Flap speed Question for any 737 NG operators
11-02-2013 | 08:13 PM
#21
Line Holder
Joined: Oct 2010
Posts: 732
Likes: 25
Nothing against you, but to this day it cracks me up hearing 737 guys speak of the 737 as being slippery. Sure it is compared to an MD-88 or especially a CRJ, but having flown the 757/767 and Airbus... that thing is a lead sled in comparison! I could do just about whatever i wanted to as far as descents in that thing compared to it's more clean competitors.
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!
re. brakes: do DAL's -800s have the carbon rotors? At first application, they feel like there's no there there, but IMO once they heat up the carbon brakes can drag the plane down pretty quickly if needed like at MDW & SNA.
11-02-2013 | 08:22 PM
#22
Da Hudge
Joined: Oct 2006
Posts: 17,473
Likes: 0
From: Poodle Whisperer
True enough, it's all relative. Just pointing out that the descent planning technique is markedly different than for the shorter-body guppies.
Speaking of all things relative, just wait 'til those -900s show up!
re. brakes: do DAL's -800s have the carbon rotors? At first application, they feel like there's no there there, but IMO once they heat up the carbon brakes can drag the plane down pretty quickly if needed like at MDW & SNA.
Speaking of all things relative, just wait 'til those -900s show up!
re. brakes: do DAL's -800s have the carbon rotors? At first application, they feel like there's no there there, but IMO once they heat up the carbon brakes can drag the plane down pretty quickly if needed like at MDW & SNA.
We're taking bets on the first 900 tailstrike.
All the 800s are steel except the last 2 deliveries. Coming off the 757, that was quite the wakeup with those and doing 155 knots down final. Mash down on the pedals "why aren't they doing anything??"
The 700s are all carbon- that's like landing on fly paper on that airplane if needed!
11-02-2013 | 08:35 PM
#24
Da Hudge
Joined: Oct 2006
Posts: 17,473
Likes: 0
From: Poodle Whisperer
Looks like plenty of SNA, TGU, EYW, and stuff like that. There are 10 total- no plans to purchase anymore.
11-02-2013 | 08:41 PM
#25
Line Holder
Joined: Oct 2010
Posts: 732
Likes: 25
11-02-2013 | 09:02 PM
#26
Gets Weekends Off
Joined: Sep 2013
Posts: 842
Likes: 0
I was fortunate to have flown the 200,700, 800 & 900ER . I don't recall too much trouble with descents, but at my last outfit they did have several tail strikes on the 900ER. We did not have have any restrictions on speedbrake useage when the flaps were less than 15 degrees and above 1000 AGL.
11-03-2013 | 05:25 AM
#27
Gets Weekends Off
Joined: Jul 2012
Posts: 737
Likes: 0
I flew the 800 for 10 years. I agree with the comment on the S/B's... worthless, just makes for a bumpy ride.
Also agree on the landing aspects. It's not the most forgiving airplane in the flare, and one learned quickly not to flare high, or get slow. It made my transition to the 777 difficult due to the latter's very high seat height / visual cues. I was so programmed not to be high during flare and power back, it took enormous effort to go idle and start pulling when it felt like I was at 200' AGL.
Also agree on the landing aspects. It's not the most forgiving airplane in the flare, and one learned quickly not to flare high, or get slow. It made my transition to the 777 difficult due to the latter's very high seat height / visual cues. I was so programmed not to be high during flare and power back, it took enormous effort to go idle and start pulling when it felt like I was at 200' AGL.
11-03-2013 | 05:34 AM
#28
Da Hudge
Joined: Oct 2006
Posts: 17,473
Likes: 0
From: Poodle Whisperer
Thread
Thread Starter
Forum
Replies
Last Post
EnglishmaninNY
Technical
12
01-16-2011 12:20 PM
