After watching many Boeing 737 videos taken from out of passenger windows, it seems like Boeing 737 pilots sometimes skip some of the settings during approach to landing. I have seen a picture of a 737 flap indicator with the following settings: 1, 2, 5, 10, 15, 25, 30 and 40. A retired 737-200 Captain told me Flaps 40 was not used that much.
A lot of times on these window-view videos one can count only 5 flap movements. Are some settings skipped? Thanks to all 737 pilots who respond to my post.
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- Snuffaluffagus
- Posts: 38
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Re: Do Boeing 737 pilots use Flaps 1 or Flaps 10 very often?
Flaps 5 for 95% of takeoffs. Did a flaps 25 out of SNA.
On approach, we go flaps 1–>flaps 5–>gear down, flaps 15–>flaps 25—>flaps 30 for a normal landing. Flaps 5 and idle thrust will keep you at about 180 knots when descending on a glide slope.
Flaps 30 for 95% of landings. Flaps 15 if it’s really windy. Use flaps 40 for short runways in SE Alaska.
I’ve only used flaps 10 a handful of times where I needed to slow down but too far out to drop the gear. Landing gear horn starts yelling after flaps 10.
On approach, we go flaps 1–>flaps 5–>gear down, flaps 15–>flaps 25—>flaps 30 for a normal landing. Flaps 5 and idle thrust will keep you at about 180 knots when descending on a glide slope.
Flaps 30 for 95% of landings. Flaps 15 if it’s really windy. Use flaps 40 for short runways in SE Alaska.
I’ve only used flaps 10 a handful of times where I needed to slow down but too far out to drop the gear. Landing gear horn starts yelling after flaps 10.
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- convair880mfan
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Re: Do Boeing 737 pilots use Flaps 1 or Flaps 10 very often?
Thank you so much Snuffaluffgus.
That answers so many of my questions and was very clear and understandable. Thanks again!
That answers so many of my questions and was very clear and understandable. Thanks again!
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- Redbellyguppy
- Posts: 268
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Re: Do Boeing 737 pilots use Flaps 1 or Flaps 10 very often?
Only in the classic. The NG won’t honk at you flaps 10. I use it frequently.
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- Redbellyguppy
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Re: Do Boeing 737 pilots use Flaps 1 or Flaps 10 very often?
Only in the classic. The NG won’t honk at you flaps 10. I use it frequently when I want to descend at a decent rate but not use speed brakes.
Re: Do Boeing 737 pilots use Flaps 1 or Flaps 10 very often?
Redbellyguppy wrote:Only in the classic. The NG won’t honk at you flaps 10. I use it frequently.
Same. Flaps 10 quite a bit. Slow down/get down. Especially in the 900. Flaps 2 is pretty rare. More of a personal preference. Flaps 40 only on short runways or to “practice”. Heavy or short runway takeoffs will see flaps 10/15/25. Flaps 1 takeoffs on long runways. Honestly I’m surprised how often other random flap settings pop up.
Re: Do Boeing 737 pilots use Flaps 1 or Flaps 10 very often?
Agree with the previous two posts that flaps 10 is useful. The plane seems to descend at about 187 knots on glideslope with flaps 5 and idle thrust. Seven knots doesn’t sound like much, but if assigned 180 at a place like ORD or EWR it can start to matter for spacing.
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- AvgWhiteGuy
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Re: Do Boeing 737 pilots use Flaps 1 or Flaps 10 very often?
The 700's use flaps 1 on takeoff most of the time we're full and the runway exceeds 7,000', or we're half full and 6,000'. 800's are not
certified for flaps 1 takeoffs.
On landing, flaps 10 (passing 7) in the 700's will get the leading edge slats to full-extend - a significant amount of drag that will keep the thing on
the glideslope, something flaps 5 won't do without the speed creeping up, especially in scimitar equipped models. LE full-extend on the 800's
doesn't happen until passing flaps 25, so going to flaps 10 in the 800 only ads only an almost imperceivable amount of drag.
Last noteworth thing I can think of: at my airline, speedbrakes can be used up to and including flaps 10, which, even at 50% (to prevent
buffet) will correct most excess energy problems.
certified for flaps 1 takeoffs.
On landing, flaps 10 (passing 7) in the 700's will get the leading edge slats to full-extend - a significant amount of drag that will keep the thing on
the glideslope, something flaps 5 won't do without the speed creeping up, especially in scimitar equipped models. LE full-extend on the 800's
doesn't happen until passing flaps 25, so going to flaps 10 in the 800 only ads only an almost imperceivable amount of drag.
Last noteworth thing I can think of: at my airline, speedbrakes can be used up to and including flaps 10, which, even at 50% (to prevent
buffet) will correct most excess energy problems.
Re: Do Boeing 737 pilots use Flaps 1 or Flaps 10 very often?
Flying in Europe, speed restrictions during the approach is a bit less common than in the US and I barely ever use flaps 10. Usually 1 - 5 - 15 - 30 or 1 - 5 - 15 - 25 - 40. Nothing in our SOPs prevents us from going from 15 to 40 at once, but that makes for a slightly dramatic configuration change. Using 25 in between is a nice way to smoothen the change in pitch and drag.
The only time I ever used flaps 2 is during approach in busy airspace (London) where speed management is very strict and we were given a speed exactly between flaps 1 and 2 maneuvering speed while in level flight.
Interesting. They are in Europe. My previous operator elected no to use flaps 1 for TO due to tail clearance, but my current one do. 95% of my TO this summer used flaps 1 on the 800 and max8. We use flaps 5 and beyond only when performance limited.
The only time I ever used flaps 2 is during approach in busy airspace (London) where speed management is very strict and we were given a speed exactly between flaps 1 and 2 maneuvering speed while in level flight.
AvgWhiteGuy wrote:The 700's use flaps 1 on takeoff most of the time we're full and the runway exceeds 7,000', or we're half full and 6,000'. 800's are not
certified for flaps 1 takeoffs.
Interesting. They are in Europe. My previous operator elected no to use flaps 1 for TO due to tail clearance, but my current one do. 95% of my TO this summer used flaps 1 on the 800 and max8. We use flaps 5 and beyond only when performance limited.
Re: Do Boeing 737 pilots use Flaps 1 or Flaps 10 very often?
CeddP wrote:Flying in Europe, speed restrictions during the approach is a bit less common than in the US and I barely ever use flaps 10. Usually 1 - 5 - 15 - 30 or 1 - 5 - 15 - 25 - 40. Nothing in our SOPs prevents us from going from 15 to 40 at once, but that makes for a slightly dramatic configuration change. Using 25 in between is a nice way to smoothen the change in pitch and drag.
The only time I ever used flaps 2 is during approach in busy airspace (London) where speed management is very strict and we were given a speed exactly between flaps 1 and 2 maneuvering speed while in level flight.AvgWhiteGuy wrote:The 700's use flaps 1 on takeoff most of the time we're full and the runway exceeds 7,000', or we're half full and 6,000'. 800's are not
certified for flaps 1 takeoffs.
Interesting. They are in Europe. My previous operator elected no to use flaps 1 for TO due to tail clearance, but my current one do. 95% of my TO this summer used flaps 1 on the 800 and max8. We use flaps 5 and beyond only when performance limited.
It must be a carrier specific issue, the 800's are certified for flaps 1 TO in the US. I have done more takeoff's at flaps 1, than any other flap setting.
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- Goldenshield
- Posts: 5038
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Re: Do Boeing 737 pilots use Flaps 1 or Flaps 10 very often?
It most certainly is carrier specific. At my carrier, we had only trained for flaps 5 and 15 because of legacy aircraft. We had to start training for other settings once their performance benefits became apparent.
Re: Do Boeing 737 pilots use Flaps 1 or Flaps 10 very often?
I fly the -800 and MAX 8/9. We have a few recommendations regarding usage for certain flaps settings. (windshear/low viss and rough runways etc) But we are recommended to use Boeings Onboard Performance Tool (OPT) 'Optimum Flap' setting. That means 98% of my takeoff's are Flaps 1. Our aircraft also have the Heads Up Display installed so the rotation rate is always monitored precisely by the Captain as it has the impending 'Tailstrike' symbol (dumbells) on it. So even on the MAX 9 it's not an issue.
On approach I sometimes use Flaps 2 if ATC want a speed constrains that warrents Flaps 2. Like 180 knot to XYZ when your Flaps 1 minimum maneuvering speed is 190kts. That means Flaps 5 (the next logical Flap setting)is around 20 knots below that. So iso using Flaps 5 I prefer to reduce the drag and use Flaps 2. Flaps 10 is sometimes used when established on the glideslope and ATC want you to reduce speed further, or a steeper glideslope angle. I prefer to use Flaps 10 and/or speedbrakes oposed to dropping the gear too far out. If all else fails we just drop the gear though. More likely on the ever so slippery MAX. Flaps 25 is used either when coming in very hot and you've dropped the anchor but she's just not slowing down quickly enough to make the stabile approach gates or in combination with Flaps 40. Usually Flaps 40 needs a little extra nudge to get the speed to reduce enough (or reduce faster) to below the Flaps 40 limiting speed of 166 (-800/M8) & 171. (M9) The drag transition from 15 to get below that is sometimes just too large when the Flaps 30 limiting speed is 175 (-800/M8) & 180. (M9)
On approach I sometimes use Flaps 2 if ATC want a speed constrains that warrents Flaps 2. Like 180 knot to XYZ when your Flaps 1 minimum maneuvering speed is 190kts. That means Flaps 5 (the next logical Flap setting)is around 20 knots below that. So iso using Flaps 5 I prefer to reduce the drag and use Flaps 2. Flaps 10 is sometimes used when established on the glideslope and ATC want you to reduce speed further, or a steeper glideslope angle. I prefer to use Flaps 10 and/or speedbrakes oposed to dropping the gear too far out. If all else fails we just drop the gear though. More likely on the ever so slippery MAX. Flaps 25 is used either when coming in very hot and you've dropped the anchor but she's just not slowing down quickly enough to make the stabile approach gates or in combination with Flaps 40. Usually Flaps 40 needs a little extra nudge to get the speed to reduce enough (or reduce faster) to below the Flaps 40 limiting speed of 166 (-800/M8) & 171. (M9) The drag transition from 15 to get below that is sometimes just too large when the Flaps 30 limiting speed is 175 (-800/M8) & 180. (M9)
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