744 landing CFG (for 744 drivers)

[retard-retard]

Hi all,

How far out on the approach (DME) would you select full flaps and have gear down?

Basically, full landing CFG and just the flying then to do alnog with speed reduction?

Cheers.

Mark.

[TopBunk]

IIRC then flap 20 gear up at 160kts down the glideslope, then at about 1500-2000ft gear down, reducing to final approach speed of about 145-150kts (depending on weight and flap setting) at about 4nm with landing flap of 25 or 30.

[retard-retard]

Thanks, TopBunk.

What if the ATC asks you to maintain 160 until 4 DME and then safe app. speed?

I'm still trying to work out how decide on 25 or 30, what is it that influences this, weight, winds......?

Cheers.

Mark.

[Intruder]

Little reason to use Flaps 25 in the 400 under normal conditions; it handles fine with flaps 30, and noise really isn't an issue.

Two exceptions are significant crosswinds, where it responds [subjectively] better to control inputs; and on a long runway at lighter weights, where you want to roll out to the end but use less time on the runway.

[sinkingship]

As intruder said Flaps30 handles fine.
Some airlimes use to use Flap25 as final flap for a higher landing speed which would enable the carbon brakes to run hotter therfore more efficient.
But since QF went off the end in BKK most use Flap30 again!

[retard-retard]

Thanks for the replies guys, that's really useful.

Just one more thing, would you be setting flaps 30 at about 4 DME or do you get that done well before?

Thanks again.

Mark.

[Rainboe]

At the very least 1500' above airport level, drop gear so that by the time the gear is down and locked, you can then select 25 or 30 flap, and by 1000' you will be at Vref +5 or slightly more in landing configuration (an airline requirement to aim for)

[Intruder]

Final configuration and Before Landing checklist at FAF.