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Analysis of the effect of the RPR determined that Block Speed changes are not required for the 737-100/200 (see Table 1). Block Speed changes are only required for 737-300/400/500 flaps 5 and flaps 10 (see Table 2). For all other flap positions, the crossover speed is below the Block Speed, and a maneuvering airspeed adjustment is not required. Until the RPR is installed and is operable, the Block Speeds provided in Table 3 should be followed for all 737’s.
Increasing Block Speeds during takeoff is not required due to the relatively short operating time at speeds below the crossover speed. In heavyweight return to land situations where the revised Block Speed is equal to the flap placard speed for the next flap position, Boeing recommends slowing below the Block Speed as necessary to protect the flap placard speed prior to flap extension. Airspeeds specified by non-normal procedures should be followed instead of Table 2 or Table 3 Block Speeds. If dispatch is required with the RPR inoperative, Boeing recommends using Table 3 speeds during approach maneuvering.
Speed tape equipped airplanes can use the “F” speeds for flap retraction. For approach operations using VNAV, speeds calculated by the FMC are based on gross weight and therefore may be below the Table 2 or Table 3 speeds. Pilots should use Speed Intervention mode (if installed) to follow the revised Block Speeds while remaining in VNAV. For airplanes without Speed Intervention, some other pitch mode is required for Block Speed compliance. FMC Update
10.3 will incorporate VNAV maneuvering speeds compatible with the crossover speeds with RPR operating.
Simulator software is available to incorporate revised aerodynamic data that more accurately model lateral-directional control static balance conditions. These updates are complete, and revised data are available for each 737 model by contacting Boeing Special Services Contract Manager at telephone 206-766-2418 or fax 425-237-1706.
Page 2 of 6
Flight Crew Operations Manual Bulletin No. ELF-25,dated December 03, 1999 (continued)
Boeing, the FAA, and the NTSB conducted additional engineering simulator testing of the hypothetical rudder reversal and rate jams with the RPR installed. The NTSB was concerned that flight crews might believe a rudder jam or restriction was resolved and the non-normal procedure was complete if the rudder was centered by continuous rudder pedal pressure. After simulating this scenario it was agreed that it would be obvious to a flight crew that the procedure is not complete if the rudder centered but required significant rudder pedal force. As a result, the Jammed or Restricted Rudder non-normal procedure is not changed by installation of the RPR.
An airline industry team consisting of airplane manufacturers, regulators, and various airline operators developed an Airplane Upset Recovery Training Aid dated October, 1998. This document was sent to all airlines and provides an excellent source of information about recovery from an upset event regardless of the cause. We believe training in accordance with the Airplane Upset Recovery Training Aid would be more beneficial than training specifically for a full rudder deflection anomaly.
Operating Instructions
Tables 1 and 3 provide 737-100/200 Block Speeds to be used when the RPR is operating (Table 1) or when the RPR is not installed or not operating (Table 3). Tables 2 and 3 provide Block Speeds for the 737-300/400/500 to be used when the RPR is operating (Table 2) or when the RPR is not installed or not operating (Table 3).
Note:  Operators with mixed fleets can use 737-300/400/500 tables for their 737-100/200’s
Table 1
737-100/200 (With RPR installed (Service Bulletin 737-27A1206))

FLAP  UP TO 
POSITION  117,000 LBS 
(53, 070 KGS) 
FLAPS UP  210 
FLAPS 1  190 
FLAPS 5  170 
FLAPS 10  160 
FLAPS 15  150 
FLAPS 25  140 

Page 3 of 6
Flight Crew Operations Manual Bulletin No. ELF-25,dated December 03, 1999 (continued)
Table 2
737-300/400/500 (With RPR installed (Service Bulletin 737-27A1206))

FLAP POSITION  UP TO 117,000 LBS (53, 070 KGS)  ABOVE 117,000 LBS (53,070 KGS) UP TO 138,500 LBS (62,823 KGS)  ABOVE 138,500 LBS (62,823 KGS) 
FLAPS UP  210  220  230 
FLAPS 1  190  200  210 
FLAPS 5  170  190  200 
FLAPS 10  160  180  190 
FLAPS 15  150  160  170 
FLAPS 25  140  150  160 

Table 3
737-100/200/300/400/500 (With RPR deactivated or not installed)

FLAP POSITION  UP TO 117,000 LBS (53, 070 KGS)  ABOVE 117,000 LBS (53,070 KGS) UP TO 138,500 LBS (62,823 KGS)  ABOVE 138,500 LBS (62,823 KGS) 
FLAPS UP  220  230  240 
　
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