Hi,
1) takeoff and approach speeds are a bit faster as they are set by tail clearance margins (as per FCTM). For the same weight and of course same wing, flaps 30 speed is about 6 kts faster than that of a 700, and if you keep in mind that landing weights are naturally higher and as I said before, wing stays the same, you´ll realize you end up approaching at over 140 kts most of the time (with flaps 40!!)
Outer bug is no longer Vref 15 + 15 kts. It´s now Vref 15 + 20 kts. Single engine approaches when heavy are FAST.
Flap placard speeds are a bit different too. NG models have the same flap speeds, but in the 600 and 700 those are "artificially" reduced to increase service life.
2) A takeoff with flaps 1 in combination with an engine failure is an almost guaranteed tail strike. Tail clearance in that situation is 20 (real) centimeters. Otherwise, you got to try hard to make the tail kiss the rwy. Any normal takeoff at normal rotation rates with flaps 5 or 10 will give you at least 1 meter clearance. Most modern sims nowadays provide tail clearance information, so next time you fly the sim, ask your instructor what your tail clearance was. The other thing I try in the sim is a deliberate tail strike, and believe me, it ´s not that easy. You got to go for it.
3) fuel consumption. If you ever flew the 737-200, the fuel flow readings in the 800 will flash you back to the 200. Typical cruise is 1200 kg/hr per engine, as oppossed to 1000 in a rather heavy 700.
4) altitude capability. In a 700 you can go as high as 1200 ft above optimum FL, whereas in the 800 I never go any higher than 200 to 300 feet above optimum, especially in turbulent air.
5) we use it as category D, for approach. It requires 4 flight attendants (that depends on number of seats, i know). Standard Cat 7 for firefighting.
6) Different air conditioning system.
7) autothrottle takeoffs not allowed with EEC in ALTN in 26K engines or higher.
8) 2 overwing exits, strap attached to the aft one.
9) strengthened wing spars, landing gear and brakes.
Your comments about the handling characteristics sound much like what I felt when I first flew it. We operate both 7 and 8s.
And yes, the engines are a lot harder to hear. My first approach I really needed to look at the N1 readings a few times, not to overcontrol thrust.
There are more. If anyone disagrees with me please say so, I can always use someone else's knowledge and experience.
Rgds,
SW.
Last edited by sudden Winds; 18th June 2012 at 19:15.