Notices to Airmen is back

Ian_J said:
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.
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Imagine the +15 additive for a flaps 15 approach speed on the non ER 900s at your shop... Ludicrous Speed!
 
We can do flaps 15 here as well. The only time I’ve used them is on a hot day in Denver when we got an approach climb limit bleeds off required landing message. Rerun flaps 15 numbers and that goes away.
 
Karnage said:
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.
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Exactly. It’s a tool in the box. I have been alternating 30/40 every other landing and have been looking for opportunities to work 15s (as with SJI they are a normal landing for us) into the mix and SFO worked well the other night. I wanted to use it tonight in ORD as well but as pointed out the speed plus additives would have pushed us over cat D speed.
 
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MikeD said:
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.
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Those Hershey bar wings too……and the cigar motors

Do you guys by chance have a program for offline NG 737 pilots to come onboard and do guest flying in the classic/jurassic? A “heritage flight” if you will? Don’t need to be paid….Man that would be pretty cool :)
 
Kingairer said:
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.
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My concession to it is if they are trying to make a flight, I’ll take care of everything after the shutdown check and debrief so as soon as the L1 door opens they can be gone because I’m usually just going to the pad for the night.
 
Karnage said:
Flaps 15 is a normal landing at SJI in the Guppy. Only pilot I know that does them regularly outside of CQ also calculates the fuel burn after landing to see if he saved gas for his profit sharing check.
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Lemme guess “I’m pretty laid back and fly by the book?”
 
///AMG said:
I remember first time i flew one of them, CA sees the tail # on the paperwork as we are in the van headed to airport. He just scowls and yells “that F*KING PIECE OF S*****T GONNA SHOW UP BROKE”

It didn’t, and our go home leg was fine, BTW
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I flew one of the old 900s with winglets once and it rolled in with an MEL TR and once when I pushed a key on the FMC the FMC screen rebooted
 
Roger Roger said:
Lemme guess “I’m pretty laid back and fly by the book?”
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He didn’t bother with any pretense, he flew his way stanards be damned. The first words out of his mouth were “don’t you like profit sharing” when I cranked the APU on a 90 degree day when I came back from the walk around sweating through my shirt in SLC. The rest of the trip was a diatribe about pilots not making enough of an effort to help the company save money and how young pilots like myself (I was 42 at the time) don’t put in the effort anymore.

After one leg of this I literally put in my upgrade bid on the van ride to the hotel.
 
Karnage said:
He didn’t bother with any pretense, he flew his way stanards be damned. The first words out of his mouth were “don’t you like profit sharing” when I cranked the APU on a 90 degree day when I came back from the walk around sweating through my shirt in SLC. The rest of the trip was a diatribe about pilots not making enough of an effort to help the company save money and how young pilots like myself (I was 42 at the time) don’t put in the effort anymore.

After one leg of this I literally put in my upgrade bid on the van ride to the hotel.
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Efffffffffffff that
 
Karnage said:
He didn’t bother with any pretense, he flew his way stanards be damned. The first words out of his mouth were “don’t you like profit sharing” when I cranked the APU on a 90 degree day when I came back from the walk around sweating through my shirt in SLC. The rest of the trip was a diatribe about pilots not making enough of an effort to help the company save money and how young pilots like myself (I was 42 at the time) don’t put in the effort anymore.

After one leg of this I literally put in my upgrade bid on the van ride to the hotel.
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Well did you at least fart in his mouth?
 
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