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the number of operative thrust reversers, using the values provided, to
obtain the actual landing distance.
When landing on slippery runways or runways contaminated with ice,
snow, slush, or standing water, the reported braking action must be
considered. If the surface is affected by water, snow, or ice and the braking
action is reported as “good”, conditions should not be expected to be as
good as on clean, dry runways. The value “good” is comparative and is
intended to mean that airplanes should not experience braking or
directional control difficulties when landing. The performance level used
to calculate the “good” data is consistent with wet runway testing done on
early Boeing jets. The performance level used to calculate “poor” data
reflects runways covered with wet ice.
Use of the autobrake system commands the airplane to a constant
deceleration rate. In some conditions, such as a runway with “poor”
braking action, the airplane may not be able to achieve these deceleration
rates. In these cases, runway slope and inoperative reversers influence the
stopping distance. Since it cannot be easily determined when this becomes
a factor, it is conservative to add the effects of slope and inoperative
reversers when using the autobrake system.
Touchdown is normally considered to be 1000 ft from the runway
threshold, but should be assumed to occur 2500 ft from the runway
threshold when using autobrakes with autoland.
Non-normal Configuration Landing Distance
Advisory information is provided to support non-normal configurations
that affect landing performance of the airplane. Landing distances are
shown for dry runway and good, medium, and poor reported braking
action. Each non-normal configuration is listed with its recommended
approach speed. Landing distance can be determined for the reference
landing weight and then adjusted for actual weight and pressure altitude.
Recommended Brake Cooling Schedule
Advisory information is provided to assist in avoiding problems associated
with hot brakes. For normal operation, most landings are at weights below
the quick turnaround limit weight. Application of the recommended
cooling procedures shown will avoid brake overheat and fuse plug
problems that could result from repeated landings at short time intervals or
a rejected takeoff.
December 3, 2004
737 Flight Crew Operations Manual
Performance Inflight -
Text
737-300/CFM56-3_22K
Copyright © The Boeing Company. See title page for details.
PI.26.9
Engine Inoperative
Initial Max Continuous %N1
The Initial Max Continuous %N1 setting for use following an engine
failure is shown. The table is based on the typical all engine cruise speed
of .74M to provide a target %N1 setting at the start of driftdown. Once
driftdown is established, the Max Continuous %N1 Table should be used
to determine %N1 for the given conditions.
Max Continuous %N1
Power setting is based on one engine operating with one A/C pack
operating and all anti-ice bleeds off. Enter the table with pressure altitude
and IAS or Mach to read %N1.
It is desirable to maintain engine thrust within the limits of the Max Cruise
thrust rating. However, where thrust in excess of Max Cruise rating is
required, such as for meeting terrain clearance, ATC altitude assignments,
or to attain maximum range capability, it is permissible to use the thrust
needed up to the Max Continuous thrust rating. The Max Continuous
thrust rating is intended primarily for emergency use at the discretion of
the pilot and is the maximum thrust that may be used continuously.
Driftdown Speed/Level Off Altitude
The table shows optimum driftdown speed as a function of cruise weight
at start of driftdown. Also shown are the approximate weight and pressure
altitude at which the airplane will level off considering 100 ft/min residual
rate of climb.
The level off altitude is dependent on air temperature (ISA deviation).
Driftdown/LRC Cruise Range Capability
This table shows the range capability from the start of driftdown.
Driftdown is continued to level off altitude. As weight decreases due to
fuel burn, the airplane is accelerated to Long Range Cruise speed. Cruise
is continued at level off altitude and Long Range Cruise speed.
To determine fuel required, enter the Ground to Air Miles Conversion table
with the desired ground distance and correct for anticipated winds to
obtain air distance to destination. Then enter the Driftdown/Cruise Fuel
and Time table with air distance and weight at start of driftdown to
determine fuel and time required. If altitudes other than the level off
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