Hi

 

When the message "DRAG REQUIRED" pops up in the FMC I use speedbreaks to slow down. When reaching desired speed, what should done? Pulling back the speed break handle down to ARMED or should it be kept in breaking position?

 

Geir

Put it back down. If airspeed starts to increase greater than VNAV target descent airspeed again, pull the speed brake just enough to maintain VNAV target descent airspeed.

 

If you above above 10,000 feet, I wouldn't worry about the message and accept the higher descent airspeed. If your below 10,000 feet you need to keep pull the boards as necessary to keep airspeed at VNAV target descent speed or VNAV will disengage.

 

Take care,

 

JOhn Floyd

You can modulate speed brakes to mantain the speed, the speedbrakes are not ON/OFF.

As a best practice, speedbrakes should not be used after you've started to deploy flaps, and are never to be used once established on approach. Many airlines will have this in their SOP. Use them to manage your energy until your ready for flaps 1-10. Then your added drag due to flap extension should take over that energy management need.

The other option is take over from VNAV and use VS in combination with the speedbrakes to decel. Another alternative is to use FL CH to lose a bit of altitude then go back to VNAV again.

 

Try and manage your speed without the speedbrakes.

 

Best regards,

Robin.

The other option is take over from VNAV and use VS in combination with the speedbrakes to decel. Another alternative is to use FL CH to lose a bit of altitude then go back to VNAV again.

 

Try and manage your speed without the speedbrakes.

 

Best regards,

Robin.

 

I read many ASAP reports on this trigger. If you're in idle path, you could just as easily SPD INT. That way you don't lose the crossing restrictions of VNAV by entering LVL CHG. Many pilots will exit VNAV and not reset a crossing restriction into the MCP that they were relying on VNAV to catch.

The only limitation on speedbrake use in our operating manual is do not deploy the speedbrakes in flight at radio altitdues below 1000 feet.

As a best practice, speedbrakes should not be used after you've started to deploy flaps, and are never to be used once established on approach. Many airlines will have this in their SOP. Use them to manage your energy until your ready for flaps 1-10. Then your added drag due to flap extension should take over that energy management need.

 

Two months ago I flew Ryanair from Roma Ciampino to Wrocław. Their 738 had speedbrakes up even when pilots were extending flaps. They really had problems to slow down the plane.

Two months ago I flew Ryanair from Roma Ciampino to Wrocław. Their 738 had speedbrakes up even when pilots were extending flaps. They really had problems to slow down the plane.

As a best practice, speedbrakes should not be used after you've started to deploy flaps

I think AS is one of the few (only?) airlines who prohibits pilots from using the speedbrakes in combination with flaps.

I think AS is one of the few (only?) airlines who prohibits pilots from using the speedbrakes in combination with flaps.

 

Yeah that's what I thought... Why is that?

Yeah that's what I thought... Why is that?

Because that's how we did it on the Mudhen. Or the Convair. Or the Goose. Having flown the NG at two different companies, it makes for some interesting comparisons. A lot of AS procedures reflect profiles and aircraft that don't exist anymore, but they're been grandfathered because for whatever reason, the various departments don't make changes.

Roger that!

Two months ago I flew Ryanair from Roma Ciampino to Wrocław. Their 738 had speedbrakes up even when pilots were extending flaps. They really had problems to slow down the plane.

So they are still employing rookies ! I thought they would have learned a lesson by now.

 

Fred.

 

So they are still employing rookies ! I thought they would have learned a lesson by now.

 

Fred.

 

I always seat by the window with the wingview, because I like to watch how flight controls work during flight. They had their speedbrakes up even with landing gear down (you can hear when landing gear goes down), so with flaps 15.

I was on a Delta A319 on approach to KSLC last year, they had there spoilers up even during flap extention (it was probably flaps 2 or 3).

Different a/c, I know, but it does seem as though airline policy can dictate the use of speedbrakes with flaps, or they limit it to flaps 15 or above, not landing flaps like 30 or 40.

 

I myself, I have been in a few instances with the NGX -800 that required full speedbrakes with flaps, she is one slippery bugger. But now, I try my best to avoid that by dropping the gear early, or staying level at flaps 5 speed (or 170kts) right before g/s intercept, as it really doesn't feel right to me to have the speedbrakes on with more than flaps 1 at the most.