737 Flight Crew Operations Manual
Performance Inflight
Text
737-800WSFP1/CFM56-7B26
FAA
Category C/N Brakes
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PI.17.8 D6-27370-866-EGP
Using this table, it is possible to determine the break-even wind (advantage
necessary or disadvantage that can be tolerated) to maintain the same range
at another altitude and long range cruise speed. The tables make no
allowance for climb or descent time, fuel or distance, and are based on
comparing ground fuel mileage.
Descent
Time, fuel, and distance for descent are shown for a .78/280/250 descent
speed schedule. Enter the table with top of descent pressure altitude and
read distance, time and fuel. Data is based on flight idle thrust descent in
zero wind. Allowances are included for a straight-in approach with gear
down and landing flaps at the outer marker.
Holding
Target %N1, indicated airspeed and fuel flow per engine information is
tabulated for holding with flaps up based on the FMC optimum holding
speed schedule. This is the higher of the maximum endurance speed and
the maneuvering speed. Small variations in airspeed will not appreciably
affect the overall endurance time. Enter the table with weight and pressure
altitude to read %N1, IAS and fuel flow per engine.
Advisory Information
Normal Configuration Landing Distance
The normal configuration distance tables are provided as advisory
information to help determine the actual landing distance performance of
the airplane for different runway surface conditions and brake
configurations.
Flaps 15, 30, and 40 landing distances and adjustments are provided for dry
runways as well as runways with good, medium, and poor reported braking
action, which are commonly referred to as slippery runway conditions.
If the surface is affected by water, snow or ice, and the 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 landing. 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 "poor" data reflects runways
covered with wet ice.
September 15, 2016
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