🦈💜
Well-Known Member
I fly my airplane, you fly yours.
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I fly my airplane, you fly yours.
Roger Roger
Bottom of the list
Because final approach speed in the 73 is like 290
arkflyr
Well-Known Member
It is the fastest slow airplane I’ve ever flown.
Roger Roger
Bottom of the list
Flaps 15 with a full 15 knot additive the other night when it was all gusty and crosswindy in SFO… we went to plaid
Kingairer
'Tiger Team' Member
When I commuted I never brought it up or put extra pressure on the other pilot. I chose to commute. Your cake is already baked once you takeoff and there’s not much you can do other than F something up by trying to rush the entire flight playing some self imposed game. I also don’t do “go home leg” games. The paperwork will take longer than the time saved. That’s my .02 on the subject from 20+ years of doing this.
Games like threatening to kill the other pilot if he diverts to another airport? Nothing like that would ever happen….
Dayum! What was the cause for the flaps 15?
Roger Roger
Bottom of the list
Seemed appropriate for the weather conditions.
charlie1017
Well-Known Member
Seems that at some Guppy shops they can do normal flap 15 approaches.
scramjet
Well-Known Member
roundout
VNAV monitor
“We’ll write it up when we get back to base.”
I had no idea. At my shop flaps 15 is a non-normal only flap setting.
Yeah. Normal landing, if needed. Our small landing card books have final ref numbers for 0, 1, 5, 15, 25, 30, and 40, for any given weight; and 15 and better is considered normal.
Thanks! Learning has occurred. 30 and 40 are the ONLY normal flap settings where I’m at so it’s really cool to learn how everyone else does it.
Karnage
I-am-a-pirate. I do not need credentials!
Essentially it’s given to us as a tool in windy or gusty conditions where Vref plus wind additive is at or very near to flap limit speeds as flaps 15 had a greater range between base Vref and limit speed and therefore a bigger margin to prevent over speed.
It leads to other considerations in terms of brake cooling and runway length and personally don’t find much need for flap 15 landings and honestly find them less pleasant for those in the back so I generally avoid them. The 900ERs and 800s with the SFP usually have enough gap in speeds that a normal flaps 30 landing still leads to a good margin even with Vref+15. The base 800s though can get close though, especially at higher weights or if you’re carrying extra fuel for an alternate.
Agree. While we do have the option, flaps 15 is rarely used in normal ops. For one, the extreme short body 73s which are all we fly, the 100/200/500/600 models, we don’t have any real time where we are near flap limit speeds even at a heavier landing weight, with flaps 30 limit of 185. Generally being in the low 130s ref for our normal ops with pax, to about 117 or so on empty legs. And two, the extreme short body models are very manageable in hight crosswinds and gusts at flaps 30 or even 40. You’re still working in those conditions, but they aren’t unmanageable to such an extent that flaps 15 would be some necessary better option. So for Ian’s shop, they’re really not missing anything vital by not having it.
Minuteman
I HAVE STRONG OPINIONS ABOUT AUTOMOTIVE LIGHTING!
I just assumed they got blown-back to 15 and then tripped the lockout when jiggling the handle between 15 and 25.
