Landing Performance 737NG

[Driver 170]

Need some help as its starting to confuse me a little.

I'm trying to workout during DP my max allowable LDW. Well not exactly but read below...

[IMG][/IMG]

The part i'm chomping on is the LCLW (approach and landing climb)

If you the pilot in the crew room only have the FCOM PD and you need to check performance at, lets say LOWS salzburg!!!

Approach climb is 2.1%
Landing climb is 3.2%

I'm looking in my FCOM PD: landing climb limit weight,

Is that referring to the approach climb of 2.1% ????

Now look at - ENGINE INOP: Go-Around Climb Gradient flaps 15,

Is that referring to the landing climb of 3.2% or is it for the missed approach climb gradient or MACG >2.5% for OEI flaps 15.

I appreciate if anyone can help me clear it up and help my understanding of this.

Cheers.

[Driver 170]

Also to add to my confusion.

You have approach Climb 2.1% and also MACG 2.5% this is both for one engine go around.

What is the difference? They seem both the same but can't be ....

[de facto]

Hi Driver,

The limits are:

Max structural landing weight
Landing distance limit weight
Approach/climb limit weight. (Approach weight is most limiting on twin engine and the weight you will see in the table is approach weight.)
In EASA,all required at dispatch phase.

The go around climb gradient gives you the gradient limit rather than weight limit,it is the same as app/climb limit weight.
For low vis,you need min of 2.5 gradient.

[de facto]

In easa land the requirements are App of 2.1 perc GROSS and landing of 3.2 GROSS.
ICAO requires a minimum of 2.5 NET therefore,you are more restriced.
You can use the GO AROUND climb gradient for that issue and for any other higher published gradients.
Best is use computer based calculations provided by EFBs,Fcom figures are normally conservative though.

[Driver 170]

Hi de facto

Here is a link to my FCOM PD

https://www.dropbox.com/s/8z1fvlc9nj...%2031.png?dl=0

The FCOM in that link is the Landing Climb Limit Weight and is it referring too - approach climb 2.1% or landing climb 3.2%

For the GO AROUND, I have a 737 800 f15 OEI MACG chart which is good for climb gradients from 3% to 6% here is the chart...

https://www.dropbox.com/s/61d4e2x1i0...%2041.jpg?dl=0

I suppose the GO AROUND climb gradient in the FCOM is for climb gradients at or above EASA 2.5%

[Chesty Morgan]

Approach climb limit allows for a go around flown in approach configuration, OEI, at MLM with the gear up.

Landing climb limit allows for a go around in landing configuration, AEO, gear down.

You are required two follow the most restrictive. Low vis ops becomes more limiting.

[Driver 170]

Thanks chesty.

I have a good question - the chart in my dropbox from my FCOM PD Landing climb limit weight which is 3.2% as this is more restrictive than the approach climb 2.1% that is why it only shows, landing climb limit weight. But lets say you have an engine failure in the landing configuration, gear down flaps 30. Do you still plan for 3.2 or the 2.1 gradient and lets not consider an operators engine out procedure.

[Chesty Morgan]

Yes, on some aircraft you will always find one is more restrictive so you'll only see the one chart.

You always have to plan on the most restrictive but in your scenario of an engine failure in landing configuration it's a good idea to get back to approach configuration ASAP. That's why, on the 737, the SOP is to select F15.

[Driver 170]

Ok so if i'm planning on using LOWS ILS rwy 15, and i have checked the METAR for ETA and its above CAT I conditions. I will need to check my GO AROUND: one engine inop f15 chart in my FCOM, and if i'm wanting to use a lower minima 1800 i'll need to check my performance for GA 5%?

So my GO AROUND OEI is my most restrictive than my landing climb limit weight?

[Driver 170]

Is this chart basically for gradients higher than the NET 2.5%

And is that chart from the FCOM the same principles as this chart

https://www.dropbox.com/s/61d4e2x1i0...%2041.jpg?dl=0

[IMG][/IMG]