guywhoflies
Y'NO WUT IM SAYIN
To add to this, when ATC gives you a descent with a speed in the terminal area, flaps 1 works well for 210 kts, flaps 5 for 180-190, flaps 10 for 170.
B737 Talk
- Thread starter ///AMG
- Start date
Flyinthrew
Well-Known Member
This is the way.
This is also what all the controllers at Class B airports are expecting.
Controllers at Class C/D airports, however, are by and large expecting no less than a -20 degree FPA from 15 miles out to the flare. There aren't that many planes behind you and they’re suffering just as much as you so if they leave you high, get aggressive about the “slow down, go down” mantra. Skip flaps 1& 2 and go straight to 5, maybe even slow some more and fit 10 in there.
flaps 40 is your friend too on final. Too many pilots seemingly afraid to use it. You want to slow down and go down when high on final? Gear and work to flaps 40, and you’ll come down.
i agree that it’s nice to go through the flaps from 1 and such, but it’s not required. Can go right to 5 if needed, max speeds the same.
same when retracting the flaps on takeoff. Initial takeoff (technique), I don’t pitch to 20 or so, I make a more shallow departure that accelerates quicker, so I’m right about 200 when I call for 210/N1 and flaps up (from 5), no need to stop at flaps 1 because I’m already at speed.
speaking of takeoff. Some pilots like to continuously rotate right to the jet breaking ground, others rotate and set a deck angle and let the jet lift off on its own a few seconds later like is done in the -400. I do the latter just for habit. The former could get you in trouble in a 400/900 long fuselage series.
Speed brakes on the 73 other than the Max, do nothing but vibrate the airframe when airborne. Generally worthless, in the sense of don’t depend on them to help you much. Better off slowing first and getting in flaps before descending, or if overly high enough, just configuring with gear first and working the flaps in as the speeds come down.
Last edited:
Yup. And we have some guys who aggressively rotate and keep rotating until the jet flies off the ground. If we had -400s, they’d be slapping the tail. Continuously rotating but not aggressive, will work. Or setting the deck angle and letting it lift. Both just different techniques, is all.
-200…….hell yeah! Only the -100 was a little more sportier, being 6 feet shorter. An empty -100/200 is one maneuverable as heck jet.
Flyinthrew
Well-Known Member
2-3 degrees per second rotation rate until the nose comes up and stops, then wait for it to unstick. Then pull the nose up to 15 degrees. The tailstrike on takeoff is somewhat of an overstated threat.
The tail strike on landing is the real threat. Don’t get any slower than Vref in a 900 and don’t raise the nose more than about 2 degrees in the flare. It’s not as hard as it sounds, but it takes a few tries to get at it, especially in a tailwind.
Same. I do about a 10-15 degree climb, no obstacles clearances needed or anything. Some pilots like the full 20 degrees, even though the pitch bar will take you above that. I don’t see that as really necessary, but its a technique.
Minuteman
I HAVE STRONG OPINIONS ABOUT AUTOMOTIVE LIGHTING!
Boeing is putting trailing-link mains on the "same type" MAX 10 because they've stretched it so much.
(credit to Boeing shows off longer legs for 737 Max 10)
Crockrocket94
Well-Known Member
Some tidbits from a few years of smashing them into pavement..
Run MAX COOL in any 700 if the temps are above 80. Leave the temps full cold until someone tells you to warm it up.
800s/MAX run a little better. I still run the APU bleed over the engine bleeds until we are basically cleared for takeoff.
Gusty winds- I land flaps 30 almost all the time. If its calm and a short runway, 40 works well. Flaps 30 just gives you better overspeed margin. But you do you.
You don't need to over control the dang thing, I fly with so many guys that are sawing wood all the time, tweaking out making HUGE inputs, it requires some input but not massive amounts.
VNAV- our software might be crap, so YMMV, but if its set up for a .79/320 decent, there is a good chance the thing will try and overspeed in the decent in VNAV, so Ill back it off to .78 or so or start down a bit early so its not trying to go into the barber pole every 10 seconds. Our software is idle decent, so that's half the issue.
Run MAX COOL in any 700 if the temps are above 80. Leave the temps full cold until someone tells you to warm it up.
800s/MAX run a little better. I still run the APU bleed over the engine bleeds until we are basically cleared for takeoff.
Gusty winds- I land flaps 30 almost all the time. If its calm and a short runway, 40 works well. Flaps 30 just gives you better overspeed margin. But you do you.
You don't need to over control the dang thing, I fly with so many guys that are sawing wood all the time, tweaking out making HUGE inputs, it requires some input but not massive amounts.
VNAV- our software might be crap, so YMMV, but if its set up for a .79/320 decent, there is a good chance the thing will try and overspeed in the decent in VNAV, so Ill back it off to .78 or so or start down a bit early so its not trying to go into the barber pole every 10 seconds. Our software is idle decent, so that's half the issue.
agreed. Descend Now key selection , is your friend. Avoid the DRAG REQUIRED message constantly occurring.
Cherokee_Cruiser
Bronteroc
Every FO I've had puts /280 on the descent VNAV page to override the 256 while still at the gate during flight prep.
I have yet to see someone mess with Perf page 2 with min/max speed values.
Cherokee_Cruiser
Bronteroc
I fly the 737 much like the Bus, with the exception that the gear is used as a brake much more so on the 737 than on the Bus.
240 knots below 10k is automatic (though in New York EWR/JFK, please do 250 like everyone else is doing).
If you have to, use speed brakes to go from 240-250 to 210 knots. Most guys go flaps 1 around UP+10 to +20. Flaps 1 and 210 is great.
If you need to descend now at 210, flaps 5 even at 210. She'll come down nicely.
Then you can do 180 with flaps 5. If on the ILS and asked to do 180 and you captured GS, then flaps 10 is great.
At some point when it makes sense, Gear down flaps 15. On the Virgin bus side of things, our profile was 2000 AGL to go gear down and third notch of flaps. So that's what I do on the Boeing too. Then bug 15.
Once approaching bug 15 speed, then flaps 25 (though you can go flaps 25 up to the max limit of 195 kts, keep that in mind, that yellow line is only Vmax for the next "big" flap setting which is flaps 30. So you can still go for 25.
Finally, flaps 30 and landing checklist. (Or 40).
Cherokee_Cruiser
Bronteroc
I'm just guessing that it's in Delta's interest to get the MAX10 certified the same way so pilots can fly all 3 at the same time -800/900/MAX10.
Cherokee_Cruiser
Bronteroc
You guys can use flaps 2?
It is prohibited at our shop unless following a QRH procedure for an abnormality.
Yup! Now, we have some made up flap speeds for flaps 1 through 5, but we can use any flap setting.
guywhoflies
Y'NO WUT IM SAYIN
While it is allowed, I have had some buddies that have had captains tell them they couldn't use flaps 2, 10, and 25 because those captains claim those flap settings aren't in any of our profiles.