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180 8 ½ 8 ½ 7 ¾ 6 ¾ 4 ¾ 4 ½ 4 3 ¾
160 8 ¼ 8 7 ¼ 6 ¼ 4 ¼ 4 3 ½ 3 ¼
140 7 ½ 7 ¼ 6 ¾ 6 4 3 ¾ 3 ¼ 3
120 6 ¾ 6 ½ 6 ¼ 5 ½ 3 ½ 3 ¼ 2 ¾ 2 ½
100 6 5 ¾ 5 ½ 4 ¾ 3 2 ¾ 2 ½ 2 ¼
90 6 5 ¾ 5 ½ 4 ¾ 3 2 ¾ 2 ½ 2 ¼
Weight (1000 lbs)
Stabilizer Trim Settings C
FLAPS C.G. % MAC
15 6 8 11 16 30 32 34 36
STAB TRIM UNITS (NOSE UP)
180 8 ½ 8 ½ 8 ½ 6 ¼ 3 ¼ 2 ¾ 2 ½ 2 ¼
160 8 ½ 8 ½ 7 ¾ 5 ½ 3 2 ½ 2 ¼ 2 ¼
140 8 7 ½ 6 ½ 5 2 ½ 2 ¼ 2 ¼ 2 ¼
120 7 6 ½ 5 ¾ 4 ½ 2 ¼ 2 ¼ 2 ¼ 2 ¼
100 5 4 ¾ 4 ¼ 3 ½ 2 ¼ 2 ¼ 2 ¼ 2 ¼
90 5 4 ¾ 4 ¼ 3 ½ 2 ¼ 2 ¼ 2 ¼ 2 ¼
Weight (1000 lbs)
737 Sec. 5 Page 27
Flight Manual Continental Rev. 11/15/02 #41
Stabilizer Trim Settings D
FLAPS C.G. % MAC
1 & 5 6 8 11 16 30 32 34 36
STAB TRIM UNITS (NOSE UP)
180 7 ¾ 7 ½ 7 6 ¼ 4 3 ¾ 3 ½ 3 ¼
160 7 ½ 7 6 ¾ 6 3 ¾ 3 ½ 3 ¼ 3
140 6 ¾ 6 ½ 6 5 ½ 3 ½ 3 ¼ 3 2 ¾
120 6 ¼ 6 5 ½ 5 3 2 ¾ 2 ¾ 2 ¾
100 5 ¾ 5 ½ 5 4 ½ 2 ¾ 2 ¾ 2 ¾ 2 ¾
90 5 ¾ 5 ½ 5 4 ½ 2 ¾ 2 ¾ 2 ¾ 2 ¾
Weight (1000 lbs)
Stabilizer Trim Settings D
FLAPS C.G. % MAC
15 6 8 11 16 30 32 34 36
STAB TRIM UNITS (NOSE UP)
180 7 ½ 7 ¼ 6 ¾ 5 ¾ 3 ½ 3 ¼ 2 ¾ 2 ¾
160 7 6 ¾ 6 ¼ 5 ½ 3 ¼ 3 2 ¾ 2 ¾
140 6 ½ 6 ¼ 5 ¾ 5 3 2 ¾ 2 ¾ 2 ¾
120 5 ¾ 5 ½ 5 4 ½ 2 ¾ 2 ¾ 2 ¾ 2 ¾
100 5 ½ 5 ¼ 4 ¾ 4 2 ¾ 2 ¾ 2 ¾ 2 ¾
90 5 ½ 5 ¼ 4 ¾ 4 2 ¾ 2 ¾ 2 ¾ 2 ¾
Weight (1000 lbs)
Sec. 5 Page 28 737
Rev. 11/15/02 #41 Continental Flight Manual
INTENTIONALLY LEFT BLANK
737 Sec. 5 Page 29
Flight Manual Continental Rev. 11/15/02 #41
NON-NORMAL
The following charts provide adjustments to takeoff weight limitations, V
Speeds and thrust settings for several non-normal takeoff situations. Using this
information, manual calculation of takeoff data can be made. For other
conditions, ACCULOAD data must be obtained.
Improved Climb Takeoff
For instances where standard takeoff data does not provide sufficient takeoff
weight, Improved Climb takeoff performance is provided. This procedure uses
increased speeds on the runway to improve obstacle clearance and second
segment climb performance for higher takeoff weights. This procedure has no
effect on enroute climb performance. Use of this data is not authorized with:
· Anti-skid inoperative
· Operations from contaminated runways
· Reduced thrust
By adjusting the V Speeds to the optimum value, the highest possible takeoff
weight is calculated when considering runway limits, obstacle limits, and second
segment climb limits. ACCULOAD presents the actual gross takeoff weight,
along with the MGTOW for the existing temperature. ACCULOAD will
compute Improved Climb data for dry as well as wet runway conditions.
Improved Climb data will normally be presented for flaps 5 configuration;
however, data for flaps 1 and flaps 15, is available if needed.
V Speeds for Improved Climb takeoffs will be included on line 9 of the Pilot
Weight Manifest. If non-normal conditions require V speed corrections, those
corrections must be computed by ACCULOAD.
Note: If the departure runway changes, or if the runway is determined to be
wet or slippery by the flight crew, Load Planning must be contacted for
adjusted improved-climb V Speeds for the new conditions.
Sec. 5 Page 30 737
Rev. 11/15/02 #41 Continental Flight Manual
Runway Condition
The condition of the runway, with respect to its effect on aircraft takeoff and
landing performance, can vary with its construction and the weather. Effects of
these conditions fall into two categories - those that slow acceleration and those
that increase stopping distance. It is important to note that takeoff performance
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