NG LE FLAPS TRANSIT
 

You know you love me. ;)

Bar a TE flaps disagreement, why do the other options lead you to a flaps 15 landing.

Is it because a flaps 30,40 landing requires more 'equal' LE flap and therefore because you are assuming it is stuck partly in the extend position, you are limited to a Flaps 15?

Thanks

Pin

Somehow all those questions seem to indicate a serious lack in your training organization. Do you ever get any in-depth training at all?

It was just a general question.

There is no stupid question in aviation you prat.

Please address all concerns to the biggest holiday company in the world.

It is about required/demonstrated maneuvering margins/capability you prat.

The biggest Prat is Pin Head not having the capability to read a :mad: manual or ask the technical pilots at his/her company.

Please refer where in the FCOM/QRH where I find the answer then.

See, I would reference it for you but quite frankly, your attitude and lack of respect for people who are contributing to the thread has resulting in me not helping you out on this occasion.

I would be very surprised if anyone does. To add to Denti's comment, I am also wondering about your current companies training department, or lack of it.

In relation to my question, please refer me to the appropriate source.

Pin Head, although I am a strong advocate for sharing knowledge and experiences, I would also like to ask you a question...

Please answer honestly --
Are you one of those (many) pilots with a certain LCC with low hours and more autopilot time than actual stick and rudder time?

Edit --
I understand that I will get a lot of negativity from my aforementioned remarks but I am just disgusted with pilots who fly with a certain LCC on zero hour contracts and are happily treated like pondlife. Where has conmon sense gone and where is this industry heading towards?

Red - Your in the wrong thread if you want to complain about that...keep it on topic.

Well tbh with you the manuals don't specifically tell you the reasons why, more boeings philosophy these days, do the checklists and don't ask why. My own common sense tells me it's because a high lift device ain't doing its lifting!! so a higher speed required as an insurance policy. Whether it's a simple or more complex matter I'm sure the checklist takes worst case scenario. Have a look at the LD curve of a clean wing vs one with LE devices deployed and it's effects on critical angle, then you can probably take a few good guesses at Boeings reasoning behind the checklist.

Happy to share my simplistic view :E

Calm down everyone. :)

This is the Tech Log so it's perfectly reasonable to ask questions whether or not such information is available elsewhere.

The manuals generally do not give detailed explanations for non-normal procedures and training departments are generally primarily/solely interested in recurrent training, checking and recruiting.

LCC have nothing to do with this. I know of countless former LCC pilots who were eagerly recruited by the legacy carriers and former charter airlines. Most pilots have learned their basics in the same FTOs anyway.

However, those asking questions ought to show humility when talking to their peers.

As for the actual point raised: I suspect McBruce is right. I'd only add that controllability and stall margins undoubdtedly favour a higher speed and less tampering with the configuration.