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How fast does a 737 fly in mph?
Fun Facts –
The 737 Next Generation (NG) is the name given to the 737-600, 737-700/-700ER, 737-800, and 737-900/-900ER variants. The first 737NG (Next Generation) to roll out was a 737−700, on December 8, 1996.The first 737-700 entered service in 1998 with launch customer Southwest Airlines.The Boeing 737-700 is the basis for the Boeing (BBJ) business jet.In January 2006, Boeing introduced the long-range version, 737-700ER.The Boeing 737-700 can fly with a maximum speed of 876 km/h (544 mph) and a cruising speed of 828 km/h (514 mph).The 737-700C is a convertible version where the seats can be removed to carry cargo instead.
How many hours can a 737 fly?
The Longest Ever Boeing 737 Commercial Flight –
March 10, 2022 2 minutes read
DALLAS – The most-sold commercial aircraft, the Boeing 737 series, has an average range of between 5,000 and 7,000 km, depending on the variant. With this range, most commercial flights last a maximum of seven hours, depending on weight and other restrictions. Flight map of the legs: Author via Great Circle Mapper
How high can a Boeing 737 fly?
Boeing narrowbodies – Over at US manufacturer Boeing, the company’s 757 is now something of an industry veteran. Indeed, after entering service with Eastern Air Lines in January 1983, it has now been a trusted soldier of commercial aviation for nearly 40 years. 
Photo: Jake Hardiman | Simple Flying
How far can a 737 fly on one tank of gas?
Water and Waste Passengers rarely contemplate this system unless they are visiting the area of the plane highlighted here, the lavatory. Airplane toilets do not use water to flush, as water-based toilet systems require plumbing that is too bulky for an aircraft, and the motion of the plane could cause water to splash out of the bowl. Air Conditioning and Pressurization The air system on the 737-800 provides a comfortable environment at cruising altitudes of up to 40,000 feet. At such heights, the air must be pressurized for passengers and crew to breathe normally. The air system also controls air flow, filtration, and temperature on board.
- Many passengers think of cabin air as stale and stuffy, but the quality of air on most jets—which includes fresh air drawn from outside the plane every two to three minutes—is probably better than in most public indoor spaces.
- Fresh air entering the plane via the engines gets mixed with vented air from the cabin in a space beneath the floors.
Forced through hospital-quality filters that can trap odors and up to 99 percent of airborne microbes, the air is then returned to the cabin via overhead ducts like those shown here. Powerplant Along with the wings, the engines—also known as the powerplant—are the most important elements in an airplane’s ability to get and stay airborne. The 737-800’s pair of wing-mounted turbofan engines can deliver an average of 20,000 pounds of thrust with their titanium blades and are relatively fuel-efficient and quiet, like many modern jetliner engines. Emergency Many different aircraft systems play a role during emergencies, responding to potential fire and smoke, operating oxygen masks, lighting exits, and inflating escape chutes, for example. Among the most important components in this category are the cockpit voice recorder (CVR) and the flight data recorder (FDR), seen above.
All commercial aircraft carry two “black boxes” (they are actually painted orange), which record information during a flight that, in the case of an incident or accident, can help investigators reconstruct precursor events. The CVR records conversation, radio transmissions, and other noises in the cockpit, while the FDR collects data on the plane’s operation, such as its altitude and flight control positions.
Both recorders are stored aft, the area that usually survives a crash most intact. Communication Modern jetliners bristle with complex communications equipment, allowing the crew to keep in touch with what’s happening elsewhere in the air and on the ground. The 737-800 sports no fewer than 21 different communication antennae mounted on its fuselage, such as the two shown here, an Ultra High Frequency antenna (left), which transmits radio signals, and the Automatic Direction Antenna (right), a homing device that keys on to navigational signals beamed up from ground-based beacons. Hydraulics A network of tubes distributed throughout the jetliner contains pressurized liquid that, through hydraulics, powers the retraction and extension of landing gear, the opening and closing of exterior doors and hatches, and the movements of flight controls such as the rudder and elevators served by the hydraulic actuator seen here. Flight Controls Even though this 20-ton airplane courses through the air at a typical cruising speed of 530 miles per hour, passengers barely feel it maneuvering, if at all. A collection of highly tooled mobile parts on a jetliner’s exterior—flaps, slats, ailerons, rudders, elevators, and spoilers—keep its movements smooth and precise.
Pilots choreograph the actions of these flight controls to make the aircraft climb, turn, decelerate, and descend. In the detail above, portions of the plane’s rudder, a vertical surface hinged to the tail fin, and its port elevator, a horizontal surface hinged to the back of the tailplane, are visible.
The rudder controls the plane’s yaw, or side-to-side swiveling movement, and the starboard and port elevators control its climb and descent. Flaps, slats, ailerons, and spoilers are located on the airplane’s wings. Electrics There are approximately 36.6 miles of electrical wire tucked behind the paneling of the 737-800. It carries electricity from three or more generators attached to each engine’s compressor. During flight, everything from the above-seat control panels (seen here) and the cockpit’s instrument displays to the tiny tail navigation light receives power from engine-driven currents.
On the ground, with the engines off, a turbine-driven auxiliary power unit (APU) in the tail section provides electricity and powers the air conditioning. If one or both engines fail in flight, the electrical generators and the APU—normally off while in the air—can shoulder the burden, allowing the plane’s electrics to continue functioning.
If all else fails, jetliners also have emergency batteries that will take over and power the cockpit. Avionics and Instruments A jetliner’s avionics system includes a wide range of state-of-the-art technology for navigation and operation of the aircraft, such as a Global Positioning System, autopilot, radar, and weather-sensing tools. In addition to the traditional instrument panels located above and in front of the pilots, the 737-800 features a sophisticated system called a Head-Up Display (HUD), a transparent glass instrument screen positioned in between the pilots’ eyes and the flight deck window. Fuel The 737-800 has a maximum fuel capacity of 6,875 gallons, which it carries in fuel tanks in its wings, as seen here, and in a fuel tank located underneath the passenger cabin’s midsection. Fully loaded, the jet can fly up to 3,159 miles without refueling. Landing Gear Though together they’re called landing gear, an airplane’s wheels and struts are as critical for taxiing and takeoff, of course, as for landing. Operated hydraulically (or manually in case of hydraulic failure), the landing gear is retracted during flight, as the amount of drag at cruising speeds would otherwise tear it from the plane. De-Icing and Anti-Icing Even small amounts of ice on a jetliner’s airframe or wings can reduce its lift and hinder the flight crew’s ability to control the aircraft, so removal (de-icing) and prevention (anti-icing) of frost, ice, or snow accumulation on the airplane is critical. Lexi Krock is associate editor of NOVA online. © | Created February 2004
At what speed does a 737 touch down?
| Boeing 737–800 Flight Notes |
Contents
| Required runway length | |
| Engine Startup | |
| Taxiing | |
| Flaps | |
| Takeoff | |
| Climb | |
| Cruise | |
| Descent | |
| Approach | |
| Landing | |
Many factors affect flight planning and aircraft operation, 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 day with International Standard Atmosphere (ISA) conditions. Important: These instructions are intended for use with Flight Simulator only and are no substitute for using the actual aircraft manual for real-world flight. Note: As with all of the Flight Simulator aircraft, the V-speeds and checklists are located on the Kneeboard. To access the Kneeboard while flying, press SHIFT+F10, or on the Aircraft menu, 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 table are shown as true airspeeds. Note :For general information about flying jet aircraft in Flight Simulator, see Flying Jets, By default, this aircraft has full fuel and payload. Depending on atmospheric conditions, altitude, and other factors, you will not get the same performance at gross weight that you would with a lighter load. Required Runway Length Takeoff: 9,000 feet (2,473 meters), flaps 5 Landing: 6,500 feet (1,981 meters), flaps 40 The length required for both takeoff and landing is a result of a number of factors, such as aircraft weight, altitude, headwind, use of flaps, and ambient temperature. The figures here are conservative and assume: Weight: 174,200 pounds (79,010 kilograms) Altitude: sea level Wind: no headwind Temperature: 15°C Lower weights and temperatures will result in better performance, as will having a headwind component. Higher altitudes and temperatures will degrade performance. Runway: hard surface Engine Startup The engines are running by default when you begin a flight. If you shut the engines down, it is possible to initiate an auto-startup sequence by pressing CTRL+E on your keyboard. Taxiing Idle thrust is adequate for taxiing under most conditions, but you’ll need a slightly higher thrust setting to get the aircraft rolling. Allow time for a response after each thrust change before changing the thrust setting again. Normal straight taxi speed should not exceed 20 knots (10 knots in turns). In Flight Simulator, rudder pedals (twist the joystick, use the rudder pedals, or press 0 or ENTER on the numeric keypad) are used for directional control during taxiing. Avoid stopping the 737 during turns, as excessive thrust is required to get moving again. Flaps The following table lists recommended maneuvering speeds for various flap settings. The minimum flap-retraction altitude is 400 feet, but 1,000 feet complies with most noise abatement procedures. When extending or retracting the flaps, use the next appropriate flap setting depending on whether you’re slowing down or speeding up. Flap Position Flaps Up 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 up and then set takeoff flaps during your Before Takeoff checklist procedure. Likewise, retract the flaps as soon 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 flight. Normal descents are made in the clean configuration to pattern or Initial Approach Point (IAP) altitude. Takeoff All of the following occurs quite rapidly. Read through the procedure several times before attempting it in the plane so you know what to expect. Run through the Before Takeoff checklist and set flaps to 5 (press F7, or click the flap lever on the panel). With the aircraft 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 as important as setting symmetrical thrust. As the engines stabilize (this occurs quickly), advance the thrust levers to takeoff thrust—less than or equal to 100 percent N1. Final takeoff thrust should be set by the time the aircraft reaches 60 KIAS. Directional control is maintained by use of the rudder pedals (twist the joystick, use the rudder pedals, or press 0 or ENTER on the numeric keypad). Below about 80 KIAS, the momentum developed 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 not be possible to stop the aircraft on the runway in case of a rejected takeoff (RTO). At Vr, approximately 145 KIAS, smoothly pull the stick (or yoke) back to raise the nose to 8 degrees above the horizon. Hold this pitch attitude and be careful not to over-rotate (doing so before liftoff could cause a tail strike). At V2, approximately 150 to 155 KIAS, the aircraft has reached its takeoff safety speed. This is the minimum safe flying speed if an engine fails. Hold this speed until you get a positive rate of climb. As soon as the aircraft is showing a positive rate of climb on liftoff (both vertical speed and altitude are increasing), retract the landing gear (press G, or drag the landing gear lever). The aircraft will quickly accelerate to V2+10. A pitch 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 (press F6, or drag the flaps lever). Lower the pitch slightly and accelerate to 210 KIAS, at which point you can go to flaps up (press F6 again). Climb As you 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 6 or 7 degrees nose-up pitch attitude to climb at 250 kts until reaching 10,000 feet (3,048 meters), and then maintain 280 KIAS to your cruising altitude. Cruise Cruise altitude is normally determined by winds, weather, and other factors. You might want to use these factors in your flight planning if you have created weather systems along your route. Optimum altitude is the altitude that gives the best fuel economy 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 below the target altitude. You’ll find it’s much easier to operate the Boeing 737–800 in climb, cruise, and descent if you use the autopilot. The autopilot can hold the altitude, speed, heading, or navaid course you specify. For more information on using the autopilot, see Using an Autopilot, Normal cruise speed is Mach 0.785 (at 35,000 feet). You 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 set power at the proper percent to maintain this cruise speed. The changeover from indicated airspeed to Mach number typically occurs as you climb to altitudes of 20,000 to 30,000 feet (6,000 to 9,000 meters). Remember that your true airspeed is actually much higher in the thin, cold air. You’ll have to experiment with power settings to find the setting that maintains the cruise speed you want at the altitude you choose. Descent A good descent profile includes knowing where to start down from cruise 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 start your descent is the 3-to-1 rule (three miles distance per thousand feet in altitude). Take your altitude in feet, drop the last three zeros, and multiply by 3. For example, to descend from a cruise altitude of 35,000 feet (10,668 meters) to sea level: 35,000 minus the last three zeros is 35.35 x 3=105 This means you should begin your descent 105 nautical miles from your destination, maintaining a speed of 250 KIAS (about 45 percent N1) and a descent rate of 1,500 to 2,000 feet per minute, with thrust set at idle. Add two extra miles for every 10 knots of tailwind. To descend, disengage the autopilot if you turned it on during cruise, or set the airspeed or vertical speed into the autopilot and let it do the flying for you. Reduce power to idle, and lower the nose slightly. The 737–800 is sensitive to pitch, so ease the nose down just a degree or two. Remember not to exceed the regulation speed limit of 250 KIAS below 10,000 feet (3,048 meters). Continue this profile down to the beginning of the approach phase of flight. Deviations from this procedure can result in arriving too high at the destination (requiring circling to descend) or arriving too low and far out (requiring expenditure of extra time and fuel). Plan to have an initial approach fix regardless of whether or not you’re flying an instrument approach. It takes about 35 seconds and 3 miles (5.5 kilometers) to decelerate from 290 KIAS to 250 KIAS in level flight without speed brakes. It takes another 35 seconds to slow to 210 KIAS. Plan to arrive at traffic-pattern altitude at the flaps-up maneuvering speed about 12 miles out when landing straight-in, or about eight miles out when entering a downwind approach. A good crosscheck is to be at 10,000 feet AGL (3,048 meters), 30 miles (55.5 kilometers) from the airport at 250 KIAS. Approach Have your aircraft configuration (flaps and landing gear) set and establish your target speed well ahead. Excess speed in the –800 will require a level flight segment to slow down. If you’re high coming into the approach, you can use the speed brakes to increase descent. If possible, avoid using the speed brakes to increase descent when wing flaps are extended. Do not use speed brakes below 1,000 feet AGL. On an instrument approach, you want to be configured for landing and establish approach speed by the final approach fix (where you intercept the glideslope), usually about five miles from touchdown. Set flaps to 1 (press F7, or drag the flaps indicator or lever) when airspeed is reduced below the minimum flaps-up maneuvering speed. Normally, this would be when entering the downwind leg or at the initial approach fix, so you should be at the desired airspeed by this point. You can then continue adding flaps as you get down to the speed limits for each setting. Flaps 30 or 40 is the setting for normal landings. Intercept the glideslope from below, 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 high. The proper final 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 hold airspeed with a good descent angle toward the runway. Use small power adjustments and pitch changes to stay on the glidepath. You’re looking for a descent rate of about 700 fpm. Before landing, make sure the speed brake handle is in the ARM position. Landing Select a point about 1,000 feet (305 meters) past the runway threshold, and aim for it. Adjust your pitch so that the point remains stationary in your view out the windscreen. At 50 feet (15 meters) above the runway, reduce the throttles to idle. As the threshold goes out of sight beneath you, shift the visual sighting point to about ¾ down the runway. At 30 feet (9 meters) above the runway, initiate a flare by raising the nose about 5 degrees and fly the airplane onto the runway. To assure adequate aft fuselage clearance on landing, fly the airplane onto the runway at the desired touchdown point. DO NOT hold the airplane off the runway for a soft landing. When the main gear touch, apply the brakes smoothly (press the PERIOD key, or press Button 1—typically the trigger—on the joystick). If you armed the spoilers, they will deploy automatically. If not, move the brake lever into the UP position now. Add reverse thrust (press F2, or drag the thrust levers into reverse). Make sure you come out of reverse thrust when airspeed drops below 60 knots. Once you’re clear of the runway and as you taxi to the terminal, retract the flaps (press F5, or drag the flaps lever) and lower the spoilers (press the SLASH, or click the brake lever).
How many hours can a plane fly without stopping?
How far can an airplane go on a full tank of fuel without stopping while travelling at a constant 15,000 feet above sea level? – A: This depends on the size of the plane, its efficiency, and how fast it’s flying. A modern Boeing 747 can fly about 15,000 km (9,500 miles) when it’s flying at 900 kmh (550 mph). This means it can fly non stop for almost 16 hours! Posted on November 17, 2014 at 3:22 pm Categories: Structures & Materials Check out other Questions and Answers
How much does a 737 pilot make a year?
As of Jan 11, 2023, the average annual pay for a 737 Pilot in the United States is $80,856 a year. Just in case you need a simple salary calculator, that works out to be approximately $38.87 an hour. This is the equivalent of $1,554/week or $6,738/month.
How long does it take to refuel a 737?
How aircraft get refueled: A look behind the scenes Have you ever wondered how a commercial aircraft gets refueled? I recently visited JFK and saw the refueling of a large commercial twinjet unfold, from the plane’s arrival to when it left again for a transatlantic flight. Refueling an Airbus A330 (Photo by Orli Friedman/The Points Guy) At major airports, this straw-colored fuel is stored in large tanks far from the airport operations, often a few miles. The fuel itself is pumped to the ramp from several miles away; airports have so-called “fuel farms,” or large tanks where fuel is kept. The fuel farm at JFK, as seen from the AirTrain (Photo by the author) From these tanks, the fuel is further pumped to the gate via pipes that run under the taxiways to the gate. The fuel is pumped to a hydrant, not unlike an underground fire hydrant. This one, however, is covered by a weight-bearing aluminum hatch. Photo by Orli Friedman/The Points Guy You’ll know it when you see it: it’s covered in signs that say FLAMMABLE, NO SMOKING and JET-A — the size of the letters themselves is regulated. This device further filters the fuel for water and other contaminants prior to being pumped into the wings.
And importantly, like a gas-station fuel pump, it has a meter where airlines can watch precious dollars pumped into the plane. It’s cheaper than what goes in your car, though, at about, Good thing, when almost 50,000 gallons of it can go into a Boeing 777. The refueling truck was pointed towards the ramp, away from the terminal, and running.
It is a regulation that the truck is to be positioned so that the operator can leave the fueling stand immediately in a forwards direction in the event of an emergency — no reversing. Photo by Orli Friedman/The Points Guy Aircraft flying through the air generate static electricity, and fuel pumped into the plane at high velocity does the same. Accordingly, one of the first steps for refueling is to ground the truck. This is done with a cord attached to the airplane’s landing gear. Sign up for our daily newsletter The operator connects the truck’s pump to the hydrant. They then raise a lift to connect the truck’s hose to the underside of the aircraft, a process called bonding. Photo by Orli Friedman/The Points Guy The operator holds a deadman’s cord, which is an automatic stop, similar to squeezing the latch on the fuel handle when you fuel your car. The pressure from the hydrant itself is enough to push the fuel upward into the plane; the truck itself does not independently pump the fuel.
You’ll note that in the photo above, there are two hoses bonded to the aircraft; this increases the rate at which fuel is pumped into the aircraft. On large, transoceanic aircraft, there may be two carts fueling at once. It takes about 45 minutes to one hour to fuel the aircraft, and the process begins no later than 90 minutes before the flight.
(At 80 minutes, an airline’s operations team will call the fuel team to check in; chop chop!) The fuel is pumped at a very fast clip. Image by author
How hard can a 737 land?
The 737 has been designed to withstand landings at 600fpm, reducing to 360fpm at MLW before a hard landing inspection is required. Most pilots report a hard landing when the sink rate exceeds approximately 240fpm.
Do planes go 500 mph?
How fast do commercial passenger jets fly? A typical commercial passenger jet flies at a speed of about 400 – 500 knots which is around 460 – 575 mph when cruising at about 36,000ft. This is about Mach 0.75 – 0.85 or in other words, about 75-85% of the speed of sound.
Can a plane go 700 mph?
Private Jets – Private jets can fly at speeds anywhere between 400 and 700 mph (348 to 608 knots), similar to commercial airplanes. Given their smaller size, they generally can’t fly as far as their larger counterparts because of fuel storage constraints. But a handful of ultralong-range jets can fly more than 8,000 miles or 6,952 nautical miles.
How long can the 737-800 fly in hours?
THE PERFECT GROUP TRAVEL SOLUTION We should certainly no longer present an aircraft as its reputation precedes it. The perfect solution for large group travel, our aircraft has 189 seats available in a full economy configuration. The Boeing 737-800 can fly up to 6hrs or 5,745 Km at high speed.
Year of manufacture: 2013 Tail number: 9H-HANSA Endurance: 6:30 Range: 5,765 KM / 3,695 NM Maximum speed: 945 KM / H 587 MPH Passenger capacity: 189 seats
At what speed does a 737 touch down?
| Boeing 737–800 Flight Notes |
Contents
| Required runway length | |
| Engine Startup | |
| Taxiing | |
| Flaps | |
| Takeoff | |
| Climb | |
| Cruise | |
| Descent | |
| Approach | |
| Landing | |
Many factors affect flight planning and aircraft operation, 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 day with International Standard Atmosphere (ISA) conditions. Important: These instructions are intended for use with Flight Simulator only and are no substitute for using the actual aircraft manual for real-world flight. Note: As with all of the Flight Simulator aircraft, the V-speeds and checklists are located on the Kneeboard. To access the Kneeboard while flying, press SHIFT+F10, or on the Aircraft menu, 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 table are shown as true airspeeds. Note :For general information about flying jet aircraft in Flight Simulator, see Flying Jets, By default, this aircraft has full fuel and payload. Depending on atmospheric conditions, altitude, and other factors, you will not get the same performance at gross weight that you would with a lighter load. Required Runway Length Takeoff: 9,000 feet (2,473 meters), flaps 5 Landing: 6,500 feet (1,981 meters), flaps 40 The length required for both takeoff and landing is a result of a number of factors, such as aircraft weight, altitude, headwind, use of flaps, and ambient temperature. The figures here are conservative and assume: Weight: 174,200 pounds (79,010 kilograms) Altitude: sea level Wind: no headwind Temperature: 15°C Lower weights and temperatures will result in better performance, as will having a headwind component. Higher altitudes and temperatures will degrade performance. Runway: hard surface Engine Startup The engines are running by default when you begin a flight. If you shut the engines down, it is possible to initiate an auto-startup sequence by pressing CTRL+E on your keyboard. Taxiing Idle thrust is adequate for taxiing under most conditions, but you’ll need a slightly higher thrust setting to get the aircraft rolling. Allow time for a response after each thrust change before changing the thrust setting again. Normal straight taxi speed should not exceed 20 knots (10 knots in turns). In Flight Simulator, rudder pedals (twist the joystick, use the rudder pedals, or press 0 or ENTER on the numeric keypad) are used for directional control during taxiing. Avoid stopping the 737 during turns, as excessive thrust is required to get moving again. Flaps The following table lists recommended maneuvering speeds for various flap settings. The minimum flap-retraction altitude is 400 feet, but 1,000 feet complies with most noise abatement procedures. When extending or retracting the flaps, use the next appropriate flap setting depending on whether you’re slowing down or speeding up. Flap Position Flaps Up 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 up and then set takeoff flaps during your Before Takeoff checklist procedure. Likewise, retract the flaps as soon 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 flight. Normal descents are made in the clean configuration to pattern or Initial Approach Point (IAP) altitude. Takeoff All of the following occurs quite rapidly. Read through the procedure several times before attempting it in the plane so you know what to expect. Run through the Before Takeoff checklist and set flaps to 5 (press F7, or click the flap lever on the panel). With the aircraft 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 as important as setting symmetrical thrust. As the engines stabilize (this occurs quickly), advance the thrust levers to takeoff thrust—less than or equal to 100 percent N1. Final takeoff thrust should be set by the time the aircraft reaches 60 KIAS. Directional control is maintained by use of the rudder pedals (twist the joystick, use the rudder pedals, or press 0 or ENTER on the numeric keypad). Below about 80 KIAS, the momentum developed 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 not be possible to stop the aircraft on the runway in case of a rejected takeoff (RTO). At Vr, approximately 145 KIAS, smoothly pull the stick (or yoke) back to raise the nose to 8 degrees above the horizon. Hold this pitch attitude and be careful not to over-rotate (doing so before liftoff could cause a tail strike). At V2, approximately 150 to 155 KIAS, the aircraft has reached its takeoff safety speed. This is the minimum safe flying speed if an engine fails. Hold this speed until you get a positive rate of climb. As soon as the aircraft is showing a positive rate of climb on liftoff (both vertical speed and altitude are increasing), retract the landing gear (press G, or drag the landing gear lever). The aircraft will quickly accelerate to V2+10. A pitch 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 (press F6, or drag the flaps lever). Lower the pitch slightly and accelerate to 210 KIAS, at which point you can go to flaps up (press F6 again). Climb As you 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 6 or 7 degrees nose-up pitch attitude to climb at 250 kts until reaching 10,000 feet (3,048 meters), and then maintain 280 KIAS to your cruising altitude. Cruise Cruise altitude is normally determined by winds, weather, and other factors. You might want to use these factors in your flight planning if you have created weather systems along your route. Optimum altitude is the altitude that gives the best fuel economy 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 below the target altitude. You’ll find it’s much easier to operate the Boeing 737–800 in climb, cruise, and descent if you use the autopilot. The autopilot can hold the altitude, speed, heading, or navaid course you specify. For more information on using the autopilot, see Using an Autopilot, Normal cruise speed is Mach 0.785 (at 35,000 feet). You 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 set power at the proper percent to maintain this cruise speed. The changeover from indicated airspeed to Mach number typically occurs as you climb to altitudes of 20,000 to 30,000 feet (6,000 to 9,000 meters). Remember that your true airspeed is actually much higher in the thin, cold air. You’ll have to experiment with power settings to find the setting that maintains the cruise speed you want at the altitude you choose. Descent A good descent profile includes knowing where to start down from cruise 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 start your descent is the 3-to-1 rule (three miles distance per thousand feet in altitude). Take your altitude in feet, drop the last three zeros, and multiply by 3. For example, to descend from a cruise altitude of 35,000 feet (10,668 meters) to sea level: 35,000 minus the last three zeros is 35.35 x 3=105 This means you should begin your descent 105 nautical miles from your destination, maintaining a speed of 250 KIAS (about 45 percent N1) and a descent rate of 1,500 to 2,000 feet per minute, with thrust set at idle. Add two extra miles for every 10 knots of tailwind. To descend, disengage the autopilot if you turned it on during cruise, or set the airspeed or vertical speed into the autopilot and let it do the flying for you. Reduce power to idle, and lower the nose slightly. The 737–800 is sensitive to pitch, so ease the nose down just a degree or two. Remember not to exceed the regulation speed limit of 250 KIAS below 10,000 feet (3,048 meters). Continue this profile down to the beginning of the approach phase of flight. Deviations from this procedure can result in arriving too high at the destination (requiring circling to descend) or arriving too low and far out (requiring expenditure of extra time and fuel). Plan to have an initial approach fix regardless of whether or not you’re flying an instrument approach. It takes about 35 seconds and 3 miles (5.5 kilometers) to decelerate from 290 KIAS to 250 KIAS in level flight without speed brakes. It takes another 35 seconds to slow to 210 KIAS. Plan to arrive at traffic-pattern altitude at the flaps-up maneuvering speed about 12 miles out when landing straight-in, or about eight miles out when entering a downwind approach. A good crosscheck is to be at 10,000 feet AGL (3,048 meters), 30 miles (55.5 kilometers) from the airport at 250 KIAS. Approach Have your aircraft configuration (flaps and landing gear) set and establish your target speed well ahead. Excess speed in the –800 will require a level flight segment to slow down. If you’re high coming into the approach, you can use the speed brakes to increase descent. If possible, avoid using the speed brakes to increase descent when wing flaps are extended. Do not use speed brakes below 1,000 feet AGL. On an instrument approach, you want to be configured for landing and establish approach speed by the final approach fix (where you intercept the glideslope), usually about five miles from touchdown. Set flaps to 1 (press F7, or drag the flaps indicator or lever) when airspeed is reduced below the minimum flaps-up maneuvering speed. Normally, this would be when entering the downwind leg or at the initial approach fix, so you should be at the desired airspeed by this point. You can then continue adding flaps as you get down to the speed limits for each setting. Flaps 30 or 40 is the setting for normal landings. Intercept the glideslope from below, 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 high. The proper final 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 hold airspeed with a good descent angle toward the runway. Use small power adjustments and pitch changes to stay on the glidepath. You’re looking for a descent rate of about 700 fpm. Before landing, make sure the speed brake handle is in the ARM position. Landing Select a point about 1,000 feet (305 meters) past the runway threshold, and aim for it. Adjust your pitch so that the point remains stationary in your view out the windscreen. At 50 feet (15 meters) above the runway, reduce the throttles to idle. As the threshold goes out of sight beneath you, shift the visual sighting point to about ¾ down the runway. At 30 feet (9 meters) above the runway, initiate a flare by raising the nose about 5 degrees and fly the airplane onto the runway. To assure adequate aft fuselage clearance on landing, fly the airplane onto the runway at the desired touchdown point. DO NOT hold the airplane off the runway for a soft landing. When the main gear touch, apply the brakes smoothly (press the PERIOD key, or press Button 1—typically the trigger—on the joystick). If you armed the spoilers, they will deploy automatically. If not, move the brake lever into the UP position now. Add reverse thrust (press F2, or drag the thrust levers into reverse). Make sure you come out of reverse thrust when airspeed drops below 60 knots. Once you’re clear of the runway and as you taxi to the terminal, retract the flaps (press F5, or drag the flaps lever) and lower the spoilers (press the SLASH, or click the brake lever).
