B737-200 Speeds
TightYorksherMan
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B737-200 Speeds
Just wondered if anyone had information on B737-200 speeds etc for flying a SID, ILS, NDB, Hold etc
Much appreciated!
Jinkster
Much appreciated!
Jinkster
Join Date: Apr 2005
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737 200 Speeds
Hold speed are usualy published in a manual or in a QRH that you would look up depending on the weight etc. That said we use 210Kts when weight below 117,000 lbs 220 above that during sim training and on line when below 10,000 with no other speed restrictions. If it looks to be a long hold we will look up the speed which gives us the best fuel savings.
As for SID's I asume you mean after the end of noise VNAP A or B which means at 3000 AGL accel to 250 unless you want to stay at 210/220 (Min Clean Speeds) or as requested by ATC. Once cleared enroute accel to enroute climb speed again from a chart some were in the F/D.
ILS approach speed would be something like this. On RV's plan to be abeam the FAF outbound at 210Kts selecting flaps 1 and slowing to 190, then on first turn to final flaps to 5 and slow to 170On the LOC with G/S alive gear down F 15, 25 etc. The final VAPP will very with weight wind and landing flaps being used. NDB's are the same except start final config 2 to 3 NM form FAF
Hope that helps
Cheers
As for SID's I asume you mean after the end of noise VNAP A or B which means at 3000 AGL accel to 250 unless you want to stay at 210/220 (Min Clean Speeds) or as requested by ATC. Once cleared enroute accel to enroute climb speed again from a chart some were in the F/D.
ILS approach speed would be something like this. On RV's plan to be abeam the FAF outbound at 210Kts selecting flaps 1 and slowing to 190, then on first turn to final flaps to 5 and slow to 170On the LOC with G/S alive gear down F 15, 25 etc. The final VAPP will very with weight wind and landing flaps being used. NDB's are the same except start final config 2 to 3 NM form FAF
Hope that helps
Cheers
Last edited by atrflyguy; 17th Sep 2006 at 05:04. Reason: forgot NDB's
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B737-200 Rules of Thumb
Cruise EPR
To set EPR setting for cruise .74 mach
multiply your FL by 2 and 20 to the first 2 digits and use the result as a decimal fraction above 1.0 EPR
Cruise at FL290, 29 X 2 = 58 + 20 = 78 and use it above 1.0 EPR = 1.78 EPR for cruise .74 mach at FL290
EPR's & Pitch Attitudes (approx 46T)
Power Settings (2 eng)
EPR body angle
Flap up 1.3 4°
F5 1.35 8°
F10 1.4 7°
F15 1.2 4.5°
F30 1.3 2.5°
F40 1.4 0°
Power Settings (1 eng)
EPR body angle
Flap up 1.5 7°
F5 1.6 7°
F10 1.7 8°
F15 1.4 5°
Every 2000 kg’s of fuel burn re-adjust EPR’s
Approx N1 for climb out
Use 89% N1 for a approx 2 eng climb out value
Climb Speeds
Use 250KIAS until 10,000ft then 280KIAS/M0.74 thereafter.
<48T 280/.70
Up to 49t 290/.70
50t or greater 300/.70
Max Angle: flaps up manoeuvring speed + 50 kts until intercepting .70
Max Rate: flaps up manoeuvring speed (used for obstacle clearance, minimum crossing altitude or to reach an altitude in a minimum distance)
Engine out: flaps up manoeuvring speed and MCT
Descent Speeds
Des at .70 till 280 knots, idle thrust 2000 fpm, down to 10,000ft to 250kts idle thrust 2000 fpm
Des at .70 till 280 knots, idle thrust and speed brake out 3000 fpm, down to 10,000ft to 250kts idle thrust 3000 fpm and speed brake out
airlne specific .70/280/250
Min fuel .70/235/235
Turbulent air .70/280/280
High speed .78/320/280
Icing
TAT gauge indicates 0°c to 10°c min N1 40%
TAT gauge indicates 0°c and below min N1 55%
TAT gauge indicates -6.5°c and below in moderate icing N1 70%
Fuel usage 2kgs per minute for engine anti ice
Fuel usage 2kgs per minute for wing anti ice
Fuel cools at 4°c per hour in the cruise
Use Flap 10 when taking off in icing conditions below 0°c, improved climb performance
When taxying use no reverse thrust on snow, ice or slush surfaces
Never tanker fuel for an overnight stop at a place that has very cold conditions
Adverse weather conditions taxi with flaps up till entering the active runway, then select takeoff flap
After landing in icing conditions do not retract flaps past 15, until maintenance has checked flap area for debris
Holding
3 minutes before reaching the holding pattern start to reduce to holding speed
Holding speed based on flap manoeuvring speed (min fuel consumption)
Above Fl250, use Vref 40 + 100 kts to provide adequate buffet margin
Holding straight ahead burns 5% less fuel than a race track pattern, so ask ask ATC for 40 nm straight legs for holding
If ATC require you to hold at slower then min clean, for flap 1 you will burn 10% more fuel than flap up
Fuel
Burn rates: (approx)
1st hour 2600 kgs per hour
2nd hour 2500 kgs per hour
3rd hour 2400 kgs per hour
4th hour 2300 kgs per hour
Start/taxi out/taxi in, 200 kgs
80-100 kgs per hour for the APU
Fill wing tanks first then centre tank
Every 2 circuits burns approximately 1000 kgs
Tankering fuel = 4% per hour/per ton
Performance
Flap selection RTOW
Flap 25 45,000 kgs
Flap 15 47,000 kgs
Flap 10 49,000 kgs
Flap 5 52,500 kgs
Flap 2 52,204 kgs
Flap 1 52,204 kgs
>15°c always perform a bleeds off take off
Lowest VMCG will always be 108 kts
Limit reverse thrust to 1.5 EPR for passenger comfort
Manoeuvring
15° angle of bank with flaps and after takeoff with V2 + 15
30° angle of bank with flaps up
It takes 25 secs and 2 nm’s to slow down from 280 to 250 kts with out spoilers
Then from 250 kts to flap up manoeuvring speed 35 secs and 3 nm’s to slow down
(with spoilers reduce times/distances by 50%)
If flap retraction from 1 to up is not started until above 200 kts, it is possible to exceed flap placard speed of 230 kts and damage the LE slats, this can be prevented by using 210-220 kts as flaps up target speed until LE devices are retracted
Enroute
Instantaneous Max continuous thrust 2.28 EPR >11’000 ft
Top of descent 3 x alt + 10
Aim for 250kts, 10,000ft by 30nm out
Misc
To get a mach number to a TAS figure
Eg: M.72 x 6= approx 432 kts (approx)
Jet aircraft altitude selection
Eg: destination to alternate 90nm’s, so fly at 9000 ft
100 nm’s = 10,000ft
110 nm’s = 11,000ft
what else! holding at 210 kts
teardrop ndb flap 5 170 o/h then des gear down flap 15, 150 knots
t/o rotate 400 hdg sel 1000 afe 1.8 epr approx 20 deg b/a then v2+15 retract flap to xyz setting accel height eg 3000 afe flaPS UP THEN AIM 210/220 clb out then at approx 250 kts 10 deg b/a 89% n1 then refine the b/a and epr with a qrh or f/d chart
Cruise EPR
To set EPR setting for cruise .74 mach
multiply your FL by 2 and 20 to the first 2 digits and use the result as a decimal fraction above 1.0 EPR
Cruise at FL290, 29 X 2 = 58 + 20 = 78 and use it above 1.0 EPR = 1.78 EPR for cruise .74 mach at FL290
EPR's & Pitch Attitudes (approx 46T)
Power Settings (2 eng)
EPR body angle
Flap up 1.3 4°
F5 1.35 8°
F10 1.4 7°
F15 1.2 4.5°
F30 1.3 2.5°
F40 1.4 0°
Power Settings (1 eng)
EPR body angle
Flap up 1.5 7°
F5 1.6 7°
F10 1.7 8°
F15 1.4 5°
Every 2000 kg’s of fuel burn re-adjust EPR’s
Approx N1 for climb out
Use 89% N1 for a approx 2 eng climb out value
Climb Speeds
Use 250KIAS until 10,000ft then 280KIAS/M0.74 thereafter.
<48T 280/.70
Up to 49t 290/.70
50t or greater 300/.70
Max Angle: flaps up manoeuvring speed + 50 kts until intercepting .70
Max Rate: flaps up manoeuvring speed (used for obstacle clearance, minimum crossing altitude or to reach an altitude in a minimum distance)
Engine out: flaps up manoeuvring speed and MCT
Descent Speeds
Des at .70 till 280 knots, idle thrust 2000 fpm, down to 10,000ft to 250kts idle thrust 2000 fpm
Des at .70 till 280 knots, idle thrust and speed brake out 3000 fpm, down to 10,000ft to 250kts idle thrust 3000 fpm and speed brake out
airlne specific .70/280/250
Min fuel .70/235/235
Turbulent air .70/280/280
High speed .78/320/280
Icing
TAT gauge indicates 0°c to 10°c min N1 40%
TAT gauge indicates 0°c and below min N1 55%
TAT gauge indicates -6.5°c and below in moderate icing N1 70%
Fuel usage 2kgs per minute for engine anti ice
Fuel usage 2kgs per minute for wing anti ice
Fuel cools at 4°c per hour in the cruise
Use Flap 10 when taking off in icing conditions below 0°c, improved climb performance
When taxying use no reverse thrust on snow, ice or slush surfaces
Never tanker fuel for an overnight stop at a place that has very cold conditions
Adverse weather conditions taxi with flaps up till entering the active runway, then select takeoff flap
After landing in icing conditions do not retract flaps past 15, until maintenance has checked flap area for debris
Holding
3 minutes before reaching the holding pattern start to reduce to holding speed
Holding speed based on flap manoeuvring speed (min fuel consumption)
Above Fl250, use Vref 40 + 100 kts to provide adequate buffet margin
Holding straight ahead burns 5% less fuel than a race track pattern, so ask ask ATC for 40 nm straight legs for holding
If ATC require you to hold at slower then min clean, for flap 1 you will burn 10% more fuel than flap up
Fuel
Burn rates: (approx)
1st hour 2600 kgs per hour
2nd hour 2500 kgs per hour
3rd hour 2400 kgs per hour
4th hour 2300 kgs per hour
Start/taxi out/taxi in, 200 kgs
80-100 kgs per hour for the APU
Fill wing tanks first then centre tank
Every 2 circuits burns approximately 1000 kgs
Tankering fuel = 4% per hour/per ton
Performance
Flap selection RTOW
Flap 25 45,000 kgs
Flap 15 47,000 kgs
Flap 10 49,000 kgs
Flap 5 52,500 kgs
Flap 2 52,204 kgs
Flap 1 52,204 kgs
>15°c always perform a bleeds off take off
Lowest VMCG will always be 108 kts
Limit reverse thrust to 1.5 EPR for passenger comfort
Manoeuvring
15° angle of bank with flaps and after takeoff with V2 + 15
30° angle of bank with flaps up
It takes 25 secs and 2 nm’s to slow down from 280 to 250 kts with out spoilers
Then from 250 kts to flap up manoeuvring speed 35 secs and 3 nm’s to slow down
(with spoilers reduce times/distances by 50%)
If flap retraction from 1 to up is not started until above 200 kts, it is possible to exceed flap placard speed of 230 kts and damage the LE slats, this can be prevented by using 210-220 kts as flaps up target speed until LE devices are retracted
Enroute
Instantaneous Max continuous thrust 2.28 EPR >11’000 ft
Top of descent 3 x alt + 10
Aim for 250kts, 10,000ft by 30nm out
Misc
To get a mach number to a TAS figure
Eg: M.72 x 6= approx 432 kts (approx)
Jet aircraft altitude selection
Eg: destination to alternate 90nm’s, so fly at 9000 ft
100 nm’s = 10,000ft
110 nm’s = 11,000ft
what else! holding at 210 kts
teardrop ndb flap 5 170 o/h then des gear down flap 15, 150 knots
t/o rotate 400 hdg sel 1000 afe 1.8 epr approx 20 deg b/a then v2+15 retract flap to xyz setting accel height eg 3000 afe flaPS UP THEN AIM 210/220 clb out then at approx 250 kts 10 deg b/a 89% n1 then refine the b/a and epr with a qrh or f/d chart
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Downwind,
This is a nice stuff , thanks and well appreciated.
I see a nice computer based training for B737-200 called Cpat from Cpat.com, do you know it ?
Any idea of a nice CBT for B737-200 ?
Regards
Zenj
This is a nice stuff , thanks and well appreciated.
I see a nice computer based training for B737-200 called Cpat from Cpat.com, do you know it ?
Any idea of a nice CBT for B737-200 ?
Regards
Zenj
Join Date: Nov 2001
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Downwind,
I was told of an EPR vs TAT rule of thumb for climb and a 48-52 ton EPR setting for cruise using FL, TAT and desired Mach speed... Forgot what they were though... Did you hear anything similar? Tried it on the type Sim a few years back and it worked... somehow... Gotta love these rules of thumb... Like XNM to slow down from Y kts to Z kts, and the 55%N1, 60%N1 for I think it was 220 and 240Kts prior to slowing down to approach... And then the standard "drop like a brick then float down like a leaf" method all the way to 1000' AGL when on a tight alt from 10k ft above the field... LOL! (Throw pax comfort out da window!)
PK-KAR
I was told of an EPR vs TAT rule of thumb for climb and a 48-52 ton EPR setting for cruise using FL, TAT and desired Mach speed... Forgot what they were though... Did you hear anything similar? Tried it on the type Sim a few years back and it worked... somehow... Gotta love these rules of thumb... Like XNM to slow down from Y kts to Z kts, and the 55%N1, 60%N1 for I think it was 220 and 240Kts prior to slowing down to approach... And then the standard "drop like a brick then float down like a leaf" method all the way to 1000' AGL when on a tight alt from 10k ft above the field... LOL! (Throw pax comfort out da window!)
PK-KAR
