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most restrictive of the above based on forecast landing conditions, engine bleed
for air conditioning ON (packs in AUTO), and the auto speed brakes armed and
operative. Adjustments are made for, any non-normal configuration. No credit
is taken for use of Thrust Reversers. If the weight limit in the landing regime is
more restrictive than the Takeoff or Enroute weight limits, the letter “L” will
follow the MAX GTOW on line 8 of the ACCULOAD. Tables are provided to
manually calculate the Approach Climb Limit and Landing Field Length Limit
for Landing Flap settings of 15, 30 and 40. This data is for dispatch purposes
only. Once in flight, only operational limits and procedures apply.
Structural Weight Limit
Under normal circumstances, the landing weight of the B737 is limited by the
maximum structural landing weight. Unusual circumstances may require the
planned landing weight be reduced from this limit during dispatch.
Approach Climb Limit
The Approach Climb Limit is the maximum allowable planned landing weight
for a missed approach with the critical engine inoperative, the gear retracted and
the flaps in the approach configuration. This limit is calculated for dispatch
purposes based on the altitude at the landing airport and the temperature
expected at the time of landing using the scheduled flap setting. Anticipated ice
accumulation, Engine and/or Wing Anti Icing penalties are taken into account
and noted on line 9 of the ACCULOAD.
Note: The certified approach flap setting varies with aircraft type and
planned landing flap setting. For planned landing flaps 30 the
approach flap settings are >>@ – 10° and BCD – 15°. The
landing flaps 40° approach flap setting is 15° for all models.
Sec. 5 Page 92 737
Rev. 11/15/02 #41 Continental Flight Manual
Crews must understand that the Approach Climb Limit is for dispatch planning
only. It does not apply to, nor should it effect, normal operations, procedures
and/or flap settings upon arrival. There is no need to “burn down” to the
approach climb limit. The Approach Climb Limit is to meet FAR certification
and dispatch requirements. It is not runway specific and does not guarantee
terrain or obstacle clearance during a missed approach / go-around.
Landing Climb Limit
The Landing Climb Weight Limit is based on an “all engine operating” go
around, and is therefore not a limiting factor in the B737 landing performance.
Landing Climb Weight Limit data is not presented in this chapter.
Landing Field Length Limit (Runway Limit)
Landing Field Length Limit (Runway Limit) data is presented which provides
the maximum weight for stopping on the planned destination runway based
upon the forecast arrival conditions. These charts are used for dispatch
planning and titled Runway Limit Landing Weight. Normally the Landing Field
Length Limit is calculated by ACCULOAD. Adjustments noted on line 9 are
made for any forecast head / tail winds, Anti-Skid inoperative, Ground Spoilers
inoperative, and/or wet runway. No credit is taken for use of Thrust Reversers.
“Landing distances” are further broken down as follows:
Touchdown to Stopping Distance – The manufacturer certified minimum
distance from touchdown to a complete stop for that weight, temperature,
altitude, and flap setting. This distance is determined under test conditions
in an aircraft flown by a test pilot with touchdown at Ref minus 5 knots at
the landing flap setting using maximum energy braking with no credit taken
for Thrust Reversers. For anti-skid inoperative landing distance, the
braking force assumed is reduced brake force determined to be the
maximum a “prudent pilot” would use with the anti-skid system
inoperative.
Unfactored Landing Distance (Actual Landing Distance) – The
Touchdown to Stopping Distance plus distance covered from a threshold
crossing height of 50’ to the touchdown point (approximately 1000’
additional).
Factored Landing Distance – This is Unfactored Landing Distance
multiplied by a safety factor of 1.67. For dispatch purposes, the Unfactored
Landing Distance for the expected arrival weight and conditions may not
exceed the Effective Runway Landing Length for the planned arrival
runway.
737 Sec. 5 Page 93
Flight Manual Continental Rev. 11/15/02 #41
The FARs require for dispatch that the weight of an aircraft at takeoff, minus
planned fuel burn-off, not exceed Effective Runway Landing Limit Weight for
the planned arrival runway based upon Factored Landing Distance. The
Landing Field Length Limit Weight is for dispatch planning only. Upon arrival
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