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altitude is used, fuel and time required may be obtained by using the
Engine Inoperative Long Range Cruise Enroute Fuel and Time Table.
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.26.10
Long Range Cruise Altitude Capability
The table shows the maximum altitude that can be maintained at a given
weight and air temperature (ISA deviation), based on Long Range Cruise
speed, Max Continuous thrust, and 100 ft/min residual rate of climb.
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.
APU Operation During Flight
For APU operation during flight, increase fuel flow according to the
following table. These increments include the APU fuel flow and the
effect of increased drag from the APU door.
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.
PRESSURE ALTITUDE
(1000 FT)
APU FUEL FLOW
(KG/HR)
37 35
35 35
31 45
25 60
20 75
15 90
10 115
5 140
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.26.11
PMC Off
Introduction
This section contains performance data for airplane operation with the
Power Management Control (PMC) OFF (PMC switch - amber INOP light
illuminated) for applicable thrust ratings. Do not use assumed temperature
reduced thrust with PMC Off.
Takeoff Weight Adjustment
When operating with PMC off, the normal takeoff performance limit
weights should be adjusted by the amount shown in the Takeoff Weights
Adjustment and Obstacle Limit Weight Adjustment tables. To determine
the limit weights for PMC Off operations, enter the Takeoff Weight
Adjustments table with the airport pressure altitude and OAT, then apply
the adjustments to the normal PMC On limit weights for field length,
climb, tire speed, and brake energy. For adjustments to takeoff obstacle
limit, enter the Obstacle Limit Weight Adjustments table with the airport
pressure altitude and the normal PMC On obstacle limit weight, then read
the associated adjustment.
Takeoff Speed Adjustment
When operating with PMC Off, the normal takeoff speeds should be
adjusted by the amount shown in the Takeoff Speeds Adjustment table. To
determine the PMC Off takeoff speeds, determine the normal PMC On
takeoff speeds associated with the actual takeoff weight after any
adjustment necessitated by PMC Off operations, then apply the appropriate
adjustments to the takeoff speeds, determined by entering the table with
the airport pressure altitude and OAT. The adjusted V1 should not exceed
the adjusted VR.
NOTE: The FMC does not incorporate PMC OFF performance in its
takeoff speeds calculations.
Power Settings
Tables are provided to account for engine bleed effects of normal air
conditioning packs operation and for engine bleed to packs off operation.
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.
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.
　
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