Respectfully, your link has nothing but very broad (and rather inaccurate) generalizations for aircraft performance. The guide Alex and I put together uses data from official FCOMs, pilot training manuals, and real-world pilot input from major airlines. I even was able to acquire simulator data from a Boeing-certified MAX 8 training simulator to put into this guide.
Please don’t try to undermine our efforts with what’s quite frankly a low-effort “performance database” (if you could even call it that) because our guide is half a year of hard work, research, and pilot interviews that no existing online database can come close to.
It’s a lot of noticeable drag compared to 30. Pilots have said speed control is better since you’re at a higher thrust setting to counter the drag, and you’re proactively making sure you’re not letting yourself fall into the habit of dropping speed. Roll should be more sensitive, at the potential cost of elevator authority.
The flap setting itself had nothing to do with the crash. The captain configured way too late, wasn’t stable, and landed nose down because they were all over the place.
Fantasticly detailed guide especially re thrust derates! Anyone else find even at TO2 thrusts it feels very overpowered? Insane climb out rates to FL10 up to 5000FPM given recommendation to not reduce much for climb thrust.
We gave you the maximum permissible thrust for the TO2 setting. There’s two whole other tables in our FCOM for D-TO2, assumed temperature, which derates even further into the 70s for N1. IRL, the MAX 8 is fully capable of 5000fpm at 20 degrees of pitch immediately after takeoff, even for TO-2. An IRL captain achieved this climb rate at 140,000lbs.
That said, the MAX still is overpowered ever so slightly than its IRL counterpart. However, it’ll only reach TOC about 1-3 minutes faster than IRL using the same climb thrust settings at any given weight. It’s well within tolerance and margin of error.