Dash speed brakes

RNp adds about 7% to landing distances and makes the engines ridiculously unresponsive to power changes (to me). I won't use reduced Np in gusty conditions or with 35 flaps.
 
Off topic, but flaps 35 is a nightmare. In the 200, it's tolerable, but landing the 300 on runway 11 at Newark with a 20 knot tailwind at night is...different. The aircraft is pitched down so much you can see the red chevrons. (The same ones while doing unusual attitudes) lol. It's noisy for the passengers and it's very tough to get a greaser out of it.
 
Rocketman99 said:
RNp adds about 7% to landing distances and makes the engines ridiculously unresponsive to power changes (to me). I won't use reduced Np in gusty conditions or with 35 flaps.
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Our SOP is Reduced NP unless 10kts tailwind, suspected windshear, contamination on the wings/runway, or if' we're doing a Bleeds OFF landing. I like it better honestly, but I can't tell too great of a difference in the way the Q400 handles. It is fun to slam the Condition Levers forward, Flight Idle and make a short/visual approach.

cmhumphr said:
Off topic, but flaps 35 is a nightmare. In the 200, it's tolerable, but landing the 300 on runway 11 at Newark with a 20 knot tailwind at night is...different. The aircraft is pitched down so much you can see the red chevrons. (The same ones while doing unusual attitudes) lol. It's noisy for the passengers and it's very tough to get a greaser out of it.
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The Dash 8-100/Q200 at QX was typically a Flaps 15 landing, but in the Q400 all FO landings are Flaps 35 due to the tailstrike possibility. Flaps 15 is SOP for a CAT III(A) or Single Engine approach...though I do know some Captains that land with Flaps 15 with a light aircraft...us poor FO's have to try and eek out.
 
SurferLucas said:
Our SOP is Reduced NP unless 10kts tailwind, suspected windshear, contamination on the wings/runway, or if' we're doing a Bleeds OFF landing. I like it better honestly, but I can't tell too great of a difference in the way the Q400 handles. It is fun to slam the Condition Levers forward, Flight Idle and make a short/visual approach.



The Dash 8-100/Q200 at QX was typically a Flaps 15 landing, but in the Q400 all FO landings are Flaps 35 due to the tailstrike possibility. Flaps 15 is SOP for a CAT III(A) or Single Engine approach...though I do know some Captains that land with Flaps 15 with a light aircraft...us poor FO's have to try and eek out.
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Interesting. 15 flaps was the norm for CA and FO landings here until a year or so ago where they started making 35 flaps recommended in some situations and mandatory in others. I don't like how noisy and unstable the plane feels with 35 flaps, but it is generally easier to get a greaser because you can chop the power and flare with 35 flaps.

CM, I don't know how much different the 400 is from the 300, but experiment try this. Normal approach power until about 50 feet then cut the power in half (on the 400 that goes from about 23% to about 13%) then start to flare it off to shallow the descent and hold. Works like a charm on the Q. Better rate than sex panther.
 
I'll try it out next time Rocketman99, I'd GoPro video it if I could.

As far the approach speeds at flaps 35, talk about slooooooooooooow.
 
Autothrust Blue said:
Stupid jet pilot here, but do you all use "reduced Np" for noise, and does that increase landing distance? (logic there: higher pitch = less drag)
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Complicated answer. In cruise on the 200 and 300 props come back to 900 for both fuel efficiency and noise. On approach, unless its a tailwind landing, the 200's come to 1050 and the 300's go all the way up to 1200. Once you touch down even the 200's go up to 1200. The reason for going condition levers max thought is more so you have full use of reverse though. You have 3 "modes" on the dash, flight, flight beta, and ground beta. When you bring the power levers after of the flight idle gate to ground beta your power levers are no longer used for fuel metering, the ECU's take care of that also providing prop underspeed governing, and the power levers control blade angle.

To sum it up, if you bring the power levers to disc you will have a flat pitch no matter where the condition levers are set, so it really doesn't matter on calculating landing distance unless you are going to use reverse.
 
cmhumphr said:
Off topic, but flaps 35 is a nightmare. In the 200, it's tolerable, but landing the 300 on runway 11 at Newark with a 20 knot tailwind at night is...different. The aircraft is pitched down so much you can see the red chevrons. (The same ones while doing unusual attitudes) lol. It's noisy for the passengers and it's very tough to get a greaser out of it.
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The 300 is much easier to land at flaps 35. You won't have to worry about the pitch limit in the flare near as much. It's also not any noisier as the props should be at 1200 no matter the flap position for a 300...?
 
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