Full Flaps of not???

Well, they like us to land with flaps 28 and medium autobrakes, but SOP in previous years has been flaps 40 and manual brakes.

Flaps 28 is normally a single-engine landing flaps setting (Hey, did THAT back in May!), but is supposedly saves fuel.

Not really. Plus all of the landing ques are off so most people, except the brand newbies off the closed 737-300 categeory, land flaps 40.

In the airline business, you have procedures that are made by people with experience and procedures that are made by pencil-necked accountants with a flight manual.

Your job is to figure out who made which and give you passengers a safe ride.
 
Doug Taylor said:
Well, they like us to land with flaps 28 and medium autobrakes, but SOP in previous years has been flaps 40 and manual brakes.

Flaps 28 is normally a single-engine landing flaps setting (Hey, did THAT back in May!), but is supposedly saves fuel.

Not really. Plus all of the landing ques are off so most people, except the brand newbies off the closed 737-300 categeory, land flaps 40.

In the airline business, you have procedures that are made by people with experience and procedures that are made by pencil-necked accountants with a flight manual.

Your job is to figure out who made which and give you passengers a safe ride.
Click to expand...

Whats full flaps in the 88/90. Flaps 30,35,40,45?
 
Full flaps on the DC-9 series aircraft is 40.

partial is 28.

We only land at 28 or 40 unless youve got a massive hydraulic problem or a flap jam.

A little more trivia, we actually can "create your own" flap setting with the flap select-o-matic.
 
--Select-o-matic? Neato!
We only have 9, 18, 22, and 45. And the 18 is only on some.

--Thanks Max! Feels good to hear when someone enjoys whatcha wrote, ya know?

--But hey! I hear a lot of guys saying "I was taught never..." or "I was taught always..." Bad mojo!! There's not a whole lot of "nevers" or "always-es" in aviation. But please, please, please don't take my word for it (or the word of any random forum geek for that matter). Go find out for yourselves why those high-paid aircraft engineers put all those flap settings on the plane, the ones your unconscionably low-paid CFI elects to eschew. You'll be a better pilot for the effort!

--Hey merit! I'm no one to question another dudes teaching style, but aren't you worried about low-altitude configuration changes? I'd kinda think they would destabilize your approach. Do initial students have a hard time with it?
 
meritflyer said:
I teach to only apply the last 10 degrees (last notch) once a landing is assured as it helps with go around situations.
Click to expand...

I was taught the same. 10 degrees on downwind. 20 degrees when G.U.M.P.S checked is called or on base. 30 degrees (full flaps) on final when landing is assured.

This is in a Cessna 172SP.
 
Most people use flaps 35 on the DC-10/MD-10/MD-11. Flaps 50 shakes around a bit. Also, flaps 50 max speed on an MD-11 is very close to the normal approach speed. 175kts for Flaps 50 and final approach speed at max landing of 163kts at that weight, with just the standard 5 kt additive.

Many people get so used to flaps 35 that they are not comfortable landing flaps 50. We use flaps 50 for a variety of operational reasons, from runway length (which IS a factor for us, and can force the issue), lower pitch attitude on approach, better for low vis approaches, warm brakes due to a short flight, or wanting to keep off of them for a long taxi after landing. On the 10-10, with steel brakes, there is a brake temp limitation requiring flaps 50 for landings above 363k.

They should be selected so you are fully configured by 1000' (or what ever your company manual says), and stable by that point.

I try to mix it up a bit, and usually there is an operational reason for doing so, and I would include proficiency in that.

As for the reg, well, it is there, and you should be able to justify the use of flaps 50, but it is not hard to do. If you need it for any reason, use it. Narita has that rule also, and pilots operating in there seem to make a big deal about it, even though the wording is virtually identical. Funny.
 
I came from a school that taught full flaps unless strong winds. When I first got on the line at my company and saw pilots using full flaps in 40 knot winds, I thought they were crazy!
 
CapnJim said:
--Hey merit! I'm no one to question another dudes teaching style, but aren't you worried about low-altitude configuration changes? I'd kinda think they would destabilize your approach. Do initial students have a hard time with it?
Click to expand...

No worries bro. Maybe I didnt say it clear enough. What I meant was that I dont have them put the last 10 degrees of flaps in 5 miles out. I typically have them deloy the last notch on a 1-3 mile final depending on the traffic situation.

At the airport I trained at (busy class B and D) this is how I was taught. In order to keep our speed up for traffic, all my instructors would have 10 and 20 for the first segment and then deploy the last notch once the rwy was clear and we were assured landing from a traffic and position perspective. It was acutally in my last schools SOP.

Even an instrument approach was flown this way.. 10 degrees at IAF and remaining once visual was obtained.

Thoughts?
 
Ah! Yeah, I gotcha. Not too dissimilar fomr the way I taught 'em too.

I think it's a good idea to give an initial student a generic pattern like that to follow, at least till solo time, and then teach all the variations later on when experience catches up with knowledge.
 
You must log in or register to reply here.
Back
Top