Hi!

 

I've tested the SFP on my PMDG 738WL - once at INN and at SDU.

I saw no difference at the take-off distance on these airports with short runway!I made the T/O with and without the SFP enabled!

Is that ok - made SFP no changes at the T/O distance?? I don't think so.

 

The only way to reduce my T/O distance is TO-B.

 

Please some info about that!

 

The next quest. is, how to calculate the T/O with SFP!

And: Is the FMC-Option TO-B a part of SFP or not. On my PMDG NGX is TO-B (27K) always available!

 

Thanks,

 

FG, Mark

Which flap setting did you use? On both runs,that is...

Engine ratings are a customer option in real life, PMDG decided to give us all of 'em.

For all T/O on this airports I used flaps 25 and also for all operations the same ZFW and Fuel-Weight.

Hello, After watching a Just Plane Westjet 737-600 video, I noticed the crew always used Flap1 for takeoff after which I do the same for the 800 which I favour most, without any problems. This makes the clean up much quicker, from my point of view. richard welsh.

Flaps 1 isn't exactly the reason you'd have the SFP package on your plane though, Richard.

I'm not sure if there should be a difference in calculation, I'll have a look later tonight.

just one thing I think PMDG should correct/tweak on the 800 SFP. At least with GOL airlines, the engines are rated 27K always, not only via TO-Bump. this way, they can work with de-rates and flexible take offs when they're not operating out of critical runways (most of them), something not possible on the Ngx with only a 27K Bump option. Maybe a future Sp with one extra engine rating in the future, so it can match it' real counterpart.

Hello, After watching a Just Plane Westjet 737-600 video, I noticed the crew always used Flap1 for takeoff after which I do the same for the 800 which I favour most, without any problems. This makes the clean up much quicker, from my point of view. richard welsh.

Flaps 1 isn't exactly the reason you'd have the SFP package on your plane though, Richard.

I'm not sure if there should be a difference in calculation, I'll have a look later tonight.

Agee with KriVa. Flaps 1 is great on a long runway. As the name suggests, SFP is useful on a short field. F1 at Denver? Sure. Lihue? No.

There is more to short field performance than takeoff run.... for ex. different ground spoiler mechanics making for shorter landing roll and ASDR.

There is more to short field performance than takeoff run.... for ex. different ground spoiler mechanics making for shorter landing roll and ASDR.

Yep. Lots of threads about SFP.

- i noticed the two position tail skid is not modelled? Looks like the standard one.

I think PMDG has said they didn't model all the features of the SFP 737, it would require too many stuff to change, not just a matter of tweaking the takeoff and landing distance.

- i noticed the two position tail skid is not modelled? Looks like the standard one.

 

Of coure, it modeled. Choose short field package option and on approach when speed drops below about 150 kt tail skid will deploy.

think PMDG has said they didn't model all the features of the SFP 737, it would require too many stuff to change, not just a matter of tweaking the takeoff and landing distance

 

Tha´s correct AFAIK. Like someone mentioned earlier: Gol 738s with the SFP have a fixed rating of 27K. They do not have the option of performing derated takeoffs on those planes (ie, the FMC doesn´t even give you the option of choosing 26K or the other two fixed derates available in the NGX). The only method used when conditions permit is assumed temperature. And they do use assumed temperatures even out of Rio´s SBRJ, conditions permitting. However, per company SOP it´s prohibited to use assumed temperature greater than 44º. Also, the only flap settings allowed are 15 or 25 for the 700s and 800SFPs.

 

I believe the only way to simulate Gol Airline´s operations is to constantly choose TO-B (27K) and work the takeoff charts in search of an assumed temperature. Problem is, even those with TopCat can´t use assumed temperature because Topcat´s 737-800 model is rated at 26K. So what I like to do when taking off SBRJ is to just bump it up to 27K and not use an assumed temperature. (Topcat will usually tell you TO is prohibited at 26K in most atmospheric conditions with a crowded plane - something that does not happen in real life)

Of coure, it modeled. Choose short field package option and on approach when speed drops below about 150 kt tail skid will deploy.

- I will give that a try. however, the apu drain mast is different on the SFP version as well. Perhaps Alaska (N584AS) SFP doesnt have the two position tail option?? From my understanding , That is not mandatory, and the airlines can chose one or two position.

 

- I will give that a try. however, the apu drain mast is different on the SFP version as well. Perhaps Alaska (N584AS) SFP doesnt have the two position tail option?? From my understanding , That is not mandatory, and the airlines can chose one or two position.

AS planes have single-position skid.