OPERATIONS MANUAL

CHAPTER 4:
PART B PERFORMANCE
737-800

4 PERFORMANCE
4.1 REGULATORY COMPLIANCE
The information in the Airplane Flight Manual Digital Performance Information
(AFM-DPI) identified by the Performance Software Serial Number(s) in the Log
of Pages is presented in compliance with the requirements of FAR Part 25,
paragraph 25.1581.
Generation of FAA-approved performance information may be accomplished
by use of the FAA-approved AFM-DPI software application. Any modification to
the FAA-approved AFM-DPI software application and/or subsequent
alterations to the generated output will cancel the approval of the information,
unless this change was approved by the appropriate airworthiness authority.
This will be applicable independently of the printed approval status on the
generated output.
4.2 STANDARD PERFORMANCE CONDITIONS
All performance is based on the following:
1. Approved engine thrust ratings less installation, airbleed, and
accessory losses.
2. Trailing edge flap positions as follows:
Trailing Edge Flaps
Takeoff 1, 5, 10, 15, 25
Enroute 0
Approach 1, 15
Landing 1 5, 30, 40
Autoland (all engines) 30, 40
3. Leading edge devices in the appropriate position for trailing edge flap
position.
4. Full temperature accountability within the operational limits, except for
landing distance, which is based on standard day temperatures.
5. Wind corrections are calculated using not more than 50% of actual
headwinds, or not less than 150% of actual tailwinds, in compliance with
relevant operating regulations unless otherwise noted. Tower winds are
assumed to be measured at 10 meters (32.8 feet).
6. The effect of humidity on engine thrust is based on the following
relative humidities: 80 percent, at and below standard temperatures, and
34 percent, at and above standard temperatures plus 28 degrees C
(standard temperatures plus 50 degrees F). Between these two
temperatures, the relative humidity varies linearly.

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7. Aircraft performance adjusted for possible ice accumulations is

provided for planning flights into known or anticipated icing conditions.
Climb Performance: Performance for en route climb, approach climb and
landing climb accounting for possible ice accumulation is provided in AFM-DPI
by selecting “Inflight Icing”. Use the en route “Inflight Icing” performance when
operating in icing conditions during any part of the flight. Use the approach
climb and landing climb “Inflight Icing” performance when operating in icing
conditions during any part of the flight and the forecast landing temperature is
below 10 degrees C.
Speeds and Landing Distances: No speed or landing distance adjustments are
necessary for Flaps 30 or 40 for the effect of ice accumulation. Flaps 1 1G stall
speeds are adjusted to account for possible ice accumulation. Flaps 15 landing
speeds and distances are adjusted to account for possible ice accumulation.
Ice accumulation performance information is provided in AFM-DPI by selecting
“Inflight Icing”.
Use the adjusted Flaps 1 stall speeds and the Flaps 15 “Inflight Icing” landing
speeds and distances under the following conditions:
a. When operating in icing conditions during any part of the flight and the
forecast landing temperature is below 10 degrees C.
b. Anytime after wing thermal anti-ice (WTAI) has been turned on regardless of
whether WTAI was subsequently turned off.
c. Anytime cowl thermal anti-ice (CTAI) is on during approach.

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4.3 PERFORM ANCECONFIGUR ATION

The airplane configuration associated with the performance data in AFM-DPI is
shown below.
THRUST FLAPS GEAR
TAKEOFF Takeoff on all operating 25, 15, 10, 5 or 1 Down
engines.
1ST SEGMENT Takeoff on operating 25, 15, 10, 5 or 1 Down
CLIMB engine.
2ND SEGMENT Same as 1st segment. 25, 15, 10, 5 or 1 Up
CLIMB
3RD SEGMENT Same as 1st segment. 25, 15, 10, 5 or 1 Up
FINAL TAKEOFF Maximum continuous on Up Up
CLIMB operating engine.
ENROUTE CLIMB Maximum continuous on Up Up
operating engine.
APPROACH CLIMB Go-around on operating 15 or 1 Up
engine.
LANDING CLIMB Maximum available in 8 40, 30 or 15 Down
seconds on all engines.
LANDING Idle on all engines 40, 30 or 15 Down
at touchdown.
Alternate performance capabilities are noted in the Alternate Performance
Capability table of the Appendix Applicability and AFMDPI Section of this AFM.
Application of valid alternate performance capabilities is controlled by use of
the airplane serial number. Use of the alternate performance capability is only
valid when it is consistent with the current airplane configuration.
The use of a valid alternate performance capability requires the operator to
adhere to the limitations and operational considerations stipulated in the
associated appendix where provided.
Use of the ten minute takeoff alternate performance, where authorized, is
limited to situations where an engine failure actually occurs and an obstacle is
in the takeoff flight path.
Use of the Alternate Center of Gravity performance, where authorized,
requires alternate forward center of gravities be provided on the Center of
Gravity Chart in Section 1 of this AFM.
In addition, the airplane must be loaded to meet the alternate forward center
of gravities reflected on that page.
Takeoff performance calculated using AFM-DPI for ECS on is based on a
normal ECS configuration (2 A/C packs on).

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Scheduled landing performance assumes that the automatic speed brake

system is operative, except when manual speed brakes are selected.
Performance is applicable to both APU on and off.
Takeoff, Enroute, and Landing performance for EEC's in the alternate mode
is provided in AFM-DPI as an alternate performance by selecting
ALTERNATE EEC MODE.
Takeoff and Landing on Wet Skid Resistant Surfaces:
Takeoff performance on wet skid resistant surfaces, such as grooved runways
or porous friction course runways, is provided in AFM-DPI by selecting WET
SK-R.
Improved Landing performance on wet skid resistant surfaces, such as
grooved runways or porous friction course runways is provided in AFM-DPI as
an Alternate Performance. To utilize the Alternate Landing performance, in
addition to selecting "Wet Skid Resistant (WSR)" Alternate Performance,
Runway Condition must be selected "Wet" and Landing Flaps "30" or "40"
must be selected. The data is not applicable to operations with Anti-Skid
Inoperative.
The improved landing performance on wet skid resistant surfaces may not be
applicable to all airplane serial numbers covered by this AFM. Refer to the
Appendix Applicability and AFM-DPI Description Section of this AFM to
determine airplane serial number and configuration applicability.
The wet skid resistant data for takeoffs and landings may be used only if the
runway is constructed and maintained to meet the Friction Level Classification
for Runway Pavement Surface defined in AC 150/5320-12C dated 3/18/97 or
its equivalent.

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4.4 MAXIMUM CROSS WIND

The maximum demonstrated crosswind component as reported at a 10 meter
height for takeoff and landing is listed in the table below.
This component is not considered to be limiting on a dry runway with all
engines operating.

4.5 BUFFET ONSETCHARACTERISTICS

Buffet onset occurs when the airflow starts to separate from the wing. This
characteristic is a function of angle of attack and Mach number.
From the Cruise Maneuverability chart it is possible to determine the altitude,
low-speed, high-speed, and maneuvering margins before the buffet onset
occurs.

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4.6 PERFORM ANCECONDITIONS ANDPROCE DURES

The conditions and procedures used in establishing the performance data in
this manual are presented for each phase of operation.
Airplane configuration and engine thrust settings are shown under Performance
Configuration. These procedures include only the essential steps which affect
airplane performance, and should be considered as guidance material from
which more complete operational procedures can be developed.
4.6.1 TAKEOFF
CONDITIONS
Takeoff field length performance accounts for the greater of: (1) 115 percent of
the all-engines operating distance, or (2) the engine inoperative distance,
considering a failure of the critical engine at VEF. These distances are based
on three potential runway conditions: (1) Smooth, dry, hard surfaced, (2)
Smooth, wet, hard surfaced and (3) Skid resistant, wet, hard surfaced.
PROCEDURES
Performance data is based on a static takeoff power setting procedure.
Operationally, a rolling takeoff procedure is recommended. Analysis has shown
that the change in field length due to the rolling takeoff procedure is negligible
(less than 50 feet) when compared to the standing takeoff.
The recommended power setting procedure is as follows: Set 40% N1 prior to
brake release or as the airplane is aligned with the runway. As the airplane
accelerates, advance the thrust levers to the takeoff N1 setting. Readjust thrust
levers, if necessary, prior to 60 knots to obtain target N1. Do not make further
adjustments after 60 knots.
A speed not less than V2 is assumed to have been achieved by a height of 35
feet. Initiation of landing gear retraction is assumed to occur after a positive rate
of climb has been established.
Make a smooth positive rotation to the initial climb attitude.
Make minor attitude variations after liftoff to achieve the initial climb speed.
Note: Takeoff with antiskid inoperative is allowed only on dry runways.

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4.6.2 REJECTED TAKEOFF (RTO)

CONDITIONS
Calculated accelerate-stop distances account for demonstrated recognition
and reaction times, plus additional time delays.
Distances are valid with autobrakes set to RTO. With autobrakes either
disarmed or off, maximum manual braking is assumed.
Reverse thrust is not used in calculating these distances on a dry runway
surface, but is used in calculating these distances on a wet runway surface.
PROCEDURES
Initiate rejected takeoffs at or prior to V1 using the following procedures:
Antiskid Operative
Simultaneously close thrust levers and apply maximum manual wheel braking
or verify operation of RTO Automatic Wheel Braking. Raise the speedbrakes.
Antiskid Inoperative
Close thrust levers and raise the speedbrakes. Initiate wheel braking using very
light pedal pressure and increase as ground speed decreases.
4.6.3 CLIMB-OUT (1 or 2 Engines)
CONDITIONS
Climb gradient and obstacle clearance flight path performance is based on
failure of the most critical engine at VEF.
PROCEDURES
Maintain takeoff flap setting and a speed not less than V 2 to the height selected
for initiation of flap retraction.
Retract flaps according to the flap retraction speed schedule, in this section.
Follow enroute procedures after all takeoff flight path obstacles have been
cleared or after climbing to at least 1500 feet above runway elevation.
4.6.4 OBSTACLE CLEARANCE
PROCEDURES
When engine failure occurs and the takeoff weight is obstacle limited, maintain
V2 or the speed at engine failure (up to V2 + 20 knots maximum) up to the
gross height required for obstacle clearance.

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When the height selected for initiation of flap retraction is reached, initiate flap
retraction and accelerate to final takeoff climb speed while maintaining constant
altitude and initial takeoff thrust setting.
Continue final takeoff climb to 1500 feet above runway elevation, or to the
minimum gross height required for obstacle clearance, at final takeoff climb
speed and maximum continuous thrust.
4.6.5 LANDING FIELD LENGTH
CONDITIONS
All landing field lengths shown in AFM-DPI are based on standard day
temperatures on a smooth, level, hard-surfaced runway. Dry nonautoland field
lengths are maximum performance landing distances, from a 50 foot height at
landing speed, divided by a factor of 0.6.
Scheduled wet landing field lengths are determined by multiplying the
scheduled dry landing field lengths by a factor of 1.15.
Reverse thrust was not used in establishing these distances.
PROCEDURES
Make final approach and landing with landing gear down, flaps in the landing
position and thrust reduced to idle on all engines before landing.
When landing with automatic speed brakes armed, the speed brakes are
automatically deployed on touchdown; apply maximum wheel braking
immediately.
When landing with manual speed brakes, apply full speed brakes and
maximum wheel braking 2 seconds or less after touchdown.
Antiskid Operative
Raise speed brakes at touchdown and apply wheel braking.
Antiskid Inoperative
Raise speed brakes at touchdown. Initiate wheel braking using very light pedal
pressure and increase as ground speed decreases.
4.6.6 F L A P R E T R A C T I O N S P E E D S C H E D U L E
Maximum level-off heights, Third Segment distances and Final Segment climb
performance are based upon retracting the wing flaps during Third Segment
acceleration using the schedule below. This schedule is recommended for all
flap retraction operations.
During acceleration, select flap positions at the following initiation speeds:

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When flaps are being retracted at a constant altitude, begin climbing when the
above final segment climb speed is achieved, maintaining takeoff thrust setting
until flaps are completely retracted.

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4.7 ENGINE POWER SETTING

TAKEOFF POWER SETTING
Takeoff power must be set at an airplane velocity between 40 and 60 knots.
GO-AROUND POWER SETTING
The Go-Around Power Setting in AFM-DPI provides N1 power setting at .22
Mach for go-around rating.
INFLIGHT POWER SETTING
The Inflight Power Setting for maximum continuous power rating for
determining inflight N1 power setting is provided in AFM-DPI.
AFM-DPI SELECTION OF ANTI-ICE
To ensure that the appropriate anti-ice corrections are applied to engine power
settings when using AFM-DPI, refer to the following table. The correct selection
of anti-ice in AFM-DPI is determined from and the engine and wing anti-ice
configuration as shown below.

Anti-ice Selections for Takeoff

Two anti-ice bleed systems are available on the 737. For the standard system,
wing thermal anti-ice (WTAI) is available on the ground but the WTAI valve
closes when the throttles are advanced and the switch turns OFF at liftoff. The
system may be turned back ON anytime after liftoff. The software model
assumes that WTAI is turned on again when the throttles are set to MCT (i.e.
Final Climb). For the optional (Non-Ground Operable) system, WTAI may be
armed on the ground, but does not come on until liftoff. Previous versions of
the software modeled performance conservatively, assuming WTAI on during
ground roll and climb-out. The user may now select Anti-Ice Bleed from the
Configuration menu according to the system available - Engine and Wing Std
or Engine and Wing Opt.
The software models the standard system accurately, but still models the
optional system using the conservative assumption.

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4.8 MAXIMUMQUICKT UR NAR OUNDWEIGHT

Use one of the following procedures:
1. For all brake categories: After landing at weights exceeding those
determined from the maximum quick turnaround option in AFMDPI, wait at least
the Minimum Wait Time indicated in the table below and check that wheel
thermal plugs have not melted before making a subsequent takeoff.
2. For steel brakes (part # 10-62237-x): Ascertain that each brake pressure
plate temperature, without artificial cooling, is determined to be less than 425oF
as follows: No sooner than 10 and no later than 15 minutes after parking,
measure each brake pressure plate surface temperature at a minimum of two
points per brake by an accurate method, using Doric Microtemp 450 hand held
thermometer or equivalent (hold temperature probe in place for 20 seconds or
until reading stabilizes). If each measured temperature is less than 425 oF,
immediate dispatch is allowed; otherwise the required Minimum Wait Time
indicated in the table below applies.
3. For all brake categories: If a Brake Temperature Monitoring System (BTMS)
is installed: No sooner than 10 and no later than 15 minutes after parking, check
the BRAKE TEMP light. If the BRAKE TEMP light is not on, no ground waiting
period is required. If the BRAKE TEMP light is on, do not dispatch until (a) at
least the Minimum Wait Time indicated in the table below has expired after
landing, or (b) the BRAKE TEMP light is off and all BTMS readings on the
Systems Display are below either 3.5 (steel brake part # 10-62237-x) or 3.0
(carbon brake part # S277A016-x). Check that wheel thermal plugs have not
melted before making a subsequent takeoff.
Note: If any (BTMS) brake temperature display digit is blank or indicates 0.0 or
0.1, then this method cannot be used.

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4.9 AUTOM ATICWHEELBR AKES

Stopping distances with automatic wheel brakes are provided in AFMDPI and
are only for guidance information in the selection of the most desirable
autobrake setting for the field length available.
They are not to be used to determine required landing field length. The
automatic wheel brake system is designed to improve the consistency and
smoothness of the landing roll-out by modulating brake pressure to achieve a
selected deceleration rate. Use of the system is optional and does not relieve
the pilot of the responsibility to assure a safe stop within the available runway
length.
The automatic wheel brake system is triggered at touchdown by air/ground
signals and main gear wheel spin-up. Therefore, a delay in lowering the nose
gear will not delay application of the brakes.
Maximum pedal braking achieves a higher deceleration rate (shorter stopping
distance) than the MAX setting, provided sufficient runway friction is available.
The use of reverse thrust is demonstrated to have no adverse effects on
autobrake stopping distances.
The stopping distances given in AFM-DPI are based on demonstrated
deceleration values using automatic speed brakes and are valid for all landing
flap settings. The stopping distances are also valid with or without reverse thrust
depending on the runway surface condition (see further discussion in the
following paragraph).
Stopping distances that can be achieved on wet runways depend on the friction
characteristics, or slipperiness, of the particular runway.
The wet runway stopping distance that is achieved for a given setting will be
the longer of (1) the distance produced by the fixed deceleration of the setting
or (2) the distance produced by the runway friction available. A higher setting
(MAX rather than 3, or 3 rather than 2) will produce shorter stopping distances
on wet runways if friction characteristics are such to permit the higher
deceleration. The use of reverse thrust will decrease wet runway stopping
distance when the deceleration is limited by runway friction characteristics.
Extremely wet and slippery conditions can result in longer distances than
indicated.
Note: Autobrakes are not allowed with antiskid inoperative.

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4.10 NOISE CHARACTERIST ICS

CONFIGURATION
Engines: CFM56-7 Series @ B27 Thrust Rating
Model: 737-800 with Winglets, Short Field Performance, Two
Position Tailskid
Nacelle Treatment: Basic Configuration Including Inlet and Fan Duct
Treatments
CERTIFICATED 14 CFR PART 36, STAGE 4 NOISE LEVELS
The following noise levels were established using test data obtained and
analyzed under procedures of 14 CFR Part 36. This aircraft complies with 14
CFR Part 36, Stage 4 noise level requirements.
STATEMENT OF CHAPTER 4 EQUIVALENCY
The following noise levels comply with Part 36, Appendix B, Stage 4 maximum
noise level requirements and were obtained by analysis of approved data from
noise tests conducted under the provision of Part 36, Amendment 36-26. The
noise measurement and evaluation procedures used to obtain these noise
levels are considered by the FAA to be equivalent to the Chapter 4 noise level
required by the International Civil Aviation Organization (ICAO) in Annex 16,
Volume I, Appendix 2, Amendment 7, effective March 21, 2002
NOISE CHARACTERISTICS APPLICABILITY
No determination has been made by the Federal Aviation Administration that
the noise levels of this aircraft are, or should be, acceptable or unacceptable
for operation at, into, or out of, any airport.
Noise levels are determined by entering the graphs at the maximum weights
defined under Certificate Limitations in the Airplane Flight Manual.

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INTENTIONALLY LEFT BLANK

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