Captain Fulough
Active member
- Joined
- Jan 30, 2005
- Posts
- 43
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On the 737NG the spoilers will deploy when you go into reverse, whether they were armed or not.
A mechanical do-hicky lifts the spoiler handle out the detent when you go into reverse. An electric motor takes it from there.
Good thing they didn't ask me about that on the oral . . . I thought the whatchamacallit moved a thingamajig . . . or maybe it was done by little elves. :laugh:
I just tell them the pork chop does it![]()
"500 feet."
"Final Flaps 30/40, 5 Green lights"
It's that easy.
People forget to arm the TR's on the CRJ's all the time as well, talking about a bad design![]()
Ok then, you don't have to do anything in the E-Jets with regard to arming spoilers or thrust reversers. Boeing could still do quite a lot bring their best selling product in line with more modern designs.
It was a windy crapy wet day in MDW with flaps 40. An overspeed happens.
Never flew the 737, only 75/76...VREF even at max landing weight was well below flap limit speeds...thats why I commented it APPEARS to have been/gone unstable....not sure of their stability criterion/limits at SWA so not criticizing, just inquiring...
Golden...easy enough to do. Say Vref is 128 and add 5 on a calm day is Vtarget 133...no problem with Flap 40 overspeed being 156. But on a crappy day Vtarget becomes 148 (add steady state plus 1/2 the gust...max additive 20 kts). Coming down final targeting 148, and a sudden 10 kt gust could put you 2kts over the 156 kt limit.
you won't be landing much at MDW then, most every landing is F40 to get stopping margin, yes, just that extra couple hundred feet.If its that gusty I would probably recommend flaps 30 anyway. Also, Boeing recommends no Vref additive landing with auto throttles on. I find adding knots in a gusty crosswind makes me float in the -700. What seems to help is keeping the power in as long as possible, even above idle at touchdown. That vertical stab is an anchor on a good crosswind. YMMV, there are a thousand ways to land an airplane.
If its that gusty I would probably recommend flaps 30 anyway. Also, Boeing recommends no Vref additive landing with auto throttles on. I find adding knots in a gusty crosswind makes me float in the -700. What seems to help is keeping the power in as long as possible, even above idle at touchdown. That vertical stab is an anchor on a good crosswind. YMMV, there are a thousand ways to land an airplane.
Keeping the power above idle at touchdown?
Why?