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B Flight With Unreliable Airspeed .......................................142
C Flight With Unreliable Airspeed .......................................143
D Flight With Unreliable Airspeed .......................................144
Temp °F - °C Conversion Chart..............................................145
TAT vs. IAS Chart....................................................................146
Meters To Feet Conversion.....................................................147
Wind Component Chart ..........................................................148
Sec. 5 TOC-6 737
Rev. 11/15/02 #41 Continental Flight Manual
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737 Sec. 5 Page 1
Flight Manual Continental Rev. 11/15/02 #41
INTRODUCTION
GENERAL
The purpose of the Flight Performance Section of the B737 Flight Manual is to
provide a convenient source of aircraft performance data for flight crews. Since
all weight, balance, and performance data required for dispatch resides within
the FAA Approved computer based systems, the large majority of the Planning
and Performance charts, graphs, and tables used to produce performance data
for flight crews are not duplicated in this section. Instead, basic performance
information is presented to accomplish the following:
· Provide insight and understanding to flight crews about the general concept
of performance related questions.
· Present information on the nature and basis of the data provided.
· Provide a source of reference for non-normal operations.
ACCULOAD - NORMAL WEIGHT AND BALANCE
The Continental Airlines B737 fleet uses a computer based weight and balance
system called ACCULOAD. Load planners enter departure and arrival runway
and meteorological conditions, expected payload, planned fuel load, as well as
any appropriate MEL/CDL penalties. ACCULOAD will compute a complete
pilot weight manifest, including weight and balance, takeoff and landing data
and takeoff flap and trim settings. Adjustments can be made for non-normal
conditions with agreement of the Captain and Dispatch. Multiple adjustments
are quickly and accurately calculated. All adjustments taken into consideration
are described on line 9 RMKS as a plain language message.
Takeoff data provided by ACCULOAD is based upon the most recently
observed meteorological and runway conditions. Takeoff weight limitations and
V Speeds are based on normal (DRY) runway conditions unless the Captain or
Ops / Ramp advise Load Planning / Dispatch that runway conditions are nonnormal
(i.e. wet or contaminated). Any non-normal conditions considered in
computing ACCULOAD data are noted on line 9 RMKS.
Landing data and limitations found in the ACCULOAD are for dispatch
purposes and are based upon forecast conditions for the estimated time of
arrival.
ACCULOAD will always correct for tailwinds and can take credit for
headwinds with agreement of the Captain and Load Planning / Dispatch.
Headwinds used for ACCULOAD are based on steady state winds. Tailwind
and crosswind adjustments are based upon peak gusts.
Sec. 5 Page 2 737
Rev. 11/15/02 #41 Continental Flight Manual
ACCULOAD will not generate a weight manifest if any limitation is not met.
Should any discrepancy exist in actual conditions versus those listed on line 9,
the crew must contact Load Planning to resolve the conflict.
ACCULOAD will be provided in hard copy via gate / aircraft printer or by
radio. For radio close outs a Form 362A, Pilot Weight Manifest Worksheet,
must be filled out and corrected if applicable.
Additional information regarding ACCULOAD can be found in subsequent
paragraphs of this section of the Flight Manual as well as in the Continental
Flight Operations Manual.
737 Sec. 5 Page 3
Flight Manual Continental Rev. 11/15/02 #41
TAKEOFF
NORMAL
V Speeds
V Speeds are computed real-time by ACCULOAD based on takeoff gross
weight, OAT, flap setting, applied wind, runway length, slope, obstacles,
surface condition, any MEL/CDL penalties, and any allowable thrust reduction
(assumed temperature). The Pilot Weight Manifest (PWM) speeds are to be
considered the most accurate and should be used by the aircrew when available.
In the event of a runway change, the ACCULOAD PWM Assumed
Temperature and V Speeds for the original runway may be considered valid for
the new runway and may be used if:
1. The same flap setting is used.
2. The V Speeds are not based on improved climb.
3. The Runway Analysis (bleeds off data) for the new runway shows a
performance limited weight greater than the GTOW on Line 7 without the
use of a Headwind Credit.
4. Line 9 RMKS has no non-normal items noted (PMC Inoperative, Wet
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