Performance Dispatch
FAA
Text
Category C Brakes
737 Flight Crew Operations Manual
Conversion table and determine air distance as discussed above. Then enter the Trip Fuel and Time Required table with air distance and planned landing weight to read trip fuel. Continue across the table to read trip time.
Short Trip Fuel and Time
These tables are provided to determine trip fuel and time for short distances or alternates. Obtain air distance from the table using the ground distance and wind component to the alternate. Enter the Trip Fuel and Time Required table with air distance and read trip fuel required for the expected landing weight, together with time to alternate at right. For distances greater than shown or other altitudes, use the Long Range Cruise Trip Fuel and Time tables.
Holding Planning
This table provides total fuel flow information necessary for planning flaps up holding and reserve fuel requirements. Data is based on the FMC holding speed schedule which is the higher of the maximum endurance and flaps up maneuver speeds. As noted, the fuel flow is based on flight in a racetrack holding pattern. For holding in straight and level flight, reduce table values by 5%.
Flight Crew Oxygen Requirements
Regulations require that sufficient oxygen be provided to the flight crew to account for the greater of supplemental breathing oxygen in the event of a cabin depressurization or protective breathing in the event of smoke or harmful fumes in the flight deck. The oxygen quantity associated with the above requirements is achieved with the minimum dispatch oxygen cylinder pressure.
To determine the minimum dispatch oxygen cylinder pressure enter the appropriate flight crew oxygen table with the number of crew plus observers using oxygen and read the minimum cylinder pressure required for the appropriate cylinder temperature.
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.
Copyright . The Boeing Company. See title page for details.
September 27, 2004 PD.53.3
Performance Dispatch
737-800/CFM56-7B27 Text
FAA Category C Brakes
737 Flight Crew Operations Manual
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.
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