737-900ER flaps 15° and go around performance
09-08-2016, 01:16 PM
#21
Gets Weekends Off
Joined APC: Nov 2010
Posts: 3,071
They give us an airframe that is geometrically limited with artificial approach speeds in order squeeze in more passengers for the mighty $$$ and now the bean counters want F15 landings? I'd let the management pilots handle those. Good luck FO's.
09-08-2016, 01:49 PM
#22
Gets Weekends Off
Joined APC: Feb 2011
Posts: 3,866
Now we're starting to see some final approach speed, just like the olden days.
"Once established on final, you adjust your speed to 155 knots, plus one knot for every 100 pounds of fuel in excess of 1,000 pounds. For example, with 2,500 pounds of fuel on board, the desired final approach speed is 155+15, or 170 knots. This speed is adjusted upward for gusty winds..." - Northrup T-38 Talon
"Once established on final, you adjust your speed to 155 knots, plus one knot for every 100 pounds of fuel in excess of 1,000 pounds. For example, with 2,500 pounds of fuel on board, the desired final approach speed is 155+15, or 170 knots. This speed is adjusted upward for gusty winds..." - Northrup T-38 Talon
09-08-2016, 02:40 PM
#24
Moderate Moderator
Joined APC: Mar 2008
Position: Curator at Static Display
Posts: 5,681
Now we're starting to see some final approach speed, just like the olden days.
"Once established on final, you adjust your speed to 155 knots, plus one knot for every 100 pounds of fuel in excess of 1,000 pounds. For example, with 2,500 pounds of fuel on board, the desired final approach speed is 155+15, or 170 knots. This speed is adjusted upward for gusty winds..." - Northrup T-38 Talon
"Once established on final, you adjust your speed to 155 knots, plus one knot for every 100 pounds of fuel in excess of 1,000 pounds. For example, with 2,500 pounds of fuel on board, the desired final approach speed is 155+15, or 170 knots. This speed is adjusted upward for gusty winds..." - Northrup T-38 Talon
When they changed to the C-model, the jet got 500lbs heavier. Basic speed is now 160 and No-flap basic is 175, plus gas, as you stated.
09-08-2016, 03:45 PM
#26
Moderate Moderator
Joined APC: Mar 2008
Position: Curator at Static Display
Posts: 5,681
You're preaching to the choir. 435 in the A, 53 in the B (Yes, I've even fired the gun pod from the AT-38B), and 3550 in the C. I loved the nose-authority in the A, and don't get me started on the PMP, or how the MB seat ruined the airplane.
It was far easier to teach them to fly---and especially land---in the A-model.
When I was a student? Basic speed was 150.
09-08-2016, 04:59 PM
#27
Don't say Guppy
Joined APC: Dec 2010
Position: Guppy driver
Posts: 1,926
Air Canada's 320 accident up in Halifax was a write off.
https://aviation-safety.net/database...?id=20150329-0
https://aviation-safety.net/database...?id=20150329-0
NG's just end up off the runway more often. The new curb feelers may help in that they have reduced the crosswind limits, at the expense of, well, knocking off the expensive carbon bits every now and again.
I personally wouldn't want to do Flaps 15 approaches in an 800 or 900. The 700 it would probably be OK. The other factor besides approach speeds being higher is that the throttle setting would be much lower because of much less drag, giving less authority to fix high and fast. Sounds like more NG's off the end of the runway.
09-08-2016, 08:47 PM
#29
Banned
Joined APC: Jun 2008
Position: A320 Cap
Posts: 2,282
Just keep rubbing in those bussisms
09-08-2016, 09:00 PM
#30
Where's my Mai Tai?
Joined APC: Aug 2006
Position: fins to the left, fins to the right
Posts: 1,755
