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.
D6-27370-866-EGP PI.17.5
Thrust Reverser Inoperative
When dispatching on a wet runway with both thrust reversers operative, an
operative anti-skid system, and all brakes operating, regulations allow
deceleration credit for one thrust reverser in the engine failure case and
two thrust reversers in the all engine stop case.
When dispatching on a wet runway with one thrust reverser inoperative,
the runway/obstacle limited weight and V1 must be reduced to account for
the effect on accelerate-stop performance. A simplified method, which
conservatively accounts for this, is to reduce the normal wet
runway/obstacle limited weight by 850 kg and the V1 associated with the
reduced weight by 2 knots.
If the resulting V1 is less than minimum V1, takeoff is permitted with V1
set equal to V1(MCG) provided the accelerate-stop distance available
adjusted for wind and slope exceeds approximately 1200 m.
Detailed analysis for the specific case from the Airplane Flight Manual
may yield a less restrictive penalty.
Takeoff %N1
To find Max Takeoff %N1 based on normal engine bleed for air
conditioning packs on, enter Takeoff %N1 Table with airport pressure
altitude and airport OAT and read %N1. Apply %N1 adjustments as
provided when applicable.
Assumed Temperature Reduced Thrust
Regulations permit the use of up to 25% takeoff thrust reduction for
operation with assumed temperature reduced thrust. Use of assumed
temperature reduced thrust is not allowed with anti-skid inoperative or on
runways contaminated with standing water, ice, slush, or snow. Use of
assumed temperature reduced thrust is not recommended if potential
windshear conditions exist.
September 15, 2016
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