Approach speed 737

Approach speed 737 DEFAULT

Back to home pageFlap-Speed Schedule

BOEING 737 - 3/4/500 Landing Flap-Speed Schedule

Flap

Position

Up to

53070 Kgs

Above

53070 Kgs

Above

62823 Kgs

Flaps Up 210 220 230
Flaps 1 190 200 210
Flaps 5 180 190 200
Flaps 10 170 180 190
Flaps 15 150 160 170
Flaps 25 140 150 160
Flaps 30Final approach speed
Flaps 40Final approach speed
 

Notes

  • Flap 2 has no practical application.
  • Flap speed increments required by the QRH for non-normal situations still apply, i.e. airspeeds specified by non-normal QRH procedures override these latest flap speed increments.
  • In heavyweight return to land situations where the speeds exceed the flap limiting speed, then the flap limiting speed becomes the overriding limit i.e. do not exceed the flap limiting speed under any circumstances.
  • Note that 20 kts has only been added to flaps 5 maneuvering speeds. At flap settings UP, 1 and 10, only 10 kts was required to keep the maneuvering speed above the crossover speed. Flap maneuvering speeds beyond 10 are unchanged.

 

Sours: http://www.b737.org.uk/flapspeedschedule.htm

Boeing 737-800/900 Landing Tutorial

Hey y’all! I’ve got a tutorial for y’all today, on how to land the 737-800/900 properly.

Bolded words will be defined at the bottom of this tutorial.


Approach
To keep from stalling when on approach in the B738/9, you’ll want to have a relatively high N1 compared to other aircraft. Your N1 should be in the range of 50-70%. When approaching an airport, keep a low approach, so stay a bit below the glide slope. This helps with flaring the aircraft right before landing. Your approach speed should be 140-150kts, which will be reduced later. Around 5 miles out from the runway, lower the landing gear, while adding flaps 30. This will create extra drag which in turn means we need more thrust to balance it out.

Short Final
Flying the short final to a runway with the B738/9 can be a bit tricky right off the bat. When you reach 500 feet, disengage the SPD A/P, either add Flaps 40, or keep 30, and maintain a 50-70% N1 level. Keep this N1 all the way down to 100 feet. At or below 100 feet, all autopilot should be disengaged. Your speed should now be in the range of 120kts to 130kts. Like stated before, it can be tricky, but with practice, you’ll get better.

Flare
The flare is debatably the hardest part of landing this beautiful craft. A perfect, textbook approach and landing puts the aircraft at 50 feet when crossing the runway threshold. So, that’s what you should aim for. The flare should start at 10 feet, and you should slowly “roll” the plane by pulling the throttle and the yoke. This will slow your aircraft down, while bringing you closer to touchdown.

Roll-out
The 4 stages of landing are as follows. Flare, touchdown, control, rollout. First you flare, then touchdown, control the aircraft once it touches down, then rollout. After controlling the 737-800/900, you’ll engage reverse thrust, until 60kts. After 60kts, you’ll engage the breaks, and find a good runway turn off.


Definitions

  • N1 - N1 is the rotational speeds of the first engine section expressed as a percentage of a nominal value.
  • Flaring - In the flare, the nose of the plane is raised, slowing the descent rate, and the proper attitude is set for touchdown.
  • Drag - Drag is the force that acts on every part of the airplane, slowing it down, and opposing its forward motion.
  • Perfect, textbook landing - A textbook landing is where the aircraft passes over the runway threshold at 50 feet, and the gear touches down on the double piano keys.

Thanks for reading and good luck!

I am not responsible for any mishaps caused when using this tutorial. This tutorial will not guarantee success, it will only bring you closer to it.

Pretty Hot Regards,
Matt

78 Likes

Sours: https://community.infiniteflight.com/t/boeing-737-800-900-landing-tutorial/174031
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Boldmethod

If you don't fly the right speeds on final, you can miss your touchdown point by hundreds of feet, every time. Here's what you need to know...

Flying Your Approach

The term "approach speed" can be slightly misleading. It's not the speed you'll fly all the way to the runway. Instead, think of your final approach as three stages of speed changes. Following this model will give you the best speed control for nailing your touchdown point:

  • Final Approach Speed
  • Slowing To Threshold Crossing Speed
  • Slowing During Your Flare

How Approach Speed Is Calculated

How fast should you fly on final? Most aircraft flight manuals recommend a speed. However, if your manufacturer doesn't list a final speed in their flight manual, the FAA recommends that you fly 1.3 x Vso (stall speed in a landing configuration).

For a couple examples, the C172S POH recommends 60-70 knots with full flaps for a final approach speed. As for the Cirrus SR22T, they recommend 80-85 knots on final, and 79 knots crossing the threshold.

Boldmethod

Stabilize Your Approach As Early As Possible

As you turn final, set pitch and power for your final approach speed, and stabilize your descent to the runway. If you're constantly changing throttle settings to adjust altitude and airspeed, you might want to consider going around to try again.

A good rule of thumb for light, single-engine piston airplanes is to check that you're flying a stable approach at least 200 feet above the ground. Are you flying the correct approach speed, configured, on centerline, with minimal power changes, and a normal sink rate?

Boldmethod

Slowing To Threshold Crossing Speed

Now that you're stabilized on final approach speed and glidepath, you need to prepare for your next phase of the landing: threshold crossing speed.

Once you have no doubt that you'll make the runway, just before the threshold, slowly begin reducing the throttle. Not all aircraft manufacturers have a recommend threshold crossing speed, but as a rule-of-thumb, it's usually around 5 knots slower than your final approach speed in a light aircraft.

As you cross the threshold, keep reducing throttle, and start your transition to flare by slowly pitching up.

Technique for how and where to reduce power can change dramatically based upon each different type of airplane you fly. The best way to hone your skills in your plane is to go out and practice.

Continue Slowing In The Flare

As you reach the final stage of speed change during your flare, you should be continually slowing the aircraft. In many single-engine piston airplanes, you'll be at idle power during the flare.

Your goal is to touch down just a few knots above stall speed. With just a few knots of airspeed to lose, you'll give yourself the best shot at nailing your touchdown point by being on-speed in the flare. If you continue descending to the runway close to approach speed, the extra knots of speed will be hard to bleed off during the flare because of ground effect.

Exception: Gusty Winds

You'll fly a faster approach speed than recommended with strong, gusting winds. Adding half of the gust factor to your final approach speed will ensure you're flying well above stall speed if you encounter wind shear. That's a good thing.

Because of this, you may also want to consider flying a faster threshold crossing speed and flare speed. The extra knots of airspeed will give your flight controls more effectiveness, helping with crosswind control.

Boldmethod


What do you think? How do you slow down on short final? Tell us in the comments below.

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Sours: https://www.boldmethod.com/learn-to-fly/maneuvers/approach-speed-vs-threshold-crossing-speed-when-to-use-them-on-final-for-accurate-landings/
PMDG 737 NGX: 7. Approach and Landing

Many factors affect flight planning and aircraft operation, including aircraft weight, weather, and runway surface. The recommended flight parameters listed below are intended to give approximations for flights at maximum takeoff or landing weight on a day with International Standard Atmosphere (ISA) conditions.

Important: These instructions are intended for use with Flight Simulator only and are no substitute for using the actual aircraft manual for real-world flight.

Note: As with all of the Flight Simulator aircraft, the V-speeds and checklists are located on the Kneeboard. To access the Kneeboard while flying, press SHIFT+F10, or on the Aircraft menu, click Kneeboard.

Note: All speeds given in Flight Notes are indicated airspeeds. If you're using these speeds as reference, be sure that you select "Display Indicated Airspeed" in the Realism Settings dialog box. Speeds listed in the specifications table are shown as true airspeeds.

Note:For general information about flying jet aircraft in Flight Simulator, see Flying Jets.


By default, this aircraft has full fuel and payload. Depending on atmospheric conditions, altitude, and other factors, you will not get the same performance at gross weight that you would with a lighter load.

Required Runway Length

Takeoff: 9,000 feet (2,473 meters), flaps 5
Landing: 6,500 feet (1,981 meters), flaps 40

The length required for both takeoff and landing is a result of a number of factors, such as aircraft weight, altitude, headwind, use of flaps, and ambient temperature. The figures here are conservative and assume:

Weight: 174,200 pounds (79,010 kilograms)
Altitude: sea level
Wind: no headwind
Temperature: 15°C
Lower weights and temperatures will result in better performance, as will having a headwind component. Higher altitudes and temperatures will degrade performance.
Runway: hard surface

Engine Startup

The engines are running by default when you begin a flight. If you shut the engines down, it is possible to initiate an auto-startup sequence by pressing CTRL+E on your keyboard.

Taxiing

Idle thrust is adequate for taxiing under most conditions, but you'll need a slightly higher thrust setting to get the aircraft rolling. Allow time for a response after each thrust change before changing the thrust setting again.

Normal straight taxi speed should not exceed 20 knots (10 knots in turns).

In Flight Simulator, rudder pedals (twist the joystick, use the rudder pedals, or press 0 [left] or ENTER [right] on the numeric keypad) are used for directional control during taxiing. Avoid stopping the 737 during turns, as excessive thrust is required to get moving again.

Flaps

The following table lists recommended maneuvering speeds for various flap settings. The minimum flap-retraction altitude is 400 feet, but 1,000 feet complies with most noise abatement procedures. When extending or retracting the flaps, use the next appropriate flap setting depending on whether you're slowing down or speeding up.

Flap Position Flaps Up 210 Flaps 1 190 Flaps 5 170 Flaps 10 160 Flaps 30 130 Flaps 40 120

In adverse weather conditions, taxi with the wing flaps up and then set takeoff flaps during your Before Takeoff checklist procedure. Likewise, retract the flaps as soon as practicable upon landing.

Flaps are generally not used on the 737–800 for the purpose of increasing the descent rate during the descent or approach phases of flight. Normal descents are made in the clean configuration to pattern or Initial Approach Point (IAP) altitude.

Takeoff

All of the following occurs quite rapidly. Read through the procedure several times before attempting it in the plane so you know what to expect.

Run through the Before Takeoff checklist and set flaps to 5 (press F7, or click the flap lever on the panel).

With the aircraft aligned with the runway centerline, advance the throttles (press F3, or drag the throttle levers) to approximately 60 percent N1. This allows the engines to spool up to a point where uniform acceleration to takeoff thrust will occur on both engines. The exact amount of initial setting is not as important as setting symmetrical thrust.

As the engines stabilize (this occurs quickly), advance the thrust levers to takeoff thrust—less than or equal to 100 percent N1. Final takeoff thrust should be set by the time the aircraft reaches 60 KIAS. Directional control is maintained by use of the rudder pedals (twist the joystick, use the rudder pedals, or press 0 [left] or ENTER [right] on the numeric keypad).

Below about 80 KIAS, the momentum developed by the moving aircraft is not sufficient to cause difficulty in stopping the aircraft on the runway.

V1, approximately 145 KIAS, is decision speed. Above this speed, it may not be possible to stop the aircraft on the runway in case of a rejected takeoff (RTO).

At Vr, approximately 145 KIAS, smoothly pull the stick (or yoke) back to raise the nose to 8 degrees above the horizon. Hold this pitch attitude and be careful not to over-rotate (doing so before liftoff could cause a tail strike).

At V2, approximately 150 to 155 KIAS, the aircraft has reached its takeoff safety speed. This is the minimum safe flying speed if an engine fails. Hold this speed until you get a positive rate of climb.

As soon as the aircraft is showing a positive rate of climb on liftoff (both vertical speed and altitude are increasing), retract the landing gear (press G, or drag the landing gear lever). The aircraft will quickly accelerate to V2+10. A pitch attitude of 15-17 degrees nose up will maintain V2+10 or greater during the climb.

At 1,000 ft (305 m), reduce flaps from 5 to 1 (press F6, or drag the flaps lever). Lower the pitch slightly and accelerate to 210 KIAS, at which point you can go to flaps up (press F6 again).

Climb

As you retract the flaps, set climb power of approximately 90 percent N1 (press F2, use the throttle control on your joystick, or drag the thrust levers). Maintain 6 or 7 degrees nose-up pitch attitude to climb at 250 kts until reaching 10,000 feet (3,048 meters), and then maintain 280 KIAS to your cruising altitude.

Cruise

Cruise altitude is normally determined by winds, weather, and other factors. You might want to use these factors in your flight planning if you have created weather systems along your route. Optimum altitude is the altitude that gives the best fuel economy for a given configuration and gross weight. A complete discussion about choosing altitudes is beyond the scope of this section.

When climbing or descending, take 10 percent of your rate of climb or descent and use that number as your target for the transition. For example, if you're climbing at 1500 fpm, start the transition 150 feet below the target altitude.

You'll find it's much easier to operate the Boeing 737–800 in climb, cruise, and descent if you use the autopilot. The autopilot can hold the altitude, speed, heading, or navaid course you specify. For more information on using the autopilot, see Using an Autopilot.

Normal cruise speed is Mach 0.785 (at 35,000 feet). You can set .78 in the autopilot Mach hold window and engage the Hold button (click the Mach button). Set the A/T Arm (click the switch to engage the autothrottles), and the autothrottles will set power at the proper percent to maintain this cruise speed. The changeover from indicated airspeed to Mach number typically occurs as you climb to altitudes of 20,000 to 30,000 feet (6,000 to 9,000 meters).

Remember that your true airspeed is actually much higher in the thin, cold air. You'll have to experiment with power settings to find the setting that maintains the cruise speed you want at the altitude you choose.

Descent

A good descent profile includes knowing where to start down from cruise altitude and planning ahead for the approach. Normal descent is done with idle thrust and clean configuration (no speed brakes). A good rule for determining when to start your descent is the 3-to-1 rule (three miles distance per thousand feet in altitude). Take your altitude in feet, drop the last three zeros, and multiply by 3.

For example, to descend from a cruise altitude of 35,000 feet (10,668 meters) to sea level:
35,000 minus the last three zeros is 35.
35 x 3=105

This means you should begin your descent 105 nautical miles from your destination, maintaining a speed of 250 KIAS (about 45 percent N1) and a descent rate of 1,500 to 2,000 feet per minute, with thrust set at idle. Add two extra miles for every 10 knots of tailwind.

To descend, disengage the autopilot if you turned it on during cruise, or set the airspeed or vertical speed into the autopilot and let it do the flying for you. Reduce power to idle, and lower the nose slightly. The 737–800 is sensitive to pitch, so ease the nose down just a degree or two. Remember not to exceed the regulation speed limit of 250 KIAS below 10,000 feet (3,048 meters). Continue this profile down to the beginning of the approach phase of flight.

Deviations from this procedure can result in arriving too high at the destination (requiring circling to descend) or arriving too low and far out (requiring expenditure of extra time and fuel). Plan to have an initial approach fix regardless of whether or not you're flying an instrument approach.

It takes about 35 seconds and 3 miles (5.5 kilometers) to decelerate from 290 KIAS to 250 KIAS in level flight without speed brakes. It takes another 35 seconds to slow to 210 KIAS. Plan to arrive at traffic-pattern altitude at the flaps-up maneuvering speed about 12 miles out when landing straight-in, or about eight miles out when entering a downwind approach. A good crosscheck is to be at 10,000 feet AGL (3,048 meters), 30 miles (55.5 kilometers) from the airport at 250 KIAS.

Approach

Have your aircraft configuration (flaps and landing gear) set and establish your target speed well ahead. Excess speed in the –800 will require a level flight segment to slow down.

If you're high coming into the approach, you can use the speed brakes to increase descent. If possible, avoid using the speed brakes to increase descent when wing flaps are extended. Do not use speed brakes below 1,000 feet AGL.

On an instrument approach, you want to be configured for landing and establish approach speed by the final approach fix (where you intercept the glideslope), usually about five miles from touchdown.

Set flaps to 1 (press F7, or drag the flaps indicator or lever) when airspeed is reduced below the minimum flaps-up maneuvering speed. Normally, this would be when entering the downwind leg or at the initial approach fix, so you should be at the desired airspeed by this point. You can then continue adding flaps as you get down to the speed limits for each setting.

Flaps 30 or 40 is the setting for normal landings.

Intercept the glideslope from below, and extend the landing gear (press G, or drag the landing gear lever) when the glideslope needle is less than or equal to one dot high.

The proper final approach speed varies with weight, but a good target at typical operating weight is 140 KIAS.

With landing gear down and flaps at 30 degrees, set the power to maintain 140. This configuration should hold airspeed with a good descent angle toward the runway. Use small power adjustments and pitch changes to stay on the glidepath. You're looking for a descent rate of about 700 fpm.

Before landing, make sure the speed brake handle is in the ARM position.

Landing

Select a point about 1,000 feet (305 meters) past the runway threshold, and aim for it. Adjust your pitch so that the point remains stationary in your view out the windscreen.

At 50 feet (15 meters) above the runway, reduce the throttles to idle. As the threshold goes out of sight beneath you, shift the visual sighting point to about ¾ down the runway. At 30 feet (9 meters) above the runway, initiate a flare by raising the nose about 5 degrees and fly the airplane onto the runway.

To assure adequate aft fuselage clearance on landing, fly the airplane onto the runway at the desired touchdown point. DO NOT hold the airplane off the runway for a soft landing.

When the main gear touch, apply the brakes smoothly (press the PERIOD key, or press Button 1—typically the trigger—on the joystick).

If you armed the spoilers, they will deploy automatically. If not, move the brake lever into the UP position now. Add reverse thrust (press F2, or drag the thrust levers into reverse). Make sure you come out of reverse thrust when airspeed drops below 60 knots.

Once you're clear of the runway and as you taxi to the terminal, retract the flaps (press F5, or drag the flaps lever) and lower the spoilers (press the SLASH [ / ], or click the brake lever).

- top -

Sours: http://krepelka.com/fsweb/learningcenter/aircraft/flightnotesboeing737-800.htm

Speed 737 approach

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PMDG 737 NGX: 7. Approach and Landing

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