训练手册 第4章
Climb
Economy Climb Schedule - FMC Data Unavailable
4.4
- June 30, 2022
Economy Climb Schedule - FMC Data Unavailable
- @250 knots/VREF 40 + 70 knots, whichever is higher - Below 10,000 feet @
- @280 knots/0.78M - Above 10,000 feet@
Maximum Rate Climb
4.4
- June 30, 2022
A maximum rate climb provides both high climb rates and minimum time to cruise altitude.
Maximum rate climb can be approximated by using the following:
- 737-600 - 737-900ER
- @flaps up maneuver speed + 50 knots until intercepting 0.76M@
- 737-7 - 737-9
- @flaps up maneuver speed + 50 knots until intercepting 0.78M@
Note: The FMC provides maximum rate climb speeds.
- @flaps up maneuver speed + 50 knots until intercepting 0.78M@
Maximum Angle Climb
4.4
- June 30, 2022
The FMC provides maximum angle climb speeds. Maximum angle climb
speed is normally used for obstacle clearance, minimum crossing altitude or
to reach a specified altitude in a minimum distance. It varies with gross
weight and provides approximately the same climb gradient as @flaps up
maneuver speed@.
Cruise
Maximum Altitude
4.6
- June 30, 2022
The FMC predicted maximum altitude is the lowest of:
@maximum certified @altitude
the altitude determined during certification
considering structural limit (limits on the fuselage), rapid descent
capability, or other factors determined by the certifying authority@thrust limited @altitude
the altitude at which sufficient thrust is available
to provide a specific minimum rate of climb. (Reference the Long Range
Cruise Maximum Operating Altitude table in the PI Chapter, Volume 1 of
the FCOM). Depending on the thrust rating of the engines, the thrust
limited altitude may be above or below the maneuver altitude capability@ buffet or maneuver limited@ altitude
the altitude at which a specific maneuver margin exists prior to buffet onset.
This altitude provides a g margin prior to buffet chosen by airline policy.
The minimum margin available is 0.3g (40° bank) prior to @buffet@.
Some regulatory agencies may require a different minimum maneuver margin.
For LNAV operation, the FMC provides a real-time bank angle limiting function.
This function protects the commanded bank angle from @exceeding the current available thrust limit@.
4.7
- June 30, 2022
For operations other than LNAV, when operating at or near maximum altitude fly at least @10@ knots above the lower amber band and use bank angles
of @10@° or less.
If speed drops below the lower amber band, immediately increase speed by doing one or more of the following:
- @reduce angle of bank@
- @increase thrust up to maximum continuous@
- @descend.@
Optimum Altitude
4.7
- June 30, 2022
The optimum (OPT) altitude shown on the CRZ page is determined based on @aircraft gross weight@ and @cruise speed in still air@.
When operating in the ECON mode, OPT altitude results in @minimum trip cost@ based on the entered cost index.
However, when operation is based on manually entered speed or selected LRC speed, OPT altitude is based on @minimum fuel burn@.
OPT altitude calculation does not consider the effects of @temperature@ deviations from standard day or sensed or forecast @winds@ at altitude.
Step Climb
Fuel for Enroute Climb
4.9
- June 30, 2022
- 737-600 - 737-900ER
The additional fuel required for a 4,000 foot enroute climb varies
from 300 to 500 lbs (@135 to 225 @kgs) depending on the airplane gross weight, initial
altitude, air temperature, and climb speed.
- 737-7 - 737-9
The additional fuel required for a 4,000 foot enroute climb varies from 100 to 200 lbs (@45 to 90@ kgs)
depending on the airplane gross weight, initial altitude,
air temperature, and climb speed. T
The fuel saved at higher altitude does not normally justify a step climb
unless the cruise time of the higher altitude is approximately @20 minutes@ or longer.
Low Fuel Temperature
4.9
- June 30, 2022
The Jet A fuel specification
limits the freezing point to -40°C maximum, while the Jet A-1 limit is @-47@°C
maximum.
4.10
- June 30, 2022
The rate of
cooling of the fuel is approximately @3@° C per hour, with a maximum of @12@° C
per hour possible under the most extreme conditions.
Total air temperature can be raised in the following three ways, used
individually or in combination:
- @climb or descend to a warmer air mass@
- @deviate to a warmer air mass@
- @increase Mach number.@
It takes from @15@ minutes to one hour to stabilize the fuel temperature.
In most cases, the required descent would be @3,000 to 5,000@ feet below optimum altitude.
In more severe cases, descent to altitudes of @25,000 feet to 30,000@ feet might be required.
An increase of 0.01 Mach results in an increase of @0.5° to 0.7@° C total air temperature.
Cruise Performance Economy
4.11
- June 30, 2022
737-7 - 737-9
737-600 - 737-900ER
For flight planning purposes, reference the appropriate airplane Flight Planning and Performance Manuals:
- ISA + @10@° C: 1% increase in trip fuel
- @2,000@ feet above/below optimum altitude: 1% to 2% increase in trip fuel
- 737-600 - 737-900ER
- 4,000 feet below optimum altitude: @3% to 5@% increase in trip fuel
- 737-7 - 737-9
- 4,000 feet below optimum altitude: @2@% increase in trip fuel
- 737-600 - 737-900ER
- 8,000 feet below optimum altitude: @8% to 14@% increase in trip fuel
- 737-7 - 737-9
- 8,000 feet below optimum altitude: @7@% increase in trip fuel
- cruise speed 0.01M above LRC: @1% to 2@% increase in trip fuel.
For cruise within 2,000 feet of optimum, long range cruise speed can be approximated by using @0.79@M.
Long range cruise also provides @the best buffet margin@ at all cruise altitudes.
Descent
Descent Rates
4.20
- June 30, 2022
- 737-600 - 737-900ER
| Target Speed | Clean | With Speedbrake (with or without load alleviation) |
|---|---|---|
| 0.78M / 280 knots | @2200@ fpm | @3100@ fpm |
| 250 knots | @1700@ fpm | @2300@ fpm |
| VREF 40 + 70 knots | @1100@ fpm | @1400@ fpm |
- 737-7 - 737-9
| Target Speed | Clean | With Speedbrake (with or without load alleviation) |
|---|---|---|
| 0.78M / 280 knots | @2000@ fpm | @2300@ fpm |
| 250 knots | @1500@ fpm | @1700@fpm |
| VREF 40 + 70 knots | @1100@ fpm | @1200@ fpm |
Plan the descent to arrive at traffic pattern altitude at flaps up maneuver
speed approximately @12@ miles from the runway when proceeding straight-in
or about @8@ miles from the runway when making an abeam approach. A good
crosscheck is to be at 10,000 feet AGL, 30 miles from the airport, at 250
knots.
- 737-600 - 737-900ER
For planning purposes, it requires approximately @25 seconds and 2 @NM to decelerate from 280 to 250 knots in level flight without speedbrakes.
It requires an additional @35 seconds and 3 @NM to decelerate to flaps up maneuver speed at average gross weights.
Using speedbrakes to aid in deceleration reduces these times and distances by approximately @50@%.
- 737-7 - 737-9
For planning purposes, it requires approximately @30@ seconds and @2.5 @NM to decelerate from 280 to 250 knots in level flight without speedbrakes.
It requires an additional @55@ seconds and @4 @NM to decelerate to flaps up maneuver speed at average gross weights.
Using speedbrakes to aid in deceleration reduces these times and distances by approximately @10@%.
Holding
4.23
- June 30, 2022
Start reducing to holding airspeed @3@ minutes before arrival time at the
holding fix so that the airplane crosses the fix, initially, at or below the
maximum holding airspeed.
Flaps 1 uses approximately @10@% more fuel than flaps up.
If the holding pattern has not been programmed in the FMC,
the initial outbound leg should be flown for @1@ minute when at or below 14,000 feet
or @1 1/2@ minutes when above 14,000 feet or as required by the regulatory authority.
- ICAO Holding Airspeeds (Maximum)
| Altitude | Speed |
|---|---|
| Through 14,000 feet | @230 knots@ |
| Above 14,000 to @20,000@ feet MSL | @240 knots@ |
| Above @20,000@ to @34,000@ feet MSL | @265 knots@ |
| Above @34,000@ feet MSL | @0.83M @ |
- FAA Holding Airspeeds (Maximum)
| Altitude | Speed |
|---|---|
| Through @6,000@ feet MSL | @200@ knots |
| @6,001@ feet MSL through @14,000@ feet MSL | @230@ knots (May be restricted to an airspeed of 210 KIAS. This non-standard pattern will be identified by an icon.) |
| @14,001@ feet MSL and above | @265@ knots |
Holding Airspeeds Not Available from the FMC
4.24
- June 30, 2022
Recommended holding speeds can be approximated by using the following
guidance until more accurate speeds are obtained from the FCOM:
• flaps up maneuver speed approximates minimum fuel burn speed and
may be used at low altitudes
• above FL250, use VREF 40 + 100 knots to provide at least a 0.3 g margin
to @initial buffet@ (full maneuver capability).