NICE TO KNOW Technical Alternate flap activation will power Stby Hyd pump allowing thrust reversers to be operated. If you lose Gen # 2, the only source of power to the Battery Bus is the battery. Consider the limits on time available and systems available in this scenario. Bus Transfer switch controls; TR 3 Disc Relay, TX from Gen Bus 1 or 2 to Transf Bus 2 or 1 and powers charging of Batt via GND Serv Bus or Main Bus 2 in event of Gen Bus 1 fail. APU Gen Off Bus only illuminates when APU is @ 95% or more RPM and ready to power the aircraft. When total AC fail, before touch down select Standby Power Switch to Bat to ensure power to AC & DC standby Busses after touch down. Air/Ground sensor normally will disconnect these busses on touch down. When GND Serv and No 2 Main Bus lost, no power avail for equip cooling and when height lost, cooling becomes and issue. When APU is shut down and only shuts down after time delay, 110% overspeed protection is u/s and fuel is being consumed from feed line from APU fuel shutoff valve. APU Over Speed light only illuminates in Over Speed conditions, and when Start is aborted before APU stabilised. 8th stage air, 508° F, 13th stage air 717° F, OVHT detect @ 410° F, FIRE detect @ 600° F. If fire indicated and throttle retarded, with associated lights out, bleed air rupture can be suspected. Rem: when you have a fire warning, it is generally only a fire if associated overheat light is also on. If "Fire" selected with OVHT DET switch on fire panel selected to FIRE, could check OVHT condition by selecting NORM - if suspected by throttle retard causing light to extinguish. Thought for ETOPS operation. NB: Must do a loop test on FIRE/OVHT circuit after fire or overheat warning has been fought and light has illuminated as the warning loops could have been burned through. Air Bleed Systems, bleed air source and services: o Fan Air; CSD Oil Cooler, Generator cooling, Air conditioning precooler. o 8th Stage Air; Air conditioning and wing anti-ice, Inlet vane & nose dome anti-ice. o 13th Stage Air; Air conditioning and wing anti-ice, Nose cowl anti-ice, Fuel heaters, Hydraulic Sys A tank pressure (regulated to 45 psi), Water tank pressure (Eng 1 only). With Batt Start, Bleed Pressure Gauge not powered and air pressure value therefore not known. If Fuel heat used, expect Oil temp to rise due to Fuel Oil cooler. Make use of fuel heat only if fuel temp equal to or below 0°C at takeoff. Thereafter only if icing light illuminates. Low Ignition only powers 1 igniter in each engine. REM: Pack trip off = too much cold being required (too much hot air in cold side of ACM), make warmer selection before reset. Duct OVHT = too much hot air being required, make colder selection before reset. Only scenario with Pack trip in which colder selection to be made will be when 88°C sensor trips packs. For T/O & Land, the outflow valves must be open. Consideration for manual operation. Aileron control available from control column and trim via same Aileron Power Control unit. Trim merely changes spring loading on aileron feel and centring mechanism. Autopilot acts through same mechanism as trim unit - via feel and centring mechanism. Sensor for stall warning computer is on r/h wing. Flap Power unit is in MG Well. Whenever flaps are operated, monitor flap indicator, to ensure that cut-off valve operates to stop flap travel at desired selection. This is especially important in alternate mode as there is no protection in this mode. T/O Warning: Trim position in green band, TE Flaps from 1 to 25, Speed brake stowed, LE Flaps 1 & 4 not extended. (Power for test is 1.4 EPR). Nose wheel steering only available through sys A pressure and with landing gear lever in the down position. If no water, check shutoff valves, quantity, pressure, ground service panel. Auto brake deceleration rates. o Min 4 fps o Med 6 fps o Max 10 fps Performance 737 line up distance is 68 ft. Runway used is runway length less the line up distance. Improved Climb performance optimises performance between AGD V1 position and ASD V1 position. Definitions Wet pages, less than 2mm standing water. Aircraft performance in manuals takes into account brakes and spoilers, no thrust reversers, however in wet/contaminated runways, reversers are taken into account. 737 line up distance is 68 ft. Runway used is runway length less the line up distance. Runway slope calculations make use of an ICAO equation which is biased to the more critical high speed portion of the runway. 3 aspects that define the field length limit; 115% of the all engine operating distance (acceleration point to Ref Zero point @ 35' * 1.15), AGD and ASD. (188.8.131.52) Wet/Contaminated runways use reverse thrust and screen height is changed to 15'. Since this creates narrow margins for clearing the runway threshold, clearway is not considered and the 15' must be demonstrated at the end of the runway Improved Climb performance for a wet runway only calculated for JNB at presented. Performance pages take into account maximum performance which result in a particular configuration and only that particular optimum performance page is presented, e.g. Flap 1. No other take off configuration is presented. Improved Climb performance optimises performance between AGD V1 position and ASD V1 position. At sea level, weight has to be subtracted in some cases with a higher QNH due to an engine case pressure limit. Assumed thrust may never be reduced more than 25%, however on performance pages top to bottom is never more than 25%. When considering landing performance, Climb and Field length limited values are limiting. However Turn-Around is not limiting if turn-around time is more than 50 min. If this can not be overcome with one of the weight options, then turn-around time will have to be increased. Check Validity for reduced thrust takeoff corrections every time, as temp might differ between altitude and sea level takeoffs. Flight Planning and Fuel Policy Fuel load calculated by adding: Trip Fuel Takeoff and climb including expected departure routing Cruise from TOC to TOD including step climb. TOD to finals taking into account the expected arrival routing. Approach to landing Contingency of 3% or 5% (5% for B737) Alternate fuel Holding fuel - 1/2 hour 1500' above alternate field. Additional fuel (ETOPS, Depress, Eng Fail) Burn off on B732 average FPH (Block) 2950 kg/hr, 2850 for B738. Econ Cruise takes into account time related maintenance/crew issues (fixed cost) and include fuel price to establish cruise value. Created from the "Variable Cost Index" mainly due to fuel price variations. Weight & Balance Passenger weights Manual Trim: 84 kg Adults and 35 kg children 2 to 12 years. (84 kg takes into account infants less than 2 years. Auto(SAAFARI): 92 kg male, 72 kg female, 35 kg children. Domestic baggage, 12 kg per piece of checked baggage. International 15 kg. LMC, 3 pax or 300 kg without changing trim. No fuel LMC's. Aircraft is weighed every 5 years, after extensive modifications and if abnormal flight characteristics experienced.