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Runway, etc.).
5. The new runway does not have a tailwind component.
6. The Flex Temp GW (which is equal to or greater than the PWM Line 7
GTOW) has an assumed temperature equal to or hotter than Line 9 of the
PWM.
7. Bleeds are turned OFF for takeoff.
Note: Bleeds ON determination may be computed by adding the weight
adjustment for the specific variant found in this section.
If all of the above conditions cannot be met following a runway change, new
V-Speeds must be calculated prior to takeoff from the QRH, the Flight Manual,
or by contacting Dispatch or Load Planning for a new PWM. New V-Speeds
must be calculated at the Assumed Temperature. If after Assumed Temperature
V-Speeds are calculated, the decision is made to use Full Takeoff Thrust, then
the Assumed Temperature V-Speeds may be used without correction.
Stabilizer Trim Settings
Stabilizer trim settings provided on the ACCULOAD are a function of the
aircraft center of gravity (C.G. in % MAC) and flap setting. In the event of a
runway change, if the flap setting and C.G. remain unchanged, the trim setting
for the original runway is valid for the new runway. If a different flap setting is
used for the new runway, a new trim setting must be obtained from Load
Planning, the Flight Manual or the QRH.
Sec. 5 Page 4 737
Rev. 11/15/02 #41 Continental Flight Manual
Weight Corrections
Any required corrections will be annotated directly to the ACCULOAD hard
copy or Form 362A. Any change to the Zero Fuel Weight (ZFW) will also be
made to the FMC.
ACCULOAD provided V Speeds, Stabilizer Trim settings and assumed
temperature can be utilized as published as long as the passenger weight
variation remains within the ACCULOAD provided passenger variance (the
numbers under the GROUP heading). Weight differences (passenger counts)
outside the variance require coordination with Load Planning.
ACCULOAD computations are based on the data given in line 2 of the pilot
weight manifest. If the actual takeoff conditions differ from this data, the flight
crew must obtain corrected data prior to takeoff, or make the appropriate
corrections or adjustments using this section of the Flight Manual (or QRH) and
the Runway Analysis in the flight papers.
Reduced Thrust Takeoff
Reduced takeoff thrust is to be used by Continental Airlines on all takeoffs as
standard operating procedure, performance permitting. The method used is an
FAA approved procedure called the “Assumed Temperature Method.” This
method computes a takeoff thrust that is tailored to the actual takeoff weight of
the aircraft for a particular airport and runway. ACCULOAD will assure that
thrust is not reduced more than 25% from full power settings in any instance
and assure that Vmcg limits are met. Using this method takeoff performance is
always guaranteed in case of an engine failure at the critical point during the
takeoff roll. This guarantee applies to runway, obstacle, and second segment
climb gradient requirements.
Note: Reduced thrust takeoffs are not authorized with:
· Improved climb data
· Wet or Slippery Runway
· Contaminated Runway
· Engine or wing anti-ice protection on
· After application of de-ice/anti-ice fluids
· Reported or suspected windshear
737 Sec. 5 Page 5
Flight Manual Continental Rev. 11/15/02 #41
· Anti-skid inoperative
· PMC inoperative (>>@)
· EEC Normal Mode Inoperative (BCD)
· FMC inoperative
If conditions permit use of an assumed temperature, it will be provided on line 9
RMKS of the ACCULOAD. This temperature is entered as the SEL TEMP on
the N1 page of the FMC, which then generates a reduced takeoff N1.
For assumed temperature operations only, a 2000 pound "pad" is added to the
planned takeoff weight to allow for last minute additions of passengers or cargo,
before calculating the assumed temperature. Aircrews do not apply or consider
this buffer when manually calculating an assumed temperature from the Runway
Analysis.
Charters And Special Flights
Weight limitation charts for charters and special flights will be generated by
Operations Engineering and will be forwarded to flight crews. If sufficient lead
time is not available to issue such special charts, Operations Engineering will
issue a telegram to all concerned to use “Equivalent Airport Data” from the
CAL Planning and Performance Manuals. On such occasions the equivalent
airport data will only be authorized for a single use.
Sec. 5 Page 6 737
Rev. 11/15/02 #41 Continental Flight Manual
MANUAL CALCULATION OF TAKEOFF DATA
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