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: Distance + 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 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

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, 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

Overweight Landing

Apply full braking

Apply progressive constant braking
Avoid reverse trust if A/C in crab
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
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, F5: 135, F15: 118, F30: 108
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
Loss Of Thrust On
High Vibration
All Flaps Up Landing
Leading Edge Flaps Trans
Trailing Edge Flaps
Alternate 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 the rwy and land 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 your 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
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) 115 kg/hr

1
2
3
4
5

Bleeds off or unpressurized TO

Use another rwy
Take headwind into account
Use improve climb
Improve climb + bleeds off

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