120 140 160 180 200 220 240 260 Airspeed (KCAS)
Copyright . The Boeing Company. See title page for details.
1.22 FCT 737 (TM) October 31, 2006
737 Flight Crew Training  Manual
Maneuver Margins to Stick Shaker Landing 737-900
Maneuver Margin to Stick Shaker G's
3.4
3.0
2.6
2.2
1.8
1.4
1.0

120 140 160 180 200 220 240 260 Airspeed (KCAS)

737 Flight Crew Training  Manual
Flap Operation Acceleration Height - All Engines
The altitude selected for acceleration and flap retraction may be specified for each airport. Safety, obstruction clearance, airplane performance or noise abatement requirements are usually the determining factors. Some operators have adopted a standard climb profile for all of their operations based on the airport which requires the greatest height for level off to clear a close-in obstacle with an engine failure.
The minimum altitude for flap retraction is 400 feet. Boeing recommends 1000 feet for the standard flap retraction altitude used in training.
Acceleration Height - Engine Out
Acceleration height for a takeoff with an engine failure after V1 is based on accelerating to the recommended flaps up speed while retracting flaps and selecting maximum continuous thrust limits within 5 minutes (10 minutes optional) after initiating takeoff. Some combinations of high gross weight, takeoff flap selection and airport elevation may require initiating flap retraction as low as 400 feet after takeoff with an engine failure.
At typical training weights, adequate performance exists to climb to 1000 feet before beginning flap retraction. Therefore, during training, 1000 feet is used as the acceleration height for engine failure after V1.
Copyright . The Boeing Company. See title page for details.
1.24 FCT 737 (TM) October 31, 2006
737 Flight Crew Training  Manual

Command Speed
737-300 - 737-500 Command speed may be set by the pilot through the airspeed cursor control, the MCP, or FMC, and is displayed by an orange airspeed cursor on the airspeed indicator. On speed tape equipped airplanes, command speed is displayed as magenta FMC/MCP command speed.
737-600 - 737-900 Command speed may be set by the pilot through the MCP or FMC and is displayed by a magenta airspeed cursor on the airspeed indicator or by a magenta speed bug on the PFD airspeed display.

Takeoff
Command speed remains set at V2 until changed by the pilot for acceleration and flap retraction or until a subsequent pitch mode is engaged. Manually select flaps up maneuver speed at flap retraction altitude.

Climb, Cruise and Descent
Command speed is set to the appropriate speed by the FMC during VNAV operation or manually using the MCP. The white airspeed bugs (if installed) are positioned to the appropriate airspeeds for approach and landing.

Approach
Command speed is set to the maneuvering speed for the selected flap position by the FMC during VNAV operation or manually using the MCP.

Landing
When using the autothrottle, position command speed to VREF + 5 knots. Sufficient wind and gust protection is available with the autothrottle engaged because the autothrottle is designed to adjust thrust rapidly when the airspeed drops below command speed while reducing thrust slowly when the airspeed exceeds command speed. In turbulence, the result is that average thrust is higher than necessary to maintain command speed. This results in an average speed exceeding command speed.
If the autothrottle is disengaged, or is planned to be disengaged prior to landing, the recommended method for approach speed correction is to add one half of the reported steady headwind component plus the full gust increment above the steady wind to the reference speed. One half of the reported steady headwind component can be estimated by using 50% for a direct headwind, 35% for a 45° crosswind, zero for a direct crosswind and interpolation in between.

737 Flight Crew Training  Manual
When making adjustments for wind additives, the maximum command speed should not exceed VREF + 20 knots or landing flap placard speed minus 5 knots, whichever is lower. This technique provides sufficient low speed maneuver margin and reduces the possibility of flap load relief activation. Margin to load relief activation may also be increased by using a reduced landing flap setting. The following table shows examples of wind additives with a runway heading of 360°.
Reported Winds  Wind Additive  Approach Speed 
360 at 16  8  VREF + 8 knots 
Calm  0  VREF + 5 knots 
360 at 20 Gust 30  10 + 10  VREF + 20 knots* 
060 at 24  6  VREF + 6 knots 
090 at 15  0  VREF + 5 knots 
090 at 15 Gust 25  0 + 10  VREF + 10 knots 
　
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