CLIMB BRIEFING

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Climb Thrust · Once climb thrust is set, the PMC's (737-300/400/500)(EEC's 737-600/700/800) will automatically compensate for the various changes in environmental conditions during the climb and maintain climb thrust. · With the PMC/EEC's off or inoperative, thrust should be manually adjusted, as necessary, to ensure that the selected climb thrust is maintained. · Reduced Thrust for Climb (As Installed) · The FMC provides two prescheduled reduced climb thrust selections on the NI limit page. Selecting Reduced Climb 1 or 2 will reduce the climb N1 3% for Climb 1 and 6% for Climb 2 (approximately 10% and 20% thrust reduction). Reduced climb thrust may also be automatically selected by the FMS depending upon the amount of thrust reduction made for takeoff. Climb thrust reductions are automatically programmed to be removed by 15,000 feet. Note: Use of reduced thrust for climb increases total trip fuel and should be evaluated by each operator. Climb Constraints · Climb constraints may be automatically entered in the route when selecting a departure procedure, or manually entered through CDU entry. · All hard altitude climb restrictions should be set in the mode control panel altitude window, including "at or below" constraints. The next altitude may be set when the restriction has been satisfied, or further clearance has been received. This procedure provides altitude deviation alerts and assures compliance with altitude clearance limits. · When relieved of constraints by ATC, use of LVL CHG or MCP altitude intervention (as installed) is recommended in congested areas, or during times of high workload. Low Altitude Level Off · Occasionally a low altitude climb restriction is required after takeoff. This altitude restriction should be put in the MCP altitude window. When the airplane approaches this altitude, the mode annunciation initially changes to ALT ACQ. As the airplane levels off, ALT HOLD is annunciated. Note: If ALT ACQ occurs before N1 is selected, automatic thrust reduction occurs and the autothrottle speed mode engages. Editor : Copyright Ó Smartcockpit.com / Ludovic ANDRE version 01 Smartcockpit.com BOEING 737 BRIEFINGS Page 2 Enroute Climb · Maintain flaps up maneuvering speed until clear of obstacles or above minimum crossing altitudes. If there are no altitude or airspeed restrictions, accelerate to the desired climb speed schedule. The sooner the airplane can be accelerated to the climb speed schedule, the more time and fuel efficient the flight. Engine Icing During Climb · Engine icing may form when not expected and may occur when there is no evidence of icing on the windshield or other parts of the airplane. Once ice starts to form, accumulation can build very rapidly. Although one bank of clouds may not cause icing, another bank, which is similar, may cause icing. Therefore, the engine anti-icing system should be turned on whenever icing conditions exist or are anticipated. Note: Failure to follow the recommended anti-ice procedures can result in engine stall, overtemperature or engine damage. Normal Economy Climb · The normal economy climb speed schedule of the FMC minimizes trip cost. It varies with gross weight and is influenced by cost index. The FMC generates a fixed speed schedule as a function of cost index and weight. · Economy climb normally exceeds 250 knots for all gross weights. FMC climb speed is limited to 250 knots or flaps up maneuvering speed, whichever is greater, below 10,000 feet. · If ATC permits the use of a higher speed below 10,000 feet, the use of ECON speed may provide additional fuel savings. The speeds in Table 3-1 may be used when performance data is not available from the FMC. ECON CLIMB SCHEDULE - FMC DATAUNAVAILABLE B737 Classics………………….. 280 knots.74 mach B737NG…………………………. 280 knots/.78 mach Maximum Rate Climb · A maximum rate climb provides both high climb rates and minimum time to cruise altitude. Table below shows the maximum rate climb speeds for several gross weights. The FMC provides maximum rate climb speeds. MAXIMUM RATE CLIMB SCHEDULE Gross Weight B737 Classics B737 NG 80,000 lbs (36,288 kgs) 260 knots/.72 mach 230 knots/.74 mach 110,000 lbs (49,896 kgs) 270 knots/.72 mach 245 knots/.74 mach 130,000 lbs (58,968 kgs) 280 knots/.72 mach 255 knots/.74 mach 150,000 lbs (68,039 kgs) 315 knots/.72 mach 265 knots/.74 mach 170,000 lbs (77,111 kgs) N/A 275 knots/.74 mach Editor : Copyright Ó Smartcockpit.com / Ludovic ANDRE version 01 Smartcockpit.com BOEING 737 BRIEFINGS Page 3 Maximum Angle Climb · 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 is approximately flaps up maneuvering speed. The FMC provides maximum angle climb speeds. To check climb gradient (%) required on SID 1) Select Climb page 2) Enter FL requested (ex : SID shows a requested climb gradient of 9% until FL150) 3) Do not execute! 4) Line 1R of FMC displays the FL : for example FL150 5) Line 2R of FMC displays time & distance to that FL : for example 1837.5/ 21 NM 6) Divide FL150 by 21 NM which gives a climb gradient in degree (7.14° in this case) 7) Divide the previous result by 0.6 to get the result in % (7,14 / 0.6 = 11,9%) 8) After having compared the result with the gradient requested by SID, select ERASE (Line 6R) Note : If the result doesn't match with the requested SID gradient, try the same technique with MAX RATE & MAX ANGLE and select the correct one after new calculations. Note : MAX RATE CLIMB (Vy) is the airspeed which produces the maximum gain in altitude per unit of time (minimum time to altitude) MAX ANGLE CLIMB (Vx) is the airspeed which produces the maximum gain altitude for horizontal distance traveled. To check Climb altitude at Waypoint ATC : "Dreamflight 345, can you cross TAGUY intersection at FL260 ?" 1) Check initially the advisory altitude you have (CLB page). For example you see for TAGUY: 328/ 237 2) Type "260A" on line corresponding to the waypoint TAGUY (be sure to include the "A" or you'll be wondering why the throttles are coming back and the airplane is leveling off at FL260. 3) ERR AT TANGUY will be displayed if unable to meet restriction and try again with MAX RATE or MAX ANGLE ENGINE INOPERATIVE CLIMB · The engine out climb speed provides maximum angle climb performance, and varies with gross weight and altitude. After flap retraction and all obstructions are cleared, on the FMC ACT ECON CLB page, select ENG OUT followed by the prompt corresponding to the failed engine. This will display the MOD ENG OUT CLB page which provides advisory data for an engine out condition (for the actual bleed configuration). Single engine performance data is not contained in the FMC. Do not execute the page if VNAV is required for any arrival procedure. If this page is executed, all performance predictions are blanked, VNAV cannot be engaged and though the FMC will transition to ENG OUT CRZ, after a new cruise altitude is inserted, it will not transition to descent. Note: ENG OUT cannot be executed on the 737-600/700/800 FMC. Editor : Copyright Ó Smartcockpit.com / Ludovic ANDRE version 01 Smartcockpit.com BOEING 737 BRIEFINGS Page 4 · If a thrust loss occurs at other than takeoff thrust, manually set maximum continuous thrust on the operative engine and lower the nose slowly to maintain airspeed as the thrust loss occurs. Selecting CON on the FMC N1 Limit page moves the N1 bug to maximum continuous thrust until another mode is selected or automatically engaged. The MOD ENG OUT CLIMB page displays the N1 for maximum continuous thrust, maximum altitude and the engine out climb speed to cruise altitude, or maximum engine out altitude, whichever is lower. Leave thrust set at maximum continuous thrust until airspeed increases to the commanded value. · If computed climb speeds are not available, use flaps up maneuvering speed and maximum continuous thrust. The engine inoperative climb speed is approximately maximum angle climb speed.

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CLIMB BRIEFING