Flap speed Question for any 737 NG operators
11-02-2013 | 12:35 PM
#15
Line Holder
Joined: Feb 2007
Posts: 390
Likes: 4
At Alaska, we can only select the next flap setting at current maneuver speed +10kts. That means, in a light -700, you could be selecting flaps 1 under 210kts. Additionally, we select, 1, 5, sometimes 10, 15, 25, 30 and sometimes 40. That's 7 flap selections. It's pretty rediculous. I'm in favor of the SWA "5,15,30." Simple.
We are constantly reminded of the "problem" that foqa is picking up pilots selecting flaps "early."
We are constantly reminded of the "problem" that foqa is picking up pilots selecting flaps "early."
11-02-2013 | 12:48 PM
#16
Thread Starter
Redeye avoider
Joined: Feb 2008
Posts: 931
Likes: 13
From: 737 Captain
At Alaska, we can only select the next flap setting at current maneuver speed +10kts. That means, in a light -700, you could be selecting flaps 1 under 210kts. Additionally, we select, 1, 5, sometimes 10, 15, 25, 30 and sometimes 40. That's 7 flap selections. It's pretty rediculous. I'm in favor of the SWA "5,15,30." Simple. We are constantly reminded of the "problem" that foqa is picking up pilots selecting flaps "early."
We use all the flap settings except for 2. 10, and 25 are just used as extra drag.
11-02-2013 | 06:18 PM
#17
Can't abide NAI
Joined: Jun 2007
Posts: 12,078
Likes: 15
From: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
As Southwest starts getting more -800's I don't see how they'll avoid using flaps and speed brakes.
Delta also has some sort of package they've been installing on our engines which makes them idle at slightly higher N2. That doesn't help.
Delta also has some sort of package they've been installing on our engines which makes them idle at slightly higher N2. That doesn't help.
11-02-2013 | 07:01 PM
#18
Line Holder
Joined: Oct 2010
Posts: 732
Likes: 25
Yep, my first visual approach in one of our new -800s was eye-opening. Not an airplane to even get close to pressing the field with, to be sure. It's compounded by that pesky Short Field Performance Package that ours have (no full LE slat extension until F25!) So it's easy to find yourself gear down, F15, 190 KIAS, on G/S, and the airplane starts accelerating! Though I've found that the extra slippery isn't too hard to compensate for as long as you remind yourself you're not in a -700.
11-02-2013 | 07:14 PM
#19
Da Hudge
Joined: Oct 2006
Posts: 17,473
Likes: 0
From: Poodle Whisperer
Yep, my first visual approach in one of our new -800s was eye-opening. Not an airplane to even get close to pressing the field with, to be sure. It's compounded by that pesky Short Field Performance Package that ours have (no full LE slat extension until F25!) So it's easy to find yourself gear down, F15, 190 KIAS, on G/S, and the airplane starts accelerating! Though I've found that the extra slippery isn't too hard to compensate for as long as you remind yourself you're not in a -700.
As far as runway performance... The 800 had the most pucker factor of any plane I've flown thus far. Whole lot of speed down final and really crappy brakes!
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