737 Operations Manual
Performance Inflight -
Text
737-300/CFM56-3_22K
Copyright © The Boeing Company. See title page for details.
PI.16.10 D6-27370-400E-TBCE
Long Range Cruise Control
The table provides target %N1, engine inoperative Long Range Cruise
Mach number, IAS and fuel flow for the airplane weight and pressure
altitude. The fuel flow values in this table reflect single engine fuel burn.
To conservatively account for APU fuel burn, add 90 kg/hr to fuel flow
values.
Long Range Cruise Diversion Fuel and Time
Tables are provided for crews to determine the fuel and time required to
proceed to an alternate airfield with one engine inoperative. The data is
based on single engine Long Range Cruise speed and .74M/250 KIAS
descent. Enter with Air Distance as determined from the Ground to Air
Miles Conversion Table and read Fuel and Time required at the cruise
pressure altitude. Adjust the fuel obtained for deviation from the reference
weight at checkpoint as required by entering the off reference fuel
corrections table with the fuel required for the reference weight and the
actual weight at checkpoint. Read fuel required and time for the actual
weight.
Holding
Single engine holding data is provided in the same format as the all engine
holding data and is based on the same assumptions.
PMC Off Power Settings
To find Max Takeoff %N1 with both PMC’s Off, enter Max Takeoff %N1
table (PMC Off) for the appropriate bleed configuration with airport
pressure altitude and airport OAT and read %N1. No takeoff %N1
correction is required for engine anti-ice operation up to 10°C (50°F)
which is the highest temperature recommended for engine anti-ice
operation. Do not use reduced thrust with PMC Off.
For Maximum Climb and Go-Around with both PMC’s Off, use PMC on
%N1.
Gear Down
This section contains performance for airplane operation with the landing
gear extended for all phases of flight. The data is based on engine bleeds
for normal air conditioning.
Note: The Flight Management Computer System (FMCS) does not contain
special provisions for operation with landing gear extended. As a result,
the FMCS will generate inaccurate enroute speed schedules, display non-
conservative predictions of fuel burn, estimated time of arrival (ETA),
June 07, 2002
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