Taxiing big planes
- Thread starter Tommay85
- Start date
Tommay85
Well-Known Member
So whats it like trying to drive something so high in the air. I had to drive my sisters little corolla once for a while while my truck was getting fixed. It was so wierd going back to my truck. I mean, heck, compared to street vehicals a saab 340 is probly pretty dang high in the air, let alone a 747. I've heard from a former 747 pilot that it was like sitting on the roof of your 2 story house and trying to drive it out into the street. I've just never seen a 747 up close in person and I just cant comprehend how huge this thing is.
Tom
Tom
A300Capt
Freight Dawg
[ QUOTE ]
So whats it like trying to drive something so high in the air
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It's like anything else in life. Once you get a little experience and practice doing it then you'll begin to feel right at home and comfortable with it.
There are definite advantages to sitting higher and "driving" a big jet around the airport. You can see the "lay of the land" easier from your vantage point. Also, big jets aren't as "squirrelly" taxiing around using a tiller and nose wheel steering versus taxiing a single engine Cessna.
There are also disadvantages. You have to be keenly aware of where your wheels are in relation to the pavement, especially in the turns. Miss a turn and it's not as easy as just doing a quick 180 on the taxiway to get back. Driving 3-400,000lbs of airplane onto the grass or soft shoulder could ruin your day. You also have to remain alert to wing tip and engine clearances when maneuvering in tight spaces. You have to remain aware of smaller aircraft and equipment behind you and how your jet blast may effect them. We keep an eye on our breakaway thrust to get the jet moving as this may impact objects or people around us. On the straightaways, idle thrust will usually give you nice taxi speed of around 15-20kts.
Even though I came from a background of general aviation, when I jump back into something like a C172, I seem to have my hands full just taxiing the darn thing!
It's all in what you get use to.
So whats it like trying to drive something so high in the air
[/ QUOTE ]
It's like anything else in life. Once you get a little experience and practice doing it then you'll begin to feel right at home and comfortable with it.
There are definite advantages to sitting higher and "driving" a big jet around the airport. You can see the "lay of the land" easier from your vantage point. Also, big jets aren't as "squirrelly" taxiing around using a tiller and nose wheel steering versus taxiing a single engine Cessna.
There are also disadvantages. You have to be keenly aware of where your wheels are in relation to the pavement, especially in the turns. Miss a turn and it's not as easy as just doing a quick 180 on the taxiway to get back. Driving 3-400,000lbs of airplane onto the grass or soft shoulder could ruin your day. You also have to remain alert to wing tip and engine clearances when maneuvering in tight spaces. You have to remain aware of smaller aircraft and equipment behind you and how your jet blast may effect them. We keep an eye on our breakaway thrust to get the jet moving as this may impact objects or people around us. On the straightaways, idle thrust will usually give you nice taxi speed of around 15-20kts.
Even though I came from a background of general aviation, when I jump back into something like a C172, I seem to have my hands full just taxiing the darn thing!
It's all in what you get use to.
pilotjww
New Member
http://www.chicagotribune.com/news/local/chi-0406070192jun07,1,1392088.story?coll=chi-newslocal-hed
Interesting story from todays Trib about ORD taxiways that cant handle the bigger jets.
Interesting story from todays Trib about ORD taxiways that cant handle the bigger jets.
Bog
New Member
MrJet and A300: how long have you been working for UPS? I was a ramp sup in PHX from '94 to 97. Probably delivered a W&B or two to ya, or even got yelled at.
Tiller on the CRJs will give you 70 degrees of steering to either side, whereas the pedals give you 7 degrees. They say the minimum turning radius for the CR2 is 75'; kiss my arse if I'm gonna try that. The CR9 is a bit more difficult because the thing is longer than a short 737.
Tiller on the CRJs will give you 70 degrees of steering to either side, whereas the pedals give you 7 degrees. They say the minimum turning radius for the CR2 is 75'; kiss my arse if I'm gonna try that. The CR9 is a bit more difficult because the thing is longer than a short 737.
As some previous posts indicated, it takes a bit of time to get used to the visual perspective of taxing high and long aircraft. I find taxiing the 777-300 easier than some of the smaller planes I have flown. You just have to be a bit more vigilant, monitor you taxi speeds, consider your momentum, go fairly deep on the 90 degree turns, and use caution with the thrust.
Rarely do I use differential braking, use of the tiller is great below 30 kts (not a limitation) and rudder above those speeds on landing or takeoff. As far as 180 degree min. radius turns on a narrow runway, main gear next to the runway edge as close as possible, full tiller deflection, full braking on inside truck, sufficient thrust on the outside engine to get it moving. Hopefully you won't have to do many of those!!
Rarely do I use differential braking, use of the tiller is great below 30 kts (not a limitation) and rudder above those speeds on landing or takeoff. As far as 180 degree min. radius turns on a narrow runway, main gear next to the runway edge as close as possible, full tiller deflection, full braking on inside truck, sufficient thrust on the outside engine to get it moving. Hopefully you won't have to do many of those!!
A300Capt
Freight Dawg
[ QUOTE ]
MrJet and A300: how long have you been working for UPS? I was a ramp sup in PHX from '94 to 97. Probably delivered a W&B or two to ya, or even got yelled at.
[/ QUOTE ]
Since 1988. You probably did deliver the W&B to us since I was on the 75/76 during that time period and flew PHX many times. I just don't recognize you with that O2 mask on.
BTW, Congrats on your new position!
MrJet and A300: how long have you been working for UPS? I was a ramp sup in PHX from '94 to 97. Probably delivered a W&B or two to ya, or even got yelled at.
[/ QUOTE ]
Since 1988. You probably did deliver the W&B to us since I was on the 75/76 during that time period and flew PHX many times. I just don't recognize you with that O2 mask on.
BTW, Congrats on your new position!
Bog
New Member
[ QUOTE ]
Since 1988. You probably did deliver the W&B to us since I was on the 75/76 during that time period and flew PHX many times. I just don't recognize you with that O2 mask on.
BTW, Congrats on your new position!
[/ QUOTE ]
Have to admit that I would not have gone full-time with flying in '99 if it were not for Vic, the mechanic who used to work in PHX. That was a bad day when I learned of his passing, but if it was not for his constant nagging me to go back to flight school, I'd still be a ground pounder. He was a great man.
I remember the first peak season when there were only 5 76s in the system. We were so thrilled to have 2 of them on the ground in PHX at the same time. Ahh, it is the little things.
Since 1988. You probably did deliver the W&B to us since I was on the 75/76 during that time period and flew PHX many times. I just don't recognize you with that O2 mask on.
[/ QUOTE ]
Have to admit that I would not have gone full-time with flying in '99 if it were not for Vic, the mechanic who used to work in PHX. That was a bad day when I learned of his passing, but if it was not for his constant nagging me to go back to flight school, I'd still be a ground pounder. He was a great man.
I remember the first peak season when there were only 5 76s in the system. We were so thrilled to have 2 of them on the ground in PHX at the same time. Ahh, it is the little things.
A300Capt
Freight Dawg
[ QUOTE ]
Have to admit that I would not have gone full-time with flying in '99 if it were not for Vic, the mechanic who used to work in PHX.
[/ QUOTE ]
Yea, I remember Vic very well. He was a top notch mechanic with a great personality and always a smile on his face when he came up to the cockpit. I was stunned and sorry to hear of his passing.
Have to admit that I would not have gone full-time with flying in '99 if it were not for Vic, the mechanic who used to work in PHX.
[/ QUOTE ]
Yea, I remember Vic very well. He was a top notch mechanic with a great personality and always a smile on his face when he came up to the cockpit. I was stunned and sorry to hear of his passing.