737 CL Single Engine Range
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BOAC, I seen you have covered a similar topic before back in 2006
Does the SE distance to an airfield change with operator or is it stated in JAR-OPS?
Using the tables Ive calculated 360nm but I remember a captain getting 344nm.
Does the SE distance to an airfield change with operator or is it stated in JAR-OPS?
Using the tables Ive calculated 360nm but I remember a captain getting 344nm.
Per Ardua ad Astraeus
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BIG assumption, but if the 'q' is about distance from an alternate, this may answer the query. In EU land each company is required to specify a 'S.Eng cruise speed' and that determines the distance for the 1 hour limit. EU-OPS applies. ATW merely needs to look in his/her ops manuals (if he/she has any!) and the 'difficult' question will be magically solved.
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Thanks for the useful info.
SE Cruise Range policy for me would be to firstly follow the SE Drift down procedure and then select FMC SE LRC Speed and manually plug into the MCP.
I note on the NG this is specified as 344nm but on the Classic FCOM the tables are a little eroneous.
I'll go for 344 as a distance to alternate. Thanks Guys.
SE Cruise Range policy for me would be to firstly follow the SE Drift down procedure and then select FMC SE LRC Speed and manually plug into the MCP.
I note on the NG this is specified as 344nm but on the Classic FCOM the tables are a little eroneous.
I'll go for 344 as a distance to alternate. Thanks Guys.
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BOAC is right, you are a little confused! Your part A will specify a single engine range for PLANNING purposes, it will also say zero wind conditions, once again for planning purposes. My manual says for the 73cl 360 miles and for the 73ng 370 miles. What you do enroute, during actual flight, may be completely different!
To many scenarios to discuss briefly here!
Listen to the old dinosaur though, usually he's right :-)
To many scenarios to discuss briefly here!
Listen to the old dinosaur though, usually he's right :-)
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SE Cruise Range
My question was simply relating to the actual range available in the SE Scenario.
As stated I'd follow Boeings Drift down and FMC LRC so my FOM PArt A doesn't come into the equation.
Full respect to anyone with a wealth of experience and knowledge but i'm failing to see this from forementioned poster.
I'm satisfied with the tables.
As stated I'd follow Boeings Drift down and FMC LRC so my FOM PArt A doesn't come into the equation.
Full respect to anyone with a wealth of experience and knowledge but i'm failing to see this from forementioned poster.
I'm satisfied with the tables.
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Don't understand the question then. Actual OEI case in flight, simply use the tables provided in your QRH, they are pretty easy to understand and there should be no confusion at all.
Planning or dispatch considerations as for example a take off alternate if you still happen to need one (none needed in a fail operational 737) should be found in your OM A.
Planning or dispatch considerations as for example a take off alternate if you still happen to need one (none needed in a fail operational 737) should be found in your OM A.
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Originally Posted by atw
I note on the NG this is specified as 344nm but on the Classic FCOM the tables are a little eroneous.
Luv from the dino
Edit to add:: This should all have been covered in your training? Why wasn't it?
Last edited by BOAC; 6th Sep 2011 at 08:09.