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resulting from blocking or freezing of the pitot system. Loss of radome or
turbulent air may also cause unreliable airspeed/Mach indications. The
cruise table in this section may also be used for turbulent air penetration.
Pitch attitude is shown in bold type for emphasis since altitude and/or
vertical speed indications may also be unreliable.
All Engines
Long Range Cruise Maximum Operating Altitude
These tables provide the maximum operating altitude in the same manner
as the FMC. Maximum altitudes are shown for a given cruise weight and
maneuver capability. This table considers both thrust and buffet limits,
providing the more limiting of the two. Any data that is thrust limited is
denoted by an asterisk and represents only a thrust limited condition in
level flight with 100 ft/min residual rate of climb. Flying above these
altitudes with sustained banks in excess of approximately 15° may cause
the airplane to lose speed and/or altitude.
Note that the altitudes shown in the table are limited to the maximum
certified altitude of 37000 ft.
Long Range Cruise Control
These tables provide target %N1, Long Range Cruise Mach number, IAS
and standard day fuel flow per engine for the airplane weight and pressure
altitude. As indicated by the shaded area, at optimum altitude .74M
approximates the Long Range Cruise Mach schedule.
APU Operation During Flight
For APU operation during flight, increase fuel flow according to the table
in the Engine Inoperative text section.
Long Range Cruise Enroute Fuel and Time
Long Range Cruise Enroute Fuel and Time tables are provided to
determine remaining time and fuel required to destination. The data is
based on Long Range Cruise and .74M/250 KIAS descent. Tables are
presented for low altitudes and high altitudes.
December 3, 2004
737 Flight Crew Operations Manual
Performance Inflight -
Text
737-300/CFM56-3_20K
Copyright © The Boeing Company. See title page for details.
 PI.16.7
To determine remaining fuel and time required, first enter the Ground to
Air Miles Conversion table to convert ground distance and enroute wind to
an equivalent still air distance for use with the Reference Fuel and Time
tables. Next, enter the Reference Fuel and Time Table with air distance
from the Ground to Air Miles Conversion Table and the desired altitude
and read Reference Fuel and Time Required. Lastly, enter the Fuel
Required Adjustment Table with the Reference Fuel and the actual weight
at checkpoint to obtain fuel required to destination.
Long Range Cruise Wind-Altitude Trade
Wind is a factor which may justify operations considerably below optimum
altitude. For example, a favorable wind component may have an effect on
ground speed which more than compensates for the loss in air range.
Using this table, it is possible to determine the break-even wind (advantage
necessary or disadvantage that can be tolerated) to maintain the same range
at another altitude and long range cruise speed. The tables make no
allowance for climb or descent time, fuel or distance, and are based on
comparing ground fuel mileage.
Descent
Distance and time for descent are shown for a .74M/250 KIAS descent
speed schedule. Enter the table with top of descent pressure altitude and
read distance in nautical miles and time in minutes. Data is based on flight
idle thrust descent in zero wind. Allowances are included for a straight-in
approach with gear down and landing flaps at the outer marker.
Holding
Target %N1, indicated airspeed and fuel flow per engine information is
tabulated for holding with flaps up based on the FMC optimum holding
speed schedule. This is the higher of the maximum endurance speed and
the maneuvering speed. Small variations in airspeed will not appreciably
affect the overall endurance time. Enter the table with weight and pressure
altitude to read %N1, IAS and fuel flow per engine.
Advisory Information
Normal Configuration Landing Distance
Tables are provided as advisory information for normal configuration
landing distance on dry runways and slippery runways with good, medium,
and poor reported braking action. These values are actual landing distances
and do not include the 1.67 regulatory factor. Therefore, they cannot be
used to determine the dispatch required landing field length.
December 3, 2004
737 Flight Crew Operations Manual
Performance Inflight -
Text
737-300/CFM56-3_20K
Copyright © The Boeing Company. See title page for details.
PI.16.8
To use these tables, enter the appropriate table for selected landing flaps
and determine the reference landing distance for the selected braking
　
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