BOEING

Flight Operations REVIEW

A MESSAGE TO FLIGHT CREWS FROM THE BOEING COMMERCIAL AIRPLANE GROUP

737-08

January 22, 1990

737-300/400/500
"EFFECT ON FMC DESCENT PATH AT 45% Nl THRUST"

Boeing and CFMI have jointly recommended all CFM56 powered 737's
use a minimum of 45% N1 thrust setting during flight in or near
moderate to heavy rain, hail, or sleet (Ref 1988 Boeing
Operations Manual Bulletins 88-5R2). The FAA has also mandated
compliance with this recommendation in AD T88-13-51. It has been
determined that at 45% Nl or greater, engine tolerance to
precipitation ingestion is significantly improved.

When complying with this higher RPM requirement, flight crews

have the task of manually predicting a new FMC Top-of-Descent
(T/D) point to account for the resulting shallower descent path.

The following discussion explains the impact on actual descent

path (and hence T/D point) when using a 45% N1 thrust setting
during descent; and gives flight crews guidance on determining an
appropriate T/D point.

Thrust effect on descent distance:

Figure 1 shows the effect of various thrust levels on T/D point

for several descent profiles. The "low-idle" descent profile
represents the air distance traversed during a typical low-idle
descent. The “45% N1" profile represents the distance traversed
for a similar descent, only this time performed at the higher
thrust setting of 45% Nl. The effect of the higher thrust is to
necessitate a T/D point that is earlier by approximately 30
nautical miles (nm) for the typical descent from FL350.

Since the FMC (Update 4.0 and earlier) predicts T/D points based
on anticipated descent thrust at low-idle RPM's (profile "A” in
Figure 1), flight crews must then recognize the necessity to
start the descent approximately 30 nm prior to reaching displayed
T/D point (ATC and terrain permitting) in order to avoid the
requirement for additional drag to achieve a level-off at the
desired point.
Cruise altitude effect on descent distance:

Figure 2 shows the amount of "early" T/D distance (nm) as a

function of cruise altitude. (For simplicity and conservatism,
Figure 2 assumes that 45% N1 is initiated at the top of descent
and maintained for the remainder of the descent).

According to Figure 2, the amount of "early" T/D distance (nm)

decreases for lower cruise altitudes. For example, for a 45% N1
descent from a cruise altitude of FL200 the "early" T/D distance
is on average 20 nm; as opposed to 30 nm for a typical descent
from FL350. This is also evident in Figure 1 as the descent
profiles merge at the level-off point.

Speed schedule effect on descent distance:

A higher descent speed schedule tends to provide a slightly

steeper descent (thereby negating the "early" T/D distance
requirement somewhat); and explains why some flight crews find
themselves increasing their indicated airspeeds to avoid being
too high relative to the planned descent profile. Figure 2 shows
for a "clean" descent from FL350, a low speed schedule
(.74/250/250) will require early initiation of descent by
approximately 32 nm; whereas a high speed schedule (.74/320/250)
will require approximately 22 nm. It is apparent then that merely
increasing descent speed will not be enough to stay on FMC
predicted descent profile.

Speedbrake deployment effect on descent distance:

The effect of speedbrake deployment (below 12,000 feet MSL) is

also shown in Figure 2. The top band represents a clean descent,
the middle band represents use of up to half speedbrake
deployment below 12,000 ft* MSL, and the bottom band represents
use of up to full speedbrake deployment below 12,000 feet.
Figure 2 shows that with full speedbrakes below 12,000 feet, the
aircraft using 45% N1 descent thrust from FL350 cruise altitude
will require an additional 10 to 15 nm over and above the FMC
predicted distance to descend.

A new T/D point is therefore a function of actual descent thrust

used, T/D altitude, descent speed schedule, speedbrake
deployment, and even the duration of "higher than normal" thrust
during the descent.
The above analysis shows that the factors are complex and that
even the use of speedbrake (in a desirable manner) will not
entirely compensate for the 45% N1 generated T/D offset of 30 nm.
An early descent initiation is therefore the preferred
alternative.

* USA 250 kt Speed Restriction Transition Altitude.

Recommended Interim Procedure:

The recommended procedure is to use an early descent technique:

For each 1,000 feet that 45% N1 is expected to be used, start 1
nm earlier than the FMC computed Top-of-Descent point (T/D). Be
prepared to use speedbrakes if required.
Figure 2 depicts the recommended procedure as the "rule-of-thumb"
line, and shows that for a typical high altitude descent, it
produces an early T/D point without requiring use of speedbrake
or landing gear deployment. For example, for a "clean" descent
from FL350 to a 5,000 feet level-off where heavy precipitation is
expected during the entire descent leg, initiate descent 30 nm
prior to reaching FMC T/D point (35K - 5K = 30k = 30 nm).
For a descent from cruise altitudes below approximately 25,000
feet, expect a need to deploy speedbrake as required in addition
to using the above rule-of-thumb. The occasional speedbrake
requirement is indicated by the "rule-of-thumb" line traversing
the "middle band" region in Figure 2.

Since the FMC computed VNAV descent path is based on idle

thrusts, VNAV PATH descents at 45% N1 require early (high
altitude) speedbrake deployment to maintain the FMC descent
profile. Furthermore, gear extension may also be required to slow
down and maintain the FMC descent profile when below 10,000 feet
if a 250 knot airspeed restriction is required. An early descent
technique will minimize the use of drag producing devices; and
when permitted by ATC and terrain, is recommended over a "high-
drag configuration" VNAV PATH descent.

FMC Update 5.0 will be made available to 737-300/-400 operators

by mid year 1990. Update 5.0 FMC’s will compute the T/D point
based on High-Idle thrusts; and will no longer compute Low-Idle
thrust descents. This FMC modification will reflect the FAA
mandated engine modification which eliminates "Low-Idle" thrust
once airborne; and replaces it with permanent "High-Idle".
Update 5.0 equipped FMC’S will reduce the early descent distance
requirement by 7 nm and 3 nm for the 737-300 and 737-400
respectively as shown in Figure 1.
For the 737-500, FMC Update 5.0 will be factory installed as
standard equipment.

Until final resolution of the CFM56 "thrust loss" in moderate to

heavy rain, hail and sleet is realized, an early descent
initiation plus "as required" use of speedbrake is recommended to
compensate for the shallower descent path imposed by 45% N1
descent thrusts.

- Continued -
BOEING PUSLISHES THE "FLIGHT OPERATIONS REVIEW' FOR OPERATORS AND THE R FLIGHT CREWS IN
ORDER TO PROVIDE ADVISORY INFORTAATIOIY RELATED TO FLIGHT OPERATIONS. ALL INFORMATION IN
THE "FLIGHT OPERATIONS REVIEW' IS CONSIDERED ACCURATE. HOWEVER. IT IS NOT INTENDED TO
REPLACE OR SUPERCEDE INFORTAATION CONTAINED IN APPROVED OPERATING OOCUTAENTATION