737 Operations Manual
Performance Inflight -
Text
737-300/CFM56-3_22K
Copyright © The Boeing Company. See title page for details.
PI.16.8 D6-27370-400E-TBCE
Slippery Runway Landing Distance
Landing distances are the actual landing distances for the specified runway
conditions and do not include the 1.67 regulatory factor. Therefore they
cannot be used to determine dispatch required landing field length. When
landing on slippery runways or runways contaminated with ice, snow,
slush or standing water, the reported braking action must be considered. 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 the “poor” data reflects
runways covered with wet ice. Read landing distance for the reported
braking action at the airplane weight, and then apply the adjustments for
airport pressure altitude and approach speed as required.
Non-normal Configuration Landing Distance
Advisory information is provided to support non-normal configurations
that affect landing performance of the airplane. Landing distances are
shown for dry runway and good, medium, and poor reported braking
action. Each non-normal configuration is listed with its recommended
approach speed. Landing distance can be determined for the reference
landing weight and then adjusted for actual weight and pressure altitude.
Brake Cooling Schedule
Advisory information is provided to assist in avoiding problems associated
with hot brakes. For normal operation, most landings are at weights below
the quick turnaround limit weight. Application of the recommended
cooling procedures shown will avoid brake overheat and fuse plug
problems that could result from repeated landings at short time intervals or
a rejected takeoff.
Engine Inoperative
Initial Max Continuous %N1
The Initial Max Continuous %N1 setting for use following an engine
failure is shown. The table is based on the typical all engine cruise speed
of .74M to provide a target %N1 setting at the start of driftdown. Once
driftdown is established, the Max Continuous %N1 Table should be used
to determine %N1 for the given conditions.
June 07, 2002
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