I was confuse about what time need to retraction or extension flap.Q1. During takeoff has "1"bug in speed tape is mean i need select flap1 before reach this bug? Or after this bug then select flap1? Q2. During landing select flap 5 for "1"bug in speedtape was need to current speed is below "1"speedbug? Or can select flap in first then decelerating speed?

It can be confusing. The flap numbers are manuevering speeds. You need to be at no less than flaps 1 between the flaps 1 speed and the flaps 5 speed, for example. On takeoff, at the flap number, select the next setting up. So at "1", select flaps up. When landing, generally bug speed as you select each successive flap setting. So, flaps 1, bug speed to "1" (or slightly above "1" so that you can lower the pitch and increase forward visibility).

So when began takeoff ,when i saw IAS reaching the "1"bug then select flap up. How aobut "up" speed bug meaning? And i can't understand about you reply landing explain.......i don't know should decelerating speed below "1"bug and then select flap5,or select flap first then decelerating speed ?

So when began takeoff ,when i saw IAS reaching the "1"bug then select flap up. How aobut "up" speed bug meaning? And i can't understand about you reply landing explain.......i don't know should decelerating speed below "1"bug and then select flap5,or select flap first then decelerating speed ?

"Up" is the flaps up maneuvering speed. This is technically the speed you want to accelerate to at acceleration altitude. When landing, flaps dictate speed. In other words, select flaps and then bug the speed for that particular flap setting. When you are ready for the next flap setting, select it and then bug the new speed. Personally (assuming no speed restrictions) I decelerate to 180 kts at about 20 nm from the airport. Once speed is down around 190 to 180 knots, I select flaps 5 and bug flaps 5 speed plus 5 kts. On intercepting the localizer (on an ILS approach), I select flaps 10 and bug flaps 10 speed plus 5 kts. When the GS diamond comes alive, I select flaps 15 and gear down. Then I select the vref+5+wind component. As speed decreases I select landin flaps. I aim to have the aircraft fully configured by the time I'm established on the GS (this is typically the FAF). When landing, the bottom line is, you manage your flaps in order to control the speed of your approach. If you need to slow for traffic, decel and get to landing configuration (or something less, like flaps 15) sooner than the FAF. If you want a faster approach (like if ATC asks you to maintain 180 kts until the FAF, you can stay at flaps 1 or 5 all the way to the glide slope. Trick is to make sure the aircraft is configured BEFORE you start descending on the GS.The other thing to remember is that airlines often have SOPs regarding this sort of thing. Hope this helps.

You flap manage ways like me,seem i don't need care decelerating speed(but select flap1 before still decelerating speed),i notice when current speed is 220 then select flap1 speed bug will down about 180 and then select flap5 speed will down again,seem i don't need control speed right?

Just a little Boeing Logic with that one.Gear down first and then flaps 15.It's to prevent the landing gear warning sound going off !!

Ah, good point.

No that is Not Right !! If you are flying using VNAV all the way down to glideslope capture then VNAV will select your flaps 1 and 5 speeds for you.( provided you put out flaps 1 and then 5 of course )You will have to do flaps 15 and 30 yourself using the MCP speed.Just decrease your speed for each flap setting.The speed bug makes it very easy because all you have to do is place the speed bug on top of the flap number.When you reach that flap select the next flap and do the same.

So i still control speed bug for flap,i got it! I will practice later. Thanks a lot!

It can be confusing. The flap numbers are manuevering speeds. You need to be at no less than flaps 1 between the flaps 1 speed and the flaps 5 speed, for example. On takeoff, at the flap number, select the next setting up. So at "1", select flaps up.

You might be confusing it yourself here. Because it really is, especially in the takeoff phase, because it's some sort of exception. It's a tiny bit different than on approach, where you'd really be above the minimum speeds at all times. The speeds indicated on the tape are minimum maneuvering speeds for the existing flap setting. Hence, when you are between flap 1 and flap 5 speed, you can't technically be at 'no less than flap 1', but rather 'no less than flap 5'. The takeoff is indeed an exception, because you retract flaps to the next higher setting at the minimum speed of the existing (thence former!) setting. Assume a flap 15 departure for example: Precisely, this means that you'd retract flaps 5 to flaps 1 at flap 5 speed. Now if you listened closely you'd imagine at the very point during flap retraction (you're not at flap 5 anymore as they are retracting!), you'll in fact be below your minimum flap maneuvering speed (for flap 1 that is!). And this detail is why you shall maintain positive acceleration throughout the retraction process as per the manual. You'll still have appropriate safety margins during the short period where you're below minimum maneuvering speed though. They are a bit less but still sufficient.

When landing, flaps dictate speed. In other words, select flaps and then bug the speed for that particular flap setting. When you are ready for the next flap setting, select it and then bug the new speed. Personally (assuming no speed restrictions) I decelerate to 180 kts at about 20 nm from the airport. Once speed is down around 190 to 180 knots, I select flaps 5 and bug flaps 5 speed plus 5 kts. On intercepting the localizer (on an ILS approach), I select flaps 10 and bug flaps 10 speed plus 5 kts. When the GS diamond comes alive, I select flaps 15 and gear down. Then I select the vref+5+wind component. As speed decreases I select landin flaps. I aim to have the aircraft fully configured by the time I'm established on the GS (this is typically the FAF). When landing, the bottom line is, you manage your flaps in order to control the speed of your approach. If you need to slow for traffic, decel and get to landing configuration (or something less, like flaps 15) sooner than the FAF. If you want a faster approach (like if ATC asks you to maintain 180 kts until the FAF, you can stay at flaps 1 or 5 all the way to the glide slope. Trick is to make sure the aircraft is configured BEFORE you start descending on the GS.

Very true. Especially that you mention you should plan ahead on the approach, that's key here.

Very true. Especially that you mention you should plan ahead on the approach, that's key here.

This plane if anything has taught us all how important that actually is, and how easy (read that as unrealisitic) previous add-ons for FSX have been in that department.

You name it. In fact I had to laugh a bit (in a positive way), as just a few days ago there was this one guy, who again brought up the speed brakes wouldn't have any effect at all, and he couldn't get the descent managed in a proper manner. Yeah man, that's exactly what we're talking about. Years of crappy flight models have certainly left their marks.

Read the FTCM guys... Normal flap retraction schedule on a Flaps 5 takeoff is to select Flaps 1 as you accelerate past V2+15, then select flaps up as you pass the Flaps 1 maneuvering speed. Normal extension schedule is Flaps 1 at clean maneuvering speed, Flaps 5 at the Flaps 1 Maneuvering Speed, Flaps 15 + gear down at the Flaps 5 maneuvering speed, then Flaps 30 or 40 at the Flaps 15 maneuvering speed. You normally do not set Flaps 2, 10, or 25, they're skipped over.

Thanks for summing it all up. I think part of the confusion is really the departure phase, as I tried to explain above. As you correctly say, you retract flaps at the speed for the existing setting, that is the one you leave (forget the V₂+15, I mean the ones after that), which gives you a tiny period where you'll be below minimum maneuvering speed. On approach however you set next detent when reaching minimum speed for existing setting, that way you'll always be above minimum speed. Flap 25 may be used under normal operation when you're too fast (because too heavy) to extend flaps 40 from 15. Placard speed is 162 for flap 40, so whenever you land at a bit more than 65 tons (V_REF40 141, hence V₁₅ 161) you'll be too fast to go in one step, hence 25 can be used as an intermediate setting. I guess 30 would work too, but if you use V_REF40 you don't have V_REF30 on your speed tape, and the 25 setting gives an additional ten knots to the slower end. Nitpicking, agreed. Hope no one bothers.

You might be confusing it yourself here. Because it really is, especially in the takeoff phase, because it's some sort of exception. It's a tiny bit different than on approach, where you'd really be above the minimum speeds at all times. The speeds indicated on the tape are minimum maneuvering speeds for the existing flap setting. Hence, when you are between flap 1 and flap 5 speed, you can't technically be at 'no less than flap 1', but rather 'no less than flap 5'. The takeoff is indeed an exception, because you retract flaps to the next higher setting at the minimum speed of the existing (thence former!) setting. Assume a flap 15 departure for example: Precisely, this means that you'd retract flaps 5 to flaps 1 at flap 5 speed. Now if you listened closely you'd imagine at the very point during flap retraction (you're not at flap 5 anymore as they are retracting!), you'll in fact be below your minimum flap maneuvering speed (for flap 1 that is!). And this detail is why you shall maintain positive acceleration throughout the retraction process as per the manual. You'll still have appropriate safety margins during the short period where you're below minimum maneuvering speed though. They are a bit less but still sufficient. Very true. Especially that you mention you should plan ahead on the approach, that's key here.

The flap maneuvering speed is not a true "minimum", as I understand it. At the maneuvering speed, you are guaranteed up to 30 deg of bank. Below that, don't you still have a guaranteed 20 degrees of bank? I'm traveling and don't have access to my FCOMs.

The flap maneuvering speed is not a true "minimum", as I understand it. At the maneuvering speed, you are guaranteed up to 30 deg of bank. Below that, don't you still have a guaranteed 20 degrees of bank? I'm traveling and don't have access to my FCOMs.

Well, I guess stall speed is minimum, if you want to go down that road. However, if Boeing says, "Thou shalt not. . . ," the FAA or CAA or MLTM or whomever will not be happy with you.

Read the FTCM guys... Normal flap retraction schedule on a Flaps 5 takeoff is to select Flaps 1 as you accelerate past V2+15, then select flaps up as you pass the Flaps 1 maneuvering speed. Normal extension schedule is Flaps 1 at clean maneuvering speed, Flaps 5 at the Flaps 1 Maneuvering Speed, Flaps 15 + gear down at the Flaps 5 maneuvering speed, then Flaps 30 or 40 at the Flaps 15 maneuvering speed. You normally do not set Flaps 2, 10, or 25, they're skipped over.

Simple reply,thanks again.