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necessary during acceleration and while climbing to prevent exceeding
maximum climb thrust and to ensure that full climb thrust is maintained.
Benefits in the area of engine maintenance may be realized by operating the
engines at less than the full climb ratings.
The FMC provides two pre-scheduled reduced climb thrust selections on the N1
LIMIT page. Selecting REDUCED CLIMB 1 or 2 will reduce the climb thrust
3% N1 for CLIMB 1 and 6% N1 for CLIMB 2 (approximately 8% and 16%
thrust reduction). Reduced climb thrust may also be automatically selected by
the FMS depending upon the amount of thrust reduction made for takeoff.
Reduced climb thrust N1 values may be monitored on the CLB page. Climb
thrust reductions are automatically programmed to be removed by 15,000 feet.
The use of reduced climb thrust will result in an increase in the climb distance.
This distance is dependent upon performance variables and the extent to which
a thrust reduction is used.
BCD Automatic thrust reduction occurs at 1500 feet AGL above the
departure airport. The THR REDUCTION altitude may be manually entered in
the FMC on TAKEOFF REF page 2.
CLIMB CONSTRAINTS
Climb constraints may be automatically entered in the route when selecting a
departure procedure, or manually entered through CDU entry. When the
aircraft levels off at a MCP altitude, that altitude is treated as a climb constraint
by the FMS.
When initiating a climb with multiple altitude constraints the highest cleared
altitude will be set in the MCP altitude window.
Caution: If a VNAV mode is not engaged during the climb or disengages,
all hard altitude constraints must be set in the MCP.
Sec. 3 Page 134 737
Rev. 11/15/02 #41 Continental Flight Manual
NORMAL CLIMB SPEED
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Maintain VM flaps 0 speed to expedite the initial climb. When the normal noise
abatement takeoff profile has been completed, the aircraft is generally headed
towards its destination, and there are no altitude or airspeed restrictions,
accelerate to the desired climb speed schedule. The sooner the aircraft can be
accelerated to the climb speed schedule, the better the overall flight efficiency
from a fuel conservation and enroute flight time standpoint.
The FMS computed economy climb speed schedule minimizes trip cost. It
varies with gross weight, cost index, and other factors.
In the event FMS computed climb speeds are not available, use the speeds on
the flight plan.
MAXIMUM ANGLE OF CLIMB
Maximum angle climb speed is normally used for obstacle clearance, minimum
crossing altitude, or to reach a specified altitude / flight level in a minimum
distance. It varies with gross weight and is approximately the same as VM flaps
0 speed.
MAXIMUM RATE OF CLIMB
The maximum rate climb speed provides both high climb rates and good
minimum time to cruise altitude.
737 Sec. 3 Page 135
Flight Manual Continental Rev. 11/15/02 #41
USE OF ALTITUDE ALERTING AND OTHER CONTROL INPUTS
Flight deck workload, autopilot status, communications requirements, etc. can
all influence which pilot should perform certain functions at any given time.
The guidelines set forth below establish the preferred procedures. If the pilot
normally expected to accomplish a given task is distracted by other duties, or
flight deck workload / convenience so dictates, it is permissible for the other
pilot to make the appropriate changes. In this event, the pilot making the
changes must verbally state the changes made.
The altitude alerting system shall be used during all phases of flight to assist the
flight crew in altitude awareness and to prevent deviation from assigned
clearances. During climb, the flight crew shall set the next clearance altitude in
the altitude selector window.
With the autopilot ON, the PF will set the new clearance altitude in the altitude
selector window.
With the autopilot OFF the PM will set the new clearance altitudes in the altitude
selector window.
Both pilots will verbally and visually acknowledge the cleared altitude set in the
altitude selector window.
Sec. 3 Page 136 737
Rev. 11/15/02 #41 Continental Flight Manual
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737 Sec. 3 Page 137
Flight Manual Continental Rev. 11/15/02 #41
CRUISE
ALTITUDE SELECTION
The altitude selection for cruise should normally be as close to optimum as
possible. Optimum altitude is the altitude that gives the best fuel mileage for a
given configuration and gross weight. It normally provides at least a 1.5g
(approximately 47 degrees bank to buffet onset) or better buffet margin. Prior
to installation of U10.1 FMC software, pilots could routinely fly above the
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737 FLIGHT MANUAL 737飞行手册2(19)
