EDITED BY: Deák Dániel, Takáts Máté APPROVED BY: … · B737 Chief Pilot . SIMULATOR ... and...

EDITED BY: Deák Dániel, Takáts Máté

APPROVED BY: Havasi Péter Head of Training Division

APPROVED BY: Petrovszki Gábor

B737 Chief Pilot

SIMULATOR USE ONLYSIMULATOR USE ONLYSIMULATOR USE ONLYSIMULATOR USE ONLY Training Division – Képzési osztály B737 NG SOP I. Edition – 2009.03.02.

Copyright MALÉV VA Training Division 2009. NOT FOR REAL LIFE AVIAITION PURPOSES!NOT FOR REAL LIFE AVIAITION PURPOSES!NOT FOR REAL LIFE AVIAITION PURPOSES!NOT FOR REAL LIFE AVIAITION PURPOSES! page: 2

TABLE OF CONTENTSTABLE OF CONTENTSTABLE OF CONTENTSTABLE OF CONTENTS

General Information…………………………General Information…………………………General Information…………………………General Information……………………………………………..…………………..…………………..………………….. 00000000 LimitationsLimitationsLimitationsLimitations and Aircraft Dataand Aircraft Dataand Aircraft Dataand Aircraft Data…………....………………………………………………………………………………………………………………………………. 01. 01. 01. 01 Normal procedures………Normal procedures………Normal procedures………Normal procedures………………………………………………………..………………..………………..………………..…………...…………...…………...………….... 02. 02. 02. 02 Low Visibility Procedures……………………………………….03Low Visibility Procedures……………………………………….03Low Visibility Procedures……………………………………….03Low Visibility Procedures……………………………………….03 Performance………………………………Performance………………………………Performance………………………………Performance………………………………………………………………………………………………………………………………04040404 Flight PlanningFlight PlanningFlight PlanningFlight Planning…………………………………………………….…………………………………………………….…………………………………………………….…………………………………………………….05050505 Appendixes………………………………………………………..0Appendixes………………………………………………………..0Appendixes………………………………………………………..0Appendixes………………………………………………………..06666



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General IGeneral IGeneral IGeneral Informationnformationnformationnformation

STANDARD OPERATING PROCEDURES INTRODUCTIONSTANDARD OPERATING PROCEDURES INTRODUCTIONSTANDARD OPERATING PROCEDURES INTRODUCTIONSTANDARD OPERATING PROCEDURES INTRODUCTION SOP establish how, when, and where various items are accomplished in the conduct of a normal flight. They are critical to the safe and efficient operation of the airplane. In normal line operations, SOP. must be followed, however the Captain maintains the authority to deviate from any procedure if a different course of action is safer. In this document, all the required information for the pilots is covered regarding the 737 family. The appendix chapter contains information for the calculations done by more experienced pilots though it is still highly recommended from all cockpit crew to be updated on them. Also be advised that all flight critical limitiation information described within the following chapters shall be considered as memory item and should be learned well by all 737 type rated pilots within the MALÉV VA. The data in SOP. covers the base knwoledge required to aquire and maintain a valid type rating. For extended information on the cockpit procedures and aircraft systems, refer to the PMDG manuals and / or visit: www.smartcockpit.com: www.smartcockpit.com: www.smartcockpit.com: www.smartcockpit.com TerminologyTerminologyTerminologyTerminology:::: In ICAO, the terms ‘shall’ and ‘should’ are used to indicate Standards and Recommended Practices. This convention is used in this chapter to ensure clarity of intention and shall be taken to mean the following:

• Shall…………………………………………………………………………………………….. A company requirement • Should……………………………………………………………………………………..A company recommendation • May………………………………………………………….The application of a procedure or provision is optional.

Notices:Notices:Notices:Notices: It is important to all virtual pilots to realize that there may be differences between simulated and real life aviation. As this document is mostly based on the official training and operating manuals, some datas may deviate. For example, we included the original tablet for the ACFT MASS chapter, but MALÉV VA uses only one fix max. payload and DOW value for its operations. We kindly ask all pilots to check MAVA RVK (Flight Operations Manual) and MAVA forums for the appropriate values.




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CHAPTER 1: LIMITATIONS AND AIRCRAFT DATA ..................................................................................... 7

1.1 ABBREVIATIONS: .............................................................................................................................. 7

1.2 UNITS OF MEASUREMENT AND CONVERSIONS: .......................................................................... 11

1.3 LIMITATIONS AND AIRCRAFT DATA ............................................................................................... 12

1.3.1 MODEL IDENTIFICATION .......................................................................................................... 12

1.3.2 ACFT OPERATION ..................................................................................................................... 12

1.3.3 TURN RADIUS ........................................................................................................................... 12

1.3.4 ACFT DIMENSIONS ................................................................................................................... 12

1.3.4.1 B737-600 DIMENSIONS AND TURN RADIUS: .................................................................... 13



1.3.5 ACFT MASS: .............................................................................................................................. 16

1.3.6 WIND LIMITS ............................................................................................................................. 16

1.3.6.1 TAKE-OFF & LANDING MAX. CROSSWIND COMPONENT ................................................ 16

1.3.7 FUEL USEABLE ......................................................................................................................... 16

1.3.8 GEAR, TYRES, FLAP & SPEED BRAKES ................................................................................... 17

1.3.9 ENGINES ................................................................................................................................... 17

1.3.10 APU ......................................................................................................................................... 18

1.3.10.1 APU Fuel consumption: ..................................................................................................... 18

1.3.11 PRESSURIZATION ................................................................................................................... 18

1.3.12 ELECTRICAL............................................................................................................................ 19

1.3.13 NAVIGATION ........................................................................................................................... 19

1.3.14 ICE &RAIN ............................................................................................................................... 19

1.3.15 WARNINGS.............................................................................................................................. 19

1.3.16 AUTOPILOT & CAT II / III ......................................................................................................... 19

1.3.17 HYDRAULIC ............................................................................................................................ 20



CHAPTER 1: LIMITATIONS AND AIRCRAFT DATACHAPTER 1: LIMITATIONS AND AIRCRAFT DATACHAPTER 1: LIMITATIONS AND AIRCRAFT DATACHAPTER 1: LIMITATIONS AND AIRCRAFT DATA 1.11.11.11.1 ABBREVIATIONSABBREVIATIONSABBREVIATIONSABBREVIATIONS:::: Missing abbreviations:Missing abbreviations:Missing abbreviations:Missing abbreviations: AFEAFEAFEAFE AAAAbove FFFField EEEElevation AALAALAALAAL AAAAbove AAAAirport LLLLevel PDPPDPPDPPDP PPPPlanned DDDDescent PPPPoint VDPVDPVDPVDP VVVVisual DDDDescent PPPPoint CFITCFITCFITCFIT CCCControlled FFFFlight IIIInto TTTTerrain



1.21.21.21.2 UNITS OF MEASUREMENT AND CONVERSIONSUNITS OF MEASUREMENT AND CONVERSIONSUNITS OF MEASUREMENT AND CONVERSIONSUNITS OF MEASUREMENT AND CONVERSIONS::::



1.1.1.1.3333 LIMITATIONS AND AIRCRAFT DATALIMITATIONS AND AIRCRAFT DATALIMITATIONS AND AIRCRAFT DATALIMITATIONS AND AIRCRAFT DATA 1.3.11.3.11.3.11.3.1 MODEL IDENTIFICATIONMODEL IDENTIFICATIONMODEL IDENTIFICATIONMODEL IDENTIFICATION

1.3.21.3.21.3.21.3.2 ACFT OPERATIONACFT OPERATIONACFT OPERATIONACFT OPERATION VMO / MMO 340kts / 0.82M Max operating Altitude 41,000ft. Max T/O and LDG Altitude 8,400ft Max RWY slope +/-2% Max Latitude: 82N to 82S 1.31.31.31.3.3.3.3.3 TURN RADIUSTURN RADIUSTURN RADIUSTURN RADIUS Min pavement width for 180° (600) 18.60m Min pavement width for 180° (700) 20.10m Min pavement width for 180° (800) 24.00m Nose wheel steering 78°, Eff 75° Nose wheel steering via rudder pedals 7° Do not attempt to make a turn away from an obstacle within 4.6m of the wing tip or within 9.8m (7.3m for B(7.3m for B(7.3m for B(7.3m for B----737737737737----800)800)800)800) of the nose.

1.3.41.3.41.3.41.3.4 ACFT DIMENSIONSACFT DIMENSIONSACFT DIMENSIONSACFT DIMENSIONS Length nose to stab tips (600) 31,20m Length nose to stab tips (700) 33,60m Length nose to stab tips (800) 39,50m Wing Span 34.40m Overall height 12.50m



1.3.4.11.3.4.11.3.4.11.3.4.1 B737B737B737B737----600 600 600 600 DIMENSIONS AND TURN RADIUS:DIMENSIONS AND TURN RADIUS:DIMENSIONS AND TURN RADIUS:DIMENSIONS AND TURN RADIUS:



1.3.4.21.3.4.21.3.4.21.3.4.2 B737B737B737B737----700 700 700 700 DIMENSIONS AND TURN RADIUS:DIMENSIONS AND TURN RADIUS:DIMENSIONS AND TURN RADIUS:DIMENSIONS AND TURN RADIUS:



1.3.4.31.3.4.31.3.4.31.3.4.3 B737B737B737B737----800 800 800 800 DIMENSIONS AND TURN RADIUSDIMENSIONS AND TURN RADIUSDIMENSIONS AND TURN RADIUSDIMENSIONS AND TURN RADIUS::::



1.31.31.31.3....5555 ACFT MASSACFT MASSACFT MASSACFT MASS::::

1.3.61.3.61.3.61.3.6 WIND LIMITSWIND LIMITSWIND LIMITSWIND LIMITS

HeadWind no given limit XW (crosswind) demonstrated 36kts XW Max dry 35kts XW Max wet see tables below Max tailwind component for TO and landing 10 kts

Crosswind correction for rwys less then 45m wide Crosswind correction for rwys less then 45m wide Crosswind correction for rwys less then 45m wide Crosswind correction for rwys less then 45m wide ----1kt/runway width m.1kt/runway width m.1kt/runway width m.1kt/runway width m. 1.3.6.11.3.6.11.3.6.11.3.6.1 TAKETAKETAKETAKE----OFOFOFOFFFFF & LANDING& LANDING& LANDING& LANDING MAX. CROSSWIND COMPONENTMAX. CROSSWIND COMPONENTMAX. CROSSWIND COMPONENTMAX. CROSSWIND COMPONENT

1.3.71.3.71.3.71.3.7 FUEL USEFUEL USEFUEL USEFUEL USEABLEABLEABLEABLE Main tank 1 or 2 3915kg Center tank 13066kg Total fuel 20896kg Max IMBAL main tanks 453kg



IMBAL amber light off when imbalance below 91kgIMBAL amber light off when imbalance below 91kgIMBAL amber light off when imbalance below 91kgIMBAL amber light off when imbalance below 91kg LOW amber light if main tank belowLOW amber light if main tank belowLOW amber light if main tank belowLOW amber light if main tank below <907kg<907kg<907kg<907kg CONFIG amber light on if cCONFIG amber light on if cCONFIG amber light on if cCONFIG amber light on if c----tank pumps off tank pumps off tank pumps off tank pumps off >726kg>726kg>726kg>726kg IF center tank has > 453kg the main tanks must be fullIF center tank has > 453kg the main tanks must be fullIF center tank has > 453kg the main tanks must be fullIF center tank has > 453kg the main tanks must be full Max Fuel Tank temp . 49°c Minimum inMinimum inMinimum inMinimum in----flight fuel temp. is the higher of freezing point + 3°C or flight fuel temp. is the higher of freezing point + 3°C or flight fuel temp. is the higher of freezing point + 3°C or flight fuel temp. is the higher of freezing point + 3°C or ---- 43°c43°c43°c43°c Max re-fuelling pressure 55psi ( 1000kg/min)

1.3.81.3.81.3.81.3.8 GEAR, TYRES, FLAP & SPEED BRAKESGEAR, TYRES, FLAP & SPEED BRAKESGEAR, TYRES, FLAP & SPEED BRAKESGEAR, TYRES, FLAP & SPEED BRAKES VGear Retraction 235kts VGear Extension 270kts /.82M VGear Extended 320kts /.82M VFE1°-5° 250kts VFE 10° 210kts VFE 15° (600) 185kts (700) 195kts (800) 200kts VFE 25° (600) 175kts (700) 170kts (800) 190kts VFE 30° (600) 160kts (700) 165kts (800) 175kts VFE 40° (600) 155kts (700) 156kts (800) 162kts Alternate Flap extension 230kts NO Flaps extension above 20,000ftNO Flaps extension above 20,000ftNO Flaps extension above 20,000ftNO Flaps extension above 20,000ft NO Speed brakes below 1,000ft RA and / or flaps more than 15°NO Speed brakes below 1,000ft RA and / or flaps more than 15°NO Speed brakes below 1,000ft RA and / or flaps more than 15°NO Speed brakes below 1,000ft RA and / or flaps more than 15° NO Flaps if holding in ICING CONDNO Flaps if holding in ICING CONDNO Flaps if holding in ICING CONDNO Flaps if holding in ICING COND Alternate Flaps cycle 0-15°, 5min off Alternate Flaps cycle >15°, 25min off RTO braking armed at 60kts RTO braking active at and above 90kts Max tyre speed: 196kts(225mph) Hydroplaning speed: approximately 125kts Main tyre pressure: 205psi Brake types by variant: 600 – D

700 – A 800 – C

1.3.91.3.91.3.91.3.9 ENGINESENGINESENGINESENGINES Max & Min limits RED Caution limits AMBER Min dispatch OIL 12qts OIL temp amber max eng use 45min ENG start min air pressure 30 psi ENG start max temperature 725°C ENG start max air pressure 60 psi ENG start switch off 56 % N2 Motoring, reengage starter below 20 % N2Motoring, reengage starter below 20 % N2Motoring, reengage starter below 20 % N2Motoring, reengage starter below 20 % N2 Idle N1 ~20 % Idle EGT 320°C to 520°C Idle N2 ~59 % Idle FF ~272kg/h Start cycle 2' ON, 10'' OFF, 2' ON



Ignition CONT T/O, LDG, Heavy Rain, TAI onIgnition CONT T/O, LDG, Heavy Rain, TAI onIgnition CONT T/O, LDG, Heavy Rain, TAI onIgnition CONT T/O, LDG, Heavy Rain, TAI on Ignition FLT Severe TurbulenceIgnition FLT Severe TurbulenceIgnition FLT Severe TurbulenceIgnition FLT Severe Turbulence DO NOT use Reverse thrust in flight DO NOT use reduced T/O thrust with anti-skid Inoperative. 1.3.10 1.3.10 1.3.10 1.3.10 APUAPUAPUAPU

Start cycle up to 120 sec After start, time before using bleed 60 sec Stop cycle automatic cool down 60 sec MAINT light unrestricted use Fuel suction from main wing tank 1 On GND 2 packs On FLT 1 pack Max ALT Bleed AND Elec 10,000ft Max ALT Bleed OR Elec 17,000ft Max ALT Elec + Start 41,000ft Start attempts 1 start, 5'off, 1 start Auto shut. LOW OIL Press Over Speed No DC Power

1.3.10.1 1.3.10.1 1.3.10.1 1.3.10.1 APU Fuel consumptionAPU Fuel consumptionAPU Fuel consumptionAPU Fuel consumption::::

1.3.111.3.111.3.111.3.11 PRESSURIZATIONPRESSURIZATIONPRESSURIZATIONPRESSURIZATION Press limit T/O & LDG 0.125psi Cabin ALT at 41,000ft 8,000ft Cabin ALT ≥ 10000ft Aural Warning Cabin ALT ≥ 14000ft cabin O2 mask deploy Max. diff. press < 28000ft 7.45psi Max. diff. press < 37000ft 7.80psi Max. diff. press > 37000ft 8.35 ,max 8.45psi Max. diff. press (relief valve opens) 9.1psi



1.3.121.3.121.3.121.3.12 ELECTRICALELECTRICALELECTRICALELECTRICAL AC voltmeter 115 +/- 5 V AC voltmeter for APU 110 - 125V Frequency meter 400+/-10Hz DC voltage normal indication 26 +/- 4V 2 x 24 BATT voltage 22-30V STBY power 60 min 1.3.131.3.131.3.131.3.13 NAVIGATIONNAVIGATIONNAVIGATIONNAVIGATION NO ADIRU alignment at latitudes > than 78° 15’ DO NOT use WXR if fuelling, near fuel spills or persons DO NOT use TERR display for Navigation DO NOT use the EGPWS Look Ahead function within 15nm of airports not in terrain database 1.3.141.3.141.3.141.3.14 ICE &RAINICE &RAINICE &RAINICE &RAIN ENG TAI MUST BE ON with visible moisture, TAT < +10°C in / anticipated icing, except in CRZ & CLB with SAT < -40°C 1.3.151.3.151.3.151.3.15 WARNINGSWARNINGSWARNINGSWARNINGS TA amber dot 40 sec to closest point RA red box 25 sec to closest point Proximity traffic white diamond 6nm/1200ft area GPWS armed 30 to 2450ft RA Bank angle AW + amber sky pointer 35° or more Windshear warning T/O and Apch below 1500ft RA

If PSEU light does not extinguish when the MasIf PSEU light does not extinguish when the MasIf PSEU light does not extinguish when the MasIf PSEU light does not extinguish when the Master Caution system is reset:ter Caution system is reset:ter Caution system is reset:ter Caution system is reset: DO NOT TAKEOFF!DO NOT TAKEOFF!DO NOT TAKEOFF!DO NOT TAKEOFF!

1.3.161.3.161.3.161.3.16 AUTOPILOT & CAT II / IIIAUTOPILOT & CAT II / IIIAUTOPILOT & CAT II / IIIAUTOPILOT & CAT II / III

DO NOT use AILERON TRIM with AP onDO NOT use AILERON TRIM with AP onDO NOT use AILERON TRIM with AP onDO NOT use AILERON TRIM with AP on DO NOT use A/P and/or F/D in APP mode if TR UNIT light on Minimum engage height 400ft or aboveMinimum engage height 400ft or aboveMinimum engage height 400ft or aboveMinimum engage height 400ft or above Disengage Disengage Disengage Disengage :::: during approach non precision MDA- 50ft single channel ILS (600) 138ft AGL

(700) 135ft AGL (800) 158ft AGL

CAT II / III: Selection of 2nd AP channel above 800ft ILS self-test on pfd is armed 1500ft RA Wind limitations: HW 20 kts XW 15 kts TW 10 kts



1.3.171.3.171.3.171.3.17 HYDRAULICHYDRAULICHYDRAULICHYDRAULIC Min HYD pressure 2800 psi Normal HYD pressure ~3000 psi Max HYD pressure 3500 psi Quantity display 0% to 106% Refill (RF) below 76% Brake accumulator min 6 brake application or 8h parking brake Minimum fuel for ground operation of HYD electric motor-driven Pumps: 760kg



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CHAPTER 2: NORMAL PROCEDURES ..................................................................................................... 22

2.1 POLICY & GENERAL ........................................................................................................................ 25

2.1.1 Briefings ..................................................................................................................................... 25

2.1.2 Automatic Flight Monitoring ....................................................................................................... 25

2.2 NORMAL OPERATING PROCEDURES. ........................................................................................... 25

2.2.1 Autothrottle ................................................................................................................................ 25

2.2.2 LNAV usage for take-off ............................................................................................................. 25

2.2.3 Heading Bug .............................................................................................................................. 25

2.2.4 MCP Altitude.............................................................................................................................. 26

2.2.5 Flight Directors .......................................................................................................................... 26

2.2.6 Radar/EGPWS ........................................................................................................................... 26

2.2.7 Use of VHF ................................................................................................................................ 26

2.2.8 Exterior Lights ............................................................................................................................ 26

2.3 PREFLIGHT ...................................................................................................................................... 27

2.3.1 Stabilizer Trim Setting ................................................................................................................ 27

2.4 PRE-DEPARTURE ............................................................................................................................ 27

2.4.1 FMC ........................................................................................................................................... 27

2.4.1.1 Setup ................................................................................................................................... 27

2.4.1.2 Route Verification ................................................................................................................ 27

2.4.1.3 Cost Index ........................................................................................................................... 27

2.4.2 Speed Brake – Pre-Flight Stowage ............................................................................................ 27

2.4.3 Recording and Checking Clearances ......................................................................................... 28

2.4.4 Pushback ................................................................................................................................... 28

2.4.5 Ignition ....................................................................................................................................... 28

2.4.6 Minimum Oil Quantity Prior to Engine Start ................................................................................ 28

2.5 ALTIMETER SETTING AND CHECKING ........................................................................................... 28



2.6 TAXI AND TAKE-OFF ....................................................................................................................... 28

2.6.1 Taxi – General ............................................................................................................................ 28

2.6.2 Reduced Thrust Take-offs ......................................................................................................... 29

2.6.3 Take-off ..................................................................................................................................... 29

2.6.4 Turns After Take-Off .................................................................................................................. 29

2.6.5 Acceleration Altitude .................................................................................................................. 29

2.6.6 After Take-off Procedure ........................................................................................................... 29

2.6.7 Standard After Take-Off Procedure .......................................................................................... 29

2.6.8 Low Level Altitude Restriction .................................................................................................... 29

2.7 DEPARTURES .................................................................................................................................. 30

2.7.1 Standard Departure Procedure .................................................................................................. 30

2.7.2 Noise Abatement Departure Procedures ................................................................................... 30

2.8 CLIMB, CRUISE AND DESCENT ...................................................................................................... 30

2.8.1 Non-essential Duties .................................................................................................................. 30

2.8.2 Navigation Aids .......................................................................................................................... 30

2.8.3 Cruise Cross Checks ................................................................................................................. 31

2.8.4 Fasten Belts ............................................................................................................................... 31

2.9 HOLDING, APPROACH AND LANDING ........................................................................................... 31

2.9.1 MAP mode use .......................................................................................................................... 31

2.9.2 Flap Use/Setting ........................................................................................................................ 31

2.9.3 Autobrake Use ........................................................................................................................... 31

2.9.4 Instrument Approach Procedure ................................................................................................ 31

2.9.5 Missed Approach ....................................................................................................................... 32

2.9.6 Turns On Final Approach ........................................................................................................... 32

2.9.7 Landing ...................................................................................................................................... 32

2.9.8 Runway Turnoff Point ................................................................................................................ 32

2.9.9 APU Use .................................................................................................................................... 32



2.10 NORMAL PROCEDURES ............................................................................................................... 33

2.10.1 Introduction ............................................................................................................................. 33

2.10.2 Scan Flow Patterns .................................................................................................................. 33

2.10.3 Standard Radio Tune sets: ...................................................................................................... 34

2.10.4 Non-precision approach .......................................................................................................... 34

2.10.5 Decelerated Non-precision approach ...................................................................................... 35

2.10.6 Circling approach..................................................................................................................... 35

2.10.6.1 Circling approach types / downwind entry procedures .................................................... 36



CHAPTER 2: NORMAL PROCEDURESCHAPTER 2: NORMAL PROCEDURESCHAPTER 2: NORMAL PROCEDURESCHAPTER 2: NORMAL PROCEDURES 2.1 POLICY & GENERAL2.1 POLICY & GENERAL2.1 POLICY & GENERAL2.1 POLICY & GENERAL It is a general MALÉV policy to use Boeing procedures whenever practicable. Due to regional requirements there are some variations to this policy and in some cases the Boeing policy requires elaboration or interpretation. This section contains MALÉV procedures for normal operations. 2.1.12.1.12.1.12.1.1 BriefingsBriefingsBriefingsBriefings

• Before take-off an emergency briefing shall be reviewed to cover rejected take-off and enginefailure procedures. On all subsequent take-offs, only a briefing for the plan of action in the event of an engine failure at the particular airport is required.

• Approach briefings should be reviewed prior to top of descent. • When circumstances permit, the pre-departure briefing should be completed in the ramp area before start.

All briefings should be done in a concise manner with the main points emphasized. Lengthy briefings are not normally absorbed or effective, and usually waste time. Some specific items to be covered are:

o Normal ProceduresNormal ProceduresNormal ProceduresNormal Procedures: Normal departure and ATC clearance received. Review any special requirements,

e.g. runway heading after takeoff, SID; noise abatement; initial flap retraction altitude and schedule; anti-ice considerations; turning departure; early IMC; special tracking and/or any crossing altitude requirements.

o Emergency ProceduresEmergency ProceduresEmergency ProceduresEmergency Procedures. Review any special engine failure procedures. Include special reference to maximum landing weight and landing performance limits should an immediate return be required. Special tracking, extended second segment climb, and navigation aid requirements should be briefly identified to assist in anticipating the requirements should an emergency occur.

2.1.22.1.22.1.22.1.2 Automatic Flight MonitoringAutomatic Flight MonitoringAutomatic Flight MonitoringAutomatic Flight Monitoring During automatic flight the pilot shall guard the flight controls and thrust levers whenever the aircraft is below 2500 AGL as indicated by the radio altimeter. The pilot shall at all times be prepared to revert to manual control if required. 2.2 NORMAL OPERATING PROCEDURES2.2 NORMAL OPERATING PROCEDURES2.2 NORMAL OPERATING PROCEDURES2.2 NORMAL OPERATING PROCEDURES.... 2.2.12.2.12.2.12.2.1 AutothrottleAutothrottleAutothrottleAutothrottle The autothrottle should either be ON or ARMED to ensure that minimum speed protection is always available in addition to giving autothrottle go-around capability. This applies to manual and automatic flight on two engines. 2.2.22.2.22.2.22.2.2 LNAV usage for takeLNAV usage for takeLNAV usage for takeLNAV usage for take----offoffoffoff When the departure clearance is an SID originating from the take-off runway, the LNAV should be engaged before take-off. After lift-off the AFDS tracks the SID from 50 feet AGL. 2.2.32.2.32.2.32.2.3 Heading BugHeading BugHeading BugHeading Bug The heading bug should be set to the runway heading for take-off. However, if LNAV can be used for take-off, and the pre-departure clearance consists of a low level heading change, the required heading may be preset before take-off. After the initial climb period, whenever the ACFT is commanded by LNAV mode, the pilot should always keep the heading bug on the actual HDG, to prevent any time delay in case of an ATC – follow present heading request. Also when reaching the last waypoint of the route or any given procedure, in case of online ATC in the sector, the Captain shall continue present heading until further instructions. Latest when reaching approach minima in the final approach phase, the pilot shall pre-set the correct go-around heading.



2.2.42.2.42.2.42.2.4 MCP AltitudeMCP AltitudeMCP AltitudeMCP Altitude

• Anticipated cruise altitude or Flight Level shall not be pre-selected until the departure clearance has been obtained.

• When cleared for a visual approach, 500 ft AFE should be selected, however, this does not preclude setting an intermediate level-off altitude if desired. When established on finals, an appropriate missed approach value shall be re-selected.

• On an ILS approach, set the missed approach altitude. On non-ILS approaches, the minima is initially set and then reset to the missed approach altitude later in the approach.

2.2.52.2.52.2.52.2.5 Flight DirectorsFlight DirectorsFlight DirectorsFlight Directors Flight directors may be switched OFF during a visual approach within the circuit area and rearmed (switched on) after MCP altitude has been reset for a missed approach. This eliminates unwanted commands and minimizes flight director guidance switching requirements in the event of a go-around. The 500-foot standard call on approach is an appropriate time for the pilot to verify that missed approach altitude has been set and that the flight director switches are on. 2.2.62.2.62.2.62.2.6 Radar/EGPWSRadar/EGPWSRadar/EGPWSRadar/EGPWS It is recommended that the pilot have the radar ON whenever flying in contaminated conditions, clouds or poor visibility. The Captain shall always avoid flying in CB-s! Ensure the radar is selected to OFF and TEST after landing. 2.2.72.2.72.2.72.2.7 Use of VHFUse of VHFUse of VHFUse of VHF

• VHF-1 shall be used for all primary ATC communications. • On the ground before engine start, the company frequency (HC) should be monitored on VHF-2 when the

radio is not required for other purposes. In-flight, 121.5 MHz should be monitored whenever operationally feasible.

2.2.82.2.82.2.82.2.8 Exterior LightsExterior LightsExterior LightsExterior Lights

• POSITION lights shall be switched ON at all times. • STROBE lights shall be ON when crossing or entering runways and from take-off to landing. • ANTI-COLLISION lights shall be ON from push-back / start up clearance before flight or when the aircraft is

about to move. After stopping the engines the ANTICOLLISION lights should be switched OFF when the engine N1 decreases below 5%.

• LOGO lights should be ON below 10 000 ft at night. • Landing, runway turnoff and taxi lights:



CAUTION:CAUTION:CAUTION:CAUTION:

THE TAXI LIGHT SHALL BE SELECTED OFF PRIOR TO

COMMENCEMENT OF TAKE-OFF TO AVOID HEAT DAMAGE TO ELECTRICAL WIRING IF INADVERTENTLY LEFT ON FOLLOWING

GEAR RETRACTION.

2.3 PREFLIGHT2.3 PREFLIGHT2.3 PREFLIGHT2.3 PREFLIGHT 2.3.12.3.12.3.12.3.1 Stabilizer Trim SettingStabilizer Trim SettingStabilizer Trim SettingStabilizer Trim Setting The stabilizer trim may be set as part of the Before Start Procedure when fuelling has been completed and the Load Sheet Data have been entered into the FMC. The primary source for the T/O stab trim setting is the FMC. If the provided data is unreliable, the table for trim setting calculations (attached in the Appendixes chapter) shall be used.

2.4 PRE2.4 PRE2.4 PRE2.4 PRE----DEPARTUREDEPARTUREDEPARTUREDEPARTURE 2.4.1 FMC2.4.1 FMC2.4.1 FMC2.4.1 FMC 2.4.1.1 Setup2.4.1.1 Setup2.4.1.1 Setup2.4.1.1 Setup

• IRSs should be aligned by transferring one of the GPS positions from POS REF 2/3. Prior to selecting the position into the SET IRS POS field, a ‘gross error check’ shall be made against the displayed LAST POS. This provides the most accurate latitude/longitude for the initialization.

• For take-off, the pilot shall have the FMC ACT RTE LEGS page. • To enable automatic selection of climb thrust at an altitude other than 1500 feet it is necessary to select

FMC TAKEOFF REF page 2/2 and amend the THR REDUCTION default setting from 1500 ft to the desired value.

2.4.1.2 Route Verification2.4.1.2 Route Verification2.4.1.2 Route Verification2.4.1.2 Route Verification

The FMC route shall be verified by crosscheck against the Computer Flight Plan (CFP). The minimum requirement is to compare:

• The CFP with the airways and waypoints entered on the ROUTE pages • The CFP total distance and estimated fuel remaining with the FMC calculated distance to destination and the

calculated fuel remaining at destination on the PROGRESS page.

CAUTIONCAUTIONCAUTIONCAUTION

IF USING PMDG NG SERIES, BE ADVISED THAT CALCULATED REMAINING FUEL VALUE OFTEN DEVIATES FROM THE TRUE

VALUE BEFORE TAKE-OFF 2.4.1.3 Cost Index2.4.1.3 Cost Index2.4.1.3 Cost Index2.4.1.3 Cost Index Cost Index (CI) values are normally provided on the CFP (Computer Flight Plan). Because of the necessity to accommodate ATC flow requirements, the climb and descent IAS should be changed to 280 knots and 250 knots below 10 000 ft (as applicable) unless ATC requests a different value. The operations should be conducted as close to CFP flight profile as possible taking into account weather related factors and fuel tankering if applicable. For more information about CI, refer to Flight Planning chapter of SOP. 2.4.2 Speed Brake 2.4.2 Speed Brake 2.4.2 Speed Brake 2.4.2 Speed Brake –––– PrePrePrePre----Flight StowageFlight StowageFlight StowageFlight Stowage In order to minimize the possibility of a speed brake initiated take-off configuration warning, check the speed brake lever for proper stowage during the “Preflight Procedure – Captain”, as follows. Ensure the speed brake is properly stowed by checking the thrust lever panel.



2.4.32.4.32.4.32.4.3 Recording and Checking ClearancesRecording and Checking ClearancesRecording and Checking ClearancesRecording and Checking Clearances

• The pilot shall be in attendance before a departure clearance is accepted. The flight crew shall confirm that the clearance is entered in the FMC and checked. The assigned altitude included in an airways clearance shall be set on the Mode Control Panel (MCP) or if limiting, any altitude restriction in an assigned SID.

• The pilot should refer to a valid copy of a SID and identify the particular procedure and confirm the clearance. It is required that the pilot check and review the actual terms of the clearance to having a clear understanding of the requirements. A check of the departure radio aids, frequency, VOR radials, clearance levels, etc. should be made at this time.

• As it can occure that clearence is obtained after leaving the gate, it shall be reviewed prior to take-off. • Be prepared that in special cases or for the captains request (if conditions permit), a vectored departure

should be given. Always pay attention to properly record all of the instructions in these cases. 2.4.42.4.42.4.42.4.4 PushbackPushbackPushbackPushback When all doors are closed, the gate is retracted and the aircraft is ready for pushback, complete the Before Start checklist and call for the pushback clearance. When cleared for pushback, select the ANTI COLLISION light ON contact the ground agent using standard terminology. 2.4.52.4.52.4.52.4.5 IgnitionIgnitionIgnitionIgnition At the home base or following a crew change, the right ignition system shall be used to start both engines; thereafter, left ignition should be used. This procedure validates the serviceability of the critical igniters while preserving system integrity. 2.4.62.4.62.4.62.4.6 Minimum Oil Quantity Prior to Engine StartMinimum Oil Quantity Prior to Engine StartMinimum Oil Quantity Prior to Engine StartMinimum Oil Quantity Prior to Engine Start Prior to engine start, an indicated oil level of 12 quarts should prevent transient low oil level indications during the take-off phase due to gulping, airplane pitch and longitudinal acceleration. 2.5 ALTIMETER SETTING AND CHECKING2.5 ALTIMETER SETTING AND CHECKING2.5 ALTIMETER SETTING AND CHECKING2.5 ALTIMETER SETTING AND CHECKING Altimeter setting and checking procedures are covered in MALÉV VA RVK Section 1.2.2 – Altimeter Setting Procedures. 2.6 TAXI AND TAKE2.6 TAXI AND TAKE2.6 TAXI AND TAKE2.6 TAXI AND TAKE----OFFOFFOFFOFF 2.6.1 Taxi 2.6.1 Taxi 2.6.1 Taxi 2.6.1 Taxi –––– GeneralGeneralGeneralGeneral The pilot must exercise caution during ground maneuvering. Special care is required before entering or crossing any taxiway or runway to prevent runway incursion (HOT SPOTS) and ensure no conflict exists with other traffic. During ground movement crossing of red cross bars is strictly prohibited crossing of red cross bars is strictly prohibited crossing of red cross bars is strictly prohibited crossing of red cross bars is strictly prohibited even if the previously accepted taxi clearance is valid beyond that. Always have the bars switched off by the ground controller. If the controller is unable to switch off the lights make a note on the CFP. (The ground movement radars automatically report the crossings even if it is favorable for both the controller and the pilot.) Any paperwork not relevant to ATC communication should be suspended during taxi. Non-essential calls to the company shall not be made during taxi. As of MALÉV VA company policy, the taxiing pilot should reach a taxiing speed of maximum 15kts on the apron area. Higher taxi speed than 30kts is only acceptable in case of:

• Backtracking a runway • Taxiing a long way to holding point, outside the apron area and no turns expected within the next 100 meters

at any time.



2.6.22.6.22.6.22.6.2 Reduced Thrust TakeReduced Thrust TakeReduced Thrust TakeReduced Thrust Take----offsoffsoffsoffs Company policy is to use reduced thrust for all take-offs when conditions permit. The assumed temperature method and derating are covered in the Performance section of this document. 2.6.32.6.32.6.32.6.3 TakeTakeTakeTake----offoffoffoff

• The captain shall keep his hand on the thrust levers during take-offs and shall make the decision and action if any rejected take-off is required. At V1 the thrust levers should be released.

• VNAV shall not be used until the flaps are fully retracted after take-off and below 3000 ft AGL. • For passenger comfort, the body angle should not normally be allowed to exceed 20º on take-off. • A/P CMD mode should not be engaged below 400ft AGL’

2.6.42.6.42.6.42.6.4 Turns After TakeTurns After TakeTurns After TakeTurns After Take----OffOffOffOff Unless a curved departure is required or special engine failure procedures are being conducted turns shall not to be commenced after take-off until 500 ft AGL.

2.6.52.6.52.6.52.6.5 Acceleration AltitudeAcceleration AltitudeAcceleration AltitudeAcceleration Altitude Standard operations acceleration altitude is 1500ft AGL in all conditions. However, the Commander has the right to change it, to obtain better climb performance for special noise abatement procedures or for improved climb performance in the case of high CFIT risk level. Engine Failure Flap Retraction Altitude (EFFRA) is normally 1000 ft AFE and is displayed on the top of the Landing Altitude Reference bar. Non-standard EFFRAs shall be set using the baro minima set feature. 2.6.62.6.62.6.62.6.6 After TakeAfter TakeAfter TakeAfter Take----off Procedureoff Procedureoff Procedureoff Procedure The after take-off procedure should be performed when the flaps are retracted. Should it be delayed until after acceleration to initial climb speed, extra care shall be taken to ensure that the landing gear lever is not inadvertently moved past the OFF position.

CAUTIONCAUTIONCAUTIONCAUTION:

IF THE GEAR LEVER IS INADVERTENTLY PASSED THROUGH OFF TO THE DOWN POSITION INITIATE THE RETRACTION WHEN THE GEAR IS

FULL DOWN AND THE IAS IS REDUCED BELOW 230 KNOTS.

2.2.2.2.6.76.76.76.7 Standard After TakeStandard After TakeStandard After TakeStandard After Take----Off POff POff POff Procedurerocedurerocedurerocedure Landing Lights OFF Engine Start Switches (only if Anti-Ice not required) NORMAL Autobrake OFF Gear Lever OFF APU (if running) OFF 2.6.8 Low Level Altitude Restriction2.6.8 Low Level Altitude Restriction2.6.8 Low Level Altitude Restriction2.6.8 Low Level Altitude Restriction Whenever there is a low level altitude restriction after take-off, the autopilot should be engaged as soon as practical. Excessive control pressure at the time of engagement may either prevent engagement or cause reversion to CWS pitch and/or roll, so for these reasons, appropriate stab trim operation shall be done at any time when in manual flight.



2.7 DEPARTURES2.7 DEPARTURES2.7 DEPARTURES2.7 DEPARTURES 2.7.1 Standard Departure Procedure2.7.1 Standard Departure Procedure2.7.1 Standard Departure Procedure2.7.1 Standard Departure Procedure At aerodromes without jet noise abatement procedures the following company procedure is to be adopted:

• Climb at V2 + 10 to V2 + 20 (or max body angle 20º) to 1500 ft AFE; • At 1500 ft AFE ensure climb thrust is set. • At 3000 feet accelerate and retract flaps on schedule. • After flap/slat retraction is complete, accelerate to the enroute climb speed. • When accelerating to en route climb speed, pilots are required to adhere to the applicable airspace speed

restrictions marked on the charts

Do not change the flap configuration below 1000 ft AFE.Do not change the flap configuration below 1000 ft AFE.Do not change the flap configuration below 1000 ft AFE.Do not change the flap configuration below 1000 ft AFE.

2.7.2 Noise Abatement Departure Procedures2.7.2 Noise Abatement Departure Procedures2.7.2 Noise Abatement Departure Procedures2.7.2 Noise Abatement Departure Procedures Pilots are required to adhere to all published noise abatement procedures. ICAO PANS-OPS gives two noise abatement climb procedures titled NADP 1 and NADP 2 (Noise Abatement Departure Procedure). Some charts make reference to ICAO A and B procedures. These are synonymous with NADP 1 and NADP 2 respectively. NADP 1NADP 1NADP 1NADP 1

• Climb at V2 + 10 to V2 + 20 (or max body angle 20º) to minimum 800 ft AFE; • Then ensure climb thrust is set and continue climb at V2 + 10 to V2 + 20 to 3000 ft AFE; • At 3000 ft AFE accelerate and retract flaps on schedule. • After flap/slat retraction is complete, accelerate to the en-route climb speed. • When accelerating to en-route climb speed, pilots are required to adhere to the applicable airspace speed

restrictions as marked on the charts. NADP 2NADP 2NADP 2NADP 2

• Climb at V2 + 10 to V2 + 20 (max body angle 20º) to minimum 800 ft AFE; • Then ensure climb thrust is set and, maintaining a positive rate of climb, accelerate to not above flaps ‘UP’

speed + 10 whilst retracting flaps on schedule; • At 3000 ft AFE accelerate to the en-route climb speed. • When accelerating to en-route climb speed, pilots are required to adhere to the applicable airspace speed

restrictions as marked on the charts. 2.8 CLIMB, CRUISE AND DESCENT2.8 CLIMB, CRUISE AND DESCENT2.8 CLIMB, CRUISE AND DESCENT2.8 CLIMB, CRUISE AND DESCENT 2.8.1 Non2.8.1 Non2.8.1 Non2.8.1 Non----essential Dutiesessential Dutiesessential Dutiesessential Duties Any paperwork other than completing the CFP should be left until cruising level. Nonessential calls to the company and normal PA shall not be made until FL 100. CFP completing shall not be done during climb or descent while being below FL100 to keep situation awareness. 2222.8.2.8.2.8.2.8.2 Navigation AidsNavigation AidsNavigation AidsNavigation Aids

• The pilot should set up approach aids, courses and minima prior to TOD. Even if a visual approach is anticipated, the navigation and flight instruments should be configured for the preferred instrument approach to the applicable runway, including setting the minima (a full instrument briefing is not required). If subsequently cleared for a visual approach, the captain may RST MINS to negate the auto call-out.

• The normal order of instrument approach priority is: ILS, RNAV, VOR and NDB. • Pilot shall positively identify all primary tracking aids; satisfactory auto-ident is considered a positive

identification.



2.8.32.8.32.8.32.8.3 Cruise Cross ChecksCruise Cross ChecksCruise Cross ChecksCruise Cross Checks When the aircraft is established at the assigned cruise level, the Mode Control Panel (MCP) and the FMC are to be regularly checked by the pilot to ensure that the aircraft is at the correct level, the correct altimeter setting is set and the fuel consumption accords to the planned FF schedule. If there are serious deviations, consider a technical landing. 2.8.42.8.42.8.42.8.4 Fasten BeltsFasten BeltsFasten BeltsFasten Belts At latest when passing FL100 on descent, select FASTEN BELTS – ON 2.9 HOLDING, APPROACH AND LANDING2.9 HOLDING, APPROACH AND LANDING2.9 HOLDING, APPROACH AND LANDING2.9 HOLDING, APPROACH AND LANDING 2.9.12.9.12.9.12.9.1 MAP mode useMAP mode useMAP mode useMAP mode use In order to keep full awareness of the actual situation, the pilot shall always enter all inflight changes into the FMS, to obtain proper data in any upcoming flight situation, regarding fuel consumption and laterial flight path plotting. Also it is highly recommended to put all data in the system to make it calculate and display the selected flight pattern when making non precision, visual or cycling approaches. The use of MAP mode on ND is a mandatory until the final leg turn. These recommendations provides the pilot with the necessery information in case of a sudden flight situation change like:

• weather change • go-around • flight critical system malfunction, aborted approach

In these cases, regarding flight safety, enough human performance is not available to recalculate flight pattern while trying to solve the situation. 2.9.22.9.22.9.22.9.2 Flap Use/SettingFlap Use/SettingFlap Use/SettingFlap Use/Setting

• In order to minimize flap track wear, flap selection in normal situations should not be made more than approximately 10 knots above the current maneuvering speed. As flap 1 has minimal drag effect, speed brakes and/or landing gear should be used rather than selecting either flap 1 or 5 close to limit speeds. NOTE: NOTE: NOTE: NOTE: SpeedbrakesSpeedbrakesSpeedbrakesSpeedbrakes should not be used with flap 15 or greater.should not be used with flap 15 or greater.should not be used with flap 15 or greater.should not be used with flap 15 or greater.

• Flap 30 is the normal landing flap on the -600,-700,-800; however, flap 40 should be used in poor weather, tail winds, on shorter runways and anytime brake cooling requirements may have an adverse impact on turn-around time. Flap 30 should be used if turbulent weather is anticipated to aquire better GA performance and should be used when an extended landing roll is anticipated.

2222.9.3.9.3.9.3.9.3 Autobrake UseAutobrake UseAutobrake UseAutobrake Use After the gear is selected down, the pilot shall arm the speedbrake, and should reconsider the autobrake selection. Enough autobrake should be selected to alleviate the need to manually override with heavy braking in order to achieve the desired runway turn-off. As a guide to the correct autobrake setting, reference should be made to the applicable Auto Brake Landing Distance table.

Refer to AppendixRefer to AppendixRefer to AppendixRefer to Appendix chapter: chapter: chapter: chapter: 6666.1.1.1.1

2.9.4 Instrument Approach Procedure2.9.4 Instrument Approach Procedure2.9.4 Instrument Approach Procedure2.9.4 Instrument Approach Procedure Autopilot coupling should be used down to the minimum on all instrument approaches under actual instrument conditions when there is significant cloud within +500 ft of the minima or when the reported visibility is within required visibility + 2000 meters.



2.9.5 Missed Approach2.9.5 Missed Approach2.9.5 Missed Approach2.9.5 Missed Approach Failure to recognize the need for, and to execute Failure to recognize the need for, and to execute Failure to recognize the need for, and to execute Failure to recognize the need for, and to execute a missed approach, is a majora missed approach, is a majora missed approach, is a majora missed approach, is a major cause of approach and cause of approach and cause of approach and cause of approach and landing accidents. The captain is ultimately responsibllanding accidents. The captain is ultimately responsibllanding accidents. The captain is ultimately responsibllanding accidents. The captain is ultimately responsibleeee forforforfor the decision to continue or to abandon an the decision to continue or to abandon an the decision to continue or to abandon an the decision to continue or to abandon an approach. approach. approach. approach.

• A missed approach shall be executed whenever required visual reference is not obtained or maintained at or below minimum, or when an approach is not stabilized at the Company required altitude of 1000 ft AFE – top of the white Landing Altitude Reference Bar - in IMC or 500 ft - top of the yellow Landing Altitude Reference Bar - (300 ft in case of circling) AFE in VMC.

• In addition after commencement of the approach, a go-around or a missed approach should be conducted when:

o Confusion exists or the pilots coordination breaks down; o There is an uncertainty about situational awareness; o Checklists are being conducted late or the crew is task overloaded; o Any malfunction threatens the successful completion of the approach; o The approach becomes unstabilized in altitude, airspeed, glide path, course or configuration o Unexpected wind shear is encountered o EGPWS/ACAS alert o ATC changes will result in an unstabilized approach; or o Adequate visual references are absent at DA, VDA or MDA.

• For both an all-engines or one-engine inoperative missed approach, the acceleration altitude is 1000 ft minimum HAT. If the acceleration altitude is reached while turning, keep climbing and accelerate at the altitude reached at the completion of the turn.

• In all cases all cases all cases all cases of a missed approach/go-around, the published missed approach procedure for the applicable runway-aligned instrument approach should be flown, unless otherwise instructed by ATC.

• It is company policy that after two unsuccessful approaches, a third approach should not be immediately attempted, unless the captain believes there is a high probability of a successful approach and landing. In the event of an emergency or other overriding operational requirement, the foregoing does not apply.

2.9.6 Turns On Final Approach2.9.6 Turns On Final Approach2.9.6 Turns On Final Approach2.9.6 Turns On Final Approach During approach, the final turn should be completed and the aircraft aligned by 500 ft HAT. In special cases (e.g. circling) 300 ft is applicable. 2.9.7 Landing2.9.7 Landing2.9.7 Landing2.9.7 Landing Reverse thrust shall be selected for all landings to prevent gear brakes from to be overheated, but if weather conditions and field options allow, use of idle reverse thrust is advised for noise abatement purposes. 2.9.8 Runway Turnoff Point2.9.8 Runway Turnoff Point2.9.8 Runway Turnoff Point2.9.8 Runway Turnoff Point Pilots should carefully consider the most appropriate runway turnoff point to aim for. Considerations include:

• Aircraft weight, • Flap setting and approach speed, • Ambient conditions – runway surface condition, wind & temperature, • Local regulations, minimum runway occupancy time • Taxi time to apron – unless there is a significant time penalty do not use heavy braking to achieve the first

turnoff. 2.9.9 APU Use2.9.9 APU Use2.9.9 APU Use2.9.9 APU Use After landing, the APU should be started at an appropriate time to minimize fuel usage yet ensure adequate time for stabilization prior to the use of APU bleed air.



2.10 NORMAL PROCEDURES2.10 NORMAL PROCEDURES2.10 NORMAL PROCEDURES2.10 NORMAL PROCEDURES 2.10.1 Introduction2.10.1 Introduction2.10.1 Introduction2.10.1 Introduction MALÉV Virtual committed to use the normal procedures and checklists supplied by the Boeing company for the 737 NG aircraft. However, owing to some company experiences in the past, some items or sequences have been changed and the original procedures and checklist amended. All these changes are described in SOP. and on the MALÉV VA official forum.

For appropriate For appropriate For appropriate For appropriate cockpit procedurescockpit procedurescockpit procedurescockpit procedures, refer to PMDG manual, refer to PMDG manual, refer to PMDG manual, refer to PMDG manualssss!!!!

2.10.2 Scan Flow Patterns2.10.2 Scan Flow Patterns2.10.2 Scan Flow Patterns2.10.2 Scan Flow Patterns

NOTE: NOTE: NOTE: NOTE: The scan flow pattern attached above is for multicrew operations, however, every MALÉV VA pilot should consider it as a great guide for the usual and recommended cockpit instruments check on ground and in flight.



2.10.3 2.10.3 2.10.3 2.10.3 Standard Radio Tune sets:Standard Radio Tune sets:Standard Radio Tune sets:Standard Radio Tune sets: Refer to table below to obtain information about the required radio settings regarding the considered approach type.

2.10.42.10.42.10.42.10.4 NonNonNonNon----precision approachprecision approachprecision approachprecision approach

• Provided the AFDS is serviceable, the Automatic flight (A/P CMD, A/T ON) is the compulsory method for flying of all non-precision approaches except in VMC or if the visibility and cloud base is as per 2.9.4.

• MCP mode selection option for each type of approach:

• If the Procedure 1 is used for NDB or LOC/BC approach then the call out FINAL TRACK - RUNWAY HEADING when established is to be replaced by call out FINAL TRACK -HEADING …).

• Always check the ANP against the RNP values before executing an LNAV approach.



• If an out of tolerance disagreement between LNAV track and raw data exists, use of LNAV must be terminated and raw data information followed using HDG SEL mode. The deviation is considered out of tolerance if the raw data indicate deviation from the final approach track outside one dot (VOR, LOC, LOC/BC) or +/-5°left/right (NDB).

• Where an NDB or LLZ final approach segment overlays the corresponding ILS approach track, select the ILS approach to FMC as a support.

• Check for route discontinuities when using LNAV during an intermediate approach. • Configure the airplane and complete the Landing Checklist before reaching FAF. • Refer to the Rate of descent table in an appropriate approach chart landing minima section to set a desired

rate of descent (based on the indicated or estimated ground speed) to follow the pre-computed approach profile.

• Crosscheck the actual altitude over the DME fix against the DME/ALT table. The step-down fixes (DME distance, VOR radial) shall be verified by reference to appropriate raw data information.

• The MCP selected V/S shall not be more than 1000 ft/min below 500 ft AAL. • Always calculate the PDP for non-precision approach to be flow

2.10.52.10.52.10.52.10.5 Decelerated NonDecelerated NonDecelerated NonDecelerated Non----precision approachprecision approachprecision approachprecision approach The gear and flaps extension to 15° may be delayed until the OM or 5 NM DME or fix by the captain decision if:

• traffic permits or requires • direct (DME) or indirect (e.g. crossing radial) distance measurement is available to the threshold of the

landing RWY • the approach is straight-in (±30°) • steady VMC conditions • the landing runway is in sight • airplane configuration over the FAF (if published) or at a distance of 10NM from the THR shall be:

o at least flaps 5°or 10° o max. IAS 180 kts

2.12.12.12.10.60.60.60.6 Circling approachCircling approachCircling approachCircling approach

• All circling approaches shall be flown on A/P with A/T engaged and the A/P should be not disconnected prior to turning the base leg for the intended landing RWY.

• If the circling side is not restricted at the reference airport: o select the direction of the circling maneuver so as the base / final turn is carried out into the wind o the PF should ideally circle to his side (LSP to the left and RSP to the right)

• Use the ND MAP mode to see the airplane real drift and make the proper HDG correction to fly the desired target downwind track.

• Published MDA - up to the authorized maximum speed - ensures the OCH inside a 4,2 NM-radius circle centered on the landing RWY THR.

This radius satisfies theThis radius satisfies theThis radius satisfies theThis radius satisfies the ICAO requirements. Always check the JRM for national differences!!!ICAO requirements. Always check the JRM for national differences!!!ICAO requirements. Always check the JRM for national differences!!!ICAO requirements. Always check the JRM for national differences!!!

• The visual reference shall be maintained all the time when flying the visual segment. • When the visual reference has been lost the missed approach procedure for the initial instrument approach

flown shall be initiated regardless of the circling approach stage and the airplane position. Fly the airplane to intercept the missed approach procedure by turning all turns towards the airport and by the shortest way.



2.102.102.102.10....6.6.6.6.1 Circling approach types / downwind entry 1 Circling approach types / downwind entry 1 Circling approach types / downwind entry 1 Circling approach types / downwind entry proceduresproceduresproceduresprocedures Use the following parameters during the circling maneuvers:

• Two engines: gear down, flaps 15 • One engine inoperative: gear up, flaps 10 • Speed : 160 kts. (170 kts for 737-800 with max. landing weight and flaps 10°) • Bank angle : 25° • Set the landing configuration on the base leg • Follow the Instrument Approach until the circling MDA. If vFollow the Instrument Approach until the circling MDA. If vFollow the Instrument Approach until the circling MDA. If vFollow the Instrument Approach until the circling MDA. If visualisualisualisual • reference is not established execute the missed approach procedure.reference is not established execute the missed approach procedure.reference is not established execute the missed approach procedure.reference is not established execute the missed approach procedure. • If visual reference is established then using the above parameters the distance of the downwind leg from the

runway is approximately 1,6 NM.




LEFT LEFT LEFT LEFT




CHAPTER 3: LOW VISIBILITY PROCEDURES........................................................................................... 39

3.1 General Information ......................................................................................................................... 39

3.1.1 Definitions .................................................................................................................................. 39

3.2 LOW VISIBILITY TAKE-OFF – (LVTO) ............................................................................................... 39

3.2.1. Requirements and limitations .................................................................................................... 39

3.2.1.1 The flight crew ..................................................................................................................... 39

3.2.1.2. Airport and runways ........................................................................................................... 39

3.2.1.3 Take-off minima 125 m RVR ................................................................................................... 40

3.2.1.4 Take-off Alternate ................................................................................................................ 40

3.2.1.5 Instruments setting .......................................................................................................... 40

3.3 CAT II/IIIA APPROACH AND LANDING ........................................................................................... 40

3.3.1 Requirements and limitations .................................................................................................... 40

3.3.1.1 The flight crew ..................................................................................................................... 40

3.3.1.2 Airport and runways ............................................................................................................ 40

3.3.1.3 Wind limitations ................................................................................................................... 41

3.3.2 Checks before commencing approach.......................................................................................... 41

3.3.2.1 Expanded briefing ............................................................................................................... 41

3.3.3 Methodology of the CATIIIA approach and landing ..................................................................... 41

3.3.3.1 General conditions .............................................................................................................. 41

3.3.3.2 Runway Contact: ................................................................................................................. 42

3.3.4 NAV Aids setting ........................................................................................................................... 42



CHAPTER 3: LOW VISIBILITY PROCEDURESCHAPTER 3: LOW VISIBILITY PROCEDURESCHAPTER 3: LOW VISIBILITY PROCEDURESCHAPTER 3: LOW VISIBILITY PROCEDURES 3.1 General Information3.1 General Information3.1 General Information3.1 General Information 3333.1..1..1..1.1111 DefinitionsDefinitionsDefinitionsDefinitions

• Low Visibility Operations – LVO, Take-offs, approaches and landings during CAT II/III conditions. • Low Visibility Procedures – LVP Procedures used at the airport, when the visibility is below a minimum,

specified by the airport. • Low visibility take-off – LVTO Take-off from the runways with less than 400 meters Runway Visual Range • Operation procedures CAT I Precision approach and landing using an ILS or PAR with the decision height

not less than 200 feet and the Runway Visual Range not less than 550 meters. • Operation procedures CAT II. A category II approach is a precision instrument approach and landing with

decision height lower than 200ft (60m) but not lower than 100ft (30m), and a runway visual range not less than 300m (1000ft)

• Category III/A approach is a precision instrument approach and landing with a decision height lower than 100ft (30m) and a runway visual range not less than 200m (700ft).

• FAIL-PASSIVE automatic landing system: An automatic landing system is considered fail-passive if in the event of a failure there is no significant out-of-trim condition or deviation of flight path or attitude but the landing is not completed automatically. For a fail-passive automatic landing system the pilot assumes control of the aircraft after a failure

• Decision Height: Decision height is the wheel height above the runway elevation by which a go-around must be initiated unless adequate visual reference has been established and the aircraft position and approach path have been assessed as satisfactory to continue the approach and landing in safety (JAA). In this definition, runway elevation means the elevation of the highest point in the touchdown zone. According to the JAA, the DH recognition must be by means of height measured by radio-altimeter. All required information is described in MALÉV VA RVK.

3.23.23.23.2 LOW VISIBILITY TAKELOW VISIBILITY TAKELOW VISIBILITY TAKELOW VISIBILITY TAKE----OFF OFF OFF OFF –––– (LVTO)(LVTO)(LVTO)(LVTO) 3.3.3.3.2.1. Requirements and limitat2.1. Requirements and limitat2.1. Requirements and limitat2.1. Requirements and limitationsionsionsions 3.2.1.13.2.1.13.2.1.13.2.1.1 The flight crewThe flight crewThe flight crewThe flight crew The pilot must be certified to perform low visibility take-off with completing the requirements of the MALÉV VA LVP exam. 3.3.3.3.2.1.2. Airport and runways2.1.2. Airport and runways2.1.2. Airport and runways2.1.2. Airport and runways

• The low visibility procedures are in operation at the airport • Take-off minima :

The required RVR value must be achieved for all relevant RVR reporting points with the exception when the reported RVR / Visibility value representative of the initial part of the take-off run can be replaced by pilot assessment. When the reported meteorological visibility is below of that required for take-off and RVR is not reported, a take-off may only be commenced if the commander can determine that the RVR / Visibility along the take-off runway is equal to or better than the required minimum. This option is only applicable if the Commander has proper info from a valid source about the distance between the available visual reference points (lights), so a reliable observation could be done in order to determine RVR value.



3.2.1.33.2.1.33.2.1.33.2.1.3 TakeTakeTakeTake----offoffoffoff minima 125 m RVRminima 125 m RVRminima 125 m RVRminima 125 m RVR Conditions for using take-off minima 125 m RVR:

• The low visibility procedures are in force at the airport. • High intensity runway centerline lights spaced 15 m or less and high intensity edge lights spaced 60 m or

less are in operation. • Flight crew members have satisfactorily acquired the LVP rating of MALÉV VA. • A 90 m visual segment (6 runway centerline lights) is available from the cockpit at the start of take-off run. • The required RVR value has been achieved for all relevant RVR reporting points.

3.2.1.4 Take3.2.1.4 Take3.2.1.4 Take3.2.1.4 Take----off Alternateoff Alternateoff Alternateoff Alternate

• If a suitable take-off alternate aerodrome is not available, the commander shall not commence take-off unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at that aerodrome.

• A take-off alternate may be located within the distance of maximum 1 hour flight time at one engine inoperative speed in still air under ISA conditions based on the actual take-off weight.

• One alternate airport as a minimum is required.

3.2.1.53.2.1.53.2.1.53.2.1.5 Instruments settingInstruments settingInstruments settingInstruments setting Recommended instrument setting for a LVTO: MCP Course Display RWY HDG of the active RWY NAV1 Tune VHF receiver for the appropriate ILS frequency* NAV2 Tune VHF receiver for the appropriate ILS frequency* ND Mode Selector position MAP TERRAIN mode ON until reaching MSA WX Radar ON with antenna pitch 5° UP for take-off if CFIT risk level not higher than LOW or above MSA * if applicable 3.3.3.3.3333 CAT ICAT ICAT ICAT II/IIIA APPROACH AND LANDINGI/IIIA APPROACH AND LANDINGI/IIIA APPROACH AND LANDINGI/IIIA APPROACH AND LANDING 3.33.33.33.3.1 .1 .1 .1 Requirements and limitationsRequirements and limitationsRequirements and limitationsRequirements and limitations 3.33.33.33.3.1.1.1.1.1.1.1.1 The flight crewThe flight crewThe flight crewThe flight crew

• The pilot must be qualified to perform CAT II/IIIA approach. • Executing a CATII/IIIA approach without a valid LVP license changes the flight status to not acceptable as

this fault is considered as a NOGO item by MALÉV VA. 3.33.33.33.3.1.2.1.2.1.2.1.2 Airport and runwaysAirport and runwaysAirport and runwaysAirport and runways CATII/IIIA approach may be performed if:

• The low visibility procedures are in operation at the airport • The airport is authorized and equipped for CATII/IIIA approach and landing. • Landing minima:

In case of CATII approach the approach chart minimum RA must be set on the PFD (use RADIO mins, not BARO) because its index controls the computer generated callouts:

APPROACHING MINIMUMAPPROACHING MINIMUMAPPROACHING MINIMUMAPPROACHING MINIMUM and

MINIMUMMINIMUMMINIMUMMINIMUM



3.33.33.33.3.1.3.1.3.1.3.1.3 Wind limitationsWind limitationsWind limitationsWind limitations CAT II/IIIA approach may be performed if the wind values do not exceed:

3.3.23.3.23.3.23.3.2 Checks before commencing approachChecks before commencing approachChecks before commencing approachChecks before commencing approach Before each CAT II/IIIA approach the Commander shall commence a check in which the following items must be checked :

• The weather at destination and destination alternate airports with emphasis put on RVR and wind component values.

• Verify that the crew is qualified for the CAT II/IIIA approach • Check whether the CAT II/IIIA operations have been declared

3.3.3.3.3.3.3.3.2.12.12.12.1 Expanded briefingExpanded briefingExpanded briefingExpanded briefing

• method of the AP use • missed approach procedure • the procedure in case of technical failure • the procedure in case the RVR drops down • use of the autobrakes • use of the lights • flight deck lighting • use of the anti-ice • Taxi routes after landing

3.33.33.33.3.3.3.3.3 Methodology of the CAMethodology of the CAMethodology of the CAMethodology of the CATIIIA approach and landTIIIA approach and landTIIIA approach and landTIIIA approach and landinginginging 3.3.3.3.3.3.3.3.3.3.3.3.1111 General conditionsGeneral conditionsGeneral conditionsGeneral conditions

• During approach and landing PF hands on controls • The approach always performed in DUAL CHANNEL mode with autoland. • The landing flaps extended to 40° • The minimum AUTOBRAKE setting should be level 1. • The pilot monitors the flight instruments during the final approach phase. At an altitude of 500 ft RA, he has

to start shifting view between instruments and head up to try estabilish a visual reference. • If RETARD mode not becomes active at 50ft, abort landing and start the GA procedure • If FLARE mode not becomes active at latest 20ft, perform a manual flare. • At the DH, decide to accomplish the landing only when there is adequate visual contact and there is no

doubt about the aircraft’s position and its trajectory. • In the opposite case the Commander shall initiate a missed approach procedure. • For the evaluation of an adequate visual reference, the pilot must see at the DH : see RVK



3.3.3.3.3.3.3.3.3.3.3.3.2 2 2 2 Runway Contact:Runway Contact:Runway Contact:Runway Contact:

• Pressing TO/GA above 20 ft the aircraft will not make runway contact. • Pressing TO/GA below 20 ft, the main landing gear may contact the runway, therefore it is necessary to

closely monitor the aircraft pitch attitude. • Once the nose wheel has been lowered on the runway, it is not possible to switch on TO/GA mode therefore

it is necessary to complete the rollout. 3.3.3.3.3.43.43.43.4 NAV Aids settingNAV Aids settingNAV Aids settingNAV Aids setting

• Set the RWY in use HDG on MCP HDG window. • Set DH in feet on radio altimeter. • Set the ILS frequency for RWY in use on both NAV sets. • Set the NDB frequency farther from of the RWY in use to ADF # 1 set. • Set the NDB frequency closer to the RWY in use or NDB beyond the RWY in use or the frequency of NDB for

the missed approach to ADF # 2 set. • Set the MKR to aural broadcast. • After setting always identify all stations according the symbols on the PFD or with their aural broadcast. • A check after setting the NAV radios and instruments must always be made.



INTENTIONALLYINTENTIONALLYINTENTIONALLYINTENTIONALLY

LEFTLEFTLEFTLEFT




CHAPTER 4: PERFORMANCE ................................................................................................................... 45

4.1 Definitions ........................................................................................................................................ 45

4.1.1 Contaminated runway ................................................................................................................ 46

4.1.2 Damp runway ............................................................................................................................. 46

4.2 Take-off and climb, improved climb ................................................................................................. 46

4.2.1 Improved Climb Performance .................................................................................................... 46

4.2.3 Anti ice ...................................................................................................................................... 46

4.2.4 Use of assumed temperature method ........................................................................................ 46

4.2.5 Use of derated thrust ................................................................................................................. 47

4.2.6 Preference of flap settings ......................................................................................................... 47

4.3 Landing ............................................................................................................................................ 47

4.3.1 Approach Climb requirement ..................................................................................................... 47

4.3.2 Overweight landing .................................................................................................................... 47



CHAPTER 4: PERFORMANCECHAPTER 4: PERFORMANCECHAPTER 4: PERFORMANCECHAPTER 4: PERFORMANCE 4.14.14.14.1 DefinitionsDefinitionsDefinitionsDefinitions



4.1.4.1.4.1.4.1.1111 Contaminated runwayContaminated runwayContaminated runwayContaminated runway A runway is considered to be contaminated when more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by the following:

• Surface water more than 3 mm (0.125 in) deep, or by slush, or loose snow equivalent to more than 3 mm (0.125 in) of water

• Snow which has been compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up (compacted snow)

• Ice, including wet ice. 4.1.4.1.4.1.4.1.2222 DampDampDampDamp runwayrunwayrunwayrunway A runway is considered damp when the surface is not dry, but when the moisture on it does not give it a shiny appearance. 4.4.4.4.2 Take2 Take2 Take2 Take----off and climb, improved climboff and climb, improved climboff and climb, improved climboff and climb, improved climb 4.2.14.2.14.2.14.2.1 Improved Climb PerformanceImproved Climb PerformanceImproved Climb PerformanceImproved Climb Performance If the maximum brake release weight is limited by climb, the climb performance limited weight may be increased by use of improved climb technique. This increase in climb weight is obtained by using the excess runway available to accelerate to higher takeoff speeds thereby achieving higher gradient capability. Charts are provided for determining the climb weight improvement available in terms of the difference between the climb limit weight and field limit weight. For a given climb weight improvement the associated takeoff speed increments to be added to the normal V1, VR, and V2’s are also shown. Tire speed requirements have been checked and are not limiting for normal conditions. However, these limits could be exceeded at certain conditions where improved climb is used in conjunction with downhill slope, tailwind, and/or high altitudes and temperatures. 4.2.3 4.2.3 4.2.3 4.2.3 Anti iceAnti iceAnti iceAnti ice For take off with anti-ice on, reduce the allowable takeoff weight limit with the following values:

MALÉV aircraft are equipped with wing anti ice which trips to off at liftoff. 4.2.44.2.44.2.44.2.4 Use of assumed temperature methodUse of assumed temperature methodUse of assumed temperature methodUse of assumed temperature method

• Use of reduced thrust is favorable to reduce engine wear. • Use available airport analysis chart for determination of takeoff weight with Assumed Temperature reduced

thrust. • If analysis pages are not available, check QRH, or use full thrust with reduced climb option 1 1 1 1 or 2222, but only in

case when it is satisfactorely checked that remaining climb performance is enough. Do not use reduced thrust for one or more of the following conditions:Do not use reduced thrust for one or more of the following conditions:Do not use reduced thrust for one or more of the following conditions:Do not use reduced thrust for one or more of the following conditions:

• antiskid inop • risk of windshear • EEC in alternate mode

Use of reduced thrust on wet runway is allowed provided: • Available take off run is greater than 2500 m and field length limit weight is checked



4.4.4.4.2.52.52.52.5 Use of derated thrustUse of derated thrustUse of derated thrustUse of derated thrust

Use of derated thrust is favorable to reduce engine wear, however engine wear is not simulated. Use derated thrust only if appropriate analysis is available and the pilot is satisfactorely knows all the procedures and the use of this very difficult option. We attached the analysis pages of the most frequently used MALÉV VA airports in the APPENDIX chapter. RecommendationRecommendationRecommendationRecommendation: derated thrust and assumed temperature method may be used simultaneously eg.: assumed thrust reduction on a derated analysis. Use derated thrust only if max. allowable takeoff weight with reduced thrust is significantly higher than actual takeoff weight. Use of derated thrust is not recommended if potential windshear conditions exist. CAUTIONCAUTIONCAUTIONCAUTION: all assumed temperature and derated thrust entries are automatically deleted from FMC when weight or runway selections are modified. 4.2.64.2.64.2.64.2.6 Preference of flap settingsPreference of flap settingsPreference of flap settingsPreference of flap settings

Generally higher take off flaps resulting in higher allowable take off weight (or higher assumed temperature). 4.34.34.34.3 LandinLandinLandinLandingggg 4.34.34.34.3.1 Approach Climb requirement.1 Approach Climb requirement.1 Approach Climb requirement.1 Approach Climb requirement Check for approach climb gradient capability when the applicable instrument approach chart requires higher than 2.5% missed approach climb gradient. Consider all procedures with one engine INOP values provided, check tablets provided in chapter: appendixes Condition ModificationCondition ModificationCondition ModificationCondition Modification

• Engine bleed for packs off increase gradient by 0.3% • Engine anti-ice on decrease gradient by 0.1% • Engine and wing anti-ice on decrease gradient by 0.2% • Operating in icing conditions during any part of the flight with forecast landing temperature below 10°C • decrease gradient by 0.6%

4.4.4.4.3.23.23.23.2 Overweight landingOverweight landingOverweight landingOverweight landing Use of flaps 30 is recommended due to increased flap placard limits if runway length is not a limiting factor. Use of flaps 40 provides shorter landing distance and lower brake temperatures. Check required landing distance in Appendixes chapter of SOP. Overweight landing is allowed only in case of Emergency, when the time limit does allows the pilot to burn the fuel while holding.




LEFT LEFT LEFT LEFT




CHAPTER 5: FLIGHT PLANNING .............................................................................................................. 50

5.1 Preflight ........................................................................................................................................... 50

5.1.1 Normal operation ....................................................................................................................... 50

5.1.2 Determination of required fuel quantities ................................................................................... 50

5.2 Inflight ............................................................................................................................................. 50

5.2.1 Flight Management Computer (FMC) ......................................................................................... 50

5.2.2 Optimum altitude ....................................................................................................................... 51

5.2.3 Fuel policy ................................................................................................................................. 51

5.2.4 Cost index (CI) ........................................................................................................................... 51



CHAPTER 5: FLIGHT PLANNINGCHAPTER 5: FLIGHT PLANNINGCHAPTER 5: FLIGHT PLANNINGCHAPTER 5: FLIGHT PLANNING 5.15.15.15.1 PPPPreflightreflightreflightreflight 5.1.1 Normal operatio5.1.1 Normal operatio5.1.1 Normal operatio5.1.1 Normal operationnnn

In normal operating conditions, the pilots of MALÉV VA shall be prepared to properly prepare a flight, by complaining with the following tasks.

• Filing of the ATS plan, preparation of the operational flight plan. • The acquisition, collation and evaluation of NOTAM, meteorological and other operational information in

support of flight planning activities, including monitoring information related to aerodrome works programs. • The evaluation of navigational, meteorological, aircraft performance and flight planning related operational

factors specifically associated with the dispatch. We recommend the use of FsBuild or other planner and perfomance calculators, ActiveSky and the continous checking of the webpage: www.ippc.no. As the programs aren’t free, the use is not a mandatory.

5.1.25.1.25.1.25.1.2 Determination of required fuel quantitiesDetermination of required fuel quantitiesDetermination of required fuel quantitiesDetermination of required fuel quantities

• The MALÉV fuel policy as well as the procedures for determining the quantities of fuel to be carried are contained in RVK

5.25.25.25.2 InflightInflightInflightInflight 5.2.1 5.2.1 5.2.1 5.2.1 Flight Flight Flight Flight Management Computer (FMC)Management Computer (FMC)Management Computer (FMC)Management Computer (FMC)

• For normal operations, the FMC is the primary source of data for inflight planning. The FMC performs its function using the main Operational Flight Program (OFP) and several internally stored databases. One database stores data equivalent to an aircraft's conventional performance manual. This is known as the Performance Data Base’ (PERF DB).

• The system's performance database is contained in the permanent storage area within the Flight Management Computer. It consists of a detailed aerodynamic model, and a fuel flow & thrust model tailored to the aircraft and engine configuration of the particular aircraft in which the FMC is installed.

• The aerodynamic model includes: o Basic high-speed drag polars. o Target airspeeds for all operating modes and conditions. o Buffet limit envelope. o Values of the airplane's certified operating limits. o Speed and altitude capability data required for engine-out ops. conditions.

• The thrust model includes: o Fuel flow and thrust model for the type of engine installed on the airplane. o Data used for the computation of fuel flow, thrust, engine limits and target values. o Data used to compute corrections for the effects of air conditioning and anti-icing bleeds. o Thrust targets for turbulence penetration are also provided as advisory information for the crew.

• It is convenient to think of the performance advisory capability of the Flight Management System as an electronic operations manual. The FMC provides flight planning and performance information that the crew would normally find in the aircraft operations manual, however the FMC furnishes a great deal more information that cannot be obtained from the operations manual.

• The pilot shall keep the FMS with all inflight pattern, vertical or performance changes during the whole flight, in order to obtain most exact calculations.



5.2.2 Optimum altitude5.2.2 Optimum altitude5.2.2 Optimum altitude5.2.2 Optimum altitude

• The FMC displays optimum altitude for each of the three normal cruise modes: o Mach (Act M.760 CRZ) o LRC o ECON

• The optimum altitude provides the best fuel mileage. Some approx. fuel mileage penalties see below: o 2000’ above optimum altitude … 2 % increase in trip fuel o 2000’ below optimum altitude … 1 % increase in trip fuel o 4000’ below optimum altitude … 4 % increase in trip fuel o 6000’ below optimum altitude … 8 % increase in trip fuel

5.2.3 Fuel policy5.2.3 Fuel policy5.2.3 Fuel policy5.2.3 Fuel policy

• Taxi fuel allowance approximately 15 kg per minute. • APU fuel flow rate under normal ground operation 105 kg per hour. • APU operation during flight is presented on LIM 15./16. page • During climb trip fuel and time charts are based on an initial climb speed of 280 KIAS, if the speed is 250

KIAS due to ATC restriction below 10000 feet, the additional fuel burn is 25 kgs. • Increase total fuel flow during cruise approximately 45 kg/hr for engine anti-ice on or 140 kg/hr for engine

and wing anti-ice on.

5.2.4 Cost index (CI)5.2.4 Cost index (CI)5.2.4 Cost index (CI)5.2.4 Cost index (CI)

• CI equal: Time related cost ($ / flight hour) / Fuel price (cents / pound) • The FMC has the ability to provide optimal speed, thrust, and flight path guidance. This optimization is based

on sensor measurements of flight conditions and the operator's pre-set definition of flight cost factors. This is effected by the use of a Cost Index (CI) system which specifies the relative weighting of fuel saving and time-of-flight saving. Thus, climb, cruise, and descent optimization which assure the best possible return on trip cost can be employed without increasing flight crew workload. The FMC employs the Cost Index set by the flight crew to provide speed and thrust targets for the selected flight phase and mode of operation, as well as thrust limits to protect the engines. The target speed and thrust and thrust limit data are transmitted to the autopilot and autothrottle systems to provide direct automatic control of the airplane's flight path.

• Maximum range cruise (MRC) provides the best fuel mileage that occurs when a zero is entered as the CI. • Long range cruise (LRC) 1 % fuel penalty of MRC • The headwind increases MRC speed. Stronger headwind causes higher cruise mach.

Crews are to input the specificCI into the FMC for each sector and fly the default ECON mode for climb and cruise. The climb and descent airspeed shall be changed (if lower than 280 knots), to 280 knots for ATC flow control compatibility.

• The low CI reflects high fuel costs and results in a lower cruise speed. • Flight crew should adhere to optimum altitude to achieve optimum speed for the supplied CI. If for any

reason the actual cruise altitude is lower then the optimum by more than 2000’, use 36 CI. • FMC generated ECON speed schedule must be adhered to at all times unless exceptional circumstances

dictate otherwise. These circumstances would constitute such factors as safety-related issues and airport restrictions, following a specific request/direction from Operations Control.

• If a valid and reliable CI is missing or the pilot is not trained to calculate, use the number of 36 CI.



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CHAPTER 6: APPENDIX ............................................................................................................................ 55

6.1 Landing Distance Tables and Autobrake operations ....................................................................... 55

6.1.1 737-600/CFM56-7B20 .............................................................................................................. 55

6.1.2 737-700/CFM56-7B20 ............................................................................................................. 56

6.1.3 B737-800/CFM56-7B26 ............................................................................................................ 57

6.2 Takeoff Speeds, T/O Stab Trim setting, VREF, Flap Maneuver Speeds .......................................... 58

6.2.1 737-600/CFM56-7B20: ............................................................................................................. 58

6.2.2 737-700/CFM56-7B20: ............................................................................................................. 59

6.2.3 737-800/CFM56-7B26: ............................................................................................................ 60

6.3 Climb gradient calculations: ........................................................................................................... 61

6.3.1 General Information .................................................................................................................. 61

6.3.2 737-600/CFM56-7B20: ............................................................................................................ 61

6.3.3 737-700/CFM56-7B20: ............................................................................................................. 62

6.3.4. 737-800/CFM56-7B26: ............................................................................................................ 63

6.4 Checklists: ....................................................................................................................................... 64

6.4.1 Preflight ..................................................................................................................................... 64

6.4.2 Before Start .............................................................................................................................. 64

6.4.3 Before Taxi ............................................................................................................................... 64

6.4.4 Before Takeoff .......................................................................................................................... 64

6.4.5 After Takeoff ............................................................................................................................. 65

6.4.6 Descent .................................................................................................................................... 65

6.4.7 Approach .................................................................................................................................. 65

6.4.8 Landing ..................................................................................................................................... 65

6.4.9 Shutdown ................................................................................................................................. 65

6.4.10 Secure .................................................................................................................................... 65



6.5 Analysis pages ................................................................................................................................ 66

6.5.1 General Information .................................................................................................................. 66

6.5.2 737-600/CFM56-7B20: ............................................................................................................ 66

6.5.3 737-700/CFM56-7B20: ............................................................................................................. 82

6.5.4 737-800/CFM56-7B26: ............................................................................................................ 99

6.5.5 737-800/CFM56-7B26 – 24K Derate pages: ......................................................................... 118



CHAPTER 6: APPENDIXCHAPTER 6: APPENDIXCHAPTER 6: APPENDIXCHAPTER 6: APPENDIX 6.1 Landing Distance Tables and Autobrake operations6.1 Landing Distance Tables and Autobrake operations6.1 Landing Distance Tables and Autobrake operations6.1 Landing Distance Tables and Autobrake operations 6.1.6.1.6.1.6.1.1 1 1 1 737737737737----600/CFM56600/CFM56600/CFM56600/CFM56----7B207B207B207B20



6.1.2 6.1.2 6.1.2 6.1.2 737737737737----700700700700/CFM56/CFM56/CFM56/CFM56----7B207B207B207B20



6.1.3 6.1.3 6.1.3 6.1.3 B737B737B737B737----800/CFM56800/CFM56800/CFM56800/CFM56----7B267B267B267B26

INTENTIONALLY LEFT BLANKINTENTIONALLY LEFT BLANKINTENTIONALLY LEFT BLANKINTENTIONALLY LEFT BLANK



6.2 Takeoff Speeds, T/O Stab Trim setting, VREF, Flap Maneuver Speeds6.2 Takeoff Speeds, T/O Stab Trim setting, VREF, Flap Maneuver Speeds6.2 Takeoff Speeds, T/O Stab Trim setting, VREF, Flap Maneuver Speeds6.2 Takeoff Speeds, T/O Stab Trim setting, VREF, Flap Maneuver Speeds 6.2.1 6.2.1 6.2.1 6.2.1 737737737737----600/CFM56600/CFM56600/CFM56600/CFM56----7B207B207B207B20::::



6.2.2 6.2.2 6.2.2 6.2.2 737737737737----700/CF700/CF700/CF700/CFM56M56M56M56----7B207B207B207B20::::



6.2.3 6.2.3 6.2.3 6.2.3 737737737737----800/CFM56800/CFM56800/CFM56800/CFM56----7B267B267B267B26::::



6.3 6.3 6.3 6.3 Climb gradient calculations:Climb gradient calculations:Climb gradient calculations:Climb gradient calculations: 6.3.1 General Information6.3.1 General Information6.3.1 General Information6.3.1 General Information Required climb performance tables printed below describe the %minima for a one engine inoperative situation with flaps 15° configuration. Pilots should always count the performance available and compare it to the field required minima, described on the charts. 6.3.2 6.3.2 6.3.2 6.3.2 737737737737----600/CFM56600/CFM56600/CFM56600/CFM56----7B20:7B20:7B20:7B20:



6.3.3 6.3.3 6.3.3 6.3.3 737737737737----700/CFM56700/CFM56700/CFM56700/CFM56----7B20:7B20:7B20:7B20:



6.3.4. 6.3.4. 6.3.4. 6.3.4. 737737737737----888800/CFM5600/CFM5600/CFM5600/CFM56----7B26:7B26:7B26:7B26:



6.4 6.4 6.4 6.4 Checklists:Checklists:Checklists:Checklists: 6.46.46.46.4.1 P.1 P.1 P.1 Preflightreflightreflightreflight

6.4.2 Before S6.4.2 Before S6.4.2 Before S6.4.2 Before Starttarttarttart

6.4.3 Before T6.4.3 Before T6.4.3 Before T6.4.3 Before Taxiaxiaxiaxi

6.4.4 B6.4.4 B6.4.4 B6.4.4 Before efore efore efore TakeoffTakeoffTakeoffTakeoff



6.4.5 A6.4.5 A6.4.5 A6.4.5 After fter fter fter TakeoffTakeoffTakeoffTakeoff

6.4.6 D6.4.6 D6.4.6 D6.4.6 Descentescentescentescent

6.4.7 A6.4.7 A6.4.7 A6.4.7 Approachpproachpproachpproach

6.4.8 L6.4.8 L6.4.8 L6.4.8 Landingandingandinganding

6.4.9 S6.4.9 S6.4.9 S6.4.9 Shutdownhutdownhutdownhutdown

6.4.10 S6.4.10 S6.4.10 S6.4.10 Secureecureecureecure



6.5 6.5 6.5 6.5 Analysis pagesAnalysis pagesAnalysis pagesAnalysis pages 6.5.1 General Information6.5.1 General Information6.5.1 General Information6.5.1 General Information Important Note: Important Note: Important Note: Important Note: Use derated thrust and or assumed temperature thrust reduction only if the conditions mentioned in performance chapter allows, and the pilot is satisfactorely has a clear knwoledge about the method of FMC programming on N1 page, including the table-PMDG FMC deviations in the takeoff N1 when setting a value. 6.5.2 6.5.2 6.5.2 6.5.2 737737737737----600/CFM56600/CFM56600/CFM56600/CFM56----7B20:7B20:7B20:7B20:

--LHBP-- FLAPS 5 -- BUD--

ELEV. 495 FT FERIHEGY

BOEING 737-600 BUDAPEST, HUN

CFM56-7B20 TAKE OFF PERFORMANCE

A/C PACKS AUTO

TMP CLIMB %N1 RUNWAY 13L RUNWAY 13L-K RUNWAY 31RDP RUNWAY 13R

C **TURN**

50 500 87.0 484*/13-13-19 484*/13-13-19 486*/13-13-19 484*/13-13-19

49 505 87.2 489*/14-14-19 489*/14-14-19 491*/14-14-20 489*/14-14-19

48 511 87.4 495*/14-14-20 495*/14-14-20 496*/15-15-20 495*/14-14-20

47 516 87.6 500*/15-15-21 500*/15-15-21 501*/15-15-21 500*/15-15-21

46 521 87.8 505*/16-16-21 505*/16-16-21 507*/16-16-22 505*/16-16-21

45 527 87.9 510*/16-16-22 510*/16-16-22 513*/17-17-22 510*/16-16-22

44 533 88.1 516*/17-17-23 516*/17-17-23 519*/17-17-23 516*/17-17-23

43 538 88.3 521*/17-17-23 521*/17-17-23 524*/18-18-24 522*/17-17-23

42 544 88.5 526*/18-18-24 526*/18-18-24 530*/18-18-24 527*/18-18-24

41 549 88.7 531*/18-18-24 531*/18-18-24 536*/19-19-25 533*/19-19-25

40 555 88.8 536*/19-19-25 536*/19-19-25 541*/20-20-26 539*/19-19-25

39 560 89.0 542*/19-20-26 542*/19-20-26 547*/20-20-26 544*/20-20-26

38 566 89.2 547*/20-20-27 547*/20-20-27 553*/21-21-27 550*/21-21-27

37 571 89.4 553*/20-21-27 553*/20-21-27 558*/22-22-28 556*/21-21-27

36 577 89.6 558*/21-21-28 558*/21-21-28 564*/22-22-29 561*/22-22-28

35 583 89.7 564*/21-22-29 564*/21-22-29 570*/23-23-29 567*/22-22-29

34 588 89.9 570*/22-23-29 570*/22-23-29 576*/24-24-30 573*/23-23-30

33 594 90.1 575*/22-23-30 575*/22-23-30 581*/24-24-31 578*/24-24-30

32 600 90.3 581*/23-24-31 581*/23-24-31 587*/25-25-31 584*/24-24-31

31 606 90.5 588*/24-25-31 587*/24-25-31 594*/26-26-32 591*/25-25-32

30 612 90.7 594*/24-25-32 594*/24-25-32 600*/26-26-33 597*/25-26-32

29 613 90.5 595*/24-25-32 595*/24-25-32 601*/26-26-33 598*/25-26-32

28 614 90.4 601*/25-26-33 601*/25-26-33 601*/26-26-33 601*/26-26-33

27 614 90.2 607*/26-27-34 607*/26-27-34 607*/27-27-34 607*/27-27-34

26 614 90.1 614*/27-28-34 614*/27-28-34 613*/28-28-34 613*/28-28-34

25 614 89.9 726F/27-28-34 726F/27-28-34 620*/28-28-34 620*/28-28-34

24 615 89.8 726F/27-28-34 726F/27-28-34 626*/28-28-34 626*/28-28-34

23 615 89.7 726F/27-28-34 726F/27-28-34 626*/28-28-34 626*/28-28-34

22 615 89.5 726F/27-28-34 726F/27-28-34 626*/28-28-34 626*/28-28-34

21 615 89.4 726F/27-28-34 726F/27-28-34 626*/28-28-34 626*/28-28-34

20 616 89.2 726F/27-28-35 726F/27-28-35 626*/28-28-35 627*/28-28-35

18 616 88.9 726F/27-28-35 726F/27-28-35 627*/28-28-35 627*/28-28-35

16 616 88.6 726F/27-28-35 726F/27-28-35 627*/28-28-35 627*/28-28-35

14 617 88.3 726F/27-28-35 726F/27-28-35 627*/28-28-35 628*/28-28-35

12 617 88.0 726F/27-28-35 726F/27-28-35 628*/28-28-35 628*/28-28-35

10 618 87.7 726F/27-28-35 726F/27-28-35 628*/28-28-35 628*/28-28-35

8 618 87.4 726F/28-28-35 726F/27-28-35 628*/28-28-35 628*/28-28-35

6 618 87.1 726F/28-28-35 726F/28-28-35 629*/28-28-35 629*/28-28-35

4 619 86.8 726F/28-28-35 726F/28-28-35 629*/28-28-35 629*/28-28-35

2 619 86.5 726F/28-28-35 726F/28-28-35 629*/28-28-35 629*/28-28-35

0 620 86.2 726F/28-29-35 726F/28-29-35 629*/29-29-35 629*/29-29-35

RUNWAY LENGTH 12162 9545 12162 9875

RUNWAY SLOPE -0.64 -0.65 0.64 0.00

+KGS/+V1 PER 5 KHW 0/ 0 0/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 110/ 1 510/ 1 50/ 1 80/ 1

QNH CORRECTION: FOR LOW QNH, SUBTRACT 60 KG/mb; FOR HIGH QNH, ADD 0 KG/mb

CLEARWAY/STOPWAY 0/ 197 0/ 197 0/ 197 0/ 197

LEVEL OFF HT AAL 1000 1000 1000 1000

APPLY PERFORMANCE CORRECTION AS REQUIRED *** OBSERVE STRUCTURAL LIMITS ***







A/C PACKS AUTO

TMP CLIMB %N1 RUNWAY 31LDP

C **TURN**

50 500 87.0 484*/13-13-19

49 505 87.2 489*/14-14-19

48 511 87.4 495*/14-14-20

47 516 87.6 500*/15-15-21

46 521 87.8 505*/16-16-21

45 527 87.9 510*/16-16-22

44 533 88.1 516*/17-17-23

43 538 88.3 522*/17-17-23

42 544 88.5 527*/18-18-24

41 549 88.7 533*/19-19-25

40 555 88.8 539*/19-19-25

39 560 89.0 544*/20-20-26

38 566 89.2 550*/21-21-27

37 571 89.4 556*/21-21-27

36 577 89.6 561*/22-22-28

35 583 89.7 567*/22-22-29

34 588 89.9 573*/23-23-30

33 594 90.1 578*/24-24-30

32 600 90.3 584*/24-24-31

31 606 90.5 591*/25-25-32

30 612 90.7 597*/25-26-32

29 613 90.5 598*/25-26-32

28 614 90.4 601*/26-26-33

27 614 90.2 607*/27-27-34

26 614 90.1 613*/28-28-34

25 614 89.9 620*/28-28-34

24 615 89.8 626*/28-28-34

23 615 89.7 626*/28-28-34

22 615 89.5 626*/28-28-34

21 615 89.4 626*/28-28-34

20 616 89.2 627*/28-28-35

18 616 88.9 627*/28-28-35

16 616 88.6 627*/28-28-35

14 617 88.3 628*/28-28-35

12 617 88.0 628*/28-28-35

10 618 87.7 628*/28-28-35

8 618 87.4 628*/28-28-35

6 618 87.1 629*/28-28-35

4 619 86.8 629*/28-28-35

2 619 86.5 629*/28-28-35

0 620 86.2 629*/29-29-35

RUNWAY LENGTH 9875

RUNWAY SLOPE 0.00

+KGS/+V1 PER 5 KHW 0/ 0

-KGS/-V1 PER 5 KTW 860/ 1


CLEARWAY/STOPWAY 0/ 197

LEVEL OFF HT AAL 1000




--EDDF-- FLAPS 5 -- FRA--

ELEV. 364 FT FRANKFURT/MAIN

BOEING 737-600 FRANKFURT/MAIN, DEU


ENGINE BLEEDS ON

TMP CLIMB %N1 RUNWAY 07L-J RUNWAY 25R-F RUNWAY 18-S

C

50 501 86.9 485*/13-13-19 486*/14-14-19 486*/14-14-19

49 506 87.1 490*/14-14-20 492*/14-14-20 492*/14-14-20

48 511 87.2 496*/15-15-20 497*/15-15-20 497*/15-15-20

47 516 87.4 501*/15-15-21 502*/15-15-21 502*/15-15-21

46 521 87.6 506*/16-16-22 508*/16-16-22 508*/16-16-22

45 527 87.8 511*/16-16-22 513*/17-17-22 513*/17-17-22

44 533 88.0 516*/17-17-23 518*/17-17-23 518*/17-17-23

43 538 88.2 521*/17-17-23 523*/18-18-24 523*/18-18-24

42 544 88.3 526*/18-18-24 528*/18-18-24 528*/18-18-24

41 550 88.5 531*/18-18-25 533*/19-19-25 533*/19-19-25

40 555 88.7 536*/19-19-25 538*/19-19-25 538*/19-19-25

39 561 88.9 541*/19-19-26 544*/20-20-26 544*/20-20-26

38 566 89.1 546*/20-20-26 549*/20-20-27 550*/21-21-27

37 572 89.2 550*/20-20-27 555*/21-21-27 555*/21-21-27

36 577 89.4 555*/21-21-27 560*/22-22-28 561*/22-22-28

35 583 89.6 561*/22-22-28 566*/22-22-29 567*/22-22-29

34 588 89.8 566*/22-22-29 572*/23-23-29 572*/23-23-29

33 594 90.0 572*/23-23-29 578*/23-24-30 578*/23-24-30

32 601 90.2 578*/23-23-30 584*/24-24-31 584*/24-24-31

31 607 90.4 584*/24-24-31 590*/24-25-32 590*/25-25-32

30 613 90.5 590*/25-25-31 596*/25-26-32 597*/25-26-32

29 614 90.4 596*/25-26-32 598*/25-26-32 598*/25-26-32

28 614 90.3 602*/26-26-33 604*/26-27-33 604*/26-27-33

27 614 90.1 608*/27-27-34 610*/27-27-34 610*/27-27-34

26 615 90.0 613*/28-28-34 617*/27-28-34 617*/28-28-34

25 615 89.8 619*/28-28-34 623*/27-28-34 623*/28-28-34

24 615 89.7 621*/28-28-34 627*/27-28-34 627*/28-28-34

23 615 89.5 621*/28-28-34 628*/27-28-34 627*/28-28-34

22 616 89.4 621*/28-28-34 628*/28-28-34 628*/28-28-34

21 616 89.2 621*/28-28-35 628*/28-28-35 628*/28-28-35

20 616 89.1 621*/28-28-35 628*/28-28-35 628*/28-28-35

18 616 88.8 621*/28-28-35 628*/28-28-35 628*/28-28-35

16 617 88.5 621*/28-28-35 629*/28-28-35 629*/28-28-35

14 617 88.2 622*/28-28-35 629*/28-28-35 629*/28-28-35

12 618 87.9 622*/28-28-35 629*/28-28-35 629*/28-28-35

10 618 87.6 622*/28-28-35 630*/28-28-35 630*/28-28-35

8 619 87.3 622*/28-28-35 630*/28-28-35 630*/28-28-35

6 619 87.0 622*/28-28-35 630*/28-28-35 630*/28-28-35

4 619 86.7 622*/28-28-35 631*/28-28-35 631*/28-28-35

2 620 86.4 622*/29-29-35 631*/28-29-35 631*/28-29-35

0 620 86.1 622*/29-29-35 631*/28-29-35 631*/28-29-35

RUNWAY LENGTH 9882 10689 8973

RUNWAY SLOPE 0.28 -0.24 -0.12

+KGS/+V1 PER 5 KHW 0/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 320/ 1 90/ 1 90/ 1


CLEARWAY/STOPWAY 197/ 0 0/ 0 197/ 0

LEVEL OFF HT AAL 1450 1000 1000




--LIMC-- FLAPS 5 -- MXP--

ELEV. 767 FT MALPENSA

BOEING 737-600 MILAN, ITA


ENGINE BLEEDS ON

TMP CLIMB %N1 RUNWAY 17L RUNWAY 35RDP RUNWAY 17R RUNWAY 35LDP

C **TURN** **TURN**

50 499 87.3 480*/13-13-18 484*/13-13-19 480*/13-13-18 484*/13-13-19

49 504 87.5 485*/13-13-19 490*/14-14-20 485*/13-13-19 490*/14-14-20

48 509 87.7 491*/14-14-20 495*/14-14-20 491*/14-14-20 495*/14-14-20

47 515 87.8 496*/14-14-20 500*/15-15-21 496*/14-14-20 500*/15-15-21

46 520 88.0 502*/15-15-21 506*/16-16-22 502*/15-15-21 506*/16-16-22

45 526 88.2 508*/16-16-22 512*/16-16-22 508*/16-16-22 512*/16-16-22

44 532 88.4 513*/16-16-22 518*/17-17-23 513*/16-16-22 518*/17-17-23

43 537 88.6 519*/17-17-23 524*/18-18-24 519*/17-17-23 523*/18-18-24

42 543 88.8 524*/17-18-24 529*/18-18-24 524*/18-18-24 529*/18-18-24

41 548 89.0 530*/18-18-24 535*/19-19-25 530*/18-18-24 535*/19-19-25

40 554 89.1 536*/19-19-25 540*/20-20-26 536*/19-19-25 540*/20-20-26

39 560 89.3 541*/19-20-26 546*/20-20-26 541*/19-20-26 546*/20-20-26

38 565 89.5 547*/20-20-26 552*/21-21-27 547*/20-20-26 552*/21-21-27

37 571 89.7 552*/20-21-27 558*/22-22-28 552*/20-21-27 557*/22-22-28

36 576 89.8 558*/21-21-28 563*/22-22-28 558*/21-21-28 563*/22-22-28

35 582 90.0 564*/21-22-28 569*/23-23-29 564*/21-22-28 569*/23-23-29

34 588 90.2 569*/22-23-29 575*/23-23-30 570*/22-23-29 575*/23-23-30

33 593 90.4 575*/22-23-30 581*/24-24-30 575*/22-23-30 580*/24-24-30

32 599 90.6 581*/23-24-31 586*/25-25-31 581*/23-24-31 586*/25-25-31

31 605 90.7 587*/24-25-31 593*/25-25-32 587*/24-25-31 593*/25-25-32

30 611 90.9 593*/24-25-32 599*/26-26-33 593*/24-25-32 599*/26-26-33

29 612 90.8 594*/24-25-32 600*/26-26-33 594*/24-25-32 600*/26-26-33

28 613 90.7 595*/24-26-32 600*/26-26-33 595*/24-26-32 600*/26-26-33

27 613 90.5 601*/25-26-33 601*/26-26-33 601*/25-26-33 601*/26-26-33

26 613 90.4 607*/26-27-34 607*/27-27-34 607*/26-27-34 607*/27-27-34

25 613 90.2 613*/27-28-34 613*/28-28-34 613*/27-28-34 613*/28-28-34

24 614 90.1 620*/27-28-34 619*/28-28-34 620*/27-28-34 619*/28-28-34

23 614 89.9 623*/27-28-34 623*/28-28-34 623*/27-28-34 623*/28-28-34

22 614 89.8 623*/27-28-34 623*/28-28-34 623*/27-28-34 623*/28-28-34

21 614 89.6 623*/27-28-34 623*/28-28-34 623*/27-28-34 623*/28-28-34

20 615 89.5 623*/27-28-34 623*/28-28-34 623*/27-28-34 623*/28-28-34

18 615 89.2 624*/27-28-34 624*/28-28-34 624*/27-28-34 624*/28-28-34

16 615 88.9 624*/27-28-35 624*/28-28-35 624*/27-28-35 624*/28-28-35

14 616 88.6 624*/27-28-35 624*/28-28-35 624*/27-28-35 624*/28-28-35

12 616 88.3 625*/27-28-35 625*/28-28-35 625*/27-28-35 625*/28-28-35

10 617 88.0 625*/27-28-35 625*/28-28-35 625*/27-28-35 625*/28-28-35

8 617 87.7 625*/27-28-35 625*/28-28-35 625*/27-28-35 625*/28-28-35

6 617 87.4 626*/28-28-35 625*/28-28-35 626*/28-28-35 625*/28-28-35

4 618 87.1 626*/28-28-35 626*/28-28-35 626*/28-28-35 626*/28-28-35

2 618 86.8 626*/28-28-35 626*/28-28-35 626*/28-28-35 626*/28-28-35

0 619 86.5 626*/28-28-35 626*/28-28-35 626*/28-28-35 626*/28-28-35

RUNWAY LENGTH 12861 12861 12861 12861

RUNWAY SLOPE -0.59 0.59 -0.58 0.58

+KGS/+V1 PER 5 KHW 0/ 0 0/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 110/ 1 50/ 1 110/ 1 50/ 1



LEVEL OFF HT AAL 1000 1000 1000 1000




--LKPR-- FLAPS 5 -- PRG--

ELEV. 1247 FT RUZYNE

BOEING 737-600 PRAGUE, CZE


ENGINE BLEEDS ON

TMP CLIMB %N1 RUNWAY 06 RUNWAY 24 RUNWAY 13 RUNWAY 13-F

C

50 498 87.8 479*/13-13-18 482*/13-13-19 483*/13-13-19 483*/13-13-19

49 502 88.0 484*/13-13-19 487*/14-14-19 488*/14-14-19 488*/14-14-19

48 508 88.2 490*/14-14-20 492*/14-14-20 494*/14-14-20 494*/14-14-20

47 513 88.3 495*/14-14-20 498*/15-15-21 499*/15-15-21 499*/15-15-21

46 519 88.5 501*/15-15-21 504*/15-15-21 505*/16-16-21 505*/16-16-21

45 524 88.7 507*/16-16-22 510*/16-16-22 511*/16-16-22 511*/16-16-22

44 530 88.9 512*/16-16-22 515*/17-17-23 516*/17-17-23 516*/17-17-23

43 536 89.1 518*/17-17-23 521*/17-17-23 522*/18-18-23 522*/18-18-23

42 541 89.3 524*/18-18-24 527*/18-18-24 528*/18-18-24 528*/18-18-24

41 547 89.5 529*/18-18-24 532*/19-19-25 534*/19-19-25 534*/19-19-25

40 552 89.6 535*/19-19-25 538*/19-19-25 539*/20-20-26 539*/20-20-26

39 558 89.8 541*/19-20-26 544*/20-20-26 545*/20-20-26 545*/20-20-26

38 564 90.0 546*/20-20-26 549*/21-21-27 551*/21-21-27 551*/21-21-27

37 569 90.2 552*/20-21-27 555*/21-21-27 557*/22-22-28 557*/22-22-28

36 575 90.3 557*/21-21-28 561*/22-22-28 562*/22-22-28 562*/22-22-28

35 580 90.5 563*/22-22-28 566*/23-23-29 568*/23-23-29 568*/23-23-29

34 586 90.7 569*/22-23-29 572*/23-23-30 574*/23-23-30 574*/23-23-30

33 592 90.9 575*/23-23-30 579*/24-24-30 580*/24-24-30 580*/24-24-30

32 598 91.1 581*/23-24-31 584*/25-25-31 586*/25-25-31 586*/25-25-31

31 604 91.2 587*/24-25-31 590*/25-25-32 592*/25-25-32 592*/25-25-32

30 610 91.4 593*/24-25-32 596*/26-26-32 598*/26-26-33 598*/26-26-33

29 611 91.3 594*/25-26-32 598*/26-26-33 600*/26-26-33 600*/26-26-33

28 611 91.2 594*/25-26-32 598*/26-26-33 600*/26-26-33 600*/26-26-33

27 612 91.0 595*/25-26-32 598*/26-26-33 600*/26-26-33 600*/26-26-33

26 612 90.9 597*/25-26-32 599*/26-26-33 600*/26-26-33 600*/26-26-33

25 612 90.7 603*/26-27-33 603*/27-27-33 603*/27-27-33 603*/27-27-33

24 612 90.6 609*/27-27-34 609*/27-27-34 609*/27-27-34 609*/27-27-34

23 613 90.4 726F/27-28-34 615*/28-28-34 615*/28-28-34 615*/28-28-34

22 613 90.3 726F/27-28-34 618*/28-28-34 618*/28-28-34 618*/28-28-34

21 613 90.1 726F/27-28-34 619*/28-28-34 619*/28-28-34 619*/28-28-34

20 613 90.0 726F/27-28-34 619*/28-28-34 619*/28-28-34 619*/28-28-34

18 614 89.7 726F/27-28-34 619*/28-28-34 619*/28-28-34 619*/28-28-34

16 614 89.4 726F/27-28-34 619*/28-28-34 619*/28-28-34 619*/28-28-34

14 615 89.1 726F/27-28-35 620*/28-28-35 620*/28-28-35 620*/28-28-35

12 615 88.8 726F/27-28-35 620*/28-28-35 620*/28-28-35 620*/28-28-35

10 615 88.5 726F/28-28-35 620*/28-28-35 620*/28-28-35 620*/28-28-35

8 616 88.2 726F/28-28-35 621*/28-28-35 621*/28-28-35 621*/28-28-35

6 616 87.9 726F/28-28-35 621*/28-28-35 621*/28-28-35 621*/28-28-35

4 617 87.6 726F/28-28-35 621*/28-28-35 621*/28-28-35 621*/28-28-35

2 617 87.3 726F/28-28-35 622*/28-28-35 622*/28-28-35 622*/28-28-35

0 617 86.9 726F/28-28-35 622*/28-28-35 622*/28-28-35 622*/28-28-35

RUNWAY LENGTH 12188 12188 10663 8284

RUNWAY SLOPE -0.37 0.37 0.67 0.67

+KGS/+V1 PER 5 KHW 0/ 0 0/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 100/ 1 70/ 1 50/ 1 50/ 1



LEVEL OFF HT AAL 1000 1000 1000 1000








ENGINE BLEEDS ON

TMP CLIMB %N1 RUNWAY 31

C

50 498 87.8 478*/12-12-18

49 502 88.0 483*/13-13-19

48 508 88.2 489*/14-14-19

47 513 88.3 494*/14-14-20

46 519 88.5 500*/15-15-21

45 524 88.7 506*/15-16-21

44 530 88.9 511*/16-16-22

43 536 89.1 517*/17-17-23

42 541 89.3 522*/17-17-24

41 547 89.5 528*/18-18-24

40 552 89.6 534*/18-19-25

39 558 89.8 539*/19-19-26

38 564 90.0 545*/19-20-26

37 569 90.2 551*/20-21-27

36 575 90.3 556*/20-21-28

35 580 90.5 562*/21-22-28

34 586 90.7 568*/22-23-29

33 592 90.9 574*/22-23-30

32 598 91.1 579*/23-24-30

31 604 91.2 585*/23-24-31

30 610 91.4 591*/24-25-32

29 611 91.3 593*/24-25-32

28 611 91.2 593*/24-25-32

27 612 91.0 593*/24-25-32

26 612 90.9 597*/25-26-32

25 612 90.7 603*/25-27-33

24 612 90.6 609*/26-27-34

23 613 90.4 616*/27-28-34

22 613 90.3 619*/27-28-34

21 613 90.1 619*/27-28-34

20 613 90.0 619*/27-28-34

18 614 89.7 619*/27-28-34

16 614 89.4 620*/27-28-34

14 615 89.1 620*/27-28-35

12 615 88.8 620*/27-28-35

10 615 88.5 621*/27-28-35

8 616 88.2 621*/27-28-35

6 616 87.9 621*/27-28-35

4 617 87.6 621*/27-28-35

2 617 87.3 622*/27-28-35

0 617 86.9 622*/28-28-35

RUNWAY LENGTH 10663

RUNWAY SLOPE -0.67









RUNWAY: 12DP

**TURN**

--LQSA-- FLAPS 5 -- SJJ--

ELEV. 1708 FT SARAJEVO

BOEING 737-600 SARAJEVO, BIH


ENGINE BLEEDS ON

STANDARD / IMPROVED CLIMB

TMP CLIMB %N1 -10 KTS TW 0 WIND 10 KTS HW 20 KTS HW

C

50 496 88.6 415*/03-03-10 430*/06-06-12 436*/06-06-13 441*/07-07-14

435**17-20-27 456**22-24-30 462**25-27-33 469**25-26-32

48 506 88.9 424*/04-04-12 439*/07-07-14 445*/08-08-14 450*/08-08-15

443**18-21-27 464**23-25-31 471**25-26-32 478**25-27-33

46 516 89.2 432*/05-05-13 448*/08-08-15 454*/09-09-15 459*/09-09-16

451**19-22-28 473**24-26-32 480**25-27-33 487**28-30-36

44 528 89.6 441*/06-06-14 457*/09-09-16 463*/10-10-17 469*/10-10-17

460**21-24-31 482**25-27-33 489**26-28-34 497**29-31-37

42 539 90.0 450*/07-07-15 467*/10-10-17 472*/11-11-18 478*/12-12-19

469**22-25-32 491**26-28-35 499**27-30-36 506**29-31-38

40 550 90.3 459*/08-08-16 476*/11-11-18 482*/12-12-19 487*/13-13-20

477**22-26-33 500**26-29-35 508**28-30-37 515**31-33-40

38 561 90.7 469*/09-09-17 486*/12-12-20 491*/13-13-20 497*/14-14-21

486**23-27-34 509**27-29-36 517**29-31-37 525**31-33-39

36 573 91.0 478*/10-10-19 495*/13-13-21 501*/14-14-21 506*/15-15-22

495**24-28-35 518**29-32-39 526**30-32-39 534**31-34-40

34 584 91.4 487*/11-11-20 504*/14-14-22 510*/15-15-23 516*/16-16-23

503**25-29-36 527**29-31-38 535**30-33-40 544**32-34-41

32 596 91.8 496*/12-13-21 514*/15-15-23 520*/16-16-24 526*/17-17-25

512**25-29-37 537**31-34-41 545**32-35-42 553**34-37-43

30 608 92.1 506*/13-14-22 524*/16-16-24 530*/17-17-25 536*/18-18-26

522**26-30-38 547**32-35-42 555**33-36-43 563**34-36-43

28 611 91.9 508*/13-14-22 526*/16-16-24 532*/17-17-25 538*/18-18-26

524**26-30-38 549**32-35-43 557**34-37-44 566**34-37-44

26 611 91.6 508*/13-14-22 526*/16-16-25 533*/17-17-25 539*/18-18-26

525**26-31-38 550**32-36-43 558**34-37-44 566**35-38-45

24 612 91.4 508*/13-14-22 527*/16-16-25 533*/17-17-25 539*/18-18-26

525**27-31-38 550**32-36-43 559**34-37-44 567**36-38-45

22 612 91.1 509*/13-14-22 527*/17-17-25 533*/17-17-25 540*/18-18-26

526**27-31-39 551**31-34-41 560**33-35-43 568**35-37-44

20 612 90.8 509*/13-14-22 527*/17-17-25 534*/17-17-25 540*/18-18-26

527**27-31-39 552**33-36-43 560**33-36-43 569**35-37-44

15 613 90.0 510*/13-14-22 528*/17-17-25 535*/18-18-26 541*/19-19-26

529**28-32-40 554**33-36-44 562**35-38-45 571**36-38-45

10 614 89.2 510*/13-14-23 529*/17-17-25 535*/18-18-26 542*/19-19-26

530**28-32-40 556**32-35-43 564**34-37-44 573**36-39-46

5 615 88.5 511*/13-14-23 530*/17-17-25 536*/18-18-26 543*/19-19-27

532**29-33-40 558**33-35-43 567**35-38-45 575**37-40-47

0 616 87.7 512*/13-14-23 530*/17-17-25 537*/18-18-26 544*/19-19-27

534**29-33-41 560**33-36-44 568**36-38-46 577**36-39-46

LEVEL OFF HT. 2150 AAL

RUNWAY LENGTH 8530 FT CLEARWAY 0 FT STOPWAY 0 FT SLOPE 0.78%



ISSUED 18FEB05



RUNWAY: 30





ENGINE BLEEDS ON



C

50 496 88.6 467*/10-11-17 476*/13-13-18 477*/13-13-18 477*/13-13-18

493**29-34-39 511**33-37-42 517**35-39-44 522**36-40-45

48 506 88.9 477*/11-12-18 487*/14-14-20 487*/14-14-20 488*/14-14-20

503**31-36-42 521**35-39-45 526**37-41-46 533**37-41-46

46 516 89.2 486*/12-13-20 497*/15-15-21 498*/15-15-21 499*/15-15-21

513**32-37-43 531**36-40-46 537**37-41-46 543**38-42-48

44 528 89.6 496*/13-15-21 509*/16-16-22 509*/16-16-22 510*/17-17-22

523**33-38-44 541**37-41-47 547**38-42-48 554**39-43-48

42 539 90.0 506*/14-16-22 520*/17-18-24 520*/18-18-24 521*/18-18-24

533**34-39-45 552**39-43-49 558**40-44-50 564**40-44-49

40 550 90.3 516*/15-17-23 531*/18-19-25 532*/19-19-25 532*/19-19-25

543**34-39-46 562**39-43-49 569**41-45-51 575**41-45-51

38 561 90.7 526*/16-18-24 542*/19-20-26 543*/20-20-27 544*/20-20-27

552**34-40-46 572**40-44-51 579**42-46-52 585**42-46-52

36 573 91.0 536*/17-19-26 553*/20-21-28 555*/21-22-28 555*/21-22-28

562**35-40-47 583**39-44-50 590**43-47-53 596**43-47-53

34 584 91.4 546*/18-20-27 564*/21-23-29 566*/22-23-29 567*/23-23-29

572**35-41-47 593**42-47-53 600**44-48-54 607**46-50-57

32 596 91.8 557*/19-21-28 575*/22-24-30 578*/23-24-31 579*/24-24-31

583**36-41-48 604**43-48-54 611**44-49-56 618**47-51-58

30 608 92.1 568*/20-22-30 586*/24-25-32 590*/24-26-32 591*/25-26-32

594**36-41-48 615**44-50-56 622**46-51-58 629**48-52-59

28 611 91.9 570*/20-23-30 588*/24-25-32 593*/25-26-33 593*/25-26-33

596**36-42-49 618**44-50-56 625**47-52-58 632**47-51-58

26 611 91.6 571*/20-23-30 589*/24-25-32 593*/25-26-33 594*/25-26-33

597**37-42-49 619**44-49-56 626**47-52-59 633**48-53-59

24 612 91.4 571*/20-23-30 590*/24-25-32 596*/25-26-33 600*/26-27-33

598**37-43-50 619**45-50-56 626**45-50-56 634**48-53-59

22 612 91.1 572*/20-23-30 590*/24-26-32 596*/25-26-33 603*/26-27-34

598**37-43-50 620**46-51-57 627**47-52-59 635**48-53-59

20 612 90.8 572*/20-23-30 591*/24-26-32 597*/25-26-33 603*/27-27-34

599**38-44-50 621**46-51-58 628**47-52-58 635**49-53-60

15 613 90.0 574*/21-23-30 592*/24-26-32 599*/26-27-33 605*/27-27-34

601**39-45-52 623**46-52-58 630**48-53-59 637**49-53-60

10 614 89.2 575*/21-23-30 594*/25-26-33 600*/26-27-33 606*/27-28-34

603**40-46-53 625**46-52-58 632**48-53-60 639**49-54-60

5 615 88.5 576*/21-23-31 595*/25-26-33 601*/26-27-34 608*/27-28-34

605**41-47-54 627**47-52-59 634**48-53-60 641**50-54-60

0 616 87.7 578*/21-24-31 597*/25-26-33 603*/26-27-34 609*/28-28-34

607**42-48-55 629**47-52-59 636**48-53-60 643**50-54-61


RUNWAY LENGTH 8530 FT CLEARWAY 0 FT STOPWAY 0 FT SLOPE -0.78%





--EPWA-- FLAPS 5 -- WAW--

ELEV. 361 FT OKECIE

BOEING 737-600 WARSAW, POL


A/C PACKS AUTO

TMP CLIMB %N1 RUNWAY 11 RUNWAY 29 RUNWAY 15 RUNWAY 33

C

50 501 86.9 487*/14-14-19 486*/14-14-19 487*/14-14-19 487*/14-14-19

49 506 87.1 492*/14-14-20 492*/14-14-20 492*/14-14-20 492*/14-14-20

48 511 87.2 497*/15-15-20 497*/15-15-20 497*/15-15-20 497*/15-15-20

47 516 87.4 503*/15-15-21 502*/15-15-21 503*/15-15-21 503*/15-15-21

46 521 87.6 508*/16-16-22 508*/16-16-22 508*/16-16-22 508*/16-16-22

45 527 87.8 513*/17-17-22 513*/17-17-22 513*/17-17-22 513*/17-17-22

44 533 88.0 518*/17-17-23 518*/17-17-23 518*/17-17-23 518*/17-17-23

43 538 88.2 523*/18-18-24 523*/18-18-24 523*/18-18-24 523*/18-18-24

42 544 88.3 528*/18-18-24 529*/18-18-24 528*/18-18-24 528*/18-18-24

41 550 88.5 533*/19-19-25 534*/19-19-25 533*/19-19-25 533*/19-19-25

40 555 88.7 538*/19-19-25 540*/20-20-26 539*/19-19-25 539*/19-19-25

39 561 88.9 544*/20-20-26 546*/20-20-26 545*/20-20-26 545*/20-20-26

38 566 89.1 549*/20-20-27 551*/21-21-27 550*/21-21-27 550*/21-21-27

37 572 89.2 555*/21-21-27 557*/21-21-28 556*/21-21-28 556*/21-21-28

36 577 89.4 560*/21-22-28 563*/22-22-28 561*/22-22-28 561*/22-22-28

35 583 89.6 566*/22-22-29 568*/23-23-29 567*/23-23-29 567*/23-23-29

34 588 89.8 572*/23-23-29 574*/23-23-30 573*/23-23-30 573*/23-23-30

33 594 90.0 577*/23-24-30 580*/24-24-30 579*/24-24-30 579*/24-24-30

32 601 90.2 584*/24-24-31 586*/25-25-31 585*/24-24-31 585*/24-24-31

31 607 90.4 590*/24-25-31 592*/25-25-32 591*/25-25-32 591*/25-25-32

30 613 90.5 596*/25-26-32 599*/26-26-33 597*/25-26-32 597*/25-26-32

29 614 90.4 597*/25-26-32 599*/26-26-33 598*/25-26-32 598*/25-26-32

28 614 90.3 598*/25-26-32 604*/27-27-33 604*/26-27-33 604*/26-27-33

27 614 90.1 598*/25-26-32 610*/27-27-34 610*/27-27-34 610*/27-27-34

26 615 90.0 599*/25-26-33 616*/28-28-34 617*/28-28-34 617*/28-28-34

25 615 89.8 599*/25-26-33 617*/28-28-34 623*/28-28-34 623*/28-28-34

24 615 89.7 600*/25-26-33 617*/28-28-34 627*/28-28-34 627*/28-28-34

23 615 89.5 600*/25-26-33 618*/28-28-34 628*/28-28-34 628*/28-28-34

22 616 89.4 601*/26-26-33 618*/28-28-34 628*/28-28-34 628*/28-28-34

21 616 89.2 601*/26-26-33 618*/28-28-35 628*/28-28-35 628*/28-28-35

20 616 89.1 602*/26-26-33 619*/28-28-35 628*/28-28-35 628*/28-28-35

18 616 88.8 602*/26-26-33 619*/28-28-35 628*/28-28-35 628*/28-28-35

16 617 88.5 603*/26-26-33 620*/28-28-35 629*/28-28-35 629*/28-28-35

14 617 88.2 604*/26-27-33 621*/28-28-35 629*/28-28-35 629*/28-28-35

12 618 87.9 605*/26-27-33 622*/28-28-35 629*/28-28-35 629*/28-28-35

10 618 87.6 606*/26-27-33 622*/28-28-35 630*/28-28-35 630*/28-28-35

8 619 87.3 607*/27-27-34 623*/28-28-35 630*/28-28-35 630*/28-28-35

6 619 87.0 608*/27-27-34 624*/28-28-35 630*/28-28-35 630*/28-28-35

4 619 86.7 609*/27-27-34 625*/28-28-35 631*/28-28-35 631*/28-28-35

2 620 86.4 610*/27-27-34 625*/29-29-35 631*/29-29-35 631*/29-29-35

0 620 86.1 611*/27-27-34 626*/29-29-35 631*/29-29-35 631*/29-29-35

RUNWAY LENGTH 7546 9186 12106 12106

RUNWAY SLOPE -0.26 0.26 0.00 0.00

+KGS/+V1 PER 5 KHW 0/ 0 0/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 1310/ 3 1090/ 2 80/ 1 80/ 1


CLEARWAY/STOPWAY 0/1640 0/ 492 0/ 0 0/ 0

LEVEL OFF HT AAL 1000 1000 1000 1000




--LFPG-- FLAPS 5 -- CDG--

ELEV. 390 FT CHARLES-DE-GAULLE

BOEING 737-600 PARIS, FRA


A/C PACKS AUTO

TMP CLIMB %N1 RUNWAY 08L RUNWAY 26R RUNWAY 08R RUNWAY 26L

C

50 501 86.9 486*/13-13-19 486*/13-13-19 486*/13-13-19 486*/13-13-19

49 506 87.1 491*/14-14-20 491*/14-14-20 491*/14-14-20 491*/14-14-20

48 511 87.3 497*/15-15-20 497*/15-15-20 497*/15-15-20 497*/15-15-20

47 516 87.5 502*/15-15-21 502*/15-15-21 502*/15-15-21 502*/15-15-21

46 521 87.6 507*/16-16-22 507*/16-16-22 507*/16-16-22 507*/16-16-22

45 527 87.8 512*/16-16-22 512*/16-16-22 512*/16-16-22 512*/16-16-22

44 533 88.0 518*/17-17-23 518*/17-17-23 518*/17-17-23 518*/17-17-23

43 538 88.2 523*/18-18-24 523*/18-18-24 523*/18-18-24 523*/18-18-24

42 544 88.4 528*/18-18-24 528*/18-18-24 528*/18-18-24 528*/18-18-24

41 549 88.6 533*/19-19-25 534*/19-19-25 533*/19-19-25 534*/19-19-25

40 555 88.7 538*/19-19-25 540*/19-19-26 538*/19-19-25 540*/19-19-26

39 561 88.9 544*/20-20-26 545*/20-20-26 544*/20-20-26 545*/20-20-26

38 566 89.1 549*/21-21-27 551*/21-21-27 549*/20-21-27 551*/21-21-27

37 572 89.3 555*/21-21-27 557*/21-21-28 555*/21-21-27 557*/21-21-28

36 577 89.4 561*/22-22-28 562*/22-22-28 560*/22-22-28 562*/22-22-28

35 583 89.6 566*/22-22-29 568*/23-23-29 566*/22-22-29 568*/23-23-29

34 588 89.8 572*/23-23-29 574*/23-23-30 572*/23-23-29 574*/23-23-30

33 594 90.0 578*/23-24-30 579*/24-24-30 578*/23-24-30 580*/24-24-30

32 600 90.2 584*/24-24-31 586*/25-25-31 584*/24-24-31 586*/25-25-31

31 607 90.4 590*/24-25-32 592*/25-25-32 590*/24-25-32 592*/25-25-32

30 613 90.6 596*/25-26-32 598*/26-26-32 596*/25-26-32 598*/26-26-33

29 614 90.4 597*/25-26-32 599*/26-26-33 597*/25-26-32 599*/26-26-33

28 614 90.3 603*/26-27-33 603*/26-27-33 603*/26-27-33 603*/26-27-33

27 614 90.1 610*/27-27-34 610*/27-27-34 610*/27-27-34 610*/27-27-34

26 614 90.0 616*/27-28-34 616*/28-28-34 616*/27-28-34 616*/28-28-34

25 615 89.8 622*/27-28-34 622*/28-28-34 622*/27-28-34 622*/28-28-34

24 615 89.7 627*/28-28-34 627*/28-28-34 627*/27-28-34 627*/28-28-34

23 615 89.6 627*/28-28-34 627*/28-28-34 627*/28-28-34 627*/28-28-34

22 615 89.4 627*/28-28-34 627*/28-28-34 627*/28-28-34 627*/28-28-34

21 616 89.3 628*/28-28-35 628*/28-28-35 628*/28-28-35 628*/28-28-35

20 616 89.1 628*/28-28-35 628*/28-28-35 628*/28-28-35 628*/28-28-35

18 616 88.8 628*/28-28-35 628*/28-28-35 628*/28-28-35 628*/28-28-35

16 617 88.5 628*/28-28-35 628*/28-28-35 628*/28-28-35 628*/28-28-35

14 617 88.2 629*/28-28-35 629*/28-28-35 629*/28-28-35 629*/28-28-35

12 618 87.9 629*/28-28-35 629*/28-28-35 629*/28-28-35 629*/28-28-35

10 618 87.6 629*/28-28-35 629*/28-28-35 629*/28-28-35 629*/28-28-35

8 618 87.3 630*/28-28-35 630*/28-28-35 630*/28-28-35 630*/28-28-35

6 619 87.0 630*/28-28-35 630*/28-28-35 630*/28-28-35 630*/28-28-35

4 619 86.7 630*/28-28-35 630*/28-28-35 630*/28-28-35 630*/28-28-35

2 620 86.4 631*/28-29-35 630*/29-29-35 631*/28-29-35 630*/29-29-35

0 620 86.1 631*/28-29-35 631*/29-29-35 631*/28-29-35 631*/29-29-35

RUNWAY LENGTH 13829 13829 8858 8858

RUNWAY SLOPE -0.18 0.18 -0.22 0.22

+KGS/+V1 PER 5 KHW 0/ 0 0/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 90/ 1 80/ 1 90/ 1 70/ 1



LEVEL OFF HT AAL 1000 1000 1000 1000


ISSUED 02AUG04







A/C PACKS AUTO


C

50 501 86.9 486*/13-13-19 486*/13-13-19 486*/13-13-19 486*/13-13-19

49 506 87.1 491*/14-14-20 491*/14-14-20 491*/14-14-20 491*/14-14-20

48 511 87.3 497*/15-15-20 497*/15-15-20 497*/15-15-20 497*/15-15-20

47 516 87.5 502*/15-15-21 502*/15-15-21 502*/15-15-21 502*/15-15-21

46 521 87.6 507*/16-16-22 507*/16-16-22 507*/16-16-22 507*/16-16-22

45 527 87.8 512*/16-16-22 512*/16-16-22 512*/16-16-22 512*/16-16-22

44 533 88.0 518*/17-17-23 518*/17-17-23 518*/17-17-23 518*/17-17-23

43 538 88.2 523*/18-18-24 523*/18-18-24 523*/18-18-24 523*/18-18-24

42 544 88.4 528*/18-18-24 528*/18-18-24 528*/18-18-24 528*/18-18-24

41 549 88.6 534*/19-19-25 533*/19-19-25 534*/19-19-25 533*/19-19-25

40 555 88.7 539*/19-19-26 538*/19-19-25 539*/19-19-26 538*/19-19-25

39 561 88.9 545*/20-20-26 544*/20-20-26 545*/20-20-26 544*/20-20-26

38 566 89.1 551*/21-21-27 550*/21-21-27 551*/21-21-27 550*/21-21-27

37 572 89.3 556*/21-21-28 555*/21-21-27 556*/21-21-28 555*/21-21-27

36 577 89.4 562*/22-22-28 561*/22-22-28 562*/22-22-28 561*/22-22-28

35 583 89.6 568*/23-23-29 566*/22-22-29 568*/23-23-29 567*/22-22-29

34 588 89.8 573*/23-23-30 572*/23-23-29 573*/23-23-30 572*/23-23-29

33 594 90.0 579*/24-24-30 578*/23-24-30 579*/24-24-30 578*/23-24-30

32 600 90.2 585*/24-25-31 584*/24-24-31 585*/24-24-31 584*/24-24-31

31 607 90.4 592*/25-25-32 590*/25-25-32 591*/25-25-32 590*/25-25-32

30 613 90.6 598*/26-26-32 597*/25-26-32 598*/26-26-32 597*/25-26-32

29 614 90.4 599*/26-26-33 597*/25-26-32 598*/26-26-33 597*/25-26-32

28 614 90.3 603*/26-27-33 603*/26-27-33 603*/26-27-33 603*/26-27-33

27 614 90.1 610*/27-27-34 610*/27-27-34 610*/27-27-34 610*/27-27-34

26 614 90.0 616*/28-28-34 616*/27-28-34 616*/28-28-34 616*/28-28-34

25 615 89.8 622*/28-28-34 622*/28-28-34 622*/28-28-34 622*/28-28-34

24 615 89.7 627*/28-28-34 627*/28-28-34 627*/28-28-34 627*/28-28-34

23 615 89.6 627*/28-28-34 627*/28-28-34 627*/28-28-34 627*/28-28-34

22 615 89.4 627*/28-28-34 627*/28-28-34 627*/28-28-34 627*/28-28-34

21 616 89.3 628*/28-28-35 628*/28-28-35 628*/28-28-35 628*/28-28-35

20 616 89.1 628*/28-28-35 628*/28-28-35 628*/28-28-35 628*/28-28-35

18 616 88.8 628*/28-28-35 628*/28-28-35 628*/28-28-35 628*/28-28-35

16 617 88.5 628*/28-28-35 628*/28-28-35 628*/28-28-35 628*/28-28-35

14 617 88.2 629*/28-28-35 629*/28-28-35 629*/28-28-35 629*/28-28-35

12 618 87.9 629*/28-28-35 629*/28-28-35 629*/28-28-35 629*/28-28-35

10 618 87.6 629*/28-28-35 629*/28-28-35 629*/28-28-35 629*/28-28-35

8 618 87.3 630*/28-28-35 630*/28-28-35 630*/28-28-35 630*/28-28-35

6 619 87.0 630*/28-28-35 630*/28-28-35 630*/28-28-35 630*/28-28-35

4 619 86.7 630*/28-28-35 630*/28-28-35 630*/28-28-35 630*/28-28-35

2 620 86.4 630*/29-29-35 631*/28-29-35 630*/29-29-35 631*/28-29-35

0 620 86.1 631*/29-29-35 631*/28-29-35 631*/29-29-35 631*/28-29-35

RUNWAY LENGTH 8858 8858 13779 13779

RUNWAY SLOPE 0.14 -0.14 0.10 -0.10

+KGS/+V1 PER 5 KHW 0/ 0 0/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 90/ 1 90/ 1 80/ 1 90/ 1



LEVEL OFF HT AAL 1000 1000 1000 1000




--LIRF-- FLAPS 5 -- FCO--

ELEV. 14 FT FIUMICINO

BOEING 737-600 ROME, ITA


ENGINE BLEEDS ON

TMP CLIMB %N1 RUNWAY 07DP RUNWAY 25 RUNWAY 25-A RUNWAY 16C

C **TURN**

50 502 86.6 486*/13-13-19 493*/14-14-20 493*/14-14-20 493*/14-14-20

49 507 86.8 491*/14-14-20 498*/15-15-21 498*/15-15-21 498*/15-15-21

48 513 87.0 496*/15-15-20 504*/16-16-21 504*/16-16-21 504*/16-16-21

47 518 87.2 501*/15-15-21 509*/16-16-22 509*/16-16-22 509*/16-16-22

46 523 87.4 506*/16-16-21 515*/17-17-23 515*/17-17-23 515*/17-17-23

45 528 87.6 511*/16-16-22 520*/17-17-23 520*/17-17-23 520*/17-17-23

44 534 87.8 516*/17-17-23 525*/18-18-24 525*/18-18-24 525*/18-18-24

43 539 87.9 521*/17-17-23 530*/19-19-24 530*/19-19-24 530*/19-19-24

42 545 88.1 526*/18-18-24 535*/19-19-25 535*/19-19-25 535*/19-19-25

41 550 88.3 531*/18-18-25 540*/20-20-26 540*/20-20-26 540*/20-20-26

40 556 88.5 536*/19-19-25 545*/20-20-26 545*/20-20-26 545*/20-20-26

39 562 88.7 542*/20-20-26 550*/21-21-27 550*/21-21-27 550*/21-21-27

38 567 88.9 547*/20-20-26 555*/21-21-27 555*/21-21-27 555*/21-21-27

37 573 89.0 552*/21-21-27 560*/22-22-28 560*/22-22-28 560*/22-22-28

36 578 89.2 557*/21-21-28 565*/22-22-29 565*/22-22-29 565*/22-22-29

35 584 89.4 562*/22-22-28 570*/23-23-29 570*/23-23-29 570*/23-23-29

34 589 89.6 567*/22-22-29 575*/23-23-30 575*/23-23-30 575*/23-23-30

33 596 89.8 573*/23-23-30 581*/24-24-30 581*/24-24-30 581*/24-24-30

32 602 90.0 579*/23-23-30 587*/25-25-31 587*/24-25-31 587*/24-25-31

31 608 90.1 584*/24-24-31 593*/25-25-32 593*/25-25-32 593*/25-25-32

30 614 90.2 590*/24-25-31 599*/26-26-33 599*/26-26-33 599*/26-26-33

29 615 90.0 590*/24-25-31 606*/27-27-33 606*/26-27-33 606*/26-27-33

28 615 89.9 590*/24-25-32 612*/27-28-34 612*/27-28-34 612*/27-28-34

27 615 89.7 591*/24-25-32 618*/28-28-34 618*/28-28-34 618*/28-28-34

26 616 89.6 591*/24-25-32 625*/28-28-34 625*/28-28-34 625*/28-28-34

25 616 89.4 592*/25-25-32 631*/28-28-34 627*/28-28-34 631*/28-28-34

24 616 89.3 592*/25-25-32 631*/28-28-35 627*/28-28-35 631*/28-28-35

23 616 89.1 592*/25-25-32 631*/28-28-35 628*/28-28-35 631*/28-28-35

22 617 89.0 593*/25-25-32 632*/28-28-35 628*/28-28-35 632*/28-28-35

21 617 88.9 593*/25-25-32 632*/28-28-35 629*/28-28-35 632*/28-28-35

20 617 88.7 593*/25-25-32 632*/28-28-35 629*/28-28-35 632*/28-28-35

18 618 88.4 594*/25-25-32 632*/28-28-35 630*/28-28-35 632*/28-28-35

16 618 88.1 595*/25-25-32 633*/28-28-35 631*/28-28-35 633*/28-28-35

14 618 87.8 595*/25-25-32 633*/28-28-35 632*/28-28-35 633*/28-28-35

12 619 87.5 596*/25-25-32 633*/28-28-35 633*/28-28-35 633*/28-28-35

10 619 87.2 596*/25-25-32 634*/28-28-35 634*/28-28-35 634*/28-28-35

8 620 86.9 597*/25-26-32 634*/28-28-35 634*/28-28-35 634*/28-28-35

6 620 86.6 598*/26-26-32 634*/29-29-35 634*/29-29-35 634*/29-29-35

4 621 86.3 598*/26-26-32 635*/29-29-35 635*/29-29-35 635*/29-29-35

2 621 86.0 599*/26-26-33 635*/29-29-35 635*/29-29-35 635*/29-29-35

0 621 85.7 599*/26-26-33 635*/29-29-35 635*/29-29-35 635*/29-29-35

RUNWAY LENGTH 10856 10856 8612 11811

RUNWAY SLOPE -0.02 0.02 -0.02 -0.02

+KGS/+V1 PER 5 KHW 80/ 0 0/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 1010/ 2 0/ 1 1170/ 2 0/ 1



LEVEL OFF HT AAL 1000 1000 1000 1000








ENGINE BLEEDS ON

TMP CLIMB %N1 RUNWAY 34CDP RUNWAY 16L RUNWAY 34RDP RUNWAY 16R

C **TURN** **TURN**

50 502 86.6 493*/14-14-20 493*/14-14-20 493*/14-14-20 493*/14-14-20

49 507 86.8 498*/15-15-21 498*/15-15-21 498*/15-15-21 498*/15-15-21

48 513 87.0 504*/16-16-21 504*/16-16-21 504*/16-16-21 504*/16-16-21

47 518 87.2 509*/16-16-22 509*/16-16-22 509*/16-16-22 509*/16-16-22

46 523 87.4 515*/17-17-23 515*/17-17-23 515*/17-17-23 515*/17-17-23

45 528 87.6 520*/17-17-23 520*/17-17-23 520*/17-17-23 520*/17-17-23

44 534 87.8 525*/18-18-24 525*/18-18-24 525*/18-18-24 525*/18-18-24

43 539 87.9 530*/19-19-24 530*/19-19-24 530*/19-19-24 530*/19-19-24

42 545 88.1 535*/19-19-25 535*/19-19-25 535*/19-19-25 535*/19-19-25

41 550 88.3 540*/20-20-26 540*/20-20-26 540*/20-20-26 540*/20-20-26

40 556 88.5 545*/20-20-26 545*/20-20-26 545*/20-20-26 545*/20-20-26

39 562 88.7 550*/21-21-27 550*/21-21-27 550*/21-21-27 550*/21-21-27

38 567 88.9 555*/21-21-27 555*/21-21-27 555*/21-21-27 555*/21-21-27

37 573 89.0 560*/22-22-28 560*/22-22-28 560*/22-22-28 560*/22-22-28

36 578 89.2 565*/22-22-29 565*/22-22-29 565*/22-22-29 565*/22-22-29

35 584 89.4 570*/23-23-29 570*/23-23-29 570*/23-23-29 570*/23-23-29

34 589 89.6 575*/23-23-30 575*/23-23-30 575*/23-23-30 575*/23-23-30

33 596 89.8 581*/24-24-30 581*/24-24-30 581*/24-24-30 581*/24-24-30

32 602 90.0 587*/25-25-31 587*/24-25-31 587*/25-25-31 587*/25-25-31

31 608 90.1 593*/25-25-32 593*/25-25-32 593*/25-25-32 593*/25-25-32

30 614 90.2 599*/26-26-33 599*/26-26-33 599*/26-26-33 599*/26-26-33

29 615 90.0 606*/27-27-33 606*/26-27-33 606*/27-27-33 606*/27-27-33

28 615 89.9 612*/27-28-34 612*/27-28-34 612*/27-28-34 612*/27-28-34

27 615 89.7 618*/28-28-34 618*/28-28-34 618*/28-28-34 618*/28-28-34

26 616 89.6 625*/28-28-34 625*/28-28-34 625*/28-28-34 625*/28-28-34

25 616 89.4 631*/28-28-34 631*/28-28-34 631*/28-28-34 631*/28-28-34

24 616 89.3 631*/28-28-35 631*/28-28-35 631*/28-28-35 631*/28-28-35

23 616 89.1 631*/28-28-35 631*/28-28-35 631*/28-28-35 631*/28-28-35

22 617 89.0 632*/28-28-35 632*/28-28-35 632*/28-28-35 632*/28-28-35

21 617 88.9 632*/28-28-35 632*/28-28-35 632*/28-28-35 632*/28-28-35

20 617 88.7 632*/28-28-35 632*/28-28-35 632*/28-28-35 632*/28-28-35

18 618 88.4 632*/28-28-35 632*/28-28-35 632*/28-28-35 632*/28-28-35

16 618 88.1 633*/28-28-35 633*/28-28-35 633*/28-28-35 633*/28-28-35

14 618 87.8 633*/28-28-35 633*/28-28-35 633*/28-28-35 633*/28-28-35

12 619 87.5 633*/28-28-35 633*/28-28-35 633*/28-28-35 633*/28-28-35

10 619 87.2 634*/28-28-35 634*/28-28-35 634*/28-28-35 634*/28-28-35

8 620 86.9 634*/28-28-35 634*/28-28-35 634*/28-28-35 634*/28-28-35

6 620 86.6 634*/29-29-35 634*/28-29-35 634*/29-29-35 634*/29-29-35

4 621 86.3 635*/29-29-35 635*/29-29-35 635*/29-29-35 635*/29-29-35

2 621 86.0 635*/29-29-35 635*/29-29-35 635*/29-29-35 635*/29-29-35

0 621 85.7 635*/29-29-35 635*/29-29-35 635*/29-29-35 635*/29-29-35

RUNWAY LENGTH 9843 12795 12795 12795

RUNWAY SLOPE 0.02 -0.04 0.04 0.02

+KGS/+V1 PER 5 KHW 0/ 0 0/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 0/ 1 0/ 1 0/ 1 0/ 1



LEVEL OFF HT AAL 1000 1000 1000 1000








ENGINE BLEEDS ON


C **TURN**

50 502 86.6 493*/14-14-20

49 507 86.8 498*/15-15-21

48 513 87.0 504*/16-16-21

47 518 87.2 509*/16-16-22

46 523 87.4 515*/17-17-23

45 528 87.6 520*/17-17-23

44 534 87.8 525*/18-18-24

43 539 87.9 530*/19-19-24

42 545 88.1 535*/19-19-25

41 550 88.3 540*/20-20-26

40 556 88.5 545*/20-20-26

39 562 88.7 550*/21-21-27

38 567 88.9 555*/21-21-27

37 573 89.0 560*/22-22-28

36 578 89.2 565*/22-22-29

35 584 89.4 570*/23-23-29

34 589 89.6 575*/23-23-30

33 596 89.8 581*/24-24-30

32 602 90.0 587*/24-25-31

31 608 90.1 593*/25-25-32

30 614 90.2 599*/26-26-33

29 615 90.0 606*/26-27-33

28 615 89.9 612*/27-28-34

27 615 89.7 618*/28-28-34

26 616 89.6 625*/28-28-34

25 616 89.4 631*/28-28-34

24 616 89.3 631*/28-28-35

23 616 89.1 631*/28-28-35

22 617 89.0 632*/28-28-35

21 617 88.9 632*/28-28-35

20 617 88.7 632*/28-28-35

18 618 88.4 632*/28-28-35

16 618 88.1 633*/28-28-35

14 618 87.8 633*/28-28-35

12 619 87.5 633*/28-28-35

10 619 87.2 634*/28-28-35

8 620 86.9 634*/28-28-35

6 620 86.6 634*/29-29-35

4 621 86.3 635*/29-29-35

2 621 86.0 635*/29-29-35

0 621 85.7 635*/29-29-35

RUNWAY LENGTH 12795

RUNWAY SLOPE -0.02









--UKOO-- FLAPS 5 -- ODS--

ELEV. 171 FT ODESA

BOEING 737-600 ODESA, UKR


ENGINE BLEEDS ON

TMP CLIMB %N1 RUNWAY 16 RUNWAY 34

C

50 501 86.7 490*/14-14-20 490*/14-14-20

49 507 86.9 495*/15-15-20 495*/15-15-20

48 512 87.1 501*/15-15-21 501*/15-15-21

47 517 87.3 506*/16-16-22 506*/16-16-22

46 522 87.5 512*/16-16-22 512*/16-16-22

45 528 87.7 517*/17-17-23 517*/17-17-23

44 533 87.8 522*/18-18-23 522*/18-18-23

43 539 88.0 527*/18-18-24 527*/18-18-24

42 544 88.2 532*/19-19-25 532*/19-19-25

41 550 88.4 537*/19-19-25 537*/19-19-25

40 556 88.6 542*/20-20-26 542*/20-20-26

39 561 88.7 547*/20-20-26 547*/20-20-26

38 567 88.9 552*/21-21-27 552*/21-21-27

37 572 89.1 557*/21-21-28 557*/21-21-28

36 578 89.3 562*/22-22-28 562*/22-22-28

35 583 89.5 567*/22-22-29 568*/23-23-29

34 589 89.7 573*/23-23-29 573*/23-23-30

33 595 89.9 579*/24-24-30 580*/24-24-30

32 601 90.0 585*/24-24-31 586*/24-25-31

31 607 90.2 591*/25-25-32 592*/25-25-32

30 614 90.3 598*/25-26-32 598*/26-26-32

29 614 90.2 602*/26-26-33 602*/26-26-33

28 615 90.0 608*/27-27-34 608*/27-27-34

27 615 89.9 615*/28-28-34 615*/28-28-34

26 615 89.8 621*/28-28-34 621*/28-28-34

25 615 89.6 627*/28-28-34 627*/28-28-34

24 616 89.5 629*/28-28-34 629*/28-28-34

23 616 89.3 630*/28-28-35 630*/28-28-35

22 616 89.2 630*/28-28-35 630*/28-28-35

21 616 89.0 630*/28-28-35 630*/28-28-35

20 617 88.9 630*/28-28-35 630*/28-28-35

18 617 88.6 631*/28-28-35 631*/28-28-35

16 617 88.3 631*/28-28-35 631*/28-28-35

14 618 88.0 631*/28-28-35 631*/28-28-35

12 618 87.7 632*/28-28-35 632*/28-28-35

10 619 87.4 632*/28-28-35 632*/28-28-35

8 619 87.1 632*/28-28-35 632*/28-28-35

6 620 86.8 632*/28-28-35 632*/28-28-35

4 620 86.5 633*/28-29-35 633*/29-29-35

2 620 86.2 633*/29-29-35 633*/29-29-35

0 621 85.9 633*/29-29-35 633*/29-29-35

RUNWAY LENGTH 8760 8760

RUNWAY SLOPE -0.08 0.08

+KGS/+V1 PER 5 KHW 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 80/ 1 80/ 1

QNHA = 30.78 CORHI = 30.78 QNHS = 63.83 CORLO = 63.83



CLEARWAY/STOPWAY 1312/ 0 1312/ 0

LEVEL OFF HT AAL 1000 1000





ELEV. 171 FT ODESA



ENGINE BLEEDS ON


C

50 452 86.7 438*/ 0- 0- 6 438*/ 0- 0- 6

49 457 86.9 443*/ 0- 0- 7 442*/ 0- 0- 7

48 462 87.1 447*/ 1- 1- 7 447*/ 1- 1- 7

47 466 87.3 452*/ 1- 1- 8 452*/ 1- 1- 8

46 471 87.5 457*/ 2- 2- 8 457*/ 2- 2- 8

45 476 87.7 461*/ 2- 2- 9 461*/ 2- 2- 9

44 481 87.8 466*/ 3- 3-10 466*/ 3- 3-10

43 486 88.0 470*/ 3- 3-10 470*/ 3- 3-10

42 491 88.2 475*/ 4- 4-11 475*/ 4- 4-11

41 496 88.4 479*/ 4- 4-11 479*/ 4- 4-11

40 501 88.6 484*/ 5- 5-12 484*/ 5- 5-12

39 506 88.7 488*/ 5- 5-12 488*/ 5- 5-12

38 511 88.9 492*/ 6- 6-13 492*/ 6- 6-13

37 516 89.1 496*/ 6- 6-13 496*/ 6- 6-13

36 521 89.3 501*/ 6- 6-14 501*/ 6- 6-14

35 526 89.5 505*/ 7- 7-14 505*/ 7- 7-14

34 531 89.7 510*/ 7- 7-15 510*/ 7- 7-15

33 536 89.9 515*/ 8- 8-15 515*/ 8- 8-15

32 542 90.0 521*/ 8- 8-16 521*/ 8- 8-16

31 547 90.2 526*/ 9- 9-16 526*/ 9- 9-16

30 553 90.3 531*/ 9- 9-17 532*/10-10-17

29 553 90.2 536*/10-10-18 536*/10-10-18

28 553 90.0 542*/11-11-18 542*/11-11-18

27 554 89.9 547*/12-12-19 547*/12-12-19

26 554 89.8 553*/12-12-19 553*/12-12-19

25 554 89.6 558*/12-12-20 558*/12-12-20

24 554 89.5 560*/12-12-20 560*/12-12-20

23 555 89.3 560*/12-12-20 560*/12-12-20

22 555 89.2 560*/12-12-20 560*/12-12-20

21 555 89.0 561*/13-13-20 560*/13-13-20

20 555 88.9 561*/13-13-20 561*/13-13-20

18 556 88.6 561*/13-13-20 561*/13-13-20

16 556 88.3 561*/13-13-20 561*/13-13-20

14 556 88.0 562*/13-13-20 562*/13-13-20

12 557 87.7 562*/13-13-20 562*/13-13-20

10 557 87.4 562*/13-13-20 562*/13-13-20

8 557 87.1 562*/13-13-20 562*/13-13-20

6 558 86.8 563*/13-13-20 563*/13-13-20

4 558 86.5 563*/13-13-20 563*/13-13-20

2 558 86.2 563*/13-13-20 563*/13-13-20

0 559 85.9 563*/13-13-20 563*/13-13-20



+KGS/+V1 PER 5 KHW 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 10/ 0 30/ 1













CFM56-7B20/20K TAKE OFF PERFORMANCE

A/C PACKS AUTO


C **TURN**

50 505 87.0 720F/20-20-23 650F/20-20-23 528*/20-20-23 535*/20-20-23

49 510 87.2 726F/20-20-23 655F/20-20-23 533*/20-20-23 541*/20-20-23

48 515 87.4 732F/21-21-24 660F/21-21-24 538*/21-21-24 547*/21-21-24

47 520 87.6 738F/21-22-25 666F/21-22-25 544*/22-22-25 553*/22-22-25

46 526 87.8 744F/22-22-25 671F/22-22-25 550*/22-22-25 559*/22-22-25

45 532 87.9 751F/22-23-26 677F/22-23-26 556*/23-23-26 565*/23-23-26

44 537 88.1 757F/23-23-27 683F/23-23-27 561*/23-23-27 572*/23-23-27

43 543 88.3 764F/23-24-27 688F/23-24-27 567*/24-24-27 578*/24-24-27

42 548 88.5 770F/24-25-28 693F/24-25-28 573*/25-25-28 584*/24-25-28

41 554 88.7 776F/24-25-29 699F/24-25-29 579*/25-25-29 590*/25-25-29

40 560 88.8 782F/25-26-29 704F/25-26-29 584*/26-26-29 597*/26-26-29

39 565 89.0 788F/25-27-30 709F/25-27-30 590*/27-27-30 603*/26-27-30

38 571 89.2 794F/26-27-31 714F/26-27-31 596*/27-27-31 609*/27-27-31

37 577 89.4 800F/27-28-31 719F/27-28-31 602*/28-28-31 615*/27-28-31

36 582 89.6 806F/27-28-32 725F/27-28-32 607*/28-28-32 621*/28-28-32

35 588 89.7 812F/28-29-33 730F/28-29-33 613*/29-29-33 628*/28-29-33

34 594 89.9 816F/28-30-33 735F/28-30-33 619*/30-30-33 634*/29-30-33

33 599 90.1 816F/29-30-34 741F/29-30-34 625*/30-30-34 640*/29-30-34

32 605 90.3 816F/29-31-35 746F/29-31-35 631*/31-31-35 647*/30-31-35

31 612 90.5 816F/30-31-35 752F/30-31-35 637*/31-31-35 654*/31-31-35

30 618 90.7 816F/30-32-36 758F/30-32-36 644*/32-32-36 661*/31-32-36

29 619 90.5 816F/31-32-36 760F/31-32-36 645*/32-32-36 662*/31-32-36

28 619 90.4 816F/31-32-36 761F/31-32-36 645*/32-32-36 662*/31-32-36

27 619 90.2 816F/31-32-36 762F/31-32-36 645*/32-32-36 662*/31-32-36

26 620 90.1 816F/31-32-36 764F/31-32-36 646*/32-32-36 663*/31-32-36

25 620 89.9 816F/31-32-36 765F/31-32-36 646*/32-32-36 663*/31-32-36

24 620 89.8 816F/31-32-36 766F/31-32-36 646*/32-32-36 663*/31-32-36

23 620 89.7 816F/31-32-36 768F/31-32-36 647*/32-32-36 663*/31-32-36

22 620 89.5 816F/31-32-36 769F/31-32-36 647*/32-32-36 663*/31-32-36

21 621 89.4 816F/31-32-36 770F/31-32-36 647*/32-32-36 663*/31-32-36

20 621 89.2 816F/31-32-36 772F/31-32-36 648*/32-32-36 663*/32-32-36

18 621 88.9 816F/31-33-36 774F/31-33-36 648*/32-33-36 663*/32-33-36

16 622 88.6 816F/31-33-37 777F/31-33-37 649*/32-33-37 664*/32-33-37

14 622 88.3 816F/31-33-37 779F/31-33-37 649*/32-33-37 664*/32-33-37

12 623 88.0 816F/31-33-37 782F/31-33-37 650*/33-33-37 664*/32-33-37

10 623 87.7 816F/31-33-37 784F/31-33-37 651*/33-33-37 664*/32-33-37

8 623 87.4 816F/31-33-37 787F/31-33-37 651*/33-33-37 664*/32-33-37

6 624 87.1 816F/31-33-37 789F/31-33-37 652*/33-33-37 664*/32-33-37

4 624 86.8 816F/31-33-37 791F/31-33-37 652*/33-33-37 665*/32-33-37

2 625 86.5 816F/31-33-37 794F/31-33-37 653*/33-33-37 665*/32-33-37

0 625 86.2 816F/32-33-37 796F/32-33-37 653*/33-33-37 665*/32-33-37

RUNWAY LENGTH 12162 9545 12162 9875

RUNWAY SLOPE -0.64 -0.65 0.64 0.00

+KGS/+V1 PER 5 KHW 0/ 0 260/ 0 130/ 0 10/ 0

-KGS/-V1 PER 5 KTW 2040/ 1 2510/ 1 690/ 1 900/ 1



LEVEL OFF HT AAL 1000 1000 1000 1000








A/C PACKS AUTO


C **TURN**

50 505 87.0 516*/20-20-23

49 510 87.2 521*/20-20-23

48 515 87.4 527*/21-21-24

47 520 87.6 532*/22-22-25

46 526 87.8 537*/22-22-25

45 532 87.9 543*/23-23-26

44 537 88.1 548*/23-23-27

43 543 88.3 554*/24-24-27

42 548 88.5 559*/24-25-28

41 554 88.7 565*/25-25-29

40 560 88.8 570*/26-26-29

39 565 89.0 575*/26-27-30

38 571 89.2 581*/27-27-31

37 577 89.4 586*/27-28-31

36 582 89.6 592*/28-28-32

35 588 89.7 597*/28-29-33

34 594 89.9 603*/29-30-33

33 599 90.1 608*/29-30-34

32 605 90.3 614*/30-31-35

31 612 90.5 620*/31-31-35

30 618 90.7 626*/31-32-36

29 619 90.5 627*/31-32-36

28 619 90.4 627*/31-32-36

27 619 90.2 628*/31-32-36

26 620 90.1 628*/31-32-36

25 620 89.9 628*/31-32-36

24 620 89.8 629*/31-32-36

23 620 89.7 629*/31-32-36

22 620 89.5 629*/31-32-36

21 621 89.4 630*/31-32-36

20 621 89.2 630*/32-32-36

18 621 88.9 631*/32-33-36

16 622 88.6 632*/32-33-37

14 622 88.3 632*/32-33-37

12 623 88.0 633*/32-33-37

10 623 87.7 634*/32-33-37

8 623 87.4 634*/32-33-37

6 624 87.1 635*/32-33-37

4 624 86.8 636*/32-33-37

2 625 86.5 636*/32-33-37

0 625 86.2 637*/32-33-37

RUNWAY LENGTH 9875

RUNWAY SLOPE 0.00













ENGINE BLEEDS ON


C

50 505 86.9 526*/20-20-23 535*/20-20-23 534*/20-20-23 535*/20-20-23

49 510 87.1 532*/20-20-23 540*/20-20-23 539*/20-20-23 540*/20-20-23

48 516 87.2 537*/21-21-24 546*/21-21-24 545*/21-21-24 546*/21-21-24

47 521 87.4 543*/22-22-25 552*/22-22-25 550*/22-22-25 552*/22-22-25

46 526 87.6 548*/22-22-25 558*/22-22-25 556*/22-22-25 558*/22-22-25

45 532 87.8 554*/23-23-26 564*/23-23-26 562*/23-23-26 564*/23-23-26

44 538 88.0 560*/23-23-27 571*/23-23-27 568*/23-23-27 571*/23-23-27

43 543 88.2 565*/24-24-27 577*/24-24-27 573*/24-24-27 577*/24-24-27

42 549 88.3 571*/25-25-28 583*/24-25-28 579*/25-25-28 583*/24-25-28

41 554 88.5 577*/25-25-29 589*/25-25-29 585*/25-25-29 589*/25-25-29

40 560 88.7 583*/26-26-29 595*/25-26-29 591*/26-26-29 595*/25-26-29

39 566 88.9 588*/26-27-30 602*/26-27-30 596*/26-27-30 602*/26-27-30

38 571 89.1 594*/27-27-31 608*/26-27-31 602*/27-27-31 608*/26-27-31

37 577 89.2 600*/28-28-31 614*/27-28-31 608*/27-28-31 614*/27-28-31

36 583 89.4 606*/28-28-32 620*/28-28-32 614*/28-28-32 620*/28-28-32

35 588 89.6 611*/29-29-33 626*/28-29-33 620*/29-29-33 626*/28-29-33

34 594 89.8 617*/29-30-33 633*/29-30-33 625*/29-30-33 632*/29-30-33

33 600 90.0 623*/30-30-34 639*/29-30-34 631*/30-30-34 638*/29-30-34

32 606 90.2 629*/30-31-35 646*/30-31-35 638*/30-31-35 644*/30-31-35

31 612 90.4 636*/31-32-35 652*/30-32-35 644*/31-32-35 651*/30-32-35

30 618 90.5 642*/31-32-36 659*/31-32-36 650*/31-32-36 657*/31-32-36

29 619 90.4 643*/32-32-36 660*/31-32-36 651*/31-32-36 658*/31-32-36

28 619 90.3 643*/32-32-36 660*/31-32-36 652*/32-32-36 658*/31-32-36

27 620 90.1 643*/32-32-36 661*/31-32-36 652*/32-32-36 659*/31-32-36

26 620 90.0 644*/32-32-36 661*/31-32-36 652*/32-32-36 659*/31-32-36

25 620 89.8 644*/32-32-36 661*/31-32-36 653*/32-32-36 660*/31-32-36

24 620 89.7 644*/32-32-36 662*/31-32-36 653*/32-32-36 660*/31-32-36

23 621 89.5 645*/32-32-36 662*/31-32-36 653*/32-32-36 660*/31-32-36

22 621 89.4 645*/32-32-36 662*/31-32-36 654*/32-32-36 661*/31-32-36

21 621 89.2 645*/32-32-36 662*/31-32-36 654*/32-32-36 661*/31-32-36

20 621 89.1 646*/32-32-36 662*/31-32-36 654*/32-32-36 661*/31-32-36

18 622 88.8 646*/32-33-37 662*/31-33-37 655*/32-33-37 662*/31-33-37

16 622 88.5 647*/32-33-37 662*/31-33-37 656*/32-33-37 662*/31-33-37

14 623 88.2 647*/32-33-37 663*/32-33-37 656*/32-33-37 663*/32-33-37

12 623 87.9 648*/32-33-37 663*/32-33-37 657*/32-33-37 663*/32-33-37

10 624 87.6 648*/32-33-37 663*/32-33-37 657*/32-33-37 663*/32-33-37

8 624 87.3 649*/32-33-37 663*/32-33-37 658*/32-33-37 663*/32-33-37

6 624 87.0 650*/32-33-37 663*/32-33-37 659*/32-33-37 663*/32-33-37

4 625 86.7 650*/32-33-37 663*/32-33-37 659*/32-33-37 663*/32-33-37

2 625 86.4 651*/32-33-37 663*/32-33-37 660*/32-33-37 663*/32-33-37

0 625 86.1 651*/33-33-37 663*/32-33-37 660*/33-33-37 663*/32-33-37

RUNWAY LENGTH 13123 13123 13123 13123

RUNWAY SLOPE 0.26 -0.26 0.25 -0.25

+KGS/+V1 PER 5 KHW 140/ 0 20/ 0 50/ 0 20/ 0

-KGS/-V1 PER 5 KTW 690/ 1 720/ 1 700/ 1 740/ 1



LEVEL OFF HT AAL 1000 1000 1000 1000








ENGINE BLEEDS ON

TMP CLIMB %N1 RUNWAY 18 RUNWAY 18-S

C

50 505 86.9 727F/20-20-23 626F/20-20-23

49 510 87.1 733F/20-20-23 631F/20-20-23

48 516 87.2 739F/21-21-24 636F/21-21-24

47 521 87.4 745F/22-22-25 641F/22-22-25

46 526 87.6 752F/22-22-25 646F/22-22-25

45 532 87.8 758F/23-23-26 652F/23-23-26

44 538 88.0 765F/23-23-27 657F/23-23-27

43 543 88.2 772F/24-24-27 663F/24-24-27

42 549 88.3 778F/24-25-28 668F/24-25-28

41 554 88.5 784F/25-25-29 673F/25-25-29

40 560 88.7 790F/26-26-29 679F/25-26-29

39 566 88.9 796F/26-27-30 684F/26-27-30

38 571 89.1 802F/27-27-31 690F/27-27-31

37 577 89.2 808F/27-28-31 695F/27-28-31

36 583 89.4 814F/28-28-32 699F/28-28-32

35 588 89.6 816F/28-29-33 704F/28-29-33

34 594 89.8 816F/29-30-33 708F/29-30-33

33 600 90.0 816F/29-30-34 712F/29-30-34

32 606 90.2 816F/30-31-35 717F/30-31-35

31 612 90.4 816F/30-32-35 722F/30-32-35

30 618 90.5 816F/31-32-36 727F/31-32-36

29 619 90.4 816F/31-32-36 728F/31-32-36

28 619 90.3 816F/31-32-36 730F/31-32-36

27 620 90.1 816F/31-32-36 731F/31-32-36

26 620 90.0 816F/31-32-36 732F/31-32-36

25 620 89.8 816F/31-32-36 733F/31-32-36

24 620 89.7 816F/31-32-36 735F/31-32-36

23 621 89.5 816F/31-32-36 736F/31-32-36

22 621 89.4 816F/31-32-36 737F/31-32-36

21 621 89.2 816F/31-32-36 738F/31-32-36

20 621 89.1 816F/31-32-36 740F/31-32-36

18 622 88.8 816F/32-33-37 742F/32-33-37

16 622 88.5 816F/32-33-37 745F/32-33-37

14 623 88.2 816F/32-33-37 747F/32-33-37

12 623 87.9 816F/32-33-37 750F/32-33-37

10 624 87.6 816F/32-33-37 753F/32-33-37

8 624 87.3 816F/32-33-37 755F/32-33-37

6 624 87.0 816F/32-33-37 758F/32-33-37

4 625 86.7 816F/32-33-37 761F/32-33-37

2 625 86.4 816F/32-33-37 764F/32-33-37

0 625 86.1 816F/32-33-37 766F/32-33-37


RUNWAY SLOPE -0.08 -0.12

+KGS/+V1 PER 5 KHW 0/ 0 590/ 0

-KGS/-V1 PER 5 KTW 1970/ 1 2610/ 1











ENGINE BLEEDS ON


C **TURN** **TURN**

50 504 87.3 532*/19-20-23 523*/20-20-23 532*/19-20-23 521*/20-20-23

49 509 87.5 537*/20-20-23 528*/20-20-23 538*/20-20-23 526*/20-20-23

48 514 87.7 543*/20-21-24 534*/21-21-24 543*/20-21-24 531*/21-21-24

47 519 87.8 549*/21-21-24 539*/21-21-24 549*/21-21-24 537*/21-21-24

46 525 88.0 556*/22-22-25 545*/22-22-25 556*/22-22-25 543*/22-22-25

45 531 88.2 562*/22-23-26 551*/23-23-26 562*/22-23-26 549*/23-23-26

44 537 88.4 568*/23-23-27 557*/23-23-27 568*/23-23-27 555*/23-23-27

43 542 88.6 575*/23-24-27 563*/24-24-27 575*/23-24-27 560*/24-24-27

42 548 88.8 581*/24-25-28 569*/25-25-28 581*/24-25-28 566*/25-25-28

41 553 89.0 587*/24-25-29 575*/25-25-29 587*/24-25-29 572*/25-25-29

40 559 89.1 593*/25-26-29 580*/26-26-29 593*/25-26-29 577*/26-26-29

39 565 89.3 599*/25-26-30 586*/26-26-30 599*/25-26-30 583*/26-26-30

38 570 89.5 605*/26-27-31 592*/27-27-31 605*/26-27-31 589*/27-27-31

37 576 89.7 611*/27-28-31 598*/28-28-31 611*/27-28-31 595*/28-28-31

36 581 89.8 617*/27-28-32 603*/28-28-32 617*/27-28-32 600*/28-28-32

35 587 90.0 624*/28-29-33 609*/29-29-33 624*/28-29-33 606*/29-29-33

34 593 90.2 630*/28-30-33 615*/29-30-33 630*/28-30-33 612*/29-30-33

33 599 90.4 636*/29-30-34 621*/30-30-34 637*/29-30-34 618*/30-30-34

32 604 90.6 643*/29-31-35 627*/30-31-35 643*/29-31-35 624*/30-31-35

31 610 90.7 649*/30-31-35 633*/31-31-35 650*/30-31-35 630*/31-31-35

30 617 90.9 655*/30-32-36 640*/32-32-36 657*/30-32-36 636*/32-32-36

29 618 90.8 656*/31-32-36 641*/32-32-36 658*/31-32-36 637*/32-32-36

28 618 90.7 657*/31-32-36 641*/32-32-36 658*/31-32-36 638*/32-32-36

27 618 90.5 657*/31-32-36 641*/32-32-36 658*/31-32-36 638*/32-32-36

26 619 90.4 658*/31-32-36 642*/32-32-36 658*/31-32-36 638*/32-32-36

25 619 90.2 658*/31-32-36 642*/32-32-36 658*/31-32-36 638*/32-32-36

24 619 90.1 659*/31-32-36 642*/32-32-36 659*/31-32-36 639*/32-32-36

23 619 89.9 659*/31-32-36 643*/32-32-36 659*/31-32-36 639*/32-32-36

22 620 89.8 659*/31-32-36 643*/32-32-36 659*/31-32-36 639*/32-32-36

21 620 89.6 659*/31-32-36 643*/32-32-36 659*/31-32-36 640*/32-32-36

20 620 89.5 659*/31-32-36 643*/32-32-36 659*/31-32-36 640*/32-32-36

18 620 89.2 659*/31-32-36 644*/32-32-36 659*/31-32-36 640*/32-32-36

16 621 88.9 659*/31-32-36 644*/32-32-36 659*/31-32-36 641*/32-32-36

14 621 88.6 660*/31-33-37 645*/32-33-37 660*/31-33-37 641*/32-33-37

12 622 88.3 660*/31-33-37 645*/32-33-37 660*/31-33-37 642*/32-33-37

10 622 88.0 660*/31-33-37 646*/32-33-37 660*/31-33-37 642*/32-33-37

8 622 87.7 660*/31-33-37 646*/32-33-37 660*/31-33-37 643*/32-33-37

6 623 87.4 660*/31-33-37 647*/33-33-37 660*/31-33-37 643*/33-33-37

4 623 87.1 660*/31-33-37 647*/33-33-37 660*/31-33-37 644*/33-33-37

2 624 86.8 660*/31-33-37 647*/33-33-37 660*/31-33-37 644*/33-33-37

0 624 86.5 660*/31-33-37 648*/33-33-37 660*/31-33-37 645*/33-33-37

RUNWAY LENGTH 12861 12861 12861 12861

RUNWAY SLOPE -0.59 0.59 -0.58 0.58

+KGS/+V1 PER 5 KHW 20/ 0 170/ 0 20/ 0 170/ 0

-KGS/-V1 PER 5 KTW 770/ 1 620/ 1 440/ 1 660/ 1



LEVEL OFF HT AAL 1000 1000 1000 1000





ELEV. 171 FT ODESA



ENGINE BLEEDS ON


C

50 506 86.7 536*/20-20-23 537*/20-20-23

49 511 86.9 542*/21-21-23 543*/21-21-23

48 516 87.1 548*/21-21-24 548*/21-21-24

47 522 87.3 554*/22-22-25 554*/22-22-25

46 527 87.5 559*/22-22-25 560*/22-22-25

45 532 87.7 565*/23-23-26 566*/23-23-26

44 538 87.8 572*/23-24-27 573*/24-24-27

43 544 88.0 578*/24-24-27 579*/24-24-27

42 549 88.2 584*/25-25-28 585*/25-25-28

41 555 88.4 590*/25-25-29 591*/25-25-29

40 561 88.6 597*/26-26-29 597*/26-26-29

39 566 88.7 603*/26-27-30 604*/26-27-30

38 572 88.9 609*/27-27-31 610*/27-27-31

37 577 89.1 615*/27-28-31 616*/27-28-31

36 583 89.3 621*/28-28-32 622*/28-28-32

35 589 89.5 628*/28-29-33 629*/28-29-33

34 594 89.7 634*/29-30-33 634*/29-30-33

33 601 89.9 640*/29-30-34 640*/30-30-34

32 607 90.0 646*/30-31-35 647*/30-31-35

31 613 90.2 652*/31-32-35 653*/31-32-35

30 619 90.3 658*/31-32-36 659*/31-32-36

29 620 90.2 659*/31-32-36 660*/31-32-36

28 620 90.0 660*/31-32-36 660*/31-32-36

27 620 89.9 660*/31-32-36 661*/31-32-36

26 621 89.8 661*/31-32-36 661*/31-32-36

25 621 89.6 661*/31-32-36 662*/32-32-36

24 621 89.5 662*/31-32-36 662*/32-32-36

23 621 89.3 662*/31-32-36 663*/32-32-36

22 622 89.2 662*/31-32-36 663*/32-32-36

21 622 89.0 663*/32-32-36 664*/32-32-36

20 622 88.9 663*/32-33-37 664*/32-33-37

18 622 88.6 664*/32-33-37 665*/32-33-37

16 623 88.3 664*/32-33-37 665*/32-33-37

14 623 88.0 664*/32-33-37 665*/32-33-37

12 624 87.7 664*/32-33-37 665*/32-33-37

10 624 87.4 664*/32-33-37 665*/32-33-37

8 625 87.1 665*/32-33-37 666*/32-33-37

6 625 86.8 665*/32-33-37 666*/32-33-37

4 625 86.5 665*/32-33-37 666*/32-33-37

2 626 86.2 665*/32-33-37 666*/32-33-37

0 626 85.9 665*/32-33-37 666*/32-33-37



+KGS/+V1 PER 5 KHW 10/ 0 10/ 0

-KGS/-V1 PER 5 KTW 850/ 1 830/ 1








ELEV. 171 FT ODESA



ENGINE BLEEDS ON


C

50 458 86.7 476*/ 6- 6-10 476*/ 6- 6-10

49 463 86.9 481*/ 7- 7-11 481*/ 7- 7-11

48 468 87.1 486*/ 7- 7-11 487*/ 7- 7-11

47 472 87.3 491*/ 8- 8-12 492*/ 8- 8-12

46 477 87.5 496*/ 8- 8-12 497*/ 8- 8-12

45 482 87.7 502*/ 9- 9-13 502*/ 9- 9-13

44 487 87.8 507*/ 9- 9-14 508*/ 9- 9-14

43 492 88.0 513*/10-10-14 513*/10-10-14

42 497 88.2 518*/10-10-15 519*/10-10-15

41 502 88.4 524*/11-11-15 524*/11-11-15

40 507 88.6 529*/11-11-16 529*/11-11-16

39 512 88.7 534*/12-12-17 535*/12-12-17

38 518 88.9 540*/12-12-17 540*/12-12-17

37 522 89.1 545*/13-13-18 546*/13-13-18

36 527 89.3 551*/13-13-18 551*/13-13-18

35 533 89.5 556*/14-14-19 557*/14-14-19

34 537 89.7 561*/14-14-19 562*/14-14-19

33 543 89.9 567*/15-15-20 568*/15-15-20

32 549 90.0 573*/15-15-21 574*/15-15-21

31 554 90.2 579*/16-16-21 580*/16-16-21

30 560 90.3 585*/17-17-22 586*/17-17-22

29 560 90.2 586*/17-17-22 586*/17-17-22

28 560 90.0 586*/17-17-22 586*/17-17-22

27 561 89.9 586*/17-17-22 587*/17-17-22

26 561 89.8 586*/17-17-22 587*/17-17-22

25 561 89.6 586*/17-17-22 587*/17-17-22

24 561 89.5 586*/17-17-22 587*/17-17-22

23 561 89.3 587*/17-17-22 587*/17-17-22

22 562 89.2 587*/17-17-22 587*/17-17-22

21 562 89.0 587*/17-17-22 587*/17-17-22

20 562 88.9 587*/17-17-22 587*/17-17-22

18 563 88.6 587*/17-17-22 588*/17-17-22

16 563 88.3 587*/17-17-22 588*/17-17-22

14 563 88.0 587*/17-17-22 588*/17-17-22

12 564 87.7 587*/17-17-22 588*/17-17-22

10 564 87.4 588*/17-17-22 588*/17-17-22

8 564 87.1 588*/17-17-22 588*/17-17-22

6 565 86.8 588*/17-17-22 588*/17-17-22

4 565 86.5 588*/17-17-22 588*/17-17-22

2 565 86.2 588*/17-17-22 588*/17-17-22

0 566 85.9 588*/17-17-23 588*/17-17-23



+KGS/+V1 PER 5 KHW 10/ 0 10/ 0

-KGS/-V1 PER 5 KTW 30/ 0 30/ 0











ENGINE BLEEDS ON


C

50 502 87.8 725F/19-20-22 535*/20-20-22 536*/20-20-22 536*/20-20-22

49 507 88.0 731F/20-20-23 540*/20-20-23 542*/20-20-23 542*/20-20-23

48 512 88.2 737F/20-21-24 546*/21-21-24 548*/21-21-24 548*/21-21-24

47 518 88.3 744F/21-21-24 553*/21-21-24 554*/21-21-24 554*/21-21-24

46 523 88.5 750F/22-22-25 559*/22-22-25 561*/22-22-25 561*/22-22-25

45 529 88.7 756F/22-23-26 565*/23-23-26 567*/23-23-26 567*/23-23-26

44 535 88.9 761F/23-23-26 572*/23-23-26 573*/23-23-26 574*/23-23-26

43 540 89.1 767F/23-24-27 578*/24-24-27 579*/24-24-27 580*/24-24-27

42 546 89.3 771F/24-24-28 585*/24-24-28 586*/24-24-28 586*/24-24-28

41 552 89.5 776F/24-25-28 591*/25-25-28 592*/25-25-28 593*/25-25-28

40 557 89.6 781F/25-26-29 597*/26-26-29 598*/26-26-29 599*/26-26-29

39 563 89.8 785F/25-26-30 603*/26-26-30 604*/26-26-30 605*/26-26-30

38 569 90.0 790F/26-27-30 610*/27-27-30 610*/27-27-30 612*/27-27-30

37 574 90.2 794F/27-28-31 616*/27-28-31 616*/28-28-31 618*/28-28-31

36 580 90.3 799F/27-28-32 622*/28-28-32 623*/28-28-32 624*/28-28-32

35 585 90.5 803F/28-29-32 628*/28-29-32 629*/29-29-32 630*/29-29-32

34 591 90.7 808F/28-29-33 635*/29-29-33 635*/29-29-33 637*/29-29-33

33 597 90.9 812F/29-30-34 642*/30-30-34 642*/30-30-34 644*/30-30-34

32 603 91.1 816F/29-31-35 648*/30-31-35 648*/30-31-35 650*/30-31-35

31 609 91.2 816F/30-31-35 655*/31-31-35 655*/31-31-35 656*/31-31-35

30 615 91.4 816F/30-32-36 662*/31-32-36 661*/32-32-36 663*/32-32-36

29 617 91.3 816F/31-32-36 663*/31-32-36 663*/32-32-36 665*/32-32-36

28 617 91.2 816F/31-32-36 663*/31-32-36 663*/32-32-36 665*/32-32-36

27 617 91.0 816F/31-32-36 664*/31-32-36 663*/32-32-36 665*/32-32-36

26 617 90.9 816F/31-32-36 664*/31-32-36 664*/32-32-36 665*/32-32-36

25 618 90.7 816F/31-32-36 664*/32-32-36 664*/32-32-36 665*/32-32-36

24 618 90.6 816F/31-32-36 664*/32-32-36 664*/32-32-36 666*/32-32-36

23 618 90.4 816F/31-32-36 664*/32-32-36 664*/32-32-36 666*/32-32-36

22 618 90.3 816F/31-32-36 664*/32-32-36 664*/32-32-36 666*/32-32-36

21 619 90.1 816F/31-32-36 664*/32-32-36 664*/32-32-36 666*/32-32-36

20 619 90.0 816F/31-32-36 664*/32-32-36 665*/32-32-36 666*/32-32-36

18 619 89.7 816F/31-32-36 665*/32-32-36 665*/32-32-36 667*/32-32-36

16 620 89.4 816F/31-32-36 665*/32-32-36 665*/32-32-36 667*/32-32-36

14 620 89.1 816F/31-32-36 665*/32-32-36 665*/32-32-36 667*/32-32-36

12 620 88.8 816F/31-33-36 665*/32-33-36 666*/32-33-36 667*/32-33-36

10 621 88.5 816F/31-33-37 665*/32-33-37 666*/32-33-37 667*/32-33-37

8 621 88.2 816F/31-33-37 665*/32-33-37 666*/32-33-37 667*/32-33-37

6 622 87.9 816F/31-33-37 665*/32-33-37 666*/33-33-37 667*/33-33-37

4 622 87.6 816F/31-33-37 665*/32-33-37 666*/33-33-37 667*/33-33-37

2 622 87.3 816F/32-33-37 665*/32-33-37 667*/33-33-37 668*/33-33-37

0 623 86.9 816F/32-33-37 665*/32-33-37 667*/33-33-37 668*/33-33-37

RUNWAY LENGTH 12188 12188 10663 8284

RUNWAY SLOPE -0.37 0.37 0.67 0.67

+KGS/+V1 PER 5 KHW 0/ 0 10/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 2500/ 1 220/ 1 260/ 1 1670/ 1



LEVEL OFF HT AAL 1000 1000 1000 1000








ENGINE BLEEDS ON


C

50 502 87.8 530*/19-20-22

49 507 88.0 535*/20-20-23

48 512 88.2 541*/20-21-24

47 518 88.3 548*/21-21-24

46 523 88.5 554*/21-22-25

45 529 88.7 560*/22-23-26

44 535 88.9 567*/22-23-26

43 540 89.1 573*/23-24-27

42 546 89.3 579*/23-24-28

41 552 89.5 585*/24-25-28

40 557 89.6 591*/25-26-29

39 563 89.8 598*/25-26-30

38 569 90.0 604*/26-27-30

37 574 90.2 610*/26-28-31

36 580 90.3 616*/27-28-32

35 585 90.5 622*/27-29-32

34 591 90.7 629*/28-29-33

33 597 90.9 635*/28-30-34

32 603 91.1 642*/29-31-35

31 609 91.2 648*/30-31-35

30 615 91.4 655*/30-32-36

29 617 91.3 657*/30-32-36

28 617 91.2 657*/30-32-36

27 617 91.0 657*/30-32-36

26 617 90.9 657*/30-32-36

25 618 90.7 657*/30-32-36

24 618 90.6 657*/30-32-36

23 618 90.4 657*/31-32-36

22 618 90.3 658*/31-32-36

21 619 90.1 658*/31-32-36

20 619 90.0 658*/31-32-36

18 619 89.7 658*/31-32-36

16 620 89.4 658*/31-32-36

14 620 89.1 658*/31-32-36

12 620 88.8 658*/31-33-36

10 621 88.5 659*/31-33-37

8 621 88.2 659*/31-33-37

6 622 87.9 659*/31-33-37

4 622 87.6 659*/31-33-37

2 622 87.3 659*/31-33-37

0 623 86.9 659*/31-33-37

RUNWAY LENGTH 10663

RUNWAY SLOPE -0.67









RUNWAY: 12DP

**TURN**





ENGINE BLEEDS ON



C

50 500 88.6 417*/07-07-12 432*/10-10-14 437*/11-11-15 443*/11-11-15

434**19-22-26 455**25-27-31 462**27-29-32 469**27-29-33

48 510 88.9 425*/08-08-13 441*/11-11-15 447*/12-12-16 452*/12-12-17

442**21-25-29 464**25-28-31 471**27-30-33 478**28-30-33

46 521 89.2 434*/08-09-14 450*/12-12-16 455*/13-13-17 461*/13-13-18

451**22-26-30 473**26-28-32 480**27-29-33 487**28-30-34

44 532 89.6 443*/09-10-15 459*/13-13-17 465*/14-14-18 470*/15-15-19

460**23-27-31 482**28-30-34 489**29-31-35 496**31-33-37

42 544 90.0 452*/10-11-17 469*/14-14-19 474*/15-15-19 480*/16-16-20

468**24-27-32 491**28-31-35 498**29-32-36 506**31-34-38

40 555 90.3 461*/11-12-18 478*/15-15-20 483*/16-16-21 489*/17-17-21

477**24-28-33 500**28-31-35 508**30-32-36 515**32-34-38

38 567 90.7 470*/12-14-19 487*/16-16-21 493*/17-17-22 499*/18-18-22

486**25-29-34 509**30-33-38 517**32-34-39 525**33-35-39

36 578 91.0 480*/13-15-20 497*/17-17-22 503*/18-18-23 508*/19-19-24

494**26-30-35 518**31-34-39 526**32-34-39 534**34-37-41

34 589 91.4 489*/14-16-21 506*/18-18-23 512*/19-19-24 518*/20-20-25

503**26-31-36 527**32-35-40 535**34-37-41 543**35-38-42

32 601 91.8 499*/15-17-22 516*/19-19-25 522*/20-20-25 528*/21-21-26

512**27-31-36 537**33-36-41 545**34-38-42 553**36-39-43

30 614 92.1 508*/16-18-24 526*/20-20-26 532*/21-21-27 539*/22-22-27

521**28-32-37 546**34-37-42 555**35-39-43 563**37-40-45

28 616 91.9 510*/16-18-24 528*/20-20-26 534*/21-21-27 541*/22-22-28

523**28-32-38 548**34-37-42 557**36-39-44 565**37-40-45

26 616 91.6 510*/16-18-24 529*/20-21-26 535*/21-21-27 541*/22-22-28

524**28-33-38 549**34-38-43 558**36-39-44 566**37-40-45

24 617 91.4 511*/16-18-24 529*/20-21-26 535*/21-21-27 541*/22-22-28

525**28-33-38 550**34-38-43 559**36-39-44 567**37-40-45

22 617 91.1 511*/16-18-24 529*/20-21-26 536*/21-22-27 542*/22-22-28

526**29-33-38 551**34-38-43 559**36-39-44 568**38-41-45

20 618 90.8 511*/16-18-24 530*/20-21-26 536*/21-22-27 542*/22-22-28

526**29-33-39 552**34-38-43 560**36-40-45 569**38-41-46

15 619 90.0 512*/16-18-24 530*/20-21-26 537*/22-22-27 543*/23-23-28

528**30-34-39 554**35-39-43 562**37-40-45 571**39-42-46

10 620 89.2 512*/17-18-24 531*/20-21-26 538*/22-22-27 544*/23-23-28

530**30-35-40 556**36-39-44 564**37-40-45 573**38-41-46

5 621 88.5 513*/17-18-24 532*/21-21-26 538*/22-22-27 545*/23-23-28

532**31-35-40 558**36-39-44 566**38-41-46 575**39-42-47

0 622 87.7 514*/17-18-24 533*/21-21-27 539*/22-22-27 546*/23-23-28

534**31-36-41 559**35-38-43 568**38-41-46 577**39-41-46







RUNWAY: 30





ENGINE BLEEDS ON



C

50 500 88.6 470*/14-15-19 485*/17-18-21 490*/18-18-21 495*/19-19-22

494**33-38-41 511**37-41-44 517**38-42-45 523**38-41-44

48 510 88.9 479*/15-17-20 495*/18-19-22 500*/19-19-23 504*/20-20-23

503**34-39-43 521**37-42-45 527**39-43-46 533**41-44-48

46 521 89.2 489*/16-18-21 504*/19-20-23 509*/20-21-24 514*/21-21-24

513**35-40-43 531**38-43-46 537**40-44-47 543**42-46-49

44 532 89.6 499*/17-19-22 515*/20-21-24 520*/21-22-25 525*/22-22-26

523**35-40-44 542**39-43-47 548**41-45-49 554**43-47-50

42 544 90.0 509*/18-20-24 525*/21-22-26 530*/22-23-26 536*/23-24-27

533**35-41-45 552**40-44-48 558**42-46-49 565**43-47-51

40 555 90.3 519*/19-21-25 535*/22-23-27 541*/23-24-28 546*/24-25-28

543**36-41-45 563**42-47-50 569**43-48-52 575**44-48-52

38 567 90.7 529*/20-22-26 546*/23-24-28 552*/24-25-29 557*/25-26-30

553**36-42-46 573**43-48-52 579**43-48-51 586**46-50-54

36 578 91.0 539*/20-23-27 556*/24-26-29 562*/25-26-30 568*/26-27-31

563**37-42-46 584**44-49-53 590**45-50-54 597**47-51-55

34 589 91.4 549*/21-24-29 567*/25-27-31 573*/26-28-31 579*/27-28-32

573**37-42-47 594**45-50-54 601**46-51-55 608**48-52-56

32 601 91.8 560*/22-25-30 578*/26-28-32 584*/27-29-33 590*/28-30-34

583**37-43-47 605**46-51-55 612**48-53-57 619**49-53-57

30 614 92.1 571*/23-27-31 589*/27-29-33 595*/28-30-34 601*/29-31-35

594**38-43-48 616**46-52-56 623**49-54-58 630**50-54-59

28 616 91.9 573*/24-27-31 592*/27-29-34 598*/28-30-34 604*/30-31-35

596**38-44-48 618**47-52-56 626**49-54-59 633**50-55-59

26 616 91.6 573*/24-27-32 592*/27-29-34 598*/29-30-34 604*/30-31-35

597**39-44-49 619**47-52-57 626**50-55-59 633**50-55-59

24 617 91.4 574*/24-27-32 593*/28-30-34 599*/29-30-35 605*/30-31-35

598**39-45-49 620**48-53-57 627**49-54-59 634**51-55-59

22 617 91.1 575*/24-27-32 593*/28-30-34 600*/29-30-35 606*/30-31-35

599**39-45-50 621**48-53-58 628**49-54-58 635**51-56-60

20 618 90.8 575*/24-27-32 594*/28-30-34 600*/29-30-35 606*/30-31-35

599**40-45-50 622**48-54-58 629**49-54-59 636**51-56-60

15 619 90.0 577*/24-27-32 595*/28-30-34 602*/29-31-35 608*/30-31-36

601**41-47-51 624**49-54-59 631**50-55-59 638**52-57-61

10 620 89.2 578*/24-27-32 597*/28-30-34 603*/29-31-35 609*/31-32-36

603**42-48-52 626**49-54-58 633**51-56-60 640**51-55-60

5 621 88.5 579*/25-28-32 598*/28-30-34 605*/30-31-35 611*/31-32-36

605**43-49-53 628**49-55-59 635**51-56-61 642**52-57-61

0 622 87.7 581*/25-28-32 600*/29-30-35 606*/30-31-35 612*/31-32-36

607**44-50-55 629**50-55-60 637**50-55-59 644**53-58-62







--EPWA-- FLAPS 5 -- WAW--

ELEV. 361 FT OKECIE

BOEING 737-700 WARSAW, POL


A/C PACKS AUTO


C

50 505 86.9 497*/19-19-22 510*/20-20-23 536*/20-20-23 528*/20-20-23

49 510 87.1 502*/19-19-22 515*/20-20-23 541*/20-20-23 533*/20-20-23

48 516 87.2 507*/20-20-23 520*/21-21-24 547*/21-21-24 538*/21-21-24

47 521 87.4 512*/20-20-23 525*/22-22-25 553*/22-22-25 544*/22-22-25

46 526 87.6 516*/21-21-24 530*/22-22-25 559*/22-22-25 549*/22-22-25

45 532 87.8 522*/21-21-25 535*/23-23-26 566*/23-23-26 555*/23-23-26

44 538 88.0 527*/22-22-25 541*/23-23-27 572*/23-23-27 560*/23-23-27

43 543 88.2 531*/22-22-26 546*/24-24-27 578*/24-24-27 566*/24-24-27

42 549 88.3 536*/23-23-27 551*/25-25-28 584*/25-25-28 572*/25-25-28

41 554 88.5 541*/23-24-27 556*/25-25-29 591*/25-25-29 577*/25-25-29

40 560 88.7 546*/23-24-28 562*/26-26-29 597*/26-26-29 583*/26-26-29

39 566 88.9 551*/24-25-28 567*/26-27-30 603*/26-27-30 589*/26-27-30

38 571 89.1 556*/24-25-29 572*/27-27-31 609*/27-27-31 594*/27-27-31

37 577 89.2 561*/25-26-29 577*/28-28-31 615*/27-28-31 600*/27-28-31

36 583 89.4 566*/25-26-30 583*/28-28-32 622*/28-28-32 605*/28-28-32

35 588 89.6 571*/26-27-31 588*/29-29-33 628*/28-29-33 611*/28-29-33

34 594 89.8 575*/26-27-31 593*/29-29-33 634*/29-30-33 617*/29-30-33

33 600 90.0 581*/27-28-32 599*/30-30-34 641*/29-30-34 623*/29-30-34

32 606 90.2 586*/27-28-32 604*/30-31-34 647*/30-31-35 629*/30-31-35

31 612 90.4 591*/27-29-33 610*/31-31-35 654*/31-32-35 635*/31-32-35

30 618 90.5 596*/28-29-34 615*/31-32-36 660*/31-32-36 641*/31-32-36

29 619 90.4 597*/28-29-34 616*/31-32-36 661*/31-32-36 642*/31-32-36

28 619 90.3 598*/28-29-34 617*/31-32-36 661*/31-32-36 642*/31-32-36

27 620 90.1 598*/28-30-34 617*/31-32-36 662*/31-32-36 643*/31-32-36

26 620 90.0 599*/28-30-34 618*/31-32-36 662*/31-32-36 643*/31-32-36

25 620 89.8 599*/28-30-34 618*/31-32-36 663*/31-32-36 643*/31-32-36

24 620 89.7 600*/28-30-34 619*/31-32-36 663*/31-32-36 644*/31-32-36

23 621 89.5 600*/28-30-34 619*/32-32-36 663*/31-32-36 644*/31-32-36

22 621 89.4 601*/29-30-34 620*/32-32-36 663*/32-32-36 644*/32-32-36

21 621 89.2 601*/29-30-34 620*/32-32-36 664*/32-32-36 645*/32-32-36

20 621 89.1 602*/29-30-34 620*/32-32-36 664*/32-32-36 645*/32-32-36

18 622 88.8 603*/29-30-34 621*/32-32-36 664*/32-33-37 646*/32-33-37

16 622 88.5 604*/29-30-34 622*/32-33-37 664*/32-33-37 647*/32-33-37

14 623 88.2 605*/29-30-35 623*/32-33-37 664*/32-33-37 647*/32-33-37

12 623 87.9 606*/29-30-35 624*/32-33-37 664*/32-33-37 648*/32-33-37

10 624 87.6 607*/29-31-35 624*/32-33-37 664*/32-33-37 649*/32-33-37

8 624 87.3 608*/30-31-35 625*/32-33-37 665*/32-33-37 649*/32-33-37

6 624 87.0 609*/30-31-35 626*/32-33-37 665*/32-33-37 650*/32-33-37

4 625 86.7 610*/30-31-35 627*/32-33-37 665*/32-33-37 651*/32-33-37

2 625 86.4 610*/30-31-35 627*/32-33-37 665*/32-33-37 651*/32-33-37

0 625 86.1 611*/30-31-35 628*/33-33-37 665*/32-33-37 652*/32-33-37

RUNWAY LENGTH 7546 9186 12106 12106

RUNWAY SLOPE -0.26 0.26 0.00 0.00

+KGS/+V1 PER 5 KHW 290/ 0 230/ 0 10/ 0 110/ 0

-KGS/-V1 PER 5 KTW 1360/ 3 1160/ 2 730/ 1 780/ 1



LEVEL OFF HT AAL 1000 1000 1000 1000








A/C PACKS AUTO


C

50 505 86.9 535*/20-20-23 536*/20-20-23 535*/20-20-23 537*/20-20-23

49 510 87.1 541*/20-20-23 542*/20-20-23 540*/20-20-23 542*/20-20-23

48 515 87.3 546*/21-21-24 548*/21-21-24 546*/21-21-24 548*/21-21-24

47 521 87.5 552*/22-22-25 554*/22-22-25 552*/22-22-25 554*/22-22-25

46 526 87.6 558*/22-22-25 560*/22-22-25 558*/22-22-25 560*/22-22-25

45 532 87.8 565*/23-23-26 566*/23-23-26 564*/23-23-26 567*/23-23-26

44 538 88.0 571*/23-23-27 573*/23-23-27 571*/23-23-27 573*/23-23-27

43 543 88.2 577*/24-24-27 579*/24-24-27 577*/24-24-27 579*/24-24-27

42 549 88.4 583*/24-25-28 585*/25-25-28 583*/24-25-28 586*/25-25-28

41 554 88.6 590*/25-25-29 592*/25-25-29 589*/25-25-29 592*/25-25-29

40 560 88.7 596*/25-26-29 598*/26-26-29 596*/25-26-29 598*/26-26-29

39 566 88.9 602*/26-27-30 604*/26-27-30 602*/26-27-30 604*/26-27-30

38 571 89.1 608*/27-27-31 610*/27-27-31 608*/26-27-31 610*/27-27-31

37 577 89.3 614*/27-28-31 616*/27-28-31 614*/27-28-31 617*/27-28-31

36 582 89.4 620*/28-28-32 623*/28-28-32 620*/28-28-32 623*/28-28-32

35 588 89.6 627*/28-29-33 629*/29-29-33 627*/28-29-33 629*/29-29-33

34 594 89.8 633*/29-30-33 635*/29-30-33 633*/29-30-33 635*/29-30-33

33 600 90.0 640*/29-30-34 642*/30-30-34 639*/29-30-34 641*/30-30-34

32 606 90.2 646*/30-31-35 649*/30-31-35 646*/30-31-35 646*/30-31-35

31 612 90.4 653*/30-32-35 656*/31-32-35 653*/30-32-35 652*/31-32-35

30 618 90.6 660*/31-32-36 663*/31-32-36 660*/31-32-36 658*/31-32-36

29 619 90.4 661*/31-32-36 663*/31-32-36 661*/31-32-36 659*/31-32-36

28 619 90.3 661*/31-32-36 664*/31-32-36 661*/31-32-36 660*/32-32-36

27 620 90.1 662*/31-32-36 664*/32-32-36 661*/31-32-36 660*/32-32-36

26 620 90.0 662*/31-32-36 664*/32-32-36 661*/31-32-36 661*/32-32-36

25 620 89.8 662*/31-32-36 664*/32-32-36 662*/31-32-36 662*/32-32-36

24 620 89.7 662*/31-32-36 664*/32-32-36 662*/31-32-36 662*/32-32-36

23 621 89.6 662*/31-32-36 664*/32-32-36 662*/31-32-36 663*/32-32-36

22 621 89.4 662*/31-32-36 665*/32-32-36 662*/31-32-36 664*/32-32-36

21 621 89.3 662*/31-32-36 665*/32-32-36 662*/31-32-36 664*/32-32-36

20 621 89.1 662*/31-32-36 665*/32-32-36 662*/31-32-36 665*/32-32-36

18 622 88.8 663*/31-33-37 665*/32-33-37 662*/31-33-37 665*/32-33-37

16 622 88.5 663*/32-33-37 665*/32-33-37 663*/31-33-37 665*/32-33-37

14 623 88.2 663*/32-33-37 665*/32-33-37 663*/32-33-37 666*/32-33-37

12 623 87.9 663*/32-33-37 665*/32-33-37 663*/32-33-37 666*/32-33-37

10 623 87.6 663*/32-33-37 666*/32-33-37 663*/32-33-37 666*/32-33-37

8 624 87.3 663*/32-33-37 666*/32-33-37 663*/32-33-37 666*/32-33-37

6 624 87.0 664*/32-33-37 666*/32-33-37 663*/32-33-37 666*/32-33-37

4 625 86.7 664*/32-33-37 666*/32-33-37 663*/32-33-37 666*/32-33-37

2 625 86.4 664*/32-33-37 666*/32-33-37 664*/32-33-37 666*/32-33-37

0 625 86.1 664*/32-33-37 666*/32-33-37 664*/32-33-37 666*/32-33-37

RUNWAY LENGTH 13829 13829 8858 8858

RUNWAY SLOPE -0.18 0.18 -0.22 0.22

+KGS/+V1 PER 5 KHW 10/ 0 10/ 0 10/ 0 10/ 0

-KGS/-V1 PER 5 KTW 70/ 1 50/ 1 70/ 1 830/ 1



LEVEL OFF HT AAL 1000 1000 1000 1000








A/C PACKS AUTO


C

50 505 86.9 529*/20-20-23 535*/20-20-23 536*/20-20-23 535*/20-20-23

49 510 87.1 535*/20-20-23 541*/20-20-23 542*/20-20-23 541*/20-20-23

48 515 87.3 540*/21-21-24 547*/21-21-24 548*/21-21-24 547*/21-21-24

47 521 87.5 545*/22-22-25 552*/22-22-25 554*/22-22-25 553*/22-22-25

46 526 87.6 551*/22-22-25 558*/22-22-25 560*/22-22-25 559*/22-22-25

45 532 87.8 556*/23-23-26 565*/23-23-26 566*/23-23-26 565*/23-23-26

44 538 88.0 562*/23-23-27 571*/23-23-27 572*/23-23-27 571*/23-23-27

43 543 88.2 568*/24-24-27 577*/24-24-27 579*/24-24-27 578*/24-24-27

42 549 88.4 573*/25-25-28 584*/24-25-28 585*/25-25-28 584*/24-25-28

41 554 88.6 579*/25-25-29 590*/25-25-29 591*/25-25-29 590*/25-25-29

40 560 88.7 584*/26-26-29 596*/25-26-29 597*/26-26-29 596*/26-26-29

39 566 88.9 590*/26-27-30 602*/26-27-30 603*/26-27-30 602*/26-27-30

38 571 89.1 595*/27-27-31 608*/27-27-31 610*/27-27-31 609*/27-27-31

37 577 89.3 601*/27-28-31 615*/27-28-31 616*/27-28-31 615*/27-28-31

36 582 89.4 606*/28-28-32 621*/28-28-32 622*/28-28-32 621*/28-28-32

35 588 89.6 612*/28-29-33 627*/28-29-33 628*/28-29-33 627*/28-29-33

34 594 89.8 617*/29-30-33 633*/29-30-33 635*/29-30-33 633*/29-30-33

33 600 90.0 623*/30-30-34 640*/29-30-34 641*/30-30-34 640*/29-30-34

32 606 90.2 629*/30-31-35 647*/30-31-35 648*/30-31-35 647*/30-31-35

31 612 90.4 635*/31-32-35 654*/30-32-35 655*/31-32-35 654*/30-32-35

30 618 90.6 641*/31-32-36 661*/31-32-36 662*/31-32-36 661*/31-32-36

29 619 90.4 642*/31-32-36 661*/31-32-36 663*/31-32-36 662*/31-32-36

28 619 90.3 642*/31-32-36 662*/31-32-36 663*/31-32-36 662*/31-32-36

27 620 90.1 643*/31-32-36 662*/31-32-36 663*/31-32-36 662*/31-32-36

26 620 90.0 643*/31-32-36 662*/31-32-36 663*/31-32-36 662*/31-32-36

25 620 89.8 643*/32-32-36 662*/31-32-36 664*/31-32-36 662*/31-32-36

24 620 89.7 644*/32-32-36 662*/31-32-36 664*/32-32-36 662*/31-32-36

23 621 89.6 644*/32-32-36 662*/31-32-36 664*/32-32-36 663*/31-32-36

22 621 89.4 645*/32-32-36 662*/31-32-36 664*/32-32-36 663*/31-32-36

21 621 89.3 645*/32-32-36 663*/31-32-36 664*/32-32-36 663*/31-32-36

20 621 89.1 645*/32-32-36 663*/31-32-36 664*/32-32-36 663*/31-32-36

18 622 88.8 646*/32-33-37 663*/31-33-37 664*/32-33-37 663*/32-33-37

16 622 88.5 647*/32-33-37 663*/32-33-37 665*/32-33-37 663*/32-33-37

14 623 88.2 648*/32-33-37 663*/32-33-37 665*/32-33-37 663*/32-33-37

12 623 87.9 649*/32-33-37 663*/32-33-37 665*/32-33-37 664*/32-33-37

10 623 87.6 649*/32-33-37 664*/32-33-37 665*/32-33-37 664*/32-33-37

8 624 87.3 650*/32-33-37 664*/32-33-37 665*/32-33-37 664*/32-33-37

6 624 87.0 651*/32-33-37 664*/32-33-37 665*/32-33-37 664*/32-33-37

4 625 86.7 652*/32-33-37 664*/32-33-37 665*/32-33-37 664*/32-33-37

2 625 86.4 652*/32-33-37 664*/32-33-37 665*/32-33-37 664*/32-33-37

0 625 86.1 653*/32-33-37 664*/32-33-37 665*/32-33-37 664*/32-33-37

RUNWAY LENGTH 8858 8858 13779 13779

RUNWAY SLOPE 0.14 -0.14 0.10 -0.10

+KGS/+V1 PER 5 KHW 100/ 0 10/ 0 10/ 0 10/ 0

-KGS/-V1 PER 5 KTW 870/ 1 60/ 1 50/ 1 60/ 1



LEVEL OFF HT AAL 1000 1000 1000 1000








ENGINE BLEEDS ON


C **TURN**

50 506 86.6 489*/18-18-21 536*/20-20-23 519*/20-20-23 537*/20-20-23

49 512 86.8 494*/18-18-21 542*/21-21-23 524*/21-21-23 542*/21-21-23

48 517 87.0 499*/19-19-22 547*/21-21-24 530*/21-21-24 548*/21-21-24

47 522 87.2 504*/19-19-23 552*/22-22-25 535*/22-22-25 553*/22-22-25

46 527 87.4 508*/20-20-23 558*/22-22-25 539*/22-22-25 559*/22-22-25

45 533 87.6 513*/20-20-24 563*/23-23-26 544*/23-23-26 564*/23-23-26

44 538 87.8 518*/21-21-24 568*/24-24-27 550*/24-24-27 570*/24-24-27

43 544 87.9 524*/21-21-25 574*/24-24-27 555*/24-24-27 575*/24-24-27

42 550 88.1 529*/22-22-26 580*/25-25-28 560*/25-25-28 581*/25-25-28

41 555 88.3 534*/22-22-26 585*/25-25-29 565*/25-25-29 587*/25-25-29

40 561 88.5 539*/23-23-27 591*/26-26-29 571*/26-26-29 593*/26-26-29

39 567 88.7 544*/23-24-27 596*/26-27-30 576*/26-27-30 598*/26-27-30

38 572 88.9 549*/24-24-28 602*/27-27-31 581*/27-27-31 604*/27-27-31

37 578 89.0 555*/24-25-29 607*/27-28-31 586*/27-28-31 610*/27-28-31

36 584 89.2 560*/25-25-29 613*/28-28-32 591*/28-28-32 615*/28-28-32

35 589 89.4 565*/25-26-30 618*/28-29-33 597*/28-29-33 621*/28-29-33

34 595 89.6 570*/26-26-30 624*/29-30-33 602*/29-30-33 627*/29-30-33

33 601 89.8 576*/26-27-31 630*/30-30-34 608*/30-30-34 633*/30-30-34

32 607 90.0 581*/27-28-32 636*/30-31-35 613*/30-31-35 640*/30-31-35

31 614 90.1 587*/27-28-32 642*/31-32-36 619*/31-32-36 646*/31-32-36

30 620 90.2 593*/28-29-33 649*/31-32-36 625*/31-32-36 652*/31-32-36

29 620 90.0 593*/28-29-33 649*/31-32-36 625*/31-32-36 653*/31-32-36

28 621 89.9 593*/28-29-33 650*/31-32-36 626*/31-32-36 653*/31-32-36

27 621 89.7 594*/28-29-33 650*/31-32-36 626*/31-32-36 653*/31-32-36

26 621 89.6 594*/28-29-33 651*/31-32-36 627*/31-32-36 654*/31-32-36

25 621 89.4 595*/28-29-33 651*/32-32-36 627*/31-32-36 654*/31-32-36

24 622 89.3 595*/28-29-33 651*/32-32-36 628*/32-32-36 655*/32-32-36

23 622 89.1 595*/28-29-33 652*/32-32-36 628*/32-32-36 655*/32-32-36

22 622 89.0 596*/28-29-33 652*/32-32-36 629*/32-32-36 655*/32-32-36

21 622 88.9 596*/28-29-34 653*/32-33-37 629*/32-33-37 656*/32-33-37

20 623 88.7 596*/28-29-34 653*/32-33-37 630*/32-33-37 656*/32-33-37

18 623 88.4 597*/28-29-34 654*/32-33-37 631*/32-33-37 657*/32-33-37

16 623 88.1 598*/28-29-34 655*/32-33-37 631*/32-33-37 658*/32-33-37

14 624 87.8 598*/28-29-34 656*/32-33-37 632*/32-33-37 658*/32-33-37

12 624 87.5 599*/29-29-34 657*/32-33-37 633*/32-33-37 659*/32-33-37

10 625 87.2 599*/29-29-34 657*/32-33-37 634*/32-33-37 660*/32-33-37

8 625 86.9 600*/29-30-34 658*/32-33-37 635*/32-33-37 661*/32-33-37

6 626 86.6 601*/29-30-34 659*/32-33-37 636*/32-33-37 661*/32-33-37

4 626 86.3 601*/29-30-34 660*/32-33-37 637*/32-33-37 662*/32-33-37

2 626 86.0 602*/29-30-34 661*/32-33-37 638*/32-33-37 663*/32-33-37

0 627 85.7 602*/29-30-34 661*/32-33-37 639*/32-33-37 663*/32-33-37

RUNWAY LENGTH 10856 10856 8612 11811

RUNWAY SLOPE -0.02 0.02 -0.02 -0.02

+KGS/+V1 PER 5 KHW 260/ 0 20/ 0 230/ 0 10/ 0

-KGS/-V1 PER 5 KTW 1030/ 2 880/ 1 1300/ 2 780/ 1



LEVEL OFF HT AAL 1000 1000 1000 1000








ENGINE BLEEDS ON


C **TURN** **TURN**

50 506 86.6 537*/20-20-23 537*/20-20-23 537*/20-20-23 537*/20-20-23

49 512 86.8 543*/21-21-23 543*/21-21-23 543*/21-21-23 543*/21-21-23

48 517 87.0 549*/21-21-24 549*/21-21-24 549*/21-21-24 548*/21-21-24

47 522 87.2 555*/22-22-25 554*/22-22-25 555*/22-22-25 554*/22-22-25

46 527 87.4 560*/22-22-25 560*/22-22-25 560*/22-22-25 559*/22-22-25

45 533 87.6 566*/23-23-26 566*/23-23-26 566*/23-23-26 564*/23-23-26

44 538 87.8 572*/24-24-27 572*/24-24-27 572*/24-24-27 570*/24-24-27

43 544 87.9 579*/24-24-27 578*/24-24-27 579*/24-24-27 576*/24-24-27

42 550 88.1 585*/25-25-28 584*/25-25-28 585*/25-25-28 582*/25-25-28

41 555 88.3 591*/25-25-29 591*/25-25-29 591*/25-25-29 588*/25-25-29

40 561 88.5 597*/26-26-29 597*/26-26-29 597*/26-26-29 593*/26-26-29

39 567 88.7 603*/26-27-30 603*/26-27-30 604*/26-27-30 599*/26-27-30

38 572 88.9 610*/27-27-31 609*/27-27-31 610*/27-27-31 605*/27-27-31

37 578 89.0 616*/27-28-31 616*/27-28-31 616*/27-28-31 611*/27-28-31

36 584 89.2 622*/28-28-32 622*/28-28-32 622*/28-28-32 617*/28-28-32

35 589 89.4 628*/28-29-33 628*/28-29-33 628*/28-29-33 622*/28-29-33

34 595 89.6 635*/29-30-33 634*/29-30-33 635*/29-30-33 628*/29-30-33

33 601 89.8 642*/30-30-34 642*/30-30-34 642*/30-30-34 635*/30-30-34

32 607 90.0 649*/30-31-35 649*/30-31-35 649*/30-31-35 641*/30-31-35

31 614 90.1 656*/31-32-36 656*/31-32-36 656*/31-32-36 647*/31-32-36

30 620 90.2 663*/31-32-36 663*/31-32-36 663*/31-32-36 654*/31-32-36

29 620 90.0 663*/31-32-36 663*/31-32-36 663*/31-32-36 654*/31-32-36

28 621 89.9 664*/31-32-36 663*/31-32-36 664*/31-32-36 655*/31-32-36

27 621 89.7 664*/31-32-36 663*/31-32-36 664*/31-32-36 655*/31-32-36

26 621 89.6 664*/31-32-36 663*/31-32-36 664*/32-32-36 656*/31-32-36

25 621 89.4 664*/32-32-36 664*/31-32-36 664*/32-32-36 656*/32-32-36

24 622 89.3 664*/32-32-36 664*/31-32-36 664*/32-32-36 656*/32-32-36

23 622 89.1 664*/32-32-36 664*/32-32-36 664*/32-32-36 657*/32-32-36

22 622 89.0 664*/32-32-36 664*/32-32-36 665*/32-32-36 657*/32-32-36

21 622 88.9 665*/32-33-37 664*/32-33-37 665*/32-33-37 657*/32-33-37

20 623 88.7 665*/32-33-37 664*/32-33-37 665*/32-33-37 658*/32-33-37

18 623 88.4 665*/32-33-37 664*/32-33-37 665*/32-33-37 658*/32-33-37

16 623 88.1 665*/32-33-37 665*/32-33-37 665*/32-33-37 659*/32-33-37

14 624 87.8 665*/32-33-37 665*/32-33-37 665*/32-33-37 660*/32-33-37

12 624 87.5 665*/32-33-37 665*/32-33-37 665*/32-33-37 660*/32-33-37

10 625 87.2 665*/32-33-37 665*/32-33-37 666*/32-33-37 661*/32-33-37

8 625 86.9 666*/32-33-37 665*/32-33-37 666*/32-33-37 662*/32-33-37

6 626 86.6 666*/32-33-37 665*/32-33-37 666*/32-33-37 662*/32-33-37

4 626 86.3 666*/32-33-37 666*/32-33-37 666*/32-33-37 663*/32-33-37

2 626 86.0 666*/32-33-37 666*/32-33-37 666*/32-33-37 663*/32-33-37

0 627 85.7 666*/32-33-37 666*/32-33-37 666*/32-33-37 664*/32-33-37

RUNWAY LENGTH 9843 12795 12795 12795

RUNWAY SLOPE 0.02 -0.04 0.04 0.02

+KGS/+V1 PER 5 KHW 10/ 0 10/ 0 10/ 0 10/ 0

-KGS/-V1 PER 5 KTW 60/ 1 310/ 1 50/ 1 720/ 1



LEVEL OFF HT AAL 1000 1000 1000 1000








ENGINE BLEEDS ON


C **TURN**

50 506 86.6 537*/20-20-23

49 512 86.8 543*/21-21-23

48 517 87.0 549*/21-21-24

47 522 87.2 554*/22-22-25

46 527 87.4 560*/22-22-25

45 533 87.6 566*/23-23-26

44 538 87.8 572*/24-24-27

43 544 87.9 578*/24-24-27

42 550 88.1 585*/25-25-28

41 555 88.3 591*/25-25-29

40 561 88.5 597*/26-26-29

39 567 88.7 603*/26-27-30

38 572 88.9 609*/27-27-31

37 578 89.0 615*/27-28-31

36 584 89.2 620*/28-28-32

35 589 89.4 626*/28-29-33

34 595 89.6 632*/29-30-33

33 601 89.8 638*/30-30-34

32 607 90.0 645*/30-31-35

31 614 90.1 651*/31-32-36

30 620 90.2 657*/31-32-36

29 620 90.0 658*/31-32-36

28 621 89.9 658*/31-32-36

27 621 89.7 659*/31-32-36

26 621 89.6 659*/31-32-36

25 621 89.4 660*/31-32-36

24 622 89.3 660*/32-32-36

23 622 89.1 660*/32-32-36

22 622 89.0 661*/32-32-36

21 622 88.9 661*/32-33-37

20 623 88.7 662*/32-33-37

18 623 88.4 662*/32-33-37

16 623 88.1 663*/32-33-37

14 624 87.8 664*/32-33-37

12 624 87.5 664*/32-33-37

10 625 87.2 665*/32-33-37

8 625 86.9 665*/32-33-37

6 626 86.6 666*/32-33-37

4 626 86.3 666*/32-33-37

2 626 86.0 666*/32-33-37

0 627 85.7 666*/32-33-37

RUNWAY LENGTH 12795

RUNWAY SLOPE -0.02














A/C PACKS AUTO


C **TURN**

50 674 97.2 825F/41-42-47 736F/41-42-47 686*/42-42-47 686*/42-42-47

49 680 97.3 830F/41-43-48 741F/41-43-48 693*/43-43-48 693*/42-43-48

48 686 97.5 835F/42-44-48 746F/42-44-48 700*/43-44-48 700*/43-44-48

47 693 97.6 840F/42-44-49 751F/42-44-49 707*/44-44-49 707*/43-44-49

46 699 97.7 845F/43-45-50 756F/43-45-50 714*/44-45-50 714*/44-45-50

45 705 97.9 850F/43-45-50 761F/43-45-50 720*/45-45-50 720*/44-45-50

44 711 98.0 854F/44-46-51 766F/44-46-51 727*/45-46-51 727*/45-46-51

43 717 98.2 859F/44-46-51 771F/44-46-51 733*/46-46-51 734*/45-46-51

42 723 98.3 862F/45-47-52 777F/45-47-52 740*/47-47-52 740*/46-47-52

41 729 98.5 862F/45-48-53 782F/45-48-53 746*/47-48-53 747*/46-48-53

40 735 98.7 862F/46-48-53 787F/46-48-53 753*/47-48-53 753*/47-48-53

39 742 98.8 862F/46-49-54 792F/46-49-54 759*/48-49-54 759*/47-49-54

38 748 99.0 862F/47-49-54 798F/47-49-54 766*/48-49-54 766*/47-49-54

37 755 99.1 862F/47-50-55 803F/47-50-55 772*/49-50-55 772*/48-50-55

36 762 99.3 862F/48-50-56 808F/48-50-56 778*/49-50-56 779*/48-50-56

35 768 99.4 862F/48-51-56 814F/48-51-56 785*/50-51-56 784*/49-51-56

34 774 99.6 862F/48-52-57 818F/48-52-57 791*/50-52-57 790*/49-52-57

33 781 99.8 862F/49-52-57 823F/49-52-57 798*/51-52-57 796*/50-52-57

32 787 99.9 862F/49-53-58 828F/49-53-58 804*/51-53-58 801*/50-53-58

31 793 100.1 862F/50-53-59 832F/50-53-59 810*/52-53-59 806*/51-53-59

30 799 100.3 862F/50-54-59 837F/50-54-59 816*/52-54-59 812*/51-54-59

29 805 100.3 862F/50-54-60 841F/50-54-60 822*/52-54-60 817*/51-54-60

28 805 100.1 862F/51-54-60 842F/51-54-60 822*/52-54-60 818*/51-54-60

27 806 99.9 862F/51-54-60 844F/51-54-60 823*/52-54-60 819*/51-54-60

26 806 99.8 862F/51-54-60 845F/51-54-60 823*/53-54-60 820*/52-54-60

25 806 99.6 862F/51-54-60 847F/51-54-60 824*/53-54-60 820*/52-54-60

24 807 99.5 862F/51-54-60 848F/51-54-60 824*/53-54-60 821*/52-54-60

23 807 99.3 862F/51-54-60 849F/51-54-60 825*/53-54-60 822*/52-54-60

22 807 99.2 862F/51-54-60 851F/51-54-60 825*/53-54-60 823*/52-54-60

21 808 99.0 862F/51-54-60 852F/51-54-60 826*/53-54-60 823*/52-54-60

20 808 98.9 862F/51-54-60 854F/51-54-60 826*/53-54-60 824*/52-54-60

18 808 98.6 862F/51-54-60 857F/51-54-60 827*/53-54-60 826*/52-54-60

16 809 98.3 862F/51-55-60 859F/51-55-60 828*/53-55-60 827*/52-55-60

14 809 98.0 862F/51-55-60 862F/51-55-60 829*/53-55-60 829*/52-55-60

12 810 97.7 862F/51-55-60 862F/51-55-60 830*/53-55-60 830*/52-55-60

10 810 97.3 862F/51-55-60 862F/51-55-60 831*/53-55-60 832*/52-55-60

8 811 97.0 862F/51-55-60 862F/51-55-60 831*/53-55-60 833*/52-55-60

6 811 96.7 862F/51-55-60 862F/51-55-60 832*/53-55-60 834*/52-55-60

4 812 96.4 862F/51-55-60 862F/51-55-60 833*/53-55-60 836*/52-55-60

2 812 96.1 862F/51-55-60 862F/51-55-60 834*/53-55-60 837*/52-55-60

0 813 95.8 862F/51-55-60 862F/51-55-60 835*/53-55-60 839*/52-55-60

RUNWAY LENGTH 12162 9545 12162 9875

RUNWAY SLOPE -0.64 -0.65 0.64 0.00

+KGS/+V1 PER 5 KHW 0/ 0 0/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 4560/ 2 3160/ 2 1840/ 2 1750/ 2



LEVEL OFF HT AAL 1000 1000 1000 1000








A/C PACKS AUTO


C **TURN**

50 674 97.2 665*/40-41-46

49 680 97.3 670*/41-42-47

48 686 97.5 676*/41-42-47

47 693 97.6 682*/42-43-48

46 699 97.7 687*/42-43-48

45 705 97.9 692*/43-44-49

44 711 98.0 698*/43-44-50

43 717 98.2 703*/44-45-50

42 723 98.3 709*/44-45-51

41 729 98.5 714*/44-46-51

40 735 98.7 720*/45-46-52

39 742 98.8 726*/45-47-52

38 748 99.0 731*/46-47-53

37 755 99.1 737*/46-48-54

36 762 99.3 743*/47-48-54

35 768 99.4 749*/47-49-55

34 774 99.6 754*/47-49-55

33 781 99.8 760*/48-50-56

32 787 99.9 765*/48-50-56

31 793 100.1 770*/48-51-57

30 799 100.3 776*/49-51-57

29 805 100.3 780*/49-52-58

28 805 100.1 781*/49-52-58

27 806 99.9 782*/49-52-58

26 806 99.8 783*/49-52-58

25 806 99.6 784*/49-52-58

24 807 99.5 784*/49-52-58

23 807 99.3 785*/49-52-58

22 807 99.2 786*/49-52-58

21 808 99.0 787*/50-52-58

20 808 98.9 787*/50-52-58

18 808 98.6 789*/50-52-58

16 809 98.3 790*/50-53-59

14 809 98.0 791*/50-53-59

12 810 97.7 793*/50-53-59

10 810 97.3 794*/50-53-59

8 811 97.0 796*/51-53-59

6 811 96.7 797*/51-53-59

4 812 96.4 798*/51-53-59

2 812 96.1 800*/51-54-59

0 813 95.8 801*/51-54-59

RUNWAY LENGTH 9875

RUNWAY SLOPE 0.00


-KGS/-V1 PER 5 KTW 1670/ 3







--LROP-- FLAPS 5 -- OTP--

ELEV. 314 FT HENRI COANDA

BOEING 737-800 BUCHAREST, ROM


ENGINE BLEEDS ON


C

50 678 97.2 796F/42-43-47 690*/42-43-47 692*/42-43-47 692*/42-43-47

49 684 97.3 802F/42-43-48 696*/42-43-48 698*/42-43-48 698*/42-43-48

48 690 97.4 808F/43-44-49 702*/43-44-49 705*/43-44-49 705*/43-44-49

47 697 97.6 813F/43-45-49 708*/44-45-49 712*/43-45-49 712*/44-45-49

46 703 97.7 818F/44-45-50 714*/44-45-50 719*/44-45-50 719*/44-45-50

45 709 97.9 822F/44-46-51 720*/45-46-51 726*/44-46-51 726*/45-46-51

44 715 98.0 827F/45-46-51 726*/45-46-51 733*/45-46-51 732*/45-46-51

43 721 98.2 832F/45-47-52 732*/46-47-52 739*/45-47-52 739*/46-47-52

42 727 98.3 837F/46-47-52 738*/46-47-52 746*/46-47-52 746*/46-47-52

41 734 98.5 842F/46-48-53 744*/47-48-53 752*/46-48-53 752*/47-48-53

40 740 98.6 847F/47-48-54 749*/47-48-54 759*/47-48-54 759*/47-48-54

39 746 98.8 852F/47-49-54 756*/47-49-54 765*/47-49-54 765*/47-49-54

38 753 99.0 857F/48-50-55 762*/48-50-55 771*/48-50-55 771*/48-50-55

37 759 99.1 862F/48-50-55 768*/48-50-55 778*/48-50-55 778*/48-50-55

36 766 99.3 862F/49-51-56 774*/49-51-56 784*/49-51-56 784*/49-51-56

35 772 99.4 862F/49-51-57 780*/49-51-57 790*/49-51-57 790*/49-51-57

34 779 99.6 862F/50-52-57 786*/50-52-57 797*/49-52-57 797*/50-52-57

33 785 99.7 862F/50-53-58 792*/50-53-58 804*/50-53-58 804*/50-53-58

32 792 99.9 862F/50-53-58 798*/51-53-58 812*/50-53-58 812*/51-53-58

31 798 100.1 862F/51-54-59 804*/51-54-59 819*/51-54-59 819*/51-54-59

30 804 100.3 862F/51-54-60 810*/51-54-60 827*/51-54-60 827*/51-54-60

29 808 100.1 862F/52-54-60 814*/52-54-60 833*/52-54-60 831*/52-54-60

28 809 100.0 862F/52-55-60 814*/52-55-60 834*/52-55-60 832*/52-55-60

27 809 99.8 862F/52-55-60 815*/52-55-60 835*/52-55-60 833*/52-55-60

26 809 99.7 862F/52-55-60 816*/52-55-60 835*/52-55-60 834*/52-55-60

25 810 99.5 862F/52-55-60 816*/52-55-60 836*/52-55-60 834*/52-55-60

24 810 99.4 862F/52-55-60 817*/52-55-60 837*/52-55-60 835*/52-55-60

23 810 99.2 862F/52-55-60 817*/52-55-60 837*/52-55-60 835*/52-55-60

22 811 99.1 862F/52-55-60 818*/52-55-60 838*/52-55-60 836*/52-55-60

21 811 98.9 862F/52-55-60 818*/52-55-60 838*/52-55-60 837*/52-55-60

20 811 98.8 862F/52-55-60 819*/52-55-60 839*/52-55-60 837*/52-55-60

18 812 98.5 862F/52-55-60 820*/52-55-60 840*/52-55-60 839*/52-55-60

16 812 98.2 862F/52-55-60 821*/52-55-60 841*/52-55-60 840*/52-55-60

14 813 97.9 862F/52-55-60 822*/52-55-60 842*/52-55-60 841*/52-55-60

12 813 97.6 862F/52-55-60 823*/52-55-60 843*/52-55-60 842*/52-55-60

10 814 97.2 862F/52-55-61 824*/52-55-61 845*/52-55-61 843*/52-55-61

8 814 96.9 862F/52-55-61 825*/52-55-61 846*/52-55-61 844*/52-55-61

6 815 96.6 862F/52-55-61 826*/53-55-61 847*/52-55-61 846*/53-55-61

4 815 96.3 862F/52-55-61 827*/53-55-61 848*/52-55-61 847*/53-55-61

2 816 96.0 862F/52-55-61 828*/53-55-61 849*/52-55-61 848*/53-55-61

0 816 95.7 862F/52-55-61 829*/53-55-61 850*/52-55-61 849*/53-55-61

RUNWAY LENGTH 11444 11483 11483 11483

RUNWAY SLOPE -0.08 0.08 -0.09 0.09

+KGS/+V1 PER 5 KHW 0/ 0 20/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 4310/ 2 1430/ 2 2450/ 2 2310/ 2



LEVEL OFF HT AAL 1000 1000 1000 1000




--LROP-- FLAPS 5 -- OTP--

ELEV. 314 FT HENRI COANDA

BOEING 737-800 BUCHAREST, ROM


ENGINE BLEEDS ON

TMP CLIMB %N1 RUNWAY 26L-D

C

50 678 97.2 661*/40-41-46

49 684 97.3 666*/40-41-46

48 690 97.4 671*/41-42-47

47 697 97.6 677*/41-42-47

46 703 97.7 682*/42-43-48

45 709 97.9 687*/42-43-49

44 715 98.0 692*/42-44-49

43 721 98.2 697*/43-44-50

42 727 98.3 703*/43-45-50

41 734 98.5 708*/44-45-51

40 740 98.6 713*/44-46-51

39 746 98.8 719*/44-46-52

38 753 99.0 724*/45-47-52

37 759 99.1 730*/45-47-53

36 766 99.3 735*/46-47-53

35 772 99.4 740*/46-48-54

34 779 99.6 746*/46-48-54

33 785 99.7 751*/47-49-55

32 792 99.9 756*/47-49-56

31 798 100.1 761*/47-50-56

30 804 100.3 766*/48-50-56

29 808 100.1 769*/48-50-57

28 809 100.0 770*/48-50-57

27 809 99.8 771*/48-51-57

26 809 99.7 772*/48-51-57

25 810 99.5 773*/48-51-57

24 810 99.4 774*/48-51-57

23 810 99.2 775*/48-51-57

22 811 99.1 776*/48-51-57

21 811 98.9 776*/49-51-57

20 811 98.8 777*/49-51-58

18 812 98.5 779*/49-51-58

16 812 98.2 781*/49-52-58

14 813 97.9 783*/49-52-58

12 813 97.6 784*/49-52-58

10 814 97.2 786*/50-52-58

8 814 96.9 788*/50-52-58

6 815 96.6 789*/50-52-59

4 815 96.3 791*/50-53-59

2 816 96.0 793*/50-53-59

0 816 95.7 794*/50-53-59

RUNWAY LENGTH 8169

RUNWAY SLOPE 0.05


-KGS/-V1 PER 5 KTW 2580/ 4







--EIDW-- FLAPS 5 -- DUB--

ELEV. 242 FT DUBLIN INTL

BOEING 737-800 DUBLIN, IRL


ENGINE BLEEDS ON


C

50 680 97.1 694*/41-43-48 659*/40-41-46 621*/34-36-42 606*/33-34-40

49 686 97.3 701*/42-44-48 664*/40-41-46 625F/35-36-42 611*/33-34-41

48 692 97.4 706*/43-44-49 669*/41-42-47 629F/35-37-43 615*/34-35-42

47 698 97.6 712*/43-45-49 674*/41-42-47 633F/35-37-43 620*/34-35-42

46 705 97.7 717*/44-45-50 679*/42-42-48 637F/36-37-44 624*/34-36-43

45 711 97.8 723*/44-46-51 685*/42-43-48 640F/36-38-44 628*/35-36-43

44 717 98.0 728*/45-46-51 690*/42-43-49 644F/36-38-45 632*/35-37-44

43 723 98.1 733*/45-47-52 695*/43-44-49 648F/37-38-45 637*/36-37-44

42 729 98.3 739*/46-48-53 700*/43-44-50 652F/37-39-46 641*/36-37-45

41 735 98.5 744*/46-48-53 705*/44-45-51 656F/37-39-46 645*/36-38-45

40 742 98.6 750*/46-49-54 711*/44-45-51 660F/37-40-47 649*/37-38-46

39 748 98.8 755*/47-49-54 716*/45-46-52 664F/38-40-47 654*/37-39-46

38 755 98.9 761*/47-50-55 721*/45-46-52 668F/38-40-47 658*/37-39-47

37 761 99.1 766*/48-50-56 727*/45-47-53 672F/38-41-48 662*/38-39-47

36 768 99.2 772*/48-51-56 732*/46-47-53 676F/39-41-48 667*/38-40-48

35 774 99.4 777*/49-51-57 737*/46-48-54 680F/39-41-49 671*/38-40-48

34 780 99.6 783*/49-52-57 743*/46-48-54 684F/39-42-49 675*/38-41-48

33 787 99.7 788*/50-53-58 748*/47-49-55 688F/39-42-50 680*/39-41-49

32 794 99.9 794*/50-53-59 753*/47-49-55 692F/40-42-50 684*/39-41-49

31 800 100.1 799*/50-54-59 758*/47-49-56 696F/40-43-51 688*/39-42-50

30 806 100.2 804*/51-54-60 763*/48-50-56 700F/40-43-51 693*/40-42-50

29 810 100.1 807*/51-54-60 766*/48-50-57 703F/40-43-51 695*/40-42-51

28 810 99.9 808*/51-54-60 767*/48-50-57 704F/41-43-51 696*/40-42-51

27 810 99.8 809*/51-54-60 768*/48-50-57 705F/41-43-51 697*/40-43-51

26 811 99.6 810*/51-55-60 769*/48-50-57 707F/41-44-52 698*/40-43-51

25 811 99.5 811*/51-55-60 770*/48-50-57 708F/41-44-52 699*/40-43-51

24 811 99.3 812*/51-55-60 771*/48-50-57 709F/41-44-52 701*/41-43-51

23 812 99.2 813*/51-55-60 771*/49-51-57 710F/41-44-52 702*/41-43-51

22 812 99.0 814*/51-55-60 772*/49-51-57 712F/41-44-52 703*/41-43-51

21 812 98.9 814*/51-55-60 773*/49-51-57 713F/42-44-52 704*/41-43-51

20 813 98.7 815*/51-55-60 774*/49-51-57 714F/42-44-52 705*/41-43-51

18 813 98.4 817*/51-55-60 776*/49-51-57 717F/42-45-52 707*/41-44-52

16 814 98.1 819*/52-55-61 778*/49-51-58 720F/42-45-53 709*/42-44-52

14 814 97.8 820*/52-55-61 780*/49-51-58 722F/43-45-53 711*/42-44-52

12 815 97.5 822*/52-55-61 781*/50-52-58 725F/43-46-53 713*/42-44-52

10 815 97.2 824*/52-55-61 783*/50-52-58 728F/43-46-53 715*/42-44-52

8 816 96.9 825*/52-55-61 785*/50-52-58 730F/44-46-54 717*/43-45-53

6 816 96.5 827*/52-55-61 787*/50-52-58 733F/44-46-54 720*/43-45-53

4 817 96.2 829*/52-55-61 788*/50-52-59 735F/44-47-54 722*/43-45-53

2 817 95.9 830*/52-55-61 790*/51-52-59 738F/44-47-54 724*/43-45-53

0 818 95.6 832*/52-55-61 792*/51-53-59 741F/45-47-55 726*/44-46-53

RUNWAY LENGTH 8651 8651 6798 6798

RUNWAY SLOPE -0.46 0.46 -0.21 0.21

+KGS/+V1 PER 5 KHW 0/ 0 440/ 0 560/ 1 570/ 1

-KGS/-V1 PER 5 KTW 2220/ 3 1950/ 3 2890/ 4 2460/ 4



LEVEL OFF HT AAL 1000 1000 1000 1000




--HEGN-- FLAPS 5 -- HRG--

ELEV. 52 FT HURGHADA INTL

BOEING 737-800 HURGHADA, EGY


ENGINE BLEEDS ON

TMP CLIMB %N1 RUNWAY 16TMP RUNWAY 34TMP

C

50 684 97.0 690*/42-43-48 699*/42-43-48

49 690 97.2 696*/43-44-49 706*/43-44-49

48 696 97.3 703*/43-45-49 713*/44-45-49

47 703 97.5 709*/44-45-50 720*/44-45-50

46 709 97.6 716*/44-46-51 727*/45-46-51

45 715 97.7 722*/45-46-51 734*/45-46-51

44 721 97.9 728*/45-47-52 740*/46-47-52

43 727 98.1 734*/46-47-52 747*/46-47-52

42 734 98.2 741*/46-48-53 753*/47-48-53

41 740 98.4 746*/47-48-54 760*/47-48-54

40 746 98.5 752*/47-49-54 766*/48-49-54

39 753 98.7 758*/48-50-55 773*/48-50-55

38 759 98.8 764*/48-50-55 779*/48-50-55

37 766 99.0 770*/49-51-56 786*/49-51-56

36 772 99.1 777*/49-51-57 792*/49-51-57

35 778 99.3 783*/49-52-57 798*/50-52-57

34 785 99.4 790*/50-52-58 805*/50-52-58

33 792 99.6 797*/50-53-59 813*/51-53-59

32 799 99.8 804*/51-54-59 820*/51-54-59

31 806 99.9 810*/51-54-60 828*/52-54-60

30 812 100.0 817*/52-55-60 835*/52-55-60

29 813 99.8 818*/52-55-60 843*/52-55-60

28 813 99.7 818*/52-55-60 850*/52-55-60

27 814 99.5 818*/52-55-61 857*/52-55-61

26 814 99.4 819*/52-55-61 862F/52-55-61

25 815 99.2 819*/52-55-61 862F/52-55-61

24 815 99.0 819*/52-55-61 862F/52-55-61

23 815 98.9 819*/52-55-61 862F/52-55-61

22 816 98.7 819*/52-55-61 862F/52-55-61

21 816 98.6 819*/52-55-61 862F/52-55-61

20 816 98.4 820*/52-55-61 862F/52-55-61

18 817 98.1 820*/52-55-61 862F/53-55-61

16 817 97.8 820*/52-55-61 862F/53-55-61

14 818 97.5 820*/52-55-61 862F/53-55-61

12 818 97.2 821*/52-55-61 862F/53-55-61

10 819 96.9 821*/52-55-61 862F/53-55-61

8 819 96.6 821*/53-55-61 862F/53-55-61

6 820 96.3 821*/53-55-61 862F/53-55-61

4 820 96.0 821*/53-56-61 862F/53-56-61

2 821 95.6 821*/53-56-61 862F/53-56-61

0 821 95.3 821*/53-56-61 862F/53-56-61



+KGS/+V1 PER 5 KHW 50/ 0 0/ 0

-KGS/-V1 PER 5 KTW 1500/ 2 3430/ 2







--HESH-- FLAPS 5 -- SSH--

ELEV. 143 FT SHARM EL SHEIKH INTL

BOEING 737-800 SHARM EL SHEIKH, EGY


A/C PACKS AUTO


C

50 682 97.1 662*/40-41-46 752F/42-43-48 666*/40-41-46 755F/42-43-48

49 688 97.2 668*/40-42-47 758F/43-44-48 672*/41-42-47 760F/43-44-48

48 694 97.4 675*/41-42-47 763F/43-44-49 679*/41-43-48 766F/43-44-49

47 701 97.5 681*/41-43-48 768F/44-45-50 685*/42-43-48 771F/44-45-50

46 707 97.6 687*/42-43-49 773F/44-45-50 691*/42-44-49 776F/44-45-50

45 713 97.8 693*/42-44-49 779F/45-46-51 697*/43-44-50 781F/45-46-51

44 719 97.9 699*/43-44-50 784F/45-47-52 703*/44-45-50 787F/45-47-52

43 725 98.1 705*/43-45-50 789F/46-47-52 709*/44-45-51 792F/46-47-52

42 732 98.3 711*/44-45-51 795F/46-48-53 715*/45-46-51 797F/46-48-53

41 738 98.4 717*/44-46-52 800F/47-48-53 721*/45-46-52 803F/47-48-53

40 744 98.6 722*/45-46-52 806F/47-49-54 727*/45-47-52 808F/47-49-54

39 751 98.7 728*/45-47-53 810F/48-49-55 732*/46-47-53 813F/48-49-55

38 757 98.9 734*/46-47-53 815F/48-50-55 738*/46-48-54 818F/48-50-55

37 764 99.0 739*/46-48-54 820F/49-51-56 744*/47-48-54 823F/49-51-56

36 770 99.2 746*/46-49-54 825F/49-51-56 750*/47-49-55 828F/49-51-56

35 776 99.3 752*/47-49-55 830F/50-52-57 756*/47-50-55 833F/49-52-57

34 783 99.5 758*/47-50-56 835F/50-52-58 763*/48-50-56 838F/50-52-58

33 790 99.7 765*/48-50-56 840F/51-53-58 770*/48-51-57 843F/50-53-58

32 797 99.8 772*/48-51-57 845F/51-53-59 776*/49-51-57 847F/51-53-59

31 803 100.0 778*/49-51-57 849F/51-53-59 783*/49-52-58 852F/50-53-59

30 809 100.1 784*/49-52-58 854F/50-53-59 789*/50-52-58 856F/50-53-59

29 811 99.9 786*/49-52-58 856F/50-53-59 791*/50-53-59 859F/50-53-59

28 812 99.8 786*/49-52-58 858F/50-53-59 791*/50-53-59 860F/50-53-59

27 812 99.6 787*/49-52-58 859F/50-53-59 791*/50-53-59 862F/50-53-59

26 813 99.5 787*/49-52-58 860F/50-53-59 791*/50-53-59 862F/50-53-59

25 813 99.3 787*/49-52-58 862F/50-53-59 792*/50-53-59 862F/50-53-59

24 813 99.2 787*/49-52-58 862F/50-53-59 792*/50-53-59 862F/50-53-59

23 814 99.0 787*/49-52-58 862F/50-53-59 792*/50-53-59 862F/50-53-59

22 814 98.9 787*/49-52-58 862F/50-53-59 792*/50-53-59 862F/50-53-59

21 814 98.7 787*/49-52-58 862F/50-53-59 792*/50-53-59 862F/50-53-59

20 814 98.6 787*/49-52-58 862F/50-53-59 792*/50-53-59 862F/50-53-59

18 815 98.3 788*/49-52-58 862F/50-53-59 792*/50-53-59 862F/50-53-59

16 816 98.0 788*/49-52-58 862F/50-53-59 792*/50-53-59 862F/50-53-59

14 816 97.6 788*/49-52-58 862F/50-53-59 792*/50-53-59 862F/50-53-59

12 817 97.3 788*/49-52-58 862F/50-53-59 793*/50-53-59 862F/50-53-59

10 817 97.0 788*/49-52-58 862F/50-53-59 793*/50-53-59 862F/50-53-59

8 818 96.7 788*/49-52-58 862F/50-53-59 793*/50-53-59 862F/50-53-59

6 818 96.4 788*/49-52-58 862F/50-53-59 793*/50-53-59 862F/50-53-59

4 819 96.1 788*/49-52-59 862F/50-53-59 793*/50-53-59 862F/50-53-59

2 819 95.8 788*/49-52-59 862F/50-53-59 793*/50-53-59 862F/50-53-59

0 820 95.5 788*/49-52-58 862F/50-53-59 793*/50-53-59 862F/50-53-59

RUNWAY LENGTH 10108 10108 10108 10108

RUNWAY SLOPE -0.14 0.14 0.02 -0.02

+KGS/+V1 PER 5 KHW 90/ 0 0/ 0 90/ 0 0/ 0

-KGS/-V1 PER 5 KTW 330/ 1 3430/ 1 320/ 1 3590/ 2



LEVEL OFF HT AAL 1880 1000 1850 1000








ENGINE BLEEDS ON


C **TURN** **TURN**

50 668 97.2 678*/40-42-46 678*/42-42-46 678*/40-42-46 678*/42-42-46

49 674 97.4 685*/41-42-47 685*/42-42-47 685*/41-42-47 685*/42-42-47

48 680 97.5 692*/41-43-48 692*/43-43-48 692*/41-43-48 692*/43-43-48

47 686 97.7 699*/42-44-48 699*/43-44-48 699*/42-44-48 699*/43-44-48

46 693 97.8 706*/42-44-49 705*/44-44-49 706*/42-44-49 705*/44-44-49

45 698 97.9 712*/43-45-49 712*/44-45-49 712*/43-45-49 712*/44-45-49

44 704 98.1 719*/43-45-50 719*/45-45-50 719*/43-45-50 719*/45-45-50

43 710 98.2 726*/44-46-51 725*/45-46-51 726*/44-46-51 725*/45-46-51

42 717 98.4 732*/44-46-51 732*/46-46-51 732*/44-46-51 732*/46-46-51

41 723 98.5 739*/45-47-52 738*/46-47-52 739*/45-47-52 738*/46-47-52

40 729 98.7 745*/45-48-52 745*/47-48-52 745*/45-48-52 745*/47-48-52

39 735 98.8 751*/46-48-53 751*/47-48-53 751*/46-48-53 751*/47-48-53

38 742 99.0 758*/46-49-54 758*/48-49-54 758*/46-49-54 758*/48-49-54

37 748 99.1 764*/47-49-54 764*/48-49-54 764*/47-49-54 764*/48-49-54

36 755 99.3 770*/47-50-55 770*/49-50-55 770*/47-50-55 770*/49-50-55

35 761 99.5 777*/48-50-56 776*/49-50-56 777*/48-50-56 776*/49-50-56

34 768 99.6 783*/48-51-56 783*/50-51-56 783*/48-51-56 783*/50-51-56

33 774 99.8 790*/48-52-57 789*/50-52-57 790*/49-52-57 789*/50-52-57

32 780 99.9 797*/49-52-57 797*/51-52-57 797*/49-52-57 796*/51-52-57

31 786 100.1 805*/49-53-58 803*/51-53-58 805*/49-53-58 802*/51-53-58

30 792 100.3 812*/50-53-58 808*/51-53-58 812*/50-53-58 808*/51-53-58

29 797 100.4 820*/50-54-59 814*/52-54-59 820*/50-54-59 813*/52-54-59

28 800 100.3 825*/50-54-59 817*/52-54-59 827*/50-54-59 816*/52-54-59

27 801 100.1 826*/50-54-59 817*/52-54-59 831*/50-54-59 817*/52-54-59

26 801 100.0 826*/50-54-59 818*/52-54-59 831*/50-54-59 817*/52-54-59

25 801 99.8 827*/50-54-59 819*/52-54-59 832*/50-54-59 818*/52-54-59

24 802 99.7 827*/50-54-59 819*/52-54-59 833*/50-54-59 818*/52-54-59

23 802 99.5 828*/50-54-59 820*/52-54-59 833*/50-54-59 818*/52-54-59

22 802 99.4 828*/50-54-59 820*/52-54-59 834*/50-54-59 819*/52-54-59

21 802 99.2 829*/50-54-59 821*/52-54-59 834*/51-54-59 819*/52-54-59

20 803 99.1 830*/51-54-60 821*/52-54-60 835*/51-54-60 819*/52-54-60

18 803 98.7 831*/51-54-60 822*/52-54-60 836*/51-54-60 820*/52-54-60

16 804 98.4 832*/51-54-60 823*/52-54-60 837*/51-54-60 821*/52-54-60

14 804 98.1 833*/51-54-60 824*/52-54-60 839*/51-54-60 821*/52-54-60

12 805 97.8 834*/51-54-60 825*/53-54-60 840*/51-54-60 822*/52-54-60

10 805 97.5 835*/51-54-60 826*/53-54-60 841*/51-54-60 823*/53-54-60

8 806 97.2 836*/51-54-60 827*/53-54-60 842*/51-54-60 823*/53-54-60

6 806 96.9 837*/51-54-60 827*/53-54-60 843*/51-54-60 824*/53-54-60

4 807 96.6 838*/51-54-60 828*/53-54-60 845*/51-54-60 824*/53-54-60

2 807 96.3 839*/51-54-60 829*/53-54-60 846*/51-54-60 825*/53-54-60

0 807 95.9 840*/51-54-60 830*/53-54-60 847*/51-54-60 826*/53-54-60

RUNWAY LENGTH 12861 12861 12861 12861

RUNWAY SLOPE -0.59 0.59 -0.58 0.58

+KGS/+V1 PER 5 KHW 0/ 0 0/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 2410/ 2 1760/ 2 2630/ 2 1740/ 2



LEVEL OFF HT AAL 1000 1000 1000 1000





ELEV. 171 FT ODESA



ENGINE BLEEDS ON


C

50 681 97.1 696*/42-43-48 696*/42-43-48

49 687 97.2 703*/43-44-48 703*/43-44-48

48 694 97.4 710*/43-44-49 710*/43-44-49

47 700 97.5 717*/44-45-50 716*/44-45-50

46 706 97.7 723*/44-45-50 723*/44-45-50

45 712 97.8 730*/45-46-51 730*/45-46-51

44 718 98.0 737*/45-47-51 735F/45-47-51

43 725 98.1 742F/46-47-52 739F/46-47-52

42 731 98.3 746F/46-48-53 744F/46-48-53

41 737 98.4 750F/47-48-53 748F/47-48-53

40 743 98.6 755F/47-49-54 753F/47-49-54

39 750 98.7 759F/48-49-55 757F/48-49-55

38 756 98.9 764F/48-50-55 762F/48-50-55

37 763 99.0 768F/48-51-56 766F/49-51-56

36 769 99.2 773F/49-51-56 770F/49-51-56

35 776 99.3 777F/49-52-57 775F/49-52-57

34 782 99.5 782F/50-52-58 779F/50-52-57

33 789 99.7 786F/50-53-58 784F/50-52-58

32 796 99.8 791F/50-53-58 788F/50-53-58

31 802 100.0 795F/50-53-59 793F/50-53-59

30 808 100.1 800F/51-54-59 797F/51-53-59

29 811 100.0 802F/51-54-60 800F/51-54-59

28 811 99.8 803F/51-54-60 801F/51-54-59

27 812 99.7 805F/51-54-60 802F/51-54-60

26 812 99.5 806F/51-54-60 804F/51-54-60

25 812 99.4 807F/51-54-60 805F/51-54-60

24 813 99.2 809F/51-54-60 806F/51-54-60

23 813 99.1 810F/52-55-60 808F/52-54-60

22 813 98.9 811F/52-55-60 809F/52-54-60

21 814 98.8 813F/52-55-60 810F/52-55-60

20 814 98.6 814F/52-55-61 812F/52-55-60

18 815 98.3 817F/52-55-61 814F/52-55-61

16 815 98.0 820F/52-55-61 817F/52-55-61

14 816 97.7 822F/52-55-61 820F/52-55-61

12 816 97.4 825F/52-55-61 823F/53-55-61

10 817 97.1 828F/52-55-61 825F/53-55-61

8 817 96.8 831F/52-55-61 828F/53-55-61

6 818 96.4 834F/52-55-61 831F/53-55-61

4 818 96.1 837F/53-55-61 834F/53-55-61

2 819 95.8 839F/53-55-61 837F/53-55-61

0 819 95.5 842F/53-55-61 840F/53-55-61



+KGS/+V1 PER 5 KHW 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 2800/ 4 2780/ 4








ELEV. 171 FT ODESA



ENGINE BLEEDS ON


C

50 627 97.1 635*/31-32-38 635*/32-32-38

49 633 97.2 641*/32-33-39 641*/32-33-39

48 639 97.4 647*/33-33-40 647*/33-33-40

47 644 97.5 654*/33-34-40 654*/33-34-40

46 650 97.7 660*/34-34-41 660*/34-34-41

45 656 97.8 666*/34-35-41 666*/34-35-41

44 661 98.0 672*/35-36-42 672*/35-36-42

43 667 98.1 678*/35-36-43 678*/35-36-43

42 673 98.3 684*/35-37-43 684*/36-37-43

41 679 98.4 690*/36-37-44 690*/36-37-44

40 684 98.6 696*/36-38-44 696*/37-38-44

39 690 98.7 702*/37-38-45 702*/37-38-45

38 697 98.9 708*/37-39-45 708*/38-39-45

37 702 99.0 714*/38-39-46 714*/38-39-46

36 708 99.2 719*/38-40-47 719*/39-40-47

35 714 99.3 725*/39-40-47 725*/39-40-47

34 720 99.5 731*/39-41-48 731*/39-41-48

33 727 99.7 738*/40-41-48 738*/40-41-48

32 733 99.8 745*/40-42-49 745*/40-42-49

31 739 100.0 752*/41-42-49 752*/41-42-49

30 745 100.1 759*/41-43-50 759*/41-43-50

29 747 100.0 766*/41-43-50 766*/42-43-50

28 747 99.8 773*/41-43-50 773*/42-43-50

27 748 99.7 780*/41-43-50 780*/42-43-50

26 748 99.5 783*/41-43-50 784*/42-43-50

25 748 99.4 783*/41-43-50 785*/42-43-50

24 749 99.2 784*/42-43-50 785*/42-43-50

23 749 99.1 784*/42-43-50 786*/42-43-50

22 749 98.9 785*/42-43-50 786*/42-43-50

21 749 98.8 786*/42-43-51 787*/42-43-51

20 750 98.6 786*/42-43-51 787*/42-43-51

18 750 98.3 787*/42-43-51 788*/42-43-51

16 751 98.0 788*/42-43-51 789*/42-43-51

14 751 97.7 789*/42-43-51 790*/42-43-51

12 752 97.4 790*/42-43-51 791*/42-43-51

10 752 97.1 791*/42-44-51 792*/42-44-51

8 753 96.8 792*/42-44-51 793*/42-44-51

6 753 96.4 793*/42-44-51 794*/42-44-51

4 754 96.1 794*/42-44-51 795*/42-44-51

2 754 95.8 795*/42-44-51 796*/42-44-51

0 754 95.5 796*/42-44-51 797*/43-44-51



+KGS/+V1 PER 5 KHW 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 990/ 1 1060/ 1











ENGINE BLEEDS ON


C

50 657 97.3 799F/40-41-45 664*/40-41-45 664*/41-41-45 654F/40-40-45

49 663 97.5 804F/40-41-46 671*/41-41-46 671*/41-41-46 658F/41-41-45

48 669 97.6 809F/41-42-47 678*/41-42-47 678*/42-42-47 662F/41-41-46

47 675 97.7 814F/41-43-47 684*/42-43-47 684*/42-43-47 666F/41-42-46

46 681 97.9 819F/42-43-48 691*/43-43-48 691*/43-43-48 671F/42-42-47

45 687 98.0 823F/42-44-48 698*/43-44-48 698*/43-44-48 675F/42-42-47

44 693 98.1 828F/43-44-49 704*/44-44-49 704*/44-44-49 679F/42-43-48

43 699 98.3 833F/43-45-50 711*/44-45-50 711*/44-45-50 684F/43-43-48

42 705 98.4 838F/44-45-50 717*/45-45-50 717*/45-45-50 688F/43-43-49

41 711 98.6 843F/44-46-51 724*/45-46-51 724*/46-46-51 692F/43-44-49

40 717 98.7 848F/45-46-51 730*/46-46-51 730*/46-46-51 697F/43-44-50

39 723 98.9 853F/45-47-52 736*/46-47-52 736*/47-47-52 701F/44-45-50

38 730 99.0 858F/46-48-53 743*/47-48-53 743*/47-48-53 706F/44-45-51

37 736 99.2 862F/46-48-53 749*/47-48-53 749*/47-48-53 710F/44-45-51

36 743 99.4 862F/47-49-54 755*/47-49-54 755*/48-49-54 715F/45-46-51

35 749 99.5 862F/47-49-54 762*/48-49-54 761*/48-49-55 719F/45-46-52

34 756 99.7 862F/48-50-55 768*/48-50-55 768*/49-50-55 724F/45-46-52

33 762 99.9 862F/48-50-56 774*/49-50-56 774*/49-50-56 728F/46-47-53

32 768 100.0 862F/48-51-56 781*/49-51-56 781*/50-51-56 732F/46-47-53

31 773 100.1 862F/49-51-57 788*/50-51-57 788*/50-51-57 736F/46-47-54

30 779 100.3 862F/49-52-57 796*/50-52-57 796*/51-52-57 739F/46-48-54

29 784 100.4 862F/49-52-58 803*/50-52-58 803*/51-52-58 743F/47-48-54

28 789 100.5 862F/50-53-58 811*/51-53-58 811*/51-53-58 747F/47-48-55

27 792 100.4 862F/50-53-59 818*/51-53-59 818*/51-53-59 749F/47-49-55

26 792 100.2 862F/50-53-59 825*/51-53-59 825*/52-53-59 750F/47-49-55

25 792 100.1 862F/50-53-59 832*/51-53-59 831*/52-53-59 751F/47-49-55

24 793 99.9 862F/50-53-59 838*/51-53-59 838*/52-53-59 753F/47-49-55

23 793 99.8 862F/50-53-59 844*/51-53-59 844*/52-53-59 754F/47-49-55

22 793 99.6 862F/50-53-59 847*/51-53-59 847*/52-53-59 755F/48-49-55

21 793 99.5 862F/50-53-59 848*/51-53-59 847*/52-53-59 756F/48-49-56

20 794 99.3 862F/50-53-59 848*/51-53-59 847*/52-53-59 757F/48-49-56

18 794 99.0 862F/50-53-59 848*/51-53-59 848*/52-53-59 760F/48-50-56

16 795 98.7 862F/50-53-59 849*/51-53-59 848*/52-53-59 762F/48-50-56

14 795 98.4 862F/50-53-59 849*/51-53-59 849*/52-53-59 765F/49-50-56

12 796 98.1 862F/50-53-59 849*/51-53-59 849*/52-53-59 767F/49-50-57

10 796 97.8 862F/50-53-59 850*/52-53-59 849*/52-53-59 770F/49-51-57

8 796 97.5 862F/51-53-59 850*/52-53-59 849*/52-53-59 773F/49-51-57

6 797 97.2 862F/51-54-59 850*/52-54-59 850*/52-54-59 775F/50-51-57

4 797 96.9 862F/51-54-59 850*/52-54-59 850*/52-54-59 778F/50-52-57

2 798 96.6 862F/51-54-59 851*/52-54-59 850*/52-54-59 780F/50-52-58

0 798 96.2 862F/51-54-59 851*/52-54-59 851*/52-54-59 783F/51-52-58

RUNWAY LENGTH 12188 12188 10663 8284

RUNWAY SLOPE -0.37 0.37 0.67 0.67

+KGS/+V1 PER 5 KHW 0/ 0 0/ 0 0/ 0 130/ 0

-KGS/-V1 PER 5 KTW 5000/ 2 3310/ 2 3250/ 2 2590/ 4

QNH CORRECTION: FOR LOW QNH, SUBTRACT100 KG/mb; FOR HIGH QNH, ADD 0 KG/mb


LEVEL OFF HT AAL 1000 1000 1000 1000








ENGINE BLEEDS ON


C

50 657 97.3 664*/39-41-45

49 663 97.5 671*/40-41-46

48 669 97.6 678*/40-42-47

47 675 97.7 685*/41-43-47

46 681 97.9 691*/41-43-48

45 687 98.0 698*/42-44-48

44 693 98.1 704*/42-44-49

43 699 98.3 711*/43-45-50

42 705 98.4 718*/43-45-50

41 711 98.6 724*/44-46-51

40 717 98.7 730*/44-46-51

39 723 98.9 737*/45-47-52

38 730 99.0 743*/45-48-53

37 736 99.2 749*/46-48-53

36 743 99.4 755*/46-49-54

35 749 99.5 762*/47-49-54

34 756 99.7 768*/47-50-55

33 762 99.9 774*/48-50-56

32 768 100.0 781*/48-51-56

31 773 100.1 789*/48-51-57

30 779 100.3 796*/49-52-57

29 784 100.4 803*/49-52-58

28 789 100.5 811*/49-53-58

27 792 100.4 818*/50-53-59

26 792 100.2 825*/50-53-59

25 792 100.1 832*/50-53-59

24 793 99.9 838*/50-53-59

23 793 99.8 845*/50-53-59

22 793 99.6 848*/50-53-59

21 793 99.5 848*/50-53-59

20 794 99.3 848*/50-53-59

18 794 99.0 849*/50-53-59

16 795 98.7 849*/50-53-59

14 795 98.4 849*/50-53-59

12 796 98.1 850*/50-53-59

10 796 97.8 850*/50-53-59

8 796 97.5 850*/50-53-59

6 797 97.2 850*/50-54-59

4 797 96.9 850*/50-54-59

2 798 96.6 850*/50-54-59

0 798 96.2 850*/50-54-59

RUNWAY LENGTH 10663

RUNWAY SLOPE -0.67


-KGS/-V1 PER 5 KTW 3540/ 2

QNH CORRECTION: FOR LOW QNH, SUBTRACT100 KG/mb; FOR HIGH QNH, ADD 60 KG/mb






RUNWAY: 12DP

**TURN**





ENGINE BLEEDS ON



C

50 647 97.4 528*/23-25-32 551*/28-28-35 559*/29-29-36 567*/30-30-36

529**27-30-37 554**33-35-41 562**35-37-43 571**38-40-46

48 659 97.7 537*/24-26-33 561*/28-29-36 568*/30-30-37 576*/31-31-38

538**27-30-37 563**34-36-42 572**36-38-44 580**37-40-45

46 671 98.0 545*/25-27-35 570*/29-30-37 578*/31-31-38 585*/32-32-39

546**28-31-38 572**34-36-43 581**36-39-45 589**38-40-46

44 682 98.2 554*/26-28-36 579*/30-31-38 587*/32-32-39 595*/33-33-40

555**29-32-39 581**35-37-44 590**36-38-45 599**39-41-47

42 694 98.5 563*/27-29-37 588*/31-32-39 596*/32-33-40 604*/34-34-41

564**29-32-40 590**35-38-44 599**37-40-46 608**39-41-48

40 706 98.8 571*/27-29-38 597*/32-33-40 606*/33-34-41 614*/35-35-42

572**30-33-41 599**36-38-45 608**38-40-47 617**40-42-48

38 718 99.1 580*/28-30-39 606*/33-34-42 615*/34-35-42 623*/36-36-43

581**30-33-41 608**36-39-46 617**38-41-47 626**41-43-49

36 731 99.4 589*/29-31-40 616*/34-35-43 625*/35-36-44 633*/36-37-44

618**37-39-47 627**39-41-48 636**41-44-50

34 744 99.7 598*/30-32-41 626*/34-36-44 635*/36-37-45 643*/37-38-46

627**38-40-48 637**40-42-49 646**42-44-51

32 756 100.1 607*/31-33-42 635*/35-37-45 644*/37-38-46 653*/38-39-47

637**38-41-49 646**40-43-50 656**43-45-52

30 767 100.4 615*/31-34-43 643*/36-38-46 652*/37-39-47 662*/39-40-48

645**39-41-49 654**41-43-51 664**43-45-52

28 776 100.6 622*/32-35-44 651*/37-38-47 660*/38-39-48 670*/40-41-48

652**39-42-50 662**41-44-52 672**44-46-53

26 783 100.7 627*/32-35-44 656*/37-39-47 666*/39-40-48 675*/40-41-49

658**40-43-51 668**42-44-52 678**44-46-54

24 784 100.4 628*/32-35-45 657*/37-39-47 666*/39-40-48 676*/40-41-49

659**40-43-51 669**42-45-52 679**44-47-54

22 784 100.1 629*/33-35-45 658*/37-39-47 667*/39-40-48 676*/40-41-49

660**40-43-51 670**43-45-53 680**45-47-54

20 785 99.8 630*/33-35-45 659*/37-39-48 668*/39-40-48 677*/40-41-49

660**41-44-51 671**43-45-53 681**45-48-55

15 786 99.0 632*/33-36-45 661*/38-39-48 671*/39-40-49 678*/40-41-49

633**35-39-47 663**41-44-52 673**44-46-54 683**46-48-55

10 787 98.2 634*/33-36-45 663*/38-40-48 671*/39-41-49 678*/41-41-49

635**36-39-48 665**42-45-53 675**44-47-55 686**47-50-57

5 788 97.5 636*/34-36-45 665*/38-40-48 672*/40-41-49 679*/41-41-49

637**36-40-49 667**43-46-54 678**46-49-56 688**48-51-58

0 789 96.7 638*/34-36-46 666*/38-40-48 673*/40-41-49 680*/41-41-50

639**37-41-49 670**44-47-54 680**47-50-57 690**47-49-56







RUNWAY: 30





ENGINE BLEEDS ON



C

50 647 97.4 594*/31-34-39 613*/34-36-41 619*/35-37-42 625*/37-38-43

601**36-40-45 625**44-48-53 632**46-50-54 639**49-53-57

48 659 97.7 604*/32-35-41 624*/35-37-43 630*/36-38-43 636*/38-39-44

611**36-40-46 635**45-49-53 642**46-50-55 649**49-53-58

46 671 98.0 614*/33-36-42 634*/36-38-44 640*/37-39-44 647*/38-40-45

620**37-41-46 645**45-49-54 653**47-51-56 660**50-54-58

44 682 98.2 625*/34-37-43 644*/37-39-45 651*/38-40-46 657*/39-41-46

630**37-41-47 655**45-50-55 664**48-52-57 671**50-54-58

42 694 98.5 635*/35-38-44 655*/38-40-46 662*/39-41-47 668*/40-42-47

639**37-42-47 665**46-50-55 674**49-53-58 682**51-55-60

40 706 98.8 645*/35-39-45 666*/39-41-47 672*/40-42-48 679*/41-43-48

648**38-42-48 675**46-51-56 684**49-54-58 693**52-56-61

38 718 99.1 655*/36-40-46 676*/40-42-48 683*/41-43-49 690*/42-44-50

658**38-43-49 686**47-51-56 695**50-54-59 704**53-57-62

36 731 99.4 666*/37-41-47 688*/41-43-49 694*/42-44-50 701*/43-45-51

668**39-43-49 697**47-52-57 705**50-55-60 715**53-57-62

34 744 99.7 677*/38-42-49 699*/42-44-51 706*/43-45-51 713*/44-46-52

679**39-43-50 708**48-52-58 717**51-55-60 726**53-58-63

32 756 100.1 687*/39-43-50 710*/43-45-52 717*/44-46-52 725*/45-47-53

689**40-44-51 719**48-53-58 728**51-55-61 737**54-58-63

30 767 100.4 696*/40-44-51 719*/43-46-53 727*/45-47-53 734*/46-48-54

728**49-53-59 737**51-56-61 746**54-59-64

28 776 100.6 705*/40-45-52 728*/44-47-54 736*/45-48-54 743*/46-49-55

736**49-53-59 745**51-56-62 755**54-59-64

26 783 100.7 711*/41-45-52 734*/44-48-54 742*/46-48-55 750*/47-49-55

742**49-54-60 752**52-57-62 761**55-59-65

24 784 100.4 712*/41-45-52 735*/45-48-54 743*/46-49-55 750*/47-49-56

743**49-54-60 753**52-57-63 762**55-60-65

22 784 100.1 713*/41-45-52 736*/45-48-54 744*/46-49-55 751*/47-49-56

745**50-55-61 754**53-57-63 764**55-60-66

20 785 99.8 713*/41-45-52 737*/45-48-54 745*/46-49-55 752*/47-50-56

715**42-46-53 746**50-55-61 755**53-58-64 765**56-61-66

15 786 99.0 715*/41-46-53 739*/45-48-55 747*/46-49-55 754*/47-50-56

718**43-48-54 749**51-56-62 758**54-59-65 768**57-62-67

10 787 98.2 717*/42-46-53 741*/45-48-55 748*/46-49-55 756*/47-50-56

721**44-49-55 751**52-57-63 761**55-60-66 771**58-63-68

5 788 97.5 719*/42-46-53 743*/45-48-55 750*/47-49-56 758*/48-50-56

724**45-50-57 754**53-59-64 764**56-62-67 774**59-64-70

0 789 96.7 721*/42-46-53 744*/46-49-55 752*/47-49-56 760*/48-50-56

727**46-51-58 757**54-60-66 767**57-63-68 776**60-65-70











ENGINE BLEEDS ON


C **TURN**

50 685 97.0 640*/37-38-44 696*/42-43-48 652*/39-40-45 700*/42-43-48

49 691 97.2 645*/37-39-45 702*/43-44-49 658*/39-40-46 707*/43-44-49

48 697 97.3 651*/38-39-45 707*/44-45-49 663*/39-41-46 714*/43-45-49

47 704 97.4 657*/38-40-46 713*/44-45-50 668*/40-41-47 721*/44-45-50

46 710 97.6 662*/39-40-46 719*/45-46-51 673*/40-42-47 728*/45-46-51

45 716 97.7 667*/39-41-47 725*/45-46-51 678*/41-42-48 735*/45-46-51

44 722 97.9 673*/40-41-47 730*/46-47-52 683*/41-43-48 741*/46-47-52

43 728 98.0 678*/40-42-48 736*/46-47-52 688*/41-43-49 748*/46-47-52

42 735 98.2 684*/41-42-49 742*/47-48-53 693*/42-43-49 754*/47-48-53

41 741 98.3 689*/41-43-49 748*/47-49-54 699*/42-44-50 760*/47-49-54

40 747 98.5 695*/42-43-50 753*/47-49-54 704*/43-44-51 766*/47-49-54

39 754 98.7 701*/42-44-50 759*/48-50-55 709*/43-45-51 772*/48-50-55

38 760 98.8 706*/42-44-51 765*/48-50-55 714*/43-45-52 778*/48-50-55

37 767 99.0 712*/43-45-51 771*/49-51-56 719*/44-46-52 785*/49-51-56

36 773 99.1 717*/43-45-52 776*/49-51-57 725*/44-46-53 791*/49-51-57

35 779 99.2 723*/44-46-53 782*/50-52-57 730*/45-47-53 796*/50-52-57

34 786 99.4 729*/44-46-53 788*/50-53-58 735*/45-47-54 803*/50-53-58

33 793 99.6 735*/45-47-54 795*/51-53-59 740*/45-48-54 810*/51-53-59

32 800 99.7 741*/45-47-54 801*/51-54-59 745*/46-48-55 816*/51-54-59

31 807 99.9 746*/45-48-55 806*/52-54-60 750*/46-48-55 822*/52-54-60

30 813 99.9 752*/46-48-55 812*/52-55-60 755*/46-49-56 828*/52-55-60

29 814 99.8 753*/46-49-55 813*/52-55-60 756*/46-49-56 829*/52-55-60

28 814 99.6 753*/46-49-56 814*/52-55-60 757*/46-49-56 830*/52-55-61

27 815 99.4 754*/46-49-56 815*/52-55-61 758*/46-49-56 831*/52-55-61

26 815 99.3 754*/46-49-56 815*/52-55-61 759*/47-49-56 831*/52-55-61

25 815 99.1 755*/46-49-56 816*/52-55-61 760*/47-49-56 832*/52-55-61

24 816 99.0 756*/46-49-56 817*/52-55-61 761*/47-49-56 832*/52-55-61

23 816 98.8 756*/46-49-56 817*/52-55-61 762*/47-49-56 833*/52-55-61

22 816 98.7 757*/46-49-56 818*/52-55-61 763*/47-50-56 834*/52-55-61

21 817 98.5 757*/46-49-56 819*/52-55-61 764*/47-50-56 834*/52-55-61

20 817 98.4 758*/46-49-56 819*/52-55-61 764*/47-50-57 835*/52-55-61

18 817 98.1 759*/47-49-56 821*/52-55-61 766*/47-50-57 836*/52-55-61

16 818 97.8 760*/47-49-56 822*/53-55-61 768*/47-50-57 837*/52-55-61

14 818 97.5 761*/47-49-56 823*/53-55-61 770*/48-50-57 838*/53-55-61

12 819 97.2 762*/47-49-56 825*/53-55-61 772*/48-50-57 839*/53-55-61

10 820 96.8 763*/47-49-56 826*/53-55-61 774*/48-51-57 840*/53-55-61

8 820 96.5 764*/47-50-56 827*/53-55-61 775*/48-51-57 841*/53-55-61

6 821 96.2 765*/47-50-57 829*/53-56-61 777*/48-51-58 842*/53-56-61

4 821 95.9 766*/47-50-57 830*/53-56-61 779*/49-51-58 843*/53-56-61

2 822 95.6 767*/47-50-57 831*/53-56-61 781*/49-51-58 844*/53-56-61

0 822 95.3 767*/48-50-57 832*/53-56-61 782*/49-52-58 845*/53-56-61

RUNWAY LENGTH 10856 10856 8612 11811

RUNWAY SLOPE -0.02 0.02 -0.02 -0.02

+KGS/+V1 PER 5 KHW 350/ 1 60/ 0 500/ 1 0/ 0

-KGS/-V1 PER 5 KTW 1380/ 2 1710/ 3 2090/ 3 2020/ 2



LEVEL OFF HT AAL 1000 1000 1000 1000








ENGINE BLEEDS ON


C **TURN** **TURN**

50 685 97.0 700*/42-43-48 700*/42-43-48 700*/42-43-48 700*/42-43-48

49 691 97.2 707*/43-44-49 707*/43-44-49 707*/43-44-49 707*/43-44-49

48 697 97.3 714*/44-45-49 714*/43-45-49 714*/44-45-49 714*/44-45-49

47 704 97.4 721*/44-45-50 721*/44-45-50 721*/44-45-50 721*/44-45-50

46 710 97.6 728*/45-46-51 728*/45-46-51 728*/45-46-51 728*/45-46-51

45 716 97.7 735*/45-46-51 735*/45-46-51 735*/45-46-51 735*/45-46-51

44 722 97.9 741*/46-47-52 741*/46-47-52 741*/46-47-52 741*/46-47-52

43 728 98.0 748*/46-47-52 748*/46-47-52 748*/46-47-52 748*/46-47-52

42 735 98.2 755*/47-48-53 755*/46-48-53 755*/47-48-53 755*/47-48-53

41 741 98.3 761*/47-49-54 761*/47-49-54 761*/47-49-54 761*/47-49-54

40 747 98.5 768*/47-49-54 768*/47-49-54 768*/47-49-54 768*/47-49-54

39 754 98.7 774*/48-50-55 774*/48-50-55 774*/48-50-55 774*/48-50-55

38 760 98.8 780*/48-50-55 780*/48-50-55 780*/48-50-55 780*/48-50-55

37 767 99.0 787*/49-51-56 787*/49-51-56 787*/49-51-56 787*/49-51-56

36 773 99.1 793*/49-51-57 793*/49-51-57 793*/49-51-57 793*/49-51-57

35 779 99.2 799*/50-52-57 799*/50-52-57 799*/50-52-57 799*/50-52-57

34 786 99.4 807*/50-53-58 807*/50-53-58 807*/50-53-58 807*/50-53-58

33 793 99.6 814*/51-53-59 814*/51-53-59 814*/51-53-59 814*/51-53-59

32 800 99.7 821*/51-54-59 821*/51-54-59 821*/51-54-59 821*/51-54-59

31 807 99.9 829*/52-54-60 829*/51-54-60 829*/52-54-60 829*/52-54-60

30 813 99.9 836*/52-55-60 836*/52-55-60 836*/52-55-60 836*/52-55-60

29 814 99.8 844*/52-55-60 844*/52-55-60 844*/52-55-60 838*/52-55-60

28 814 99.6 851*/52-55-61 851*/52-55-61 851*/52-55-61 839*/52-55-61

27 815 99.4 858*/52-55-61 858*/52-55-61 858*/52-55-61 839*/52-55-61

26 815 99.3 862F/52-55-61 860*/52-55-61 862F/52-55-61 840*/52-55-61

25 815 99.1 862F/52-55-61 860*/52-55-61 862F/52-55-61 841*/52-55-61

24 816 99.0 862F/52-55-61 861*/52-55-61 862F/52-55-61 841*/52-55-61

23 816 98.8 862F/52-55-61 862*/52-55-61 862F/52-55-61 842*/52-55-61

22 816 98.7 862F/52-55-61 862F/52-55-61 862F/52-55-61 842*/52-55-61

21 817 98.5 862F/52-55-61 862F/52-55-61 862F/52-55-61 843*/52-55-61

20 817 98.4 862F/52-55-61 862F/52-55-61 862F/52-55-61 843*/52-55-61

18 817 98.1 862F/52-55-61 862F/52-55-61 862F/52-55-61 844*/52-55-61

16 818 97.8 862F/53-55-61 862F/52-55-61 862F/53-55-61 845*/53-55-61

14 818 97.5 862F/53-55-61 862F/52-55-61 862F/53-55-61 846*/53-55-61

12 819 97.2 862F/53-55-61 862F/53-55-61 862F/53-55-61 847*/53-55-61

10 820 96.8 862F/53-55-61 862F/53-55-61 862F/53-55-61 848*/53-55-61

8 820 96.5 862F/53-55-61 862F/53-55-61 862F/53-55-61 849*/53-55-61

6 821 96.2 862F/53-56-61 862F/53-56-61 862F/53-56-61 850*/53-56-61

4 821 95.9 862F/53-56-61 862F/53-56-61 862F/53-56-61 851*/53-56-61

2 822 95.6 862F/53-56-61 862F/53-56-61 862F/53-56-61 851*/53-56-61

0 822 95.3 862F/53-56-61 862F/53-56-61 862F/53-56-61 852*/53-56-61

RUNWAY LENGTH 9843 12795 12795 12795

RUNWAY SLOPE 0.02 -0.04 0.04 0.02

+KGS/+V1 PER 5 KHW 0/ 0 0/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 3430/ 2 3340/ 2 3420/ 2 2440/ 2



LEVEL OFF HT AAL 1000 1000 1000 1000








ENGINE BLEEDS ON


C **TURN**

50 685 97.0 700*/42-43-48

49 691 97.2 707*/43-44-49

48 697 97.3 714*/43-45-49

47 704 97.4 721*/44-45-50

46 710 97.6 728*/45-46-51

45 716 97.7 735*/45-46-51

44 722 97.9 741*/46-47-52

43 728 98.0 748*/46-47-52

42 735 98.2 755*/47-48-53

41 741 98.3 761*/47-49-54

40 747 98.5 768*/47-49-54

39 754 98.7 774*/48-50-55

38 760 98.8 780*/48-50-55

37 767 99.0 787*/49-51-56

36 773 99.1 793*/49-51-57

35 779 99.2 799*/50-52-57

34 786 99.4 807*/50-53-58

33 793 99.6 814*/51-53-59

32 800 99.7 821*/51-54-59

31 807 99.9 829*/52-54-60

30 813 99.9 835*/52-55-60

29 814 99.8 836*/52-55-60

28 814 99.6 837*/52-55-61

27 815 99.4 837*/52-55-61

26 815 99.3 838*/52-55-61

25 815 99.1 839*/52-55-61

24 816 99.0 839*/52-55-61

23 816 98.8 840*/52-55-61

22 816 98.7 840*/52-55-61

21 817 98.5 841*/52-55-61

20 817 98.4 842*/52-55-61

18 817 98.1 843*/52-55-61

16 818 97.8 844*/52-55-61

14 818 97.5 845*/53-55-61

12 819 97.2 846*/53-55-61

10 820 96.8 847*/53-55-61

8 820 96.5 848*/53-55-61

6 821 96.2 849*/53-56-61

4 821 95.9 850*/53-56-61

2 822 95.6 851*/53-56-61

0 822 95.3 852*/53-56-61

RUNWAY LENGTH 12795

RUNWAY SLOPE -0.02


-KGS/-V1 PER 5 KTW 2360/ 2











A/C PACKS AUTO


C

50 676 97.2 689*/42-43-47 689*/42-43-47 689*/41-43-47 689*/42-43-47

49 682 97.3 696*/42-43-48 696*/42-43-48 696*/42-43-48 696*/42-43-48

48 689 97.5 703*/43-44-48 703*/43-44-48 703*/43-44-48 703*/43-44-48

47 695 97.6 710*/43-44-49 710*/43-44-49 710*/43-44-49 710*/44-44-49

46 701 97.7 717*/44-45-50 717*/44-45-50 717*/44-45-50 717*/44-45-50

45 707 97.9 724*/44-46-50 724*/45-46-50 724*/44-46-50 723*/45-46-50

44 713 98.0 730*/45-46-51 730*/45-46-51 730*/45-46-51 728*/45-46-51

43 719 98.2 737*/45-47-52 737*/46-47-52 737*/45-47-52 733*/46-47-52

42 726 98.3 743*/46-47-52 743*/46-47-52 743*/46-47-52 739*/46-47-52

41 732 98.5 750*/46-48-53 750*/47-48-53 750*/46-48-53 744*/47-48-53

40 738 98.6 756*/47-48-53 756*/47-48-53 756F/46-48-53 749F/47-48-53

39 744 98.8 763*/47-49-54 763*/47-49-54 760F/47-49-54 754F/47-49-54

38 751 99.0 769*/47-49-55 769*/48-49-55 765F/47-49-55 758F/48-49-55

37 758 99.1 775*/48-50-55 775*/48-50-55 769F/48-50-55 763F/48-50-55

36 764 99.3 782*/48-51-56 782*/49-51-56 774F/48-51-56 767F/49-51-56

35 770 99.4 788*/49-51-56 788*/49-51-56 778F/49-51-56 772F/49-51-56

34 777 99.6 794*/49-52-57 794*/50-52-57 783F/49-52-57 776F/50-52-57

33 783 99.8 802*/50-52-58 802*/50-52-58 787F/50-52-58 780F/50-52-57

32 790 99.9 809*/50-53-58 809*/51-53-58 791F/50-53-58 785F/50-52-58

31 796 100.1 817*/51-53-59 817*/51-53-59 796F/50-53-59 789F/50-53-58

30 802 100.3 824*/51-54-59 824*/51-54-59 800F/51-54-59 793F/51-53-59

29 807 100.2 832*/51-54-60 832*/52-54-60 804F/51-54-60 797F/51-53-59

28 807 100.0 839*/51-54-60 839*/52-54-60 805F/51-54-60 798F/51-53-59

27 808 99.9 846*/51-54-60 846*/52-54-60 806F/51-54-60 800F/51-54-59

26 808 99.7 853*/51-54-60 853*/52-54-60 808F/51-54-60 801F/51-54-59

25 808 99.6 860*/51-54-60 860*/52-54-60 809F/51-54-60 802F/51-54-60

24 809 99.4 862F/51-55-60 862F/52-55-60 810F/51-55-60 804F/52-54-60

23 809 99.3 862F/52-55-60 862F/52-55-60 812F/51-55-60 805F/52-54-60

22 809 99.1 862F/52-55-60 862F/52-55-60 813F/51-55-60 806F/52-54-60

21 810 99.0 862F/52-55-60 862F/52-55-60 814F/52-55-60 808F/52-54-60

20 810 98.8 862F/52-55-60 862F/52-55-60 816F/52-55-60 809F/52-55-60

18 810 98.5 862F/52-55-60 862F/52-55-60 819F/52-55-60 812F/52-55-60

16 811 98.2 862F/52-55-60 862F/52-55-60 821F/52-55-60 814F/52-55-60

14 811 97.9 862F/52-55-60 862F/52-55-60 824F/52-55-60 817F/52-55-60

12 812 97.6 862F/52-55-60 862F/52-55-60 827F/52-55-60 820F/52-55-60

10 813 97.3 862F/52-55-60 862F/52-55-60 830F/52-55-60 822F/52-55-60

8 813 97.0 862F/52-55-60 862F/52-55-60 833F/52-55-60 825F/53-55-60

6 814 96.7 862F/52-55-60 862F/53-55-60 835F/52-55-60 828*/53-55-60

4 814 96.3 862F/52-55-61 862F/53-55-61 838F/52-55-61 829*/53-55-61

2 814 96.0 862F/52-55-61 862F/53-55-61 841F/52-55-61 831*/53-55-61

0 815 95.7 862F/52-55-61 862F/53-55-61 844F/52-55-61 833*/53-55-61

RUNWAY LENGTH 13829 13829 8858 8858

RUNWAY SLOPE -0.18 0.18 -0.22 0.22

+KGS/+V1 PER 5 KHW 0/ 0 0/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 3630/ 2 3550/ 2 2800/ 4 2690/ 4



LEVEL OFF HT AAL 1000 1000 1000 1000








A/C PACKS AUTO


C

50 676 97.2 681*/42-43-47 689*/42-43-47 689*/42-43-47 689*/42-43-47

49 682 97.3 687*/42-43-48 696*/42-43-48 696*/42-43-48 696*/42-43-48

48 689 97.5 692*/43-44-48 703*/43-44-48 703*/43-44-48 703*/43-44-48

47 695 97.6 698*/43-44-49 710*/43-44-49 710*/43-44-49 710*/43-44-49

46 701 97.7 704*/44-45-50 717*/44-45-50 717*/44-45-50 717*/44-45-50

45 707 97.9 709*/44-46-50 724*/44-46-50 724*/44-46-50 724*/44-46-50

44 713 98.0 715*/45-46-51 730*/45-46-51 730*/45-46-51 730*/45-46-51

43 719 98.2 720*/45-47-52 737*/45-47-52 737*/45-47-52 737*/45-47-52

42 726 98.3 726*/46-47-52 743*/46-47-52 743*/46-47-52 743*/46-47-52

41 732 98.5 732*/46-48-53 750*/46-48-53 750*/46-48-53 750*/46-48-53

40 738 98.6 737*/47-48-53 754F/47-48-53 756*/47-48-53 756*/47-48-53

39 744 98.8 743*/47-49-54 759F/47-49-54 763*/47-49-54 763*/47-49-54

38 751 99.0 749*/48-49-54 764F/48-49-55 769*/48-49-55 769*/48-49-55

37 758 99.1 755*/48-50-55 768F/48-50-55 775*/48-50-55 775*/48-50-55

36 764 99.3 761*/48-50-56 773F/48-51-56 782*/49-51-56 782*/48-51-56

35 770 99.4 766*/49-51-56 777F/49-51-56 788*/49-51-56 788*/49-51-56

34 777 99.6 772*/49-51-57 781F/49-52-57 794*/50-52-57 794*/49-52-57

33 783 99.8 778*/50-52-57 786F/50-52-58 802*/50-52-58 802*/50-52-58

32 790 99.9 784*/50-52-58 790F/50-53-58 809*/51-53-58 809*/50-53-58

31 796 100.1 789*/50-53-58 795F/50-53-59 817*/51-53-59 817*/51-53-59

30 802 100.3 794*/51-53-59 799F/51-54-59 824*/51-54-59 824*/51-54-59

29 807 100.2 798F/51-53-59 802F/51-54-60 832*/52-54-60 832*/51-54-60

28 807 100.0 799*/51-54-59 804F/51-54-60 839*/52-54-60 839*/51-54-60

27 808 99.9 800*/51-54-59 805F/51-54-60 846*/52-54-60 846*/51-54-60

26 808 99.7 801*/51-54-59 807F/51-54-60 853*/52-54-60 853*/52-54-60

25 808 99.6 802*/51-54-59 808F/51-54-60 860*/52-54-60 860*/52-54-60

24 809 99.4 802*/51-54-60 809F/52-55-60 862F/52-55-60 862F/52-55-60

23 809 99.3 803*/51-54-60 811F/52-55-60 862F/52-55-60 862F/52-55-60

22 809 99.1 804*/51-54-60 812F/52-55-60 862F/52-55-60 862F/52-55-60

21 810 99.0 805*/52-54-60 813F/52-55-60 862F/52-55-60 862F/52-55-60

20 810 98.8 805*/52-54-60 815F/52-55-60 862F/52-55-60 862F/52-55-60

18 810 98.5 807*/52-54-60 817F/52-55-60 862F/52-55-60 862F/52-55-60

16 811 98.2 808*/52-54-60 820F/52-55-60 862F/52-55-60 862F/52-55-60

14 811 97.9 810*/52-55-60 823F/52-55-60 862F/52-55-60 862F/52-55-60

12 812 97.6 811*/52-55-60 826F/52-55-60 862F/52-55-60 862F/52-55-60

10 813 97.3 813*/52-55-60 828F/52-55-60 862F/52-55-60 862F/52-55-60

8 813 97.0 814*/52-55-60 831F/52-55-60 862F/52-55-60 862F/52-55-60

6 814 96.7 815*/52-55-60 834F/52-55-60 862F/52-55-60 862F/52-55-60

4 814 96.3 816*/53-55-61 837F/52-55-61 862F/52-55-61 862F/52-55-61

2 814 96.0 818*/53-55-61 840F/52-55-61 862F/53-55-61 862F/52-55-61

0 815 95.7 819*/53-55-61 843F/52-55-61 862F/53-55-61 862F/52-55-61

RUNWAY LENGTH 8858 8858 13779 13779

RUNWAY SLOPE 0.14 -0.14 0.10 -0.10

+KGS/+V1 PER 5 KHW 100/ 0 0/ 0 0/ 0 0/ 0

-KGS/-V1 PER 5 KTW 2570/ 4 2790/ 4 3570/ 2 3610/ 2



LEVEL OFF HT AAL 1000 1000 1000 1000




6.5.5 6.5.5 6.5.5 6.5.5 737737737737----800/CFM56800/CFM56800/CFM56800/CFM56----7B26 7B26 7B26 7B26 –––– 24K Derate pages:24K Derate pages:24K Derate pages:24K Derate pages:





(DERATED TO CFM56-7B24) ENGINE BLEEDS ON

TMP CLIMB %N1 RUNWAY 13L RUNWAY 31LDP

C **TURN**

50 605 92.8 772F/35-35-39 605*/35-35-39

49 611 93.0 778F/35-36-40 610*/36-36-40

48 617 93.1 784F/36-37-41 616*/36-36-41

47 623 93.3 790F/36-37-41 621*/37-37-41

46 629 93.5 795F/37-38-42 627*/37-38-42

45 635 93.6 801F/37-39-43 633*/38-38-43

44 641 93.8 807F/38-39-44 638*/38-39-43

43 648 93.9 813F/39-40-44 644*/39-39-44

42 654 94.1 819F/39-40-45 650*/39-40-45

41 660 94.3 825F/40-41-46 655*/40-41-45

40 666 94.4 830F/40-42-46 661*/40-41-46

39 672 94.6 836F/41-42-47 667*/41-42-46

38 679 94.8 841F/41-43-47 673*/41-42-47

37 685 94.9 846F/42-43-48 679*/42-43-48

36 691 95.1 851F/42-44-49 684*/42-43-48

35 697 95.2 856F/43-45-49 690*/43-44-49

34 703 95.4 861F/43-45-50 695*/43-44-49

33 710 95.6 862F/44-46-51 701*/44-45-50

32 716 95.8 862F/44-46-51 707*/44-45-50

31 723 95.9 862F/45-47-52 713*/45-46-51

30 729 96.1 862F/46-48-53 719*/45-46-52

29 736 96.1 862F/46-48-53 725*/46-47-52

28 736 95.9 862F/46-48-53 725*/46-47-52

27 737 95.8 862F/46-48-53 726*/46-47-52

26 737 95.6 862F/46-48-53 727*/46-47-52

25 737 95.5 862F/46-48-53 727*/46-47-52

24 738 95.3 862F/46-48-53 728*/46-47-53

23 738 95.2 862F/46-48-53 729*/46-47-53

22 738 95.0 862F/46-48-53 729*/46-47-53

21 738 94.9 862F/46-48-53 730*/46-47-53

20 739 94.7 862F/46-48-53 731*/46-48-53

18 739 94.4 862F/46-48-54 732*/46-48-53

16 740 94.1 862F/46-48-54 733*/46-48-53

14 740 93.8 862F/46-49-54 734*/47-48-53

12 741 93.5 862F/47-49-54 735*/47-48-53

10 741 93.1 862F/47-49-54 736*/47-48-53

8 742 92.8 862F/47-49-54 737*/47-48-53

6 742 92.5 862F/47-49-54 738*/47-48-53

4 743 92.2 862F/47-49-54 739*/47-48-54

2 743 91.9 862F/47-49-54 740*/47-48-54

0 744 91.6 862F/47-49-54 741*/47-49-54



+KGS/+V1 PER 5 KHW 0/ 0 280/ 0

-KGS/-V1 PER 5 KTW 2450/ 1 1410/ 3







--EGKK-- FLAPS 5 -- LGW--

ELEV. 196 FT GATWICK

BOEING 737-800 LONDON, GBR


(DERATED TO CFM56-7B24) ENGINE BLEEDS ON

TMP CLIMB %N1 RUNWAY 08L RUNWAY 26R RUNWAY08R-G1 RUNWAY26L-B1

C

50 612 92.8 596*/34-34-39 579*/32-32-37 622*/36-36-40 596*/34-34-39

49 618 92.9 601*/34-35-39 585*/32-32-37 627*/37-37-41 602*/34-35-39

48 624 93.1 607*/35-35-40 590*/33-33-38 633*/37-37-42 607*/35-35-40

47 630 93.3 612*/35-36-40 596*/33-34-39 638*/38-38-42 613*/36-36-41

46 636 93.4 618*/36-36-41 601*/34-34-39 644*/38-39-43 619*/36-36-41

45 643 93.6 623*/36-37-42 607*/34-35-40 649*/39-39-44 625*/37-37-42

44 649 93.8 628*/37-37-42 612*/35-35-41 655*/39-40-44 630*/37-38-42

43 655 93.9 634*/37-38-43 617*/35-36-41 660*/40-41-45 636*/38-38-43

42 661 94.1 639*/38-39-44 623*/36-37-42 666*/41-41-46 642*/38-39-44

41 667 94.2 645*/38-39-44 628*/36-37-43 672*/41-42-46 647*/39-39-44

40 674 94.4 650*/39-40-45 634*/37-38-43 677*/42-42-47 653*/39-40-45

39 680 94.6 656*/39-40-45 639*/37-38-44 683*/42-43-48 659*/40-41-46

38 686 94.7 661*/40-41-46 645*/38-39-44 689*/43-44-48 665*/40-41-46

37 693 94.9 667*/40-41-47 650*/38-39-45 694*/43-44-49 671*/41-42-47

36 699 95.0 672*/41-42-47 656*/39-40-46 699*/44-45-49 676*/41-42-48

35 705 95.2 677*/41-42-48 661*/39-40-46 705*/44-45-50 682*/42-43-48

34 711 95.4 683*/41-43-48 666*/40-41-47 710*/45-46-51 688*/42-43-49

33 717 95.6 688*/42-43-49 672*/40-41-47 716*/45-46-51 694*/43-44-49

32 724 95.7 694*/42-44-49 678*/41-42-48 722*/46-47-52 700*/43-44-50

31 731 95.9 700*/43-44-50 684*/41-42-49 728*/46-47-52 706*/44-45-51

30 737 96.0 706*/43-45-51 690*/42-43-49 734*/46-48-53 713*/44-46-51

29 740 95.9 709*/44-45-51 693*/42-43-49 737*/47-48-53 715*/44-46-51

28 741 95.7 709*/44-45-51 693*/42-43-50 738*/47-48-53 716*/44-46-52

27 741 95.6 710*/44-45-51 694*/42-43-50 738*/47-48-53 716*/45-46-52

26 741 95.4 711*/44-45-51 694*/42-43-50 739*/47-48-54 717*/45-46-52

25 742 95.3 711*/44-45-51 695*/42-43-50 740*/47-48-54 717*/45-46-52

24 742 95.1 712*/44-45-51 695*/42-44-50 741*/47-49-54 718*/45-46-52

23 742 95.0 713*/44-45-51 696*/42-44-50 741*/47-49-54 718*/45-46-52

22 743 94.8 713*/44-46-51 696*/42-44-50 742*/47-49-54 718*/45-46-52

21 743 94.7 714*/44-46-51 697*/42-44-50 743*/47-49-54 719*/45-46-52

20 743 94.5 714*/44-46-51 697*/42-44-50 744*/47-49-54 719*/45-46-52

18 744 94.2 716*/44-46-52 698*/42-44-50 745*/47-49-54 720*/45-46-52

16 744 93.9 717*/45-46-52 699*/43-44-50 746*/48-49-54 721*/45-46-52

14 745 93.6 718*/45-46-52 700*/43-44-50 748*/48-49-54 722*/45-46-52

12 745 93.3 719*/45-46-52 701*/43-44-50 749*/48-49-54 722*/45-46-52

10 746 92.9 720*/45-46-52 702*/43-44-50 751*/48-49-54 723*/45-47-52

8 746 92.6 722*/45-46-52 703*/43-44-50 752*/48-49-54 724*/46-47-52

6 747 92.3 723*/45-47-52 703*/43-44-51 753*/48-49-54 725*/46-47-52

4 747 92.0 724*/45-47-52 704*/43-44-51 755*/48-49-54 726*/46-47-52

2 748 91.7 725*/46-47-52 705*/43-45-51 756*/48-49-54 726*/46-47-52

0 748 91.4 726*/46-47-52 706*/44-45-51 757*/48-49-54 727*/46-47-53

RUNWAY LENGTH 8415 8415 9140 9495

RUNWAY SLOPE -0.01 0.04 -0.01 0.06

+KGS/+V1 PER 5 KHW 350/ 0 320/ 0 290/ 0 270/ 0

-KGS/-V1 PER 5 KTW 1470/ 3 1860/ 3 1590/ 3 1100/ 2



LEVEL OFF HT AAL 1000 1000 1000 1000


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EDITED BY: Deák Dániel, Takáts Máté APPROVED BY: … · B737 Chief Pilot . SIMULATOR ... and...

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