Looking at the video I don't really see anything extraordinary about it.
Looks like crosswind correction, a heavy aircraft and some inboard aileron roll control due to the aircraft's speed regime.
Is this takeoff dangerous?
- Thread starter ILSstud
- Start date
Looking at the video I don't really see anything extraordinary about it.
Looks like crosswind correction, a heavy aircraft and some inboard aileron roll control due to the aircraft's speed regime.
Baronman
Well-Known Member
How about a heavy 76-400....That thing eats runway like a mo'fo.
Polar742
All the responsibility none of the authority
The preferred nomenclature is "max BLOWER"Just giving you crap, man!
I heard things like that went on in longhaul pax birds, but I never knew....
I heard things like that went on in longhaul pax birds, but I never knew....
I'll have Doug send over a pocket translator after my F117A mission, partner.
Polar742
All the responsibility none of the authority
I'll have Doug send over a pocket translator after my F117A mission, partner.
Those poor teen forums kids....
v1valarob
Well-Known Member
That's how it is in some of these middle of nowhere places with 5000' runways, obstacles at the end and a full boat in the Saab.
Glad to see things won't change.
767's actually have roll-control spoilers, not necessarily spoilerons. It's not necessarily a matter of speed as it is yoke deflection.
I'm not really sure. All I know is I turn the yoke left, the plane banks left. And descends. So I've got to come in with a little back pressure. But then it might slow a bit, so I come in with a bit of extra throttle to arrest any rate of descent. Then I come out of the turn, pull a little bit of power off and relax any backpressure on the yoke and retrim.
Your controls. Ready?
ILSstud
Well-Known Member
767's actually have roll-control spoilers, not necessarily spoilerons. It's not necessarily a matter of speed as it is yoke deflection.
I'm not really sure. All I know is I turn the yoke left, the plane banks left. And descends. So I've got to come in with a little back pressure. But then it might slow a bit, so I come in with a bit of extra throttle to arrest any rate of descent. Then I come out of the turn, pull a little bit of power off and relax any backpressure on the yoke and retrim.
Your controls. Ready?
I have controls......oh wait....nevermind!
ILSstud
Well-Known Member
At Riddle, this is about when the CFI would start filling out the XT slip!
Thank god I studied aerospace engineering.
You weren't one of those smug types that looked down on the legions of partying, drunken pilots on the weekends when you had to stay in and study Statics, were ya?
///AMG
Well-Known Member
Kind of reminds me of when we flew on a C-9 from Meridian to North Island a few months back. At the NAS we have long field arresting gear around 1700' from the end of the runway, thousand foot boards, and an RDO/LSO shack about 500 ft from the end of the runway. Big old Navy C-9 loaded with 40 or so of us all headed to carrier qual off san diego. Everyone is intimately familiar with the field and everything above. I'm watching the distance boards fly by (8k ft runway btw), 5, 4, 3, 2, clunk clunk (as we thump over the long field gear), 1 board, RDO shack, and finally it gets flying. A friend of mine was on duty out at the shack and estimated that we got airborne within about 300' of the end of the runway. Needless to say there was lots of nervous laughter once we got flying. That was my scariest anyway (though I'm used to having the gear up by the middle of the runway so maybe my tolerance level is low)
ILSstud
Well-Known Member
You weren't one of those smug types that looked down on the legions of partying, drunken pilots on the weekends when you had to stay in and study Statics, were ya?
I did...because I fly as well...they acted like it was SO hard and so involved. Plus, they couldn't add.
staplegun
Well-Known Member
I flew the C-9 in the Navy reserves.
We did often did critical-field take-offs vs. the 121 world balanced-field take-offs.
What that means is that we had to plan our take-offs so that if we lost an engine at V1 we would rotate at Vr and the aircraft would become airborne at the last brick vs. rotating so as to be at 35 feet at the last brick. It was the only way the C-9 could carry some of the loads we flew.
I remember flying out of NAS Fallon NV at a field elevation of almost 4000' and having to take-off slats only on a 16,000' long runway and then fly to NAS Lemoore CA to refuel in order to get to the East coast with the load...
Kevin
I did...because I fly as well...they acted like it was SO hard and so involved. Plus, they couldn't add.
We really couldn't! I laughed at "Maff fer piolets" but it was pretty challenging for most of my colleagues!
"Hey man, what did you score on the SAT?"
"SAT?"
ILSstud
Well-Known Member
One time I was in the engineering building and the "cute little pilots" were struggling to understand the standard equation of a line. All of us just lined up and watched for a moment. It was adorable! y=mx+ what???? I don't get it!