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    B737 Rules of Thumb PDF

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    This document provides rules of thumb and guidance for pilots on topics like speed, height, and distance conversions during different phases of flight; approach profile planning; cruise N1 settings; climb speeds; kinetic heating effects; driftdown procedures; fuel consumption formulae; anti-ice system impacts; and non-normal flight configurations. It offers brief explanations and examples for each topic to help pilots estimate values and make decisions quickly during flight operations.

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    B737 Rules of Thumb PDF

    Uploaded by

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    318 views4 pages
    This document provides rules of thumb and guidance for pilots on topics like speed, height, and distance conversions during different phases of flight; approach profile planning; cruise N1 settings; climb speeds; kinetic heating effects; driftdown procedures; fuel consumption formulae; anti-ice system impacts; and non-normal flight configurations. It offers brief explanations and examples for each topic to help pilots estimate values and make decisions quickly during flight operations.

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    This document provides rules of thumb and guidance for pilots on topics like speed, height, and distance conversions during different phases of flight; approach profile planning; cruise N1 settings; climb speeds; kinetic heating effects; driftdown procedures; fuel consumption formulae; anti-ice system impacts; and non-normal flight configurations. It offers brief explanations and examples for each topic to help pilots estimate values and make decisions quickly during flight operations.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    318 views4 pages

    B737 Rules of Thumb PDF

    Uploaded by

    tumb
    This document provides rules of thumb and guidance for pilots on topics like speed, height, and distance conversions during different phases of flight; approach profile planning; cruise N1 settings; climb speeds; kinetic heating effects; driftdown procedures; fuel consumption formulae; anti-ice system impacts; and non-normal flight configurations. It offers brief explanations and examples for each topic to help pilots estimate values and make decisions quickly during flight operations.

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    Rules of Thumb

    Home > Pilot Notes > Rules of Thumb

    Contents Contents

    Speed, Height,
    Distance conversion

    Approach Profile
    Planning

    Cruise N1

    N1's & Pitch Attitudes

    Climb Speeds

    Kinetic Heating

    Driftdown All of the information, photographs &


    schematics from this website and much
    Fuel Consumption Formulae: more is now available in a 370 page
    printed book or EPUB available here.
    Optimum FL
    *** Updated 24 Feb 2013 ***

    Step climb &


    Search this website: wind/altitude trade

    Trip Fuel Reduction


    Search
    Anti Ice

    Non-Normal
    Configurations

    Speed, Height, Distance conversion


    Level flight deceleration allow 10kts/nm & 1kt/sec (deceleration is faster at lower weights)

    Descending deceleration allow 5kts/nm & 0.5kt/sec

    Idle descent allow 3nm/1000'

    Approach Profile Planning


    Aim for 250kts, 10,000ft by 30nm out

    Aim for 210kts, On ILS at 12nm


    Cruise N1
    N1 = (2 x Alt/1000) + 10 eg at FL350 = 70+10 = 80% N1

    or

    FF = (IAS*10)/2 -200 eg 250kts = 2500/2 -200 = 1050 kg/hr/engine

    N1's & Pitch Attitudes

    Phase of flight %N1 Attitude (deg


    nose up)

    Level Flight:

    250kts 65 4

    210kts 60 6

    Flap 1, 190kts 60 6

    Flap 5, 180kts 62 7

    Gear down, flap 15, 150kts 70 8

    Gear down, & on glideslope:

    Flap 15, 150kts 52 4.5

    Flap 25, 140kts 52 4

    Flap 30, Vref + 5 55 2.5

    Flap 40, Vref + 5 62 1

    All the above based on a gross weight of 47.5, N1 may vary by 5% and attitude by 2° at other weights.

    Add 2% N1 in turns.

    For single engine add 15% N1 + 5% N1 in turns.

    Climb Speeds

    If ECON info not available, use 250KIAS until 10,000ft then 280KIAS/M0.74 thereafter.

    Best Angle = V2 + 80

    Best Rate = V2 + 120

    Kinetic Heating

    Increases TAT by approximately 1°/10kts IAS

    Driftdown
    Driftdown speed and level off altitude are for the terrain critical case; if terrain is not critical you may
    accelerate to Long Range Cruise (LRC), this will cost approximately 3000ft. Otherwise slowly accelerate to LRC
    at the level off altitude as weight reduces with fuel burn. If anti ice is required, the altitude penalties are severe.
    See table below for figures (QRH PI.13.7).

    Altitude penalty for engine bleed requirements


    737-300 737-700
    Bleed requirements Terrain critical LRC Terrain critical LRC
    Eng Anti-ice ON -1500ft -4000ft -5600ft -5900ft
    Eng & Wing Anti-ice ON -4800ft -7600ft -12500ft -13000ft

    Fuel Consumption Formulae

    Optimum FL (FPPM p2.1.1)

    Altitude away from Fuel Mileage Penalty %


    optimum 737-300 M0.74 737-700 M0.78
    2000ft above 1 2
    Optimum 0 0
    2000ft below 2 2
    4000ft below 4 5
    8000ft below 11 14
    12000ft below 20 24

    Step climb & wind/altitude trade (FPPM p3.2.16)

    Step climb under Break even wind Break even wind


    consideration 737-300 M0.74 737-700 M0.78
    FL290 Þ FL330 < 34Kts < 75Kts
    FL310 Þ FL350 < 25Kts < 69Kts
    FL330 Þ FL370 < 12Kts < 55Kts
    FL370 Þ FL410 N/A < 24Kts

    The 737 burns approx 30kg/min. Hence subtract (30kg x reduced trip time in mins) from the trip fuel at the
    proposed level. If this figure is less than the trip fuel for the planned flight level, the lower level is justified.
    Trip Fuel Reduction = Weight reduction x Flight time in hrs x 3.5%
    Eg: 10 pax less over a 2hr flight = 1000kg x 2 x 3.5% = 70kg lower trip fuel.

    Landing Flaps

    Flap 30 uses 25kgs less fuel than flap 40 from 1500 ft to touchdown.

    Anti Ice

    Engine Anti-ice burns 90 kg per hour.

    Engine + Wing Anti-ice burns 250 kg per hour.

    Non-Normal Configurations

    Compared to 2 Engine LRC at Optimum Altitude for any given weight:

    Engine Out LRC burns 21% more fuel.

    Engine Out LRC increases Time Interval by 13%.

    Depressurised LRC (2 Engines@10,000') burns 49% more fuel.

    Depressurised LRC increases Time Interval by 20%.

    Gear Down burns 89% more fuel! Gear Down increases Time Interval by 29%.

    Hint. you can check the Depressurised figures quoted above by entering 10,000' as a "step altitude" in the CRZ
    page and compare the fuel remaining at your destination.

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