RULES OF THUMB
VIS (m) = DH (feet) X 6 for 3 Slope
VDP(NM) = DH (feet) X 3 for 3 Slope
TAS Vs IAS (TAS < 300Kts)
Specific Range
TAS = IAS + 8% / 5000 feet
SR = GS / FF
TAS = (FL X 2 / 1000 + 1) X IAS
SR lrc = 0.99 SR mrc
Density Altitude
V lrc = 1.05 to 1.08 V mrc
DA = QNE Alt +/- 200 x 10C T (ISA)
Nautical Airmiles
True Altitude
NAM = NGM X TAS / GS
TA = QNH Alt +/- 100 X 10C T (ISA)
TA = QNH Alt + (1+ 0.02 / 5C T (ISA)
NAM = NGM X TAS / (TAS+WindComponent)
B737-300:
Ram rise
Vy (KIAS) = Actual mass + 220
TAT (K) = SAT (K) X (1+0.2M)
DME Arc joining at 90 intercept:
Lead distance = GS (kts) / 100 or Mach nr - 0.2
TAT = OAT + (TAS / 100)
SAT = TAT - (Mach nr - 0.5 ) X 100
Above FL280:
SAT = -(TAT + Mach nr X 30)
Gradients
3 = 5 %
Rate (feet/min) = Gradient (ft/NM) X GS (NM/min)
Rate (feet/min) = Slope () X Mach nr X 1000
DME Arc leaving at 90 intercept:
Lead angle = GS (KIAS) X 0.6 / DME (NM)
- At 60: intercept: lead angle X 2/3
- At 45: intercept: lead angle X 1/2
- At 30 intercept: lead angle X 1/3
Engine Thrust related to % N1:
F = Cst X N exp 3.5
- Flat rate F= 23500 kLbs N= 27.72 10 exp 4
GA N1
GA N1 @ SL & 15C = 93.7%
N1 / T = + 0.8% / 5C
N1 / Alt = + 0.5% / 1000 feet
1 = 100 ft / NM
1% = 60 ft / NM
Slope () / 0.6 = Slope (%)
FL X 3 = Distance out (NM) for 3 Slope
Visibility Required
Hans Van den Bossche FAA 2488629 CFI
FL330 ISA -51C
M 0.76 441 KTAS
T / TAS = 1
1C 1 KTAS or 2 KTAS / 1000 feet
M0.01 = 6 KTAS
B737-300/400 General Info
Hans Van den Bossche FAA 2488629 CFI
Page 1 of 2
1.Takeoff
A. Antiskid INOP:
- Tire (225 MPH) press Nose 165 psi Main 195 psi
- MTOM (field/obstacle) - 7800 Kg
- V1-27 Kts (Flth 6000) V1-12 Kts (Flth 14000)
- V1 >= Vmcg
B. Assumed Temp:
- Max 25% Thrust Reduction (see Weight book)
C. Climb Gradient:
- SID = 3.3%
- Missed Approach = 2.5% (CATII, CATIII)
- Approach Climb = 2.1%
- Landing Climb = 3.2%
- Climb Limit = min 2.4 % Single Engine + 1% per 4 tons below MTOM
Climb limit.
- Climb gradient 2 engine = Climb limit X 5
- ROC (ft/min) = gradient (%) X GS (kts)
2. Climb:
- Reduced climb 1 = N1 - 3% = Thrust - 10%
2 = N1 - 6% = Thrust - 20%
- Speed:
Econ speed see Cost Index
Max Rate = +/- Econ - 20 kts 280 kts at 50 tons 315 kts
at 68 tons
Max Angle = flaps up Maneuvring speed
One engine = max angle with MCT
3.Cruise:
- LRC gives best buffet margin
nd
- Fuel:
- 3200 kg / 1st hour 2300kg / 2 hour for LM 48 tons
- 2000 ft above or below optimum alt = 1% penalty
- 4000 ft below optimum alt = 4% penalty
- LRC at optimum alt = M0.74 for B737/300
- + 90 kg/hr for engine anti-ice
- + 250 kg/hr for engine + wing anti-ice
- Trip fuel - 0.5% / 450kg below LM
- ALT fuel minimum 800 kg + holding for B737/300
- One engine: Drift down level-off ALT - 3000 ft for LRC
4. Deceleration:
- 3NM to decelerate from 290 to 250 kts
- 3NM to decelerate from 250 to 210 kts
- - 30 % with speedbrakes
5. Holding:
- Holding speed on the HOLD page
- Best speed is flaps up maneuvering speed.
- Check for max holding speed (Jeppessen)
- proper timing on the inbound leg.
- Holding fuel mim 1200 kg for B737/300
- 3NM/1000 ft and + 2 NM/10kts TWC and + 1NM/1000ft at 45% N1
- 5.5% ECON descent at 48 tons
- 10% clean at Vmo
6. Enroute descent:
Hans Van den Bossche FAA 2488629 CFI
Gear down or speedbrakes at 250 kts
Gear down and F 15 at 150 kts
- Target 10000 ft AAL at 30NM/250 kts
- Speed brake: - Recommended to hold hand on speedbrake.
- avoid with flaps to avoid buffeting.
- Do not use lower than 1000 AAL
- Low Drag Approach:
- FL100 30NM @ 300 KIAS
- FL070 27NM @ 300 KIAS
- 5000 22NM @ 300 KIAS or 5000 19NM @
250KIAS
- 3000 9NM @ 190-220 KIAS (on profile)
- 1500 GD/F15 @ 150KIAS
Hans Van den Bossche FAA 2488629 CFI
Page 2 of 2
