Correct ,you see I give you some credit knowing gust should be added till touchdown even though you see baffled by someone adding a few kts while you know the boeing a/t restrictions.

the 1kt for the grandma was not a serious comment but obviously you took it seriously..maybe some should chill out...
Concerning CRM...dont know what this came from...

The common sense was directed to me so i thank you for it:rolleyes: ,not an attitude problem just being polite:E

de facto

I understood that you were kidding about the 1kt for grandma hence I made the joke about what TRTO she worked at. I guess only I found that one funny. Maybe I have misunderstood what you have written ref common sense class:rolleyes:

The objective of this thread was to find out why you would constantly fly vref +8kts (nil wind) to the flare in a 400 when I can't find any reference to it. Not to debate with you if my scan is up to speed or if I can maintain a speed. I'm sure it's not as good as you think yours is.:suspect:

As has been said it may just be he requires this as his comfort factor. I can live with this conditions permitting. So if you know where this is written down please let me know.....If not I will take it as the comfort factor even though I may not be flying.:ok:

J:E

Theres is no mention of this vref+8 kts app speed in any manual.
Even for older classics with bent wings(ie not that smooth) an increase of app speed is not mentionned as far as i know.
It is up to you as a PF to follow boeing procedures(fctm).
If your training captain or TRI teaches you to add these few knots,just do it for CRM...once you will be captain you will decide and act by your own judgement.
It doesnt hurt to ask the person in question why he does so(for all other issues too),then you will decide for your own.
Obviously the FCTM is clear.

In real world,(ie not sim),you will see that most pilots arrive into the QRH flare area of 50 ft at app speed(vref+5 mini or vref + gust) as being at vref exactly at 50 ft needs quite a good skill and any change of wind or retarding the levers just bit too quickly may get you below vref.
So some accept a 5 kt extra speed knowing their landing distance based on a/b setting/weight/rwy condition.....
If you are close to your max ldg distance available then id make sure to be at vref.
Not being below vref is important as it is your minnimum speed for flaps retraction.
At the end of the day we all try to be as precise as possible but when theres room,one may accept a comfort margin...

Good day.

Autothrottle on the 737 set at Vref +5kts. 8kts is the gust value.

why would you do that? this makes no sense, first off, you would have to disengage the AT, and you are likely on idle descent... :=

Well, since they literally wrote the book on RNP approaches, I'd guess they knew what they were doing.

I believe it was to prevent an underspeed-->level change reversion.

And why would you need to disconnect A/T?

I'd like to see this 'book' on RNP.
They may have "wrote the book" or "cooked the book"...its a fine line, as I am not sure to whom you refer. There are many of us who have fixed that book.
Your post combined classics and NG...so I am wary of your context.

Fly a 900 at 3 degrees at Vref+10 and manage that energy on AT..(AT?)

On RNP, the auto throttle is engaged, so for one to 'fly' at Vref+10, one implies the AT has been degraded.

Another option to attain Vref+10 would be use CAT D for RNP on the 737...

So, many options or avenues...

lets open that 'book'

Yada yada yada.

Required navigation performance - Wikipedia, the free encyclopedia

The Vref+10 is only for the -400 now. I see that the procedure was amended after my company-provided 2-year+ vacation. So for the NG it is Vref+5.

I'm still not sure why you mention disconnecting the A/T.

My guess is because the speed addatives are intended for a non AT landing.

I can't get my head around what VREF+10 has to do with RNP either??

Connect the threads..and read them.

Vref+5 is AT...Vref +10 is not

I am very well versed in the Naverus (Alaska Airlines) criteria.

150kts was used on very few final approaches, namely PSP..and it doesnt work for anything but a 400...

It's not so much for RNP as for the VNAV to prevent an underspeed reversion to LVL CHG. Or so I've been told. It's applicable to the -400 and not the NGs.

RNP is not autoland.

I'm not sure what you're saying.

Maybe it's this -At ALK for VNAV minimum wind correction for the -400 is 10. The approach is flown LNAV, VNAV, A/P and A/T.

The approach is flown with the MCP speed window closed - flying at Vref+10 - until visual conditions.

No need to fly with the A/T off.