Originally Posted by
Bucking Bar
Another issue with the type was the flaps tending to fail extended on missed approaches due to contaminants fouling the torque drive. The FAA was requiring dispatch using fuel burns to the alternate with the flaps down. Wonder how all that worked out? Alternate fuel figured at flaps 40 would be a bunch or weight on a landing weight limited airplane.
I had also hear our scope seat restrictions worked out well from management's perspective because it made the jet less weight limited.
It resulted in a limitation that prohibited the extension of the flaps unless the wx was above approach minimums (not just vis)
OR you had enough gas to shoot the approach, GA, and divert with the flaps fully extended and land with 1500lbs in gas.
Also if you needed a t/o alternate a "flap alternate" must also be designated that allowed a diversion with the flaps stuck at T/O setting and land with at least 1500lbs fuel.
It really was not a big problem other than keeping it straight when you needed one.