Why do pilots rotate so fast?
09-06-2009, 06:11 AM
#21
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Joined APC: Jan 2008
Position: Blue fifi flogger
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The other elephant in the room, though, is that at some places obstacle clearance really IS a factor (LGA, 9/27 or 22R at BOS, PWM, etc...) so if you're constantly using a very slow rotation good SA of your surroundings is key. Unfortunately just being a pilot at a Major does not automatically endow us with good SA when we become used to doing things the same 99 percent of the time.
09-06-2009, 06:43 AM
#22
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Joined APC: Feb 2008
Position: Boeing's Plastic Jet Button Pusher - 787
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When I JS'ed on AA shortly after they started getting a lot of their B737-800, the CA that was flying said that they had a few tail strikes on T/O which led to required HUD (memo, Flt Bulletin per the company) use on T/O. This was supposed to assist the CA with further SA on rotation as not to over rotate/tail strikes. From what I heard, this is no longer 'required', but hear that some still do use the technique.
Do airlines that have HUDs, and have 73's long than just 700's (Alaska, DAL?, AA), find more CA's using them on T/O as an extra guard against over rotation and tail strikes??
Do airlines that have HUDs, and have 73's long than just 700's (Alaska, DAL?, AA), find more CA's using them on T/O as an extra guard against over rotation and tail strikes??
09-06-2009, 06:55 AM
#23
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Posts: 467
Between 2 and 3 Degrees Per Second
09-06-2009, 07:07 AM
#24
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Joined APC: Oct 2005
Position: MD-11 FO
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When I JS'ed on AA shortly after they started getting a lot of their B737-800, the CA that was flying said that they had a few tail strikes on T/O which led to required HUD (memo, Flt Bulletin per the company) use on T/O. This was supposed to assist the CA with further SA on rotation as not to over rotate/tail strikes. From what I heard, this is no longer 'required', but hear that some still do use the technique.
Do airlines that have HUDs, and have 73's long than just 700's (Alaska, DAL?, AA), find more CA's using them on T/O as an extra guard against over rotation and tail strikes??
Do airlines that have HUDs, and have 73's long than just 700's (Alaska, DAL?, AA), find more CA's using them on T/O as an extra guard against over rotation and tail strikes??
09-06-2009, 07:52 AM
#25
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Joined APC: Sep 2006
Posts: 1,750
I fly the CRJ and while there is no danger of a tailstrike, there is a danger of the shaker with too quick a rotation.
I had an F/O who liked to yank it off and I tried to offer some 'tips and guidance' and he got kind of defensive. I told him the Continuous Ignition was being triggered by his rotations and he didn't believe me. Very next flight he yanked it and I told him to check out the Cont Ign push switch and status message. Sure enough. It was on because of the rate of change of the AOA.
He got the message.
I had an F/O who liked to yank it off and I tried to offer some 'tips and guidance' and he got kind of defensive. I told him the Continuous Ignition was being triggered by his rotations and he didn't believe me. Very next flight he yanked it and I told him to check out the Cont Ign push switch and status message. Sure enough. It was on because of the rate of change of the AOA.
He got the message.
09-06-2009, 08:40 AM
#28
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09-06-2009, 08:41 AM
#29
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09-06-2009, 08:57 AM
#30
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Joined APC: Feb 2008
Position: 737 Captain
Posts: 872
Isn't a landing tailstrike more likely than a takeoff one? They make such a big deal out of the takeoff but salvaging a bounced landing or a crazy roundout is more likely to cause a tailstrike.. yes?
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