Take Off Speed For 737

Boeing 737–800 Flying Notes

Contents

	Required rail length
	Engine Startup
	Taxiing
	Flaps
	Takeoff
	Climb
	Cruise
	Descent
	Approach
	Landing

Many factors affect flight planning and aircraft performance, including aircraft weight, weather, and runway surface. The recommended flight parameters listed below are intended to give approximations for flights at maximum takeoff or landing weight on a 24-hour interval with International Standard Temper (ISA) conditions.

Important: These instructions are intended for use with Flight Simulator but and are no substitute for using the bodily shipping manual for real-world flight.

Note: As with all of the Flying Simulator aircraft, the V-speeds and checklists are located on the Kneeboard. To access the Kneeboard while flight, press SHIFT+F10, or on the Aircraft carte, click Kneeboard.

Note: All speeds given in Flight Notes are indicated airspeeds. If you're using these speeds as reference, be sure that you select "Display Indicated Airspeed" in the Realism Settings dialog box. Speeds listed in the specifications tabular array are shown as true airspeeds.

Note:For general information about flying jet aircraft in Flight Simulator, come across Flying Jets.

By default, this shipping has total fuel and payload. Depending on atmospheric weather condition, altitude, and other factors, you lot will non get the same performance at gross weight that you would with a lighter load.

Required Runway Length

Takeoff: ix,000 anxiety (two,473 meters), flaps 5
Landing: 6,500 feet (1,981 meters), flaps forty

The length required for both takeoff and landing is a result of a number of factors, such as shipping weight, altitude, headwind, utilise of flaps, and ambient temperature. The figures here are conservative and presume:

Weight: 174,200 pounds (79,010 kilograms)
Altitude: sea level
Air current: no headwind
Temperature: xv°C
Lower weights and temperatures will event in better performance, equally will having a headwind component. College altitudes and temperatures volition degrade operation.
Rails: hard surface

Engine Startup

The engines are running past default when you begin a flight. If you lot shut the engines down, information technology is possible to initiate an automobile-startup sequence by pressing CTRL+E on your keyboard.

Taxiing

Idle thrust is adequate for taxiing under most weather, simply yous'll need a slightly college thrust setting to get the aircraft rolling. Allow fourth dimension for a response after each thrust modify before irresolute the thrust setting once again.

Normal direct taxi speed should not exceed xx knots (10 knots in turns).

In Flying Simulator, rudder pedals (twist the joystick, use the rudder pedals, or printing 0 [left] or ENTER [correct] on the numeric keypad) are used for directional control during taxiing. Avert stopping the 737 during turns, equally excessive thrust is required to become moving over again.

Flaps

The following tabular array lists recommended maneuvering speeds for various flap settings. The minimum flap-retraction altitude is 400 anxiety, but one,000 feet complies with most racket abatement procedures. When extending or retracting the flaps, use the adjacent appropriate flap setting depending on whether you're slowing downwards or speeding up.

                    Flap Position  Flaps Upwardly        210  Flaps 1         190  Flaps 5         170  Flaps 10        160  Flaps 30        130  Flaps 40        120

In adverse weather conditions, taxi with the wing flaps upwards and then set takeoff flaps during your Before Takeoff checklist procedure. Likewise, retract the flaps as shortly as practicable upon landing.

Flaps are generally not used on the 737–800 for the purpose of increasing the descent rate during the descent or approach phases of flying. Normal descents are fabricated in the clean configuration to pattern or Initial Approach Signal (IAP) altitude.

Takeoff

All of the post-obit occurs quite rapidly. Read through the process several times before attempting it in the plane and then you know what to expect.

Run through the Earlier Takeoff checklist and set flaps to v (press F7, or click the flap lever on the panel).

With the shipping aligned with the runway centerline, advance the throttles (press F3, or drag the throttle levers) to approximately 60 percent N1. This allows the engines to spool up to a point where uniform acceleration to takeoff thrust will occur on both engines. The exact amount of initial setting is not every bit important as setting symmetrical thrust.

As the engines stabilize (this occurs apace), advance the thrust levers to takeoff thrust—less than or equal to 100 percent N1. Terminal takeoff thrust should exist ready by the time the shipping reaches 60 KIAS. Directional command is maintained by utilize of the rudder pedals (twist the joystick, use the rudder pedals, or press 0 [left] or ENTER [right] on the numeric keypad).

Below about 80 KIAS, the momentum adult by the moving aircraft is not sufficient to cause difficulty in stopping the aircraft on the runway.

V1, approximately 145 KIAS, is decision speed. Above this speed, it may non be possible to stop the shipping on the rails in case of a rejected takeoff (RTO).

At Vr, approximately 145 KIAS, smoothly pull the stick (or yoke) back to raise the olfactory organ to 8 degrees above the horizon. Agree this pitch attitude and exist careful not to over-rotate (doing so before liftoff could crusade a tail strike).

At V2, approximately 150 to 155 KIAS, the aircraft has reached its takeoff safety speed. This is the minimum rubber flying speed if an engine fails. Agree this speed until you get a positive rate of climb.

Equally shortly as the aircraft is showing a positive charge per unit of climb on liftoff (both vertical speed and altitude are increasing), retract the landing gear (press Thousand, or drag the landing gear lever). The aircraft volition apace accelerate to V2+ten. A pitch mental attitude of 15-17 degrees nose up will maintain V2+10 or greater during the climb.

At 1,000 ft (305 m), reduce flaps from 5 to 1 (printing F6, or drag the flaps lever). Lower the pitch slightly and accelerate to 210 KIAS, at which bespeak you lot can go to flaps up (press F6 again).

Climb

Every bit yous retract the flaps, set climb power of approximately 90 percent N1 (press F2, use the throttle control on your joystick, or drag the thrust levers). Maintain half-dozen or seven degrees nose-upwardly pitch attitude to climb at 250 kts until reaching x,000 feet (3,048 meters), and then maintain 280 KIAS to your cruising altitude.

Cruise

Prowl altitude is normally determined by winds, conditions, and other factors. You might want to utilise these factors in your flight planning if you lot accept created weather condition systems forth your route. Optimum distance is the distance that gives the best fuel economic system for a given configuration and gross weight. A complete discussion about choosing altitudes is beyond the scope of this section.

When climbing or descending, take 10 percent of your rate of climb or descent and use that number as your target for the transition. For example, if you're climbing at 1500 fpm, start the transition 150 feet beneath the target altitude.

You'll discover it's much easier to operate the Boeing 737–800 in climb, cruise, and descent if y'all use the autopilot. The autopilot can hold the altitude, speed, heading, or navaid course y'all specify. For more information on using the autopilot, come across Using an Autopilot.

Normal cruise speed is Mach 0.785 (at 35,000 anxiety). You lot tin can set .78 in the autopilot Mach hold window and engage the Hold button (click the Mach button). Set the A/T Arm (click the switch to engage the autothrottles), and the autothrottles will prepare power at the proper percentage to maintain this prowl speed. The changeover from indicated airspeed to Mach number typically occurs every bit y'all climb to altitudes of xx,000 to thirty,000 feet (6,000 to ix,000 meters).

Remember that your true airspeed is actually much higher in the thin, common cold air. You'll have to experiment with power settings to find the setting that maintains the prowl speed you desire at the altitude you choose.

Descent

A adept descent contour includes knowing where to start down from prowl altitude and planning ahead for the approach. Normal descent is done with idle thrust and clean configuration (no speed brakes). A good rule for determining when to offset your descent is the 3-to-1 rule (iii miles distance per thousand feet in distance). Take your distance in feet, drop the last three zeros, and multiply by iii.

For instance, to descend from a cruise distance of 35,000 feet (10,668 meters) to sea level:
35,000 minus the terminal three zeros is 35.
35 x 3=105

This ways you should begin your descent 105 nautical miles from your destination, maintaining a speed of 250 KIAS (about 45 percent N1) and a descent charge per unit of one,500 to ii,000 anxiety per minute, with thrust gear up at idle. Add 2 extra miles for every 10 knots of tailwind.

To descend, undo the autopilot if you turned it on during cruise, or set the airspeed or vertical speed into the autopilot and let it exercise the flying for yous. Reduce power to idle, and lower the nose slightly. The 737–800 is sensitive to pitch, so ease the nose down only a degree or two. Recall not to exceed the regulation speed limit of 250 KIAS below 10,000 feet (iii,048 meters). Continue this profile downward to the outset of the arroyo phase of flight.

Deviations from this procedure can issue in arriving besides high at the destination (requiring circling to descend) or arriving too low and far out (requiring expenditure of extra time and fuel). Programme to have an initial approach prepare regardless of whether or not you're flight an instrument arroyo.

It takes about 35 seconds and 3 miles (v.five kilometers) to decelerate from 290 KIAS to 250 KIAS in level flight without speed brakes. It takes another 35 seconds to dull to 210 KIAS. Plan to arrive at traffic-pattern altitude at the flaps-up maneuvering speed about 12 miles out when landing direct-in, or about viii miles out when entering a downwind approach. A expert crosscheck is to exist at 10,000 anxiety AGL (3,048 meters), 30 miles (55.five kilometers) from the airport at 250 KIAS.

Approach

Accept your aircraft configuration (flaps and landing gear) set and establish your target speed well ahead. Backlog speed in the –800 volition crave a level flight segment to slow down.

If yous're high coming into the arroyo, you lot can use the speed brakes to increment descent. If possible, avoid using the speed brakes to increase descent when fly flaps are extended. Do not use speed brakes beneath ane,000 anxiety AGL.

On an instrument approach, you want to be configured for landing and institute approach speed past the last approach gear up (where you intercept the glideslope), usually about 5 miles from touchdown.

Set flaps to 1 (press F7, or drag the flaps indicator or lever) when airspeed is reduced beneath the minimum flaps-upwardly maneuvering speed. Commonly, this would be when inbound the downwind leg or at the initial approach prepare, so yous should exist at the desired airspeed by this point. Y'all tin can and so continue adding flaps as y'all get down to the speed limits for each setting.

Flaps thirty or 40 is the setting for normal landings.

Intercept the glideslope from beneath, and extend the landing gear (press G, or drag the landing gear lever) when the glideslope needle is less than or equal to one dot loftier.

The proper last approach speed varies with weight, but a good target at typical operating weight is 140 KIAS.

With landing gear down and flaps at 30 degrees, set the power to maintain 140. This configuration should concur airspeed with a expert descent bending toward the runway. Employ small-scale power adjustments and pitch changes to stay on the glidepath. You're looking for a descent rate of about 700 fpm.

Before landing, brand sure the speed brake handle is in the ARM position.

Landing

Select a point virtually 1,000 feet (305 meters) by the rail threshold, and aim for it. Conform your pitch so that the signal remains stationary in your view out the windscreen.

At fifty feet (15 meters) above the runway, reduce the throttles to idle. Every bit the threshold goes out of sight below yous, shift the visual sighting betoken to almost ¾ down the runway. At 30 anxiety (9 meters) above the rails, initiate a flare past raising the nose virtually five degrees and wing the aeroplane onto the rail.

To assure adequate aft fuselage clearance on landing, wing the airplane onto the runway at the desired touchdown point. DO NOT hold the airplane off the rail for a soft landing.

When the master gear touch, employ the brakes smoothly (press the PERIOD key, or press Button i—typically the trigger—on the joystick).

If you armed the spoilers, they will deploy automatically. If not, motility the brake lever into the Upwardly position now. Add together reverse thrust (printing F2, or drag the thrust levers into reverse). Make sure yous come out of reverse thrust when airspeed drops below 60 knots.

Once you're articulate of the rail and as y'all taxi to the terminal, retract the flaps (printing F5, or drag the flaps lever) and lower the spoilers (printing the SLASH [ / ], or click the brake lever).