Why do pilots rotate so fast?
09-06-2009, 09:13 AM
#31
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Joined APC: Jul 2007
Position: 767 Captain
Posts: 3,989
Aggressive "cutback" - I'm assuming that means reducing to climb power? If so, you make it sound like you're using manual throttles (i.e. "the guy pulls the throttles back too fast").Did they skimp on the "extras" when they bought your new guppies or do you guys just use manual throttles on t/o as SOP, technique or what?
09-06-2009, 09:21 AM
#32
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Joined APC: Oct 2005
Position: MD-11 FO
Posts: 2,224
Aggressive "cutback" - I'm assuming that means reducing to climb power? If so, you make it sound like you're using manual throttles (i.e. "the guy pulls the throttles back too fast").Did they skimp on the "extras" when they bought your new guppies or do you guys just use manual throttles on t/o as SOP, technique or what?
Essentially, it requires a full-power takeoff (short runway), followed by a very steep climb (V2+15, I think), then (at least in CALs 737s) a manual power cutback. From the few times I've been up front on the -700s, it's in the neighborhood of a reduction to around 75%-ish N1. Being in the back, if this is done quickly, it'll make you grab the armrests. I do not like being a passenger out of SNA. It just doesn't feel right.
09-06-2009, 09:27 AM
#33
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Joined APC: Jun 2008
Position: 737-4/7/8/900
Posts: 34
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??
At Alaska, Capt.'s are required to use the HUD on TO on 800/900's.
09-06-2009, 09:30 AM
#34
HOSED BY PBS AGAIN
Joined APC: Mar 2005
Posts: 1,713
He's talking about the noise abatement departure out of SNA. In order to not disturb the NIMBYs of Newport Beach, a special departure is required out of SNA. Having ridden up front during this, I'd take the noise over a 737 in my backyard any day.
Essentially, it requires a full-power takeoff (short runway), followed by a very steep climb (V2+15, I think), then (at least in CALs 737s) a manual power cutback. From the few times I've been up front on the -700s, it's in the neighborhood of a reduction to around 75%-ish N1. Being in the back, if this is done quickly, it'll make you grab the armrests. I do not like being a passenger out of SNA. It just doesn't feel right.
Essentially, it requires a full-power takeoff (short runway), followed by a very steep climb (V2+15, I think), then (at least in CALs 737s) a manual power cutback. From the few times I've been up front on the -700s, it's in the neighborhood of a reduction to around 75%-ish N1. Being in the back, if this is done quickly, it'll make you grab the armrests. I do not like being a passenger out of SNA. It just doesn't feel right.
09-06-2009, 09:32 AM
#35
HOSED BY PBS AGAIN
Joined APC: Mar 2005
Posts: 1,713
Aggressive "cutback" - I'm assuming that means reducing to climb power? If so, you make it sound like you're using manual throttles (i.e. "the guy pulls the throttles back too fast").Did they skimp on the "extras" when they bought your new guppies or do you guys just use manual throttles on t/o as SOP, technique or what?
09-06-2009, 09:57 AM
#36
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Joined APC: Jul 2007
Position: 767 Captain
Posts: 3,989
I'm familiar w/ the SNA departure. I used to fly it in a UAL 757. We were able to program the required power reduction so no manual reduction required. Pretty sporty departure - I always wished at least one of the "whiners" responsible for all the complaints was in back sucking seat cushion when we took off.
I flew with a guy who lost an engine on the 757 at about 500' on departure out of SNA - talk about a worst case scenario.
09-06-2009, 10:41 AM
#37
HOSED BY PBS AGAIN
Joined APC: Mar 2005
Posts: 1,713
I get it. The SNA reference went over my head.
I'm familiar w/ the SNA departure. I used to fly it in a UAL 757. We were able to program the required power reduction so no manual reduction required. Pretty sporty departure - I always wished at least one of the "whiners" responsible for all the complaints was in back sucking seat cushion when we took off.
I flew with a guy who lost an engine on the 757 at about 500' on departure out of SNA - talk about a worst case scenario.
I'm familiar w/ the SNA departure. I used to fly it in a UAL 757. We were able to program the required power reduction so no manual reduction required. Pretty sporty departure - I always wished at least one of the "whiners" responsible for all the complaints was in back sucking seat cushion when we took off.
I flew with a guy who lost an engine on the 757 at about 500' on departure out of SNA - talk about a worst case scenario.
09-06-2009, 11:50 AM
#39
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Joined APC: Apr 2009
Position: What day is it?
Posts: 963
Nah...not if you're good....
What I've seen over the years is guys who let the A/P do so much of the flying, they forget the feel of the plane with their fingertips. As much fun as it is having the ground spoilers deployment announce your touchdown on a long runway, it's even more fun in a 727 at MDW...in a crosswind.
With the CP in the left seat. Didn't get a Christmas card that year...hmmm
09-07-2009, 03:52 AM
#40
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Joined APC: Feb 2006
Position: 747RJ
Posts: 441
Flying the same aircraft, and the older model, we are taught the 3 degree rotation, plus a target pitch attitude until the aircraft lifts off.
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