Can someone tell me what the recommended landing speed for the 737-900 is under normal circumstances? I can't find it in any of the manuals. To date I tend to reduce speed from 250k to 160k whilst dropping to 25 of flap immediately before picking up the localiser and then reducing to 130 (still with 25 flap) prior to picking up the glideslope. The aircraft seems quite stable but I wonder how far this tallies with the authorised speed.Jim

Can someone tell me what the recommended landing speed for the 737-900 is under normal circumstances? I can't find it in any of the manuals. To date I tend to reduce speed from 250k to 160k whilst dropping to 25 of flap immediately before picking up the localiser and then reducing to 130 (still with 25 flap) prior to picking up the glideslope. The aircraft seems quite stable but I wonder how far this tallies with the authorised speed.Jim

Lots of variables go into this including weight of the airplane, weather conditions, type of approach, etc. Good place to learn about this and other NG flying techniques is Timothy Metzinger's PMDG 737-NG Advanced Tutorial. The following thread has link for a download and I am sure if you do a search you can find other sources.http://forum.avsim.net/topic/245942-pmdg-737ng-timothy-m-metzinger-fmc-tutorial-release-20/page__p__1675194__hl__tutorial__fromsearch__1#entry1675194Simple explanation of the method I typically use for a precision approach with no gusting winds and normal traffic flow: 180-220knts to intercept, drop gear to slow down usually prior to FAF, 180 to FAF, flaps as required, ensure stable approach 5 miles out, VREF+5 over the threshold.

Can someone tell me what the recommended landing speed for the 737-900 is under normal circumstances? I can't find it in any of the manuals. To date I tend to reduce speed from 250k to 160k whilst dropping to 25 of flap immediately before picking up the localiser and then reducing to 130 (still with 25 flap) prior to picking up the glideslope. The aircraft seems quite stable but I wonder how far this tallies with the authorised speed.Jim

Hey Jim,Don't take it bad but sometimes it seems that you never read the manuals, or any of the many tutorials that can be found on the net.May I suggest you do a little homework before asking for help? After all, in real life, those who fly these a/c spend weeks learning how to do it. This is part of the game : a serious study sim requires some serious studying.For example, why don't you learn about the INIT REF key and it's use to establish VREF after take off? And why don't you read a little about the flap extension sequence? It's all in the manuals or tutorials...Rgds,Bruno

Hey Jim,Don't take it bad but sometimes it seems that you never read the manuals, or any of the many tutorials that can be found on the net.May I suggest you do a little homework before asking for help? After all, in real life, those who fly these a/c spend weeks learning how to do it. This is part of the game : a serious study sim requires some serious studying.For example, why don't you learn about the INIT REF key and it's use to establish VREF after take off? And why don't you read a little about the flap extension sequence? It's all in the manuals or tutorials...Rgds,Bruno

Thank you but I have been flying - REAL flying - since 1952 and I do not appreciate sanctimonious cleverness from ill-mannered airline wannabees. So far as I have been able to ascertain, there is no reference to the question I asked in the manuals and tutorials which seem to be strewn over the net and a sensible ball-park answer would have been helpful.

Lots of variables go into this including weight of the airplane, weather conditions, type of approach, etc. Good place to learn about this and other NG flying techniques is Timothy Metzinger's PMDG 737-NG Advanced Tutorial. The following thread has link for a download and I am sure if you do a search you can find other sources.http://forum.avsim.n..._1#entry1675194Simple explanation of the method I typically use for a precision approach with no gusting winds and normal traffic flow: 180-220knts to intercept, drop gear to slow down usually prior to FAF, 180 to FAF, flaps as required, ensure stable approach 5 miles out, VREF+5 over the threshold.

I have downloaded the advanced tutorial (which, incidentally, seems to be compiled by an amateur) but nowhere does it mention a landing speed. In all the aircraft with which I have been associated you always had a yardstick of a landing speed at sea level/zero wind. For the 737-900 this seems to be about 130 knots/25 flap but confirmation would be nice.JC

I have downloaded the advanced tutorial (which, incidentally, seems to be compiled by an amateur) but nowhere does it mention a landing speed. In all the aircraft with which I have been associated you always had a yardstick of a landing speed at sea level/zero wind. For the 737-900 this seems to be about 130 knots/25 flap but confirmation would be nice.JC

Hello,When you installed the PMDG, there are also 11 pdf files installed.The info you are looking for is (win7)C:\Program Files (x86)\Microsoft Games\Flight Simulator 9\PMDG\737TNG\--> 03_LANDING_PERFORMANCE_737_678900_V14Normally a 737 lands at flaps 30 or flaps 40 during autoland (2 engines operational)1 engine out: flaps 15For the Vref calculated by the FMC:--> 08_FMC_737_678900_V14By my knowledge, flaps 2, 10 and 25 are rarely used.Best Regards,Bert Van Bulck

Thank you but I have been flying - REAL flying - since 1952 and I do not appreciate sanctimonious cleverness from ill-mannered airline wannabees.

Frankly I have strong doubts about your piloting experience but you could have been REAL flying as a passenger since 1952!. If you really piloted in real life you would know that landing speed (or properly called Vref) is something that very much depends on the landing weight and in a jet airliner like 737 that can vary across a wide range with full flaps (say 100 to 150 kts). The fact that you did not know this and used the amateurish term 'landing speed' and then did not know about weight dependence and then mentioned "landing speed at sea level" (which has no place in aviation since Vref actually does NOT depend on field elevation) makes me suspect you ARE in fact one of those wannabees.EDIT: since the manual you are apparently referring to is written by Tom M., a very fine commercial pilot, where he specifically treats the subject of Vref (pardon, he doesn't use your 'landing speed') it is clear that you even have no clue what you are asking about. By the way, a quick cursory search of your other posts makes it abundantly clear you are no real pilot.

I have downloaded the advanced tutorial (which, incidentally, seems to be compiled by an amateur) but nowhere does it mention a landing speed. In all the aircraft with which I have been associated you always had a yardstick of a landing speed at sea level/zero wind. For the 737-900 this seems to be about 130 knots/25 flap but confirmation would be nice.JC

Hey Jim,This seems to be a trend with you. Asking for answers that are in front of your very eyes and then insulting those who dare to suggest you should do a little homework before asking. A sign of old age?I probably answered half a dozen of your - sometimes very naïve - questions before this one and really appreciale how grateful - and gracious - you are.Anyway it's probably not bad to be called an "airline wanabee" by someone who calls Tim Metzinger an amateur.Good luck with your flying , but please don't ask for help on a forum if you can't mind your manners.And by the way : READ THE F.... MANUALBruno

Hey Jim,This seems to be a trend with you. Asking for answers that are in front of your very eyes and then insulting those who dare to suggest you should do a little homework before asking. A sign of old age?I probably answered half a dozen of your - sometimes very naïve - questions before this one and really appreciale how grateful - and gracious - you are.Anyway it's probably not bad to be called an "airline wanabee" by someone who calls Tim Metzinger an amateur.Good luck with your flying , but please don't ask for help on a forum if you can't mind your manners.And by the way : READ THE F.... MANUALBruno

It is all a question of manners. If someone asks a question then it seems reasonable to either give an answer if you know it or to keep quiet, if you don't. What people don't join these forums for, is to be given a lectured by someone who knows very little about the subject but wishes to appear an expert. The author of the manual in question states quite clearly that his experience of 737 aircraft is limited to a few hours in a simulator.For your information, expressions such as v-ref are relatively new and landing speed was the term generally used in my time. Of course, all this might be a sign of old age but then, I am getting on.

Hello,When you installed the PMDG, there are also 11 pdf files installed.The info you are looking for is (win7)C:\Program Files (x86)\Microsoft Games\Flight Simulator 9\PMDG\737TNG\--> 03_LANDING_PERFORMANCE_737_678900_V14Normally a 737 lands at flaps 30 or flaps 40 during autoland (2 engines operational)1 engine out: flaps 15For the Vref calculated by the FMC:--> 08_FMC_737_678900_V14By my knowledge, flaps 2, 10 and 25 are rarely used.Best Regards,Bert Van Bulck

Thank you. It is nice to see someone on this group can give a courteous answer. I have gone through the stuff you mention without finding anything that gives what we used to term yardstick figures. Somewhere in them they suggest that 30 and 40 degrees of flap are used for restricted areas only which seems to leave 25! There are one or two other contradictions that I have noticed but FMC's et al are after my time and I like to have basic data on paper.

Thank you. It is nice to see someone on this group can give a courteous answer. I have gone through the stuff you mention without finding anything that gives what we used to term yardstick figures. Somewhere in them they suggest that 30 and 40 degrees of flap are used for restricted areas only which seems to leave 25! There are one or two other contradictions that I have noticed but FMC's et al are after my time and I like to have basic data on paper.

My response wasn't courteous? Huh, good for me to know when I contemplate responding in the future. :(

Thank you but I have been flying - REAL flying - since 1952 and I do not appreciate sanctimonious cleverness from ill-mannered airline wannabees. So far as I have been able to ascertain, there is no reference to the question I asked in the manuals and tutorials which seem to be strewn over the net and a sensible ball-park answer would have been helpful.

The topic is discussed on the second to last page of Chapter 3 of the AOM (as the "courteous" poster provided above), though it does not refer to a specific speed. Why? In aviation, outside of most of general aviation, you're never going to see specific speeds published for takeoff or landing, because they are completely dependent on weight and flap setting. If you had been flying since 1952, you've probably flown a Cessna. In part of that training, you would have flown a no-flap approach, and I'm fairly sure your instructor would have told you to come in at a higher speed and why. With a Cessna 152, the weight doesn't vary too much, and the speed given as the Vref is 54 (at Max Gross - so 54 is the highest that speed will go, at full flap), but if you are actually a pilot, you would also know that Va changes relative to the weight of the aircraft (also depicted in every Cessna POH I've ever seen), so you one would make the connection that speed varies with weight, pertaining to aircraft. This has nothing to do with wanting to become an airline pilot. At all.While it is true, some could be slightly more diplomatic in their responses to you, the responses do have some truth to them. Some may include opinions, and in that case, opinions are simple: take them or leave them, it's your choice. You don't have a choice with facts, so abuse your right to ignore opinions at your discretion and relax a little. There's no sense in ostracizing the whole community here because we are of the opinion that you should spend a little time in the manual before asking for help. One, someone spent a lot of time writing it. Two, the information there has already been written, so why waste the energy repeating it here? Three, we all read the manual enough to answer your questions - you are just as capable.As far as belittling the tutorial goes, keep in mind that the tutorials are written most often to the least common denominator - in other, and blatantly simple terms: the dimmest person out there who has scarcely looked at the manual. Because of this, tutorials may seem elementary to some, but that's not a reason to belittle the author, rather, a reason to belittle society for forcing that author to write on that level. As an instructor, I know that concept all too well.

Frankly I have strong doubts about your piloting experience but you could have been REAL flying as a passenger since 1952!. If you really piloted in real life you would know that landing speed (or properly called Vref) is something that very much depends on the landing weight and in a jet airliner like 737 that can vary across a wide range with full flaps (say 100 to 150 kts). The fact that you did not know this and used the amateurish term 'landing speed' and then did not know about weight dependence and then mentioned "landing speed at sea level" (which has no place in aviation since Vref actually does NOT depend on field elevation) makes me suspect you ARE in fact one of those wannabees.EDIT: since the manual you are apparently referring to is written by Tom M., a very fine commercial pilot, where he specifically treats the subject of Vref (pardon, he doesn't use your 'landing speed') it is clear that you even have no clue what you are asking about. By the way, a quick cursory search of your other posts makes it abundantly clear you are no real pilot.

I'm glad I wasn't the only one scratching my head at that post.

For your information, expressions such as v-ref are relatively new and landing speed was the term generally used in my time. Of course, all this might be a sign of old age but then, I am getting on.

No, this is a sign of you trying to fool some of us of being a real pilot. We had quite a few of those here who turned out to be teens (one 15-yer old pretended to be a 747 captain) but you must be the first full grown adult trying to play the same charade.Btw, it is not the "landing speed" that was most telling it is the other stuff ...

Not to mention the Cessna 152 POH to which I referred in the posts above is from 1980 - definitely not a new concept:http://www.talisman-illustration-design.com/turbulence/files/POH_152.pdfRight there, on the first page:1980Vspeeds are clearly defined on page 11 (1-6). While Vref is not specifically listed, it doesn't take much to assume that if there are Vspeeds for everything else, there's a Vspeed for landing.

Maybe Herehttp://www.b737.org.uk/You can find some stuff.Best Regards,Bert Van Bulck