Ideally, should 737 flaps be extended in level flight or not.
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Stan, you'll be surprised,my friend,how many 737 drivers doesn't know or doesn't care how the trailing flap works on the 737.
I know there should also be a change in drag,I guess you can't modify lift only,but this change is minimal,that's why B doesn't even mention it.
Sorry,but I have problems remembering the english terms to explain more from an aerodinamical p.o.v,but I guess you know already what I am talking about.
Brgds
Alex
I know there should also be a change in drag,I guess you can't modify lift only,but this change is minimal,that's why B doesn't even mention it.
Sorry,but I have problems remembering the english terms to explain more from an aerodinamical p.o.v,but I guess you know already what I am talking about.
Brgds
Alex
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Flaps 1 , 2 and 5 do provide some additional drag, not much but some. Flaps 10 is a substantial amount of drag.
No restriction on the 737 200, 300 or 400 re speedbrake and flaps but very unpleasant buffet at 10+.
In a low traffic density airport you can fly the maneuver speed + 10 kts and with planning it works out fine. Go somewhere busy and it changes. Reasons to go to flaps 1-5 would be for just a little bit more drag, which it does provide. But generally it is because you need to be slower or will need to be at flaps 10 or 15 soon for maneuver speed or additional drag. BTW the -400 had the 250 kt flap 5 limit as well.
The speed brake works poorly in this airplane especially at slow speeds. The gear is less disturbing to the pax as they are used to the wind noise and find it normal whereas the buffet from the speedbrake is unusual to them. Gear speed is 280 kts and still not that bad in the back. Unlike the 727 there are no gear door etc and big wheelwells that open and close during the gear cycle. Noise is worst in the cockpit from the nose gear.
The world of ATC sometimes requires different descent profiles than the sim. Even flaps 1 provides extra drag, just not much. It takes a long time to go from flaps up to flaps 5 as they move slowly (they are moving aft a lot though).
Like most airplanes there are many different ways to fly it, some work better then others and some don't work in some situations. As you fly the airplane you will try different ways to get it down and slowed down and see the difference. You will soon separate the theory from the real world on the line.
No restriction on the 737 200, 300 or 400 re speedbrake and flaps but very unpleasant buffet at 10+.
In a low traffic density airport you can fly the maneuver speed + 10 kts and with planning it works out fine. Go somewhere busy and it changes. Reasons to go to flaps 1-5 would be for just a little bit more drag, which it does provide. But generally it is because you need to be slower or will need to be at flaps 10 or 15 soon for maneuver speed or additional drag. BTW the -400 had the 250 kt flap 5 limit as well.
The speed brake works poorly in this airplane especially at slow speeds. The gear is less disturbing to the pax as they are used to the wind noise and find it normal whereas the buffet from the speedbrake is unusual to them. Gear speed is 280 kts and still not that bad in the back. Unlike the 727 there are no gear door etc and big wheelwells that open and close during the gear cycle. Noise is worst in the cockpit from the nose gear.
The world of ATC sometimes requires different descent profiles than the sim. Even flaps 1 provides extra drag, just not much. It takes a long time to go from flaps up to flaps 5 as they move slowly (they are moving aft a lot though).
Like most airplanes there are many different ways to fly it, some work better then others and some don't work in some situations. As you fly the airplane you will try different ways to get it down and slowed down and see the difference. You will soon separate the theory from the real world on the line.
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Originally Posted by john_tullamarine
(b) the 20000 ft admonition is, if I recall......... and may be associated with undesirable roll rates ...
N'eer truer word were spake. The normally docile and ladylike queen of the skies became a real handfull in the roll axis with yours truly setting up what can only be described as a series of impressive P.I.O manoevres. If the real aircraft behaves like the sim at those altitudes, the restrictions are there for very good reasons.
I gained a newfound respect for "odd" limitations.
Thread Starter
ExtroV. Thanks for taking the trouble to straightening me out about all my perceived "misinterpretations" Made me wonder how I haven't killed myself over all these years misinterpreting FCTM recommendations or advice.
