737-900/CFM56-7B26 Text
FAA Category G Brakes
737 Flight Crew Operations Manual
Net Level Off Weight
The Net Level Off Weight table is provided to determine terrain clearance capability in straight and level flight following an engine failure. Regulations require terrain clearance planning based on net performance which is the gross (or actual) gradient performance degraded by 1.1%. In addition, the net level off pressure altitude must clear the terrain by 1000 ft.
To determine the maximum weight for terrain clearance, enter the table with required net level off pressure altitude and expected ISA deviation to obtain weight. Adjust weight for anti-ice operation as noted below the table.
Extended Range Operations
Regulations require that flights conducted over a route that contains a point further than one hour’s time at “normal one engine inoperative speed” from an adequate diversion airport comply with rules set up specifically for “Extended Range Operation with Two Engine airplanes.” This section provides reserve fuel planning information for the "Critical Fuel Scenario" based on two engine operation at Long Range Cruise as well as single engine operation at Long Range Cruise.
Long Range Cruise Critical Fuel Reserves
Enter the Ground to Air Miles Conversion table with forecast wind and ground distance to diversion airport from critical point to obtain air distance. Now enter the Critical Fuel table with air distance and expected weight at the critical point and read required fuel. Apply the noted fuel adjustments as necessary. Regulations require a 5% allowance for performance deterioration unless a value has been established by the operator for inservice deterioration.
As noted below each table, the fuel required is the greater of the two engine fuel and the single engine fuel. This fuel is compared to the amount of fuel normally onboard the airplane at that point in the route. If the fuel required by the critical fuel reserves exceeds the amount of fuel normally expected, the fuel load must be adjusted accordingly.
Landing
Tables are provided for determining the maximum landing weight as
limited by field length or climb requirements for a single landing flap. Maximum landing weight is the lowest of the field length limit weight, climb limit weight, or maximum certified landing weight.
Copyright . The Boeing Company. See title page for details.
737-900/CFM56-7B26
Performance Dispatch
FAA
Text
Category G Brakes
737 Flight Crew Operations Manual
Landing Field Limit Weight
For the expected runway condition, obtain wind corrected field length by entering the Wind Corrected Field Length table with field length available and wind component along the runway. Now enter the Field Limit Weight table with wind corrected field length and pressure altitude to read field limit weight.
Landing Climb Limit Weight
Enter the table with airport OAT and pressure altitude to read landing climb limit weight. Apply the noted adjustments as required.
Go-Around Climb Gradient
Enter the Reference Go-Around Gradient table with airport OAT and pressure altitude to determine the reference go-around gradient. Then adjust the reference gradient for airplane weight and speed using the tables provided to determine the weight and speed adjusted go-around gradient. Apply the necessary corrections for engine bleed configuration and icing conditions as noted.
Quick Turnaround Limit Weight
Enter the table with airport pressure altitude and OAT to read maximum
quick turnaround weight. Apply the noted adjustments as required. If the landing weight exceeds the maximum quick turnaround weight, wait the specified time and then check that the wheel thermal plugs have not melted before executing a subsequent takeoff, or ensure the brake temperature is within limits using the alternate procedure described on the page.
Copyright . The Boeing Company. See title page for details.
March 28, 2005 PD.63.5
Performance Dispatch
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