Originally Posted by
EIFFS
i
There is more risidual thrust and Vref is higher with a MLM of 69308, then you have another “sub system” new to the max called the LAM to ensure adequate nose gear clearance ( the NLG is 20cm longer than the NG) on landing.
The Landing Attitude Modifier (LAM) system performs two functions. The first
LAM function applies when the flaps are in the 30 or 40 position. To maintain
acceptable nose landing gear contact margin, LAM symmetrically deploys flight
spoilers on approach to reduce lift and force the airplane to use a higher angle of
attack. The amount of spoiler deflection depends on the approach speed.
Deflection begins at approximately 10 knots above VREF.
The second LAM function applies when flaps are positions 15 through 30 and the
thrust levers are near idle. This function also symmetrically deploys flight
spoilers, in order to generate additional drag
The max Vref increment on the MAX is now 15 knots down from 20 on the NG ( because we fly both we have 15 max across both fleets)
Provided you follow the FCTM ie reduce thrust to idle by touch down and touch down in the correct zone ( many don’t ) and you’ve correctly completed a landing distance calculation ( again many don’t) the NG SFP & 737-800 (MAX) model have excellent stopping capability.
As you say there have been a few incidents with the NG, the risk is higher with the MAX IMHO
Thanks for your explanation on the Max. We have max 15 kts addon on our NGs, this was just changed. We operate SFP NGs and regular ones. There is a marked difference between the two models when it comes to landing distance.
-800 and FL 40 = pitch nearly 0 degrees. I see this as one of the reasons why pilots have a tendency to go above the glide when they get close to the runway.