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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 an engine failure at the
critical point during takeoff and a 15 ft. screen height at the end of the
runway. Tables are provided for dispatch with all thrust reversers operative
and dispatch with one or two thrust reversers inoperative, and are used in
the same manner as the Slush/Standing Water Takeoff 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.
A simplified method which conservatively accounts for the effects of antiskid
inoperative on a dry runway is to reduce the normal field length/
obstacle limited weight by 7800 kg and the V1 associated with the reduced
weight by the amount shown in the table below.
If the resulting V1 is less than minimum V1, takeoff is permitted with V1
set equal to V1(MCG) provided the dry accelerate stop distance adjusted
for wind and slope exceeds approximately 7900 ft.
Detailed analysis for the specific case from the Airplane Flight Manual
may yield a less restrictive penalty.
ANTI-SKID INOPERATIVE V1 ADJUSTMENT
FIELD LENGTH (FT) V1 ADJUSTMENT (KIAS)
6000 -27
8000 -22
10000 -18
12000 -15
14000 -12
December 3, 2004
737 Flight Crew Operations Manual
Performance Inflight -
Text
737-300/CFM56-3_22K
Copyright © The Boeing Company. See title page for details.
 PI.26.5
Takeoff %N1
To find Max Takeoff %N1 based on normal engine bleed for air
conditioning packs on (Auto), enter Takeoff %N1 Table with airport
pressure altitude and airport OAT and read %N1. For packs off operation,
apply the %N1 adjustment shown below the table. No takeoff %N1
adjustment is required for engine and wing anti-ice.
Assumed Temperature Reduced Thrust
Regulations permit the use of up to 25% takeoff thrust reduction for
operation with assumed temperature reduced thrust. To find the maximum
allowable assumed temperature enter the top chart with airport pressure
altitude and OAT. Compare this temperature to that at which the airplane
is performance limited as determined from available takeoff performance
data. Next, enter the center table with airport pressure altitude and the
lower of the two temperatures previously determined to obtain a maximum
takeoff %N1. Do not use an assumed temperature less than the minimum
assumed temperature shown. Enter the %N1 Adjustment table with OAT
and the difference between the assumed and actual OAT to obtain a %N1
adjustment. Subtract the %N1 adjustment from the maximum takeoff %N1
found previously to determine the assumed temperature reduced thrust
%N1.
Takeoff with assumed temperature reduced thrust is not permitted when:
runway is contaminated with ice, slush, snow, or standing water; anti-skid
is inoperative; or PMC is off. Use of this procedure is not recommended if
potential windshear conditions exist.
Max Climb %N1
This table shows Max Climb %N1 for a 250 KIAS/280 KIAS/.74M climb
speed schedule, normal engine bleed for packs on (Auto) and anti-ice off.
Enter the table with airport pressure altitude and TAT and read %N1.
Apply the appropriate bleed setting %N1 adjustment shown below the
table. %N1 adjustments are shown for engine bleed to packs off operation,
packs high operation, and wing anti-ice on.
Go-around %N1
To find Max Go-around %N1 based on normal engine bleed for packs on
(Auto) and anti-ice off, enter the Go-around %N1 table with airport
pressure altitude and reported OAT or TAT and read %N1. Apply the
appropriate bleed setting %N1 adjustment shown below the table. %N1
adjustments are shown for engine bleed to packs off operation, packs high
operation, and wing anti-ice on.
December 3, 2004
737 Flight Crew Operations Manual
Performance Inflight -
Text
737-300/CFM56-3_22K
Copyright © The Boeing Company. See title page for details.
PI.26.6
Flight with Unreliable Airspeed / Turbulent Air Penetration
Pitch attitude and average %N1 information is provided for use in all
phases of flight in the event of unreliable airspeed/Mach indications
resulting from blocking or freezing of the pitot system. Loss of radome or
turbulent air may also cause unreliable airspeed/Mach indications. The
　
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