AA Boeing 777 Takeoff FULL POWER Take Off INTENSE
- Thread starter brent p h
- Start date
Nark
Macho Superpilot
Very doubtful that full power was used. Generally takeoff's are made using a "flex" takeoff power setting. This tricks the engine into thinking it is a higher temperature, thus reducing the amount of thrust needed for takeoff. This saves the engine a fair amount over time.
As an example, on the jet I used to fly, even in Denver on a fairly hot day we'd still "flex" a few degrees. Also, the company required we do only 1 no flex takeoff a month, all others were flexed. (I guess they wanted the cob-webs shaken out?)
As an example, on the jet I used to fly, even in Denver on a fairly hot day we'd still "flex" a few degrees. Also, the company required we do only 1 no flex takeoff a month, all others were flexed. (I guess they wanted the cob-webs shaken out?)
C150J
Well-Known Member
I always thought this to be the case until I started flying something with TAY 611-8s: there is no difference in engine wear. Fuel consumption, on the other hand, can be less.
dasleben
That's just, like, your opinion, man
It depends... I don't fly a 777, but there have been more than a couple times this summer where we had to use max thrust for anything ranging from obstacle climb to tire limit speed.
darrenf
resident denizen
Nark
Macho Superpilot
I tried to keep it in the simplest form.
I don't know the 67, but is the tire speed that slow? On the mighty Jungle Jet it is 195. Pretty much the only time you would see that is during a 0 flap landing.
I think using flex also affects the TBO, ie extensions as part of a CAMP, or maint program.
CFIT99
I'm probably commenting ironically...
What's "more quieter"?
u beat me too it...oh this is so much funner
dasleben
That's just, like, your opinion, man
I think our max tire speed is something like 210, but I recently had that pop up as a limiting factor on a hot and heavy day in the performance computer. It surprised me too. I'll have to look into it more. It might have had to do with the fuse plugs, but I'm not 100% sure (good thing our manuals are so detailed!).
Douglas
Old School KSUX
Camping, typically.
Guy
Well-Known Member
They may be more better too.
Had two 777 diverts that ended up at our airport, United birds, one from SFO, other CDG, destination IAD stopped in for fuel. One didn't want to taxi full length b/c they were worried the taxiway wasn't as wide all the way to full length departure end (it is same width, but very deceiving, I don't blame them). They used intersection departure. They had to have used full power takeoff, I've never seen so much smoke from an aircraft of its generation roll out the back. Takeoff roll had to have been about 5,000 or less. Must have been a ride for the crew who I'm sure are used to full fuel and load with flex t/o as normal.
ZeroPapaGolf
Well-Known Member
Federal regulations require you to follow crew instructions, and the crew's instructions is to turn them off, thus federal regs compel you to turn them off. Or something like that...
flyeagle111
CFO
This thread is so much more better IMO.
Federal regulations require you to follow crew instructions, and the crew's instructions is to turn them off, thus federal regs compel you to turn them off. Or something like that...
Ellipsis FTW.
Cessnaflyer
Wooooooooooooooooooooooooooooooo
I was told that some compressor sections run opposite directions and that is what causes the noise. Similar sounds on the RR engines on 757's. Don't know if that is correct though.
Boris Badenov
Fortis Leader
You poor airline suckers and your flex settings. Imagine thundering in to the air with 2900 snarling pounds of thrust on each side...EVERY TIME! A careful observer can watch the training wheels retract before the tubby little sucker disappears almost vertically into the clouds.
