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than VR, reduce V1 to equal VR.
Maximum allowable clearway limits are provided for guidance when more
precise data is not available.
Assumed Temperature Takeoff
For reduced thrust takeoffs based on assumed temperature, determine V1,
VR, V2 from the appropriate column for airport pressure altitude and
assumed temperature. Adjust V1 for slope, wind, clearway and stopway as
required. Compare adjusted V1 with V1(MCG) from table using airport
altitude and actual temperature. This is a regulatory requirement to cover
the case where the pilot elects to advance thrust levers to maximum takeoff
thrust following the engine failure. If adjusted V1 is less than V1(MCG)
set V1 equal to V1(MCG).
Stab Trim
To find takeoff stabilizer trim setting, enter the Stab Trim Setting table
with takeoff flap setting and center of gravity (C.G. % MAC) and read
required stabilizer trim units. For weights that meet the conditions listed,
apply the adjustments shown below the table.
VREF
The Reference Speed table contains flaps 40, 30, and 15 landing speeds for
a given weight. Apply wind correction shown as required.
Recommended Maneuvering Speeds
This table provides the flap speed schedule for recommended maneuvering
speed. The speed schedule is a function of weight and will provide
adequate maneuver margin above stall at all weights.
During flap retraction/extension, movement of the flap to the next position
should be initiated when reaching the maneuver speed for the existing flap.
June 4, 2004
737 Flight Crew Operations Manual
Performance Inflight -
Text
737-300/CFM56-3_22K
Copyright © The Boeing Company. See title page for details.
 PI.26.3
Slush/Standing Water Takeoff
Experience has shown that aircraft performance may deteriorate
significantly on runways covered with snow, slush, standing water, or ice.
Therefore a reduction in field length/obstacle limited takeoff weight and
revised takeoff speeds is necessary. The information provided is intended
for guidance in accordance with advisory material. The 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.
The entire runway is assumed to be completely covered by a contaminant
of uniform thickness and density. Therefore this information is
conservative when operating under typical colder weather conditions
where patches of slush exist and some degree of sanding is common.
Takeoffs in slush depths greater than 13mm (0.5 inches) are not
recommended because of possible airplane damage as a result of slush
impingement on the airplane structure. The use of assumed temperature
method for reduced thrust is not allowed on contaminated runways.
Interpolation for slush/standing water depths between the values shown is
permitted.
Instructions for Using Tables:
Takeoff weight is determined as follows:
1. Determine the dry field length and obstacle limit weight for the takeoff
flap setting.
2. Enter the Weight Adjustment table with the more limiting of the dry
field length or obstacle limit weights, to obtain the weight reduction for the
slush/standing water depth and airport pressure altitude.
3. When indicated, adjust field length available for temperature by the
amount provided in the notes below the V1(MCG) limit weight table.
4. Enter V1(MCG) Limit Weight table with the adjusted field length and
pressure altitude to obtain the slush/standing water limit weight with
respect to minimum field length required for V1(MCG) speed.
The maximum allowable takeoff weight in slush/standing water is the
lesser of the limit weights found in steps 2 and 4.
Takeoff speeds determination:
1. Determine takeoff speeds V1, VR and V2 for actual brake release
weight using the Takeoff Speeds table in this section.
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.26.4
2. If V1(MCG) limited, set V1 = V1(MCG). If not limited by V1(MCG)
considerations, enter V1 Adjustment table with actual brake release weight
to determine the V1 reduction to apply to V1 speed. If the adjusted V1 is
less than V1(MCG), set V1 = V1(MCG).
Slippery Runway
Airplane braking action is reported as good, medium or poor, depending
on existing runway conditions. If braking action is reported as good,
conditions should not be expected to be as good as on clean dry runways.
　
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