I know about that reg. But I am guessing they need the speed because they are so heavy? The restriction I am talking about to is a DME fix. Something like 5 miles I think.
Ever seen a 747 bounce? VS 43 at LGW Gear Issue
- Thread starter bLizZuE
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I know about that reg. But I am guessing they need the speed because they are so heavy? The restriction I am talking about to is a DME fix. Something like 5 miles I think.
dasleben
That's just, like, your opinion, man
Yeah, heavy jets are typically operated above 250 below 10k due to the higher clean maneuvering speed. Heck, even a light twin (767) requires 260+ below 10k when heavy (actually 256 at MTOW, but she's much happier at 260-270). @Polar742 can fill in the details about climb rates on the whale I'm sure... Having crossing restrictions waived over it isn't something we normally see on the twin.
But yeah, long story short, there's no requirement to leave flaps out to maintain 250 below 10. Clean it up and fly fast.
fholbert
Mod's - Please don't edit my posts!
You're not old enough for that.
That's what I figured. When I saw it start rolling down the runway I was thinking to my self "Yer gunna need more than that to get airborne bud." IIRC, it took about 3/4 of the runway to get airborne, was puking out a lot of dead dinosaurs, and climbing out really shallow. I thought to myself "WOW! That's one heavy -b-."
Polar742
All the responsibility none of the authority
So, there are several things addressed. The clean maneuvering deal is more of an aerodynamic issue vs weight. IIRC (@Derg @staplegun @Jimflyfast and so on can correct me) certain DC-9 / MD-8x planes had a clean maneuvering above 250 KIAS. So as @dasleben pointed out, stateside it's pretty cut and dry.
Part 2 is the climb restrictions. Widebody airplanes have an OpSpec with 2 climb profiles for noise abatement. Also, depending on the thrust of the installed engines and the weight and flap setting of the airplane, they could potentially still be retracting flaps 5 miles downline.
The runway issue you think you saw was probably an unbalanced field, so there was quite a split between V1 & VR, especially with an optimized thrust takeoff. Or it could have been an improved climb second segment keeping the aircraft on the runway longer to build more energy in the case of an engine failure.
Either way, the rotation speed was probably in the 140s.
Also, as this is the only widebody I've flown, there are things that are specific to this airplane but I can't say it is a widebody specific thing aside from the 2 different climb profiles.
Because of (d) in that reg. All of our F planes were waivered.
"We're gonna need a bigger boat"
Ever seen an A-model KC-135 taking off? You'd be impressed.....
Exactly for the F-117. With a permanent 68 degree wing sweep and no lift devices such as flaps/slats, it didn't like being below 300 when clean. Climbout was 340 until .78M, then climb Mach.
Jimflyfast
lurker first class
Ride his ass hard, he needs it. Plus bring a phone book with you so he can see over the panel.
USMCmech
Well-Known Member
A Life Aloft
Well-Known Member
That's the one. Makes my old heart ache a little and feel rather sentimental. My aircraft have always meant so much more than mere machines to me and flying so much more than just a job. She's gazing upwards, straining towards and craving for the sky where she once reigned and was free.
Makes me think of the da Vinci quote:
“Once you have tasted flight, you will forever walk the earth with your eyes turned skyward, for there you have been, and there you will always long to return.”
I_Money
Moderator
I never abided by 250 below 10 in my jets for that reason back in the day, wasn't required to.
It would bite some guys later flying other jets, who had gotten too used to this habit.
Oh how things have changed, now when you want to fly fast you are aiming for 120kts.
A relatively heavy weight MD-90 will have a clean speed up to 265 KIAS.
Which is why when SLC went to a heavy amount of CRJ's doing 230 in the climb absolutely killed trailing traffic.