crabb X wind landin

X wind landing g Reduce X winReduce X wind by 5 knots if d by 5 knots if assymetric reveassymetric reverserse

Overweight Landing

Overweight Landing Use Flap 30° for speed marginUse Flap 30° for speed margin Landing distance is less than TO distance Landing distance is less than TO distance Except on Wet/Contaminated RWY ( check PI ) Except on Wet/Contaminated RWY ( check PI ) Reduce Weight by increasing drag Reduce Weight by increasing drag You can go to speed 20 kts below Maneuvring Speed You can go to speed 20 kts below Maneuvring Speed with normal bank. No 15° protection overbank with normal bank. No 15° protection overbank No Autoland recommanded No Autoland recommanded

Maneuvers

Rapid Descent

Rapid Descent 1° Lights, 2° Start Switches, 3° Altitude,1° Lights, 2° Start Switches, 3° Altitude, 4° LVL CHG, 5° Thrust Levers and 6° Speed Brake 4° LVL CHG, 5° Thrust Levers and 6° Speed Brake

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

250 kts gives 1700 / 2400 ft 250 kts gives 1700 / 2400 ft//minmin

210 kts gives 1400 / 1900 ft 210 kts gives 1400 / 1900 ft//minmin

Rem:

Rem: Time and speed decrease by 50% with speedbrakeTime and speed decrease by 50% with speedbrake

zero crab landing not zero crab landing not recommanded if x wind exceeds 17 recommanded if x wind exceeds 17 kts or 23 with flaps 40° kts or 23 with flaps 40°

Brake Energy Limits not exceeded for F

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Boeing 737 Tips

oeing 737 Tips

NN Operations

Ditching Ditching

Loss Of Thrust On …

Loss Of Thrust On … Use TO EGT Limit for restartUse TO EGT Limit for restart High Vibration

High Vibration Reduce Power, Speed and AltitudeReduce Power, Speed and Altitude All Flaps Up La

All Flaps Up Landing nding Fly manually on Final, Use A/B Fly manually on Final, Use A/B and full Reverseand full Reverse Leading Edge Flaps Trans

Leading Edge Flaps Trans Vref gives protection for 15° + 15° OverbankVref gives protection for 15° + 15° Overbank Trailing Edge Flaps

Trailing Edge Flaps Config Wanrning can occur if gear up and F>15°Config Wanrning can occur if gear up and F>15° Alternate Fl

Alternate Flaps Extens.aps Extens. No Assymetry Protection and Slower SpeedNo Assymetry Protection and Slower Speed Jammed Flight Controls

Jammed Flight Controls Override with big constant force to keep controlOverride with big constant force to keep control No breakthrough system like the 146 No breakthrough system like the 146 Jammed Stabiliser

Jammed Stabiliser Force on stabiliser trim wheelForce on stabiliser trim wheel Full control by elevator still available Full control by elevator still available Fuel Imbalance

Fuel Imbalance Limit is for structural life Limit is for structural life not for controlabilitynot for controlability Low Fuel (>453 kgs)

Low Fuel (>453 kgs) Smooth handling Smooth handling in pitch in pitch and and rollroll Leave wings pumps on even with low pressure light Leave wings pumps on even with low pressure light Manual Reversion

Manual Reversion Gear and leading edge devices cannot retractGear and leading edge devices cannot retract Extend and retract trailing edge flaps electrically Extend and retract trailing edge flaps electrically Plan a long final, smooth thrust reduction on flare Plan a long final, smooth thrust reduction on flare Landing Gear Lever Jam.

Landing Gear Lever Jam. Use if gear transfer valve stuck and if timeUse if gear transfer valve stuck and if time Tire Failure

Tire Failure Advise ATC to check the rwy an Advise ATC to check the rwy and land nord land normallymally Go to your destination if rwy long enough Go to your destination if rwy long enough Don't use the autobrake, use max reverse Don't use the autobrake, use max reverse Partial Gear Up Landing

Partial Gear Up Landing Do not recycle the lever. Don't waiste Do not recycle the lever. Don't waiste timetime Ask fire truck to ch

Ask fire truck to check your geaeck your gear conditionr condition One Main Gear Down

One Main Gear Down Do not arm the speedbrakesDo not arm the speedbrakes Shutdown fuel pumps and critical engine on flare Shutdown fuel pumps and critical engine on flare Tailstrike

Tailstrike Do not pressurize tha A/CDo not pressurize tha A/C Risk in late go-around if you refuse the touchdown Risk in late go-around if you refuse the touchdown Window Damage

Window Damage With both window 1 damaged, do an autolandWith both window 1 damaged, do an autoland Slide Window Open

Slide Window Open may be open at or below holding speedmay be open at or below holding speed calm air area over the open window calm air area over the open window

Low Visibility Procedure

Low Vis Take Off

Low Vis Take Off Visibility less than 400mVisibility less than 400m Check Airport Minimas Check Airport Minimas CATII/CATIII Approach

CATII/CATIII Approach Visibility down to 200mVisibility down to 200m Captain make a good briefing Captain make a good briefing Synthesis

Synthesis 11 VVeerriiffy y AA//C C ssttaattuuss 2

2 VVeerriiffy y aaiirrppoorrt t ssttaattuuss 3

3 VVeerriiffy y wweeaatthheer r 4

4 VVeerriiffy y ccrreew w qquuaalliiffiiccaattiioonn Use F

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Boeing 737 Tips

oeing 737 Tips

General Info

Passenger Weight

Passenger Weight Male: 83 kgsMale: 83 kgs Charter Flight Europe

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

Baggage Weight 1 piece : 13 kgs1 piece : 13 kgs Charter Flight Europe

Charter Flight Europe Fuel Consumption

Fuel Consumption EngineEngine

2500 kgs/h 2500 kgs/h Or check QRH Or check QRH APU

APU (ground(ground) 115 kg/hr ) 115 kg/hr Perfo Improvement Method

Perfo Improvement Method 11 BBlleeeedds os offf of or ur unnpprreessssuurriizzeed Td TOO 2

2 UUsse e aannootthheer r rrwwyy 3

3 TTaakke e hheeaaddwwiinnd d iinntto o aaccccoouunntt 4

4 UUsse e iimmpprroovve e cclliimmbb 5

5 IImmpprroovve e cclliimmb b + + bblleeeedds s oofff f Perfo Information

Perfo Information At TO thrust, ea At TO thrust, each 3T beloch 3T below the max climb w the max climb weight, you incrweight, you increaseease your climb gradient by 1% your climb gradient by 1% Both engine running: climb gradient multiplied by 4: 2,4% x 4 = 9,6% Both engine running: climb gradient multiplied by 4: 2,4% x 4 = 9,6%