737 Flight Crew Operations Manual
Performance Inflight
Text
737-800WSFP1/CFM56-7B26
FAA
Category C/N Brakes
Boeing Proprietary. Copyright © Boeing. May be subject to export restrictions under EAR. See title page for details.
PI.17.4 D6-27370-866-EGP
4. The maximum allowable takeoff weight in slush/standing water is the
lesser of the limit weights found in steps 1 and 3.
Takeoff speed determination:
1. Determine takeoff speeds V1, VR and V2 for actual brake release weight
using the Dry Runway Takeoff Speeds table for the appropriate flap
setting and thrust rating.
2. If V1(MCG) limited, set V1=V1(MCG). If not limited by V1(MCG)
considerations, enter the V1 Adjustment table with actual brake release
weight to determine the V1 reduction to apply to V1 speed. If the adjusted
V1 is less than V1(MCG), set V1=V1(MCG).
Slippery Runway Takeoff
Airplane braking action is reported as good, medium or poor, depending on
existing runway conditions. If braking action is reported as good,
conditions should not be expected to be as good as on clean, dry runways.
The value “good” is comparative and is intended to mean that airplanes
should not experience braking or directional control difficulties when
stopping. The performance level used to calculate the “good” data is
consistent with wet runway testing done on early Boeing jets. The
performance level used to calculate the “poor” data reflects a runway
covered with wet ice. Performance is based on a 15 ft screen height at the
end of the runway. The tables provided are used in the same manner as the
Slush/Standing Water tables.
Anti-Skid Inoperative
When operating with anti-skid inoperative, the field limit weight and V1
must be reduced to account for the effect on accelerate-stop performance.
Anti-skid inoperative is only allowed on a dry runway. A simplified
method which conservatively accounts for the effects of anti-skid
inoperative is to reduce the normal dry field/obstacle limited weight by
7950 kg and the V1 associated with the reduced weight by the amount
shown in the table below.
If the resulting V1 is less than V1(MCG), takeoff is permitted with V1 set
equal to V1(MCG) provided the dry accelerate-stop distance adjusted for
wind and slope exceeds approximately 1800 m.
Detailed analysis for the specific case from the Airplane Flight Manual
may yield a less restrictive penalty.
ANTI-SKID INOPERATIVE V1 ADJUSTMENTS
FIELD LENGTH (M) V1 ADJUSTMENT (KIAS)
2000 -19
2500 -16
3000 -13
3500 -11
4000 -10
September 15, 2016
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