Flap retraction altitude
Thread Starter
Joined: Jul 2006
Posts: 152
Likes: 0
From: East of Monkey Island!
Flap retraction altitude
What flap retraction altitude do you use in normal operation when there is no Noise procedure specified?
Some airlines use 1000 some 1500 some 3000?
Can you please tell which airline you are flying for and what height you are using?
Some airlines use 1000 some 1500 some 3000?
Can you please tell which airline you are flying for and what height you are using?
PPRuNe supporter
Joined: Dec 2003
Posts: 1,676
Likes: 0
From: Planet Earth
At my airline we use 1000 for thrust reduction, most pilots load it into the box so both are at 1000 FT, I prefer to leave the default /1500 for flap retraction.
For the fields that require noise abatement, we set:
TH RED 1500/3000 ACC ALT
Cheers,D.L.
For the fields that require noise abatement, we set:
TH RED 1500/3000 ACC ALT
Cheers,D.L.
Joined: Oct 2005
Posts: 3,218
Likes: 2
From: USA
What we use depends on the location and requirements that day. Some locations will specify thrust-cutback altitudes and cleanup altitudes, and some won't.
We use two procedures; one cleans up at a thousand feet, and the other cleans up at 3,000' above the departure elevation. We have one additional profile involving an engine failure, in which we clean up at a nominal 800', or higher as the specific location (and obstacles) may require.
Aircraft type is a B747.
We use two procedures; one cleans up at a thousand feet, and the other cleans up at 3,000' above the departure elevation. We have one additional profile involving an engine failure, in which we clean up at a nominal 800', or higher as the specific location (and obstacles) may require.
Aircraft type is a B747.
Joined: Feb 2004
Posts: 372
Likes: 0
From: The Aluminium Tube of Doom
At the risk of sounding pedantic, there is no flap retraction altitude per se, rather an acceleration altitude and flap retraction speeds.....I wouldn't want to retract flaps at 1000ft while still doing v2+10!
Joined: Mar 2001
Posts: 4,563
Likes: 35
From: I wouldn't know.
We use 1500ft AGL as standard and only if required by other local procedures use other altitudes. For example in ZRH we use an acceleration height of 3000ft with a thrust reduction at 1500.
It is programmed in the takeoff page 2 and VNAV automaticly moves the speed bug up to the next relevant speed, thrust "reduction" is programmed there as well. Both thrust reduction and acceleration are programmed for AEO and OEI, airplane is 737NG.
It is programmed in the takeoff page 2 and VNAV automaticly moves the speed bug up to the next relevant speed, thrust "reduction" is programmed there as well. Both thrust reduction and acceleration are programmed for AEO and OEI, airplane is 737NG.
Joined: Oct 2005
Posts: 3,218
Likes: 2
From: USA
in other words at what altitude do you select up speed and retract flaps on shedule! and i am talking about airports with no noise abbatment procedures published
One airplane I fly, in one type of operation, cleans up at five feet AGL. Other types, at 400' on climbout. When doing noise abatement, typically a thrust reduction at a thousand, and acceleration and cleanup beginning at 3,000. With an overwater departure and no noise issues, often climb thrust set at a thousand and the acceleration and cleanup begins at a thousand.
Generally the acceleration is done during a five hundred or thousand foot per minute climb.
Joined: Apr 2010
Posts: 143
Likes: 0
From: New Forest
Acc Alt
It is almost impossible to have one standard Aa (see post #8), but it IS possible to have one which covers 95% of your company’s operations. However, it is not so much the Aa which should concern the average pilot, but rather – what do you do when you reach it? I have known one company which had one series of actions on a normal take-off, another series if you lost an engine on T/O, another if you had a ‘normal’ Go Around and yet a fourth if it was a 1EO G/A. The last thing you want – no, the last thing I want in an emergency is to have to analyse which scenario fits which series of actions if it is not really necessary. Fortunately some airlines for which I instruct have standardized the actions to cover all these cases and this makes life much simpler all round.
P
P
Joined: Mar 2000
Posts: 8,571
Likes: 3
From: Arizona USA
Quote:
What flap retraction altitude do you use in normal operation when there is no Noise procedure specified?
Our ops with L1011-250 and -500 aircraft...
Most takeoffs with flaps 14, retract 14 to 10 at 400agl (V2+10 minimum), remainder of the flap/slat retraction at 1000agl, on speed schedule.
Climb thrust selected at flaps 4 degrees.
Standard ops.
What flap retraction altitude do you use in normal operation when there is no Noise procedure specified?
Our ops with L1011-250 and -500 aircraft...
Most takeoffs with flaps 14, retract 14 to 10 at 400agl (V2+10 minimum), remainder of the flap/slat retraction at 1000agl, on speed schedule.
Climb thrust selected at flaps 4 degrees.
Standard ops.
Joined: Sep 1999
Posts: 417
Likes: 0
From: Scotland
Gents it's all very well explaining what you do in your aircraft but perhaps another question to ask is why we accelerate/clean up in a particular fashion.
Flyby and Imbracable rightly qualify their methods by reference to the all important NADP1 and NADP2.
I suppose each operator determines their SOP by reference to one or more of the following:
NADP1
NADP2
Procedure A (ICAO)
Procedure B (ICAO)
Any other's I've forgotten?
....all dependent of course on:
Aircraft performance capabilities within / outwith the manufacturer's published method
Airport specific noise abatement minimum altitudes.
All of our airlines' Ops Manual methods aren't published on a whim; they will invariably meet one or more of the above standard procedures preferred by EU Ops / FAA / JAR Ops etc. and be approved by their own governing authority.
Flyby and Imbracable rightly qualify their methods by reference to the all important NADP1 and NADP2.
I suppose each operator determines their SOP by reference to one or more of the following:
NADP1
NADP2
Procedure A (ICAO)
Procedure B (ICAO)
Any other's I've forgotten?
....all dependent of course on:
Aircraft performance capabilities within / outwith the manufacturer's published method
Airport specific noise abatement minimum altitudes.
All of our airlines' Ops Manual methods aren't published on a whim; they will invariably meet one or more of the above standard procedures preferred by EU Ops / FAA / JAR Ops etc. and be approved by their own governing authority.
