Just some questions on the practical side of flying the NG.1.) What determines selection of what flap angle to use for landing? Moreso, what thresholds are observed to choose 40 over 30 over 25. What's the "standard?" I use 30 typically.2.) Same idea for autobrake selection... seems like 1 is more than sufficient to stop. Again, what thresholds are observed for selection criteria?3.) Understanding that different airlines have different procedures, what is a "typical" set of speeds and distances to airport. IE - how does one transition smoothly to the approach/landing environment. The manual provides a fair description of the procedures, but, when do I pull back to 210 knots? 180? With glide capture, do I just chunk the airspeed select to VREF+5 right away?4.) In the terminal environment, are pilots typically using FL CHG or V/S selection for altitude change? Primarily in the last few thousand feet where it seems impossible to slow and descend sufficiently (moreso comfortably) even with full deployment of the flight speedbrakes. Recent example = AWDAD6 arrival into the ILS 10 at MSY. I had to use the speedbrakes from the AWDAD crossing all the way down to the ILS capture and ended up capturing exactly on glide. Just didn't seem right to have to try that hard.5.) If you screw up entry of the flight plan or other information into the FMS, is there a way to do a reset without restarting FS?Basically... I've got a pretty good gist on how to throw this beast around the skies... it's time to refine and make it silky smooth. I appreciate the help.~Nate

Hello Nate,I'm not a real pilot (yet) so this is all unofficial.1. From a 737 AOM:Landing Flap SelectionA flap 30 configuration is recommended for most landings because it is more operationally efficient, less noisy, and offers better approach - climb performance. All B737 flights are dispatched for a flap 30 landing. A flap 40 landing should be considered for the following situations:

Hello again Nate,I had a look at that approach plate but I'm not going to be able to figure out what is causing your problem without some more info. specifically what altitudes you are using for each waypoint in your descent planning. Also on the SID chart there are numbers above each leg of the SID. One for example is written like:3000*2000What do these mean? Like I said I don't do any flying in the US so I'm not real familiar with the charts.CheersDavid

The plate is essentially stating "Cross AWDAD at 11,000" when landing at MSY. After that, direct VOODO to join the ILS to 10 at MSY.The 3000 / 2000* means the MEA for that segment is 3000 feet, 2000 when authorized by ATC. This isn't terribly significant to this approach though.I'm not saying it's a problem per se... it's more just experiencing the need to put in an awful lot of drag to get down to altitude in time for VOODO.I just flew the KORRY3 into LGA and had the same kind of problem. The altitude restrictions seemed to make it very difficult to both make it to 10k by KORRY and be at 250 knots.Again, it's more just figuring out how best to fly it. Seems like I'm just having to work very hard to descend without getting an A/T Overspeed Disco. I trust it's a slippery aircraft, just didn't expect it to be THAT slippery.~Nate