CFMFan
10th Sep 2009, 17:08
Tried to get an answer to this by bolting it on to a similar thread. No joy... any help would be much appreciated.
Our FCOM Part B states the procedure is -
"Retract the flaps to 15
Maintain high thrust. Increase approach to the speed tape generated speed of Vref +20 then adjust thrust to maintain this speed.
If the speed and approach path still cannot be maintained, or if a go-around is subsequently required:
CALL GO AROUND FLAP 5 AND CLIMB AWAY AT FINAL APPROACH SPEED.
ACCOMPLISH THE ENGINE INOPERATIVE GO AROUND PROCEDURE."
The Boeing Flight Crew Training Manual says - "If the approach is continued and sufficient thrust is not available for landing flaps, retract the flaps to 15 and adjust thrust on the operating engine. Speed should be increased to 20 knots over the previously set flaps 30 or 40 Vref. This is equal to at least Vref for flaps 15.
IF A GO-AROUND IS REQUIRED, FOLLOW THE GO-AROUND AND MISSED APPROACH PROCEDURES EXCEPT USE FLAP 15 INITIALLY IF TRAILING EDGE FLAPS ARE AT 30 OR 40. SUBSEQUENT FLAP RETACTION SHOULD BE MADE AT A SAFE ALTITUDE AND IN LEVEL FLIGHT OR A SHALLOW CLIMB"
As one of our regular posters said though, from a flap 40 approach Vref 40 + 20 represents the minimum speed for a one engine go around (V2 flap 1). So is there an objection to selecting flap 15 initially followed rapidly by flap 1 ?
Our FCOM Part B states the procedure is -
"Retract the flaps to 15
Maintain high thrust. Increase approach to the speed tape generated speed of Vref +20 then adjust thrust to maintain this speed.
If the speed and approach path still cannot be maintained, or if a go-around is subsequently required:
CALL GO AROUND FLAP 5 AND CLIMB AWAY AT FINAL APPROACH SPEED.
ACCOMPLISH THE ENGINE INOPERATIVE GO AROUND PROCEDURE."
The Boeing Flight Crew Training Manual says - "If the approach is continued and sufficient thrust is not available for landing flaps, retract the flaps to 15 and adjust thrust on the operating engine. Speed should be increased to 20 knots over the previously set flaps 30 or 40 Vref. This is equal to at least Vref for flaps 15.
IF A GO-AROUND IS REQUIRED, FOLLOW THE GO-AROUND AND MISSED APPROACH PROCEDURES EXCEPT USE FLAP 15 INITIALLY IF TRAILING EDGE FLAPS ARE AT 30 OR 40. SUBSEQUENT FLAP RETACTION SHOULD BE MADE AT A SAFE ALTITUDE AND IN LEVEL FLIGHT OR A SHALLOW CLIMB"
As one of our regular posters said though, from a flap 40 approach Vref 40 + 20 represents the minimum speed for a one engine go around (V2 flap 1). So is there an objection to selecting flap 15 initially followed rapidly by flap 1 ?