Vietnam B789 at Munich on Aug 15th 2026, late rotation, tailstrike, runway overrun, tyre damage

[DropTank]

Or, go old school and have the Guppy jurassic/classic ref flip book for every 1000 lbs, like we still use to set the round dial airspeed inductor markers with View attachment 90546

Miss that AOA.
It was simple, direct, honest.

also:
114,000lb
Almost seems quaint now.
(someone said the Max10 was 197k. ERK!)

 

[derg]

But you’re still livin’ large for a guppy!

 

[MikeD]

@Cherokee_Cruiser there’s numbers there for super awesome Flaps 2 takeoff,

 

[///AMG]

Your ballpark is correct. But it’s also mostly common sense. SEA to Hawaii on a normal, pax flight with the typical load factor? You should not be seeing any VR speeds in the 120-130kt range. I still can’t believe that error wasn’t trapped and it happened to multiple crews.

Yeah this is true. At least if you have flown the thing more than a couple times.

 

[///AMG]

Yeah, anything past the 80 knots/1000 footers would be kinda difficult to develop an ROT, certainly with enough accuracy to be confident telling the CA that some is wrong at V1-10.

More better anyway to have a good reasonable-ness check beforehand during your setup, and I bet most of us have a better sense for that than we think, especially with airports we go to all the time. Like, if the 1s are open in SFO, and I was loaded up with full seats and gas for a transcon, and somehow I got numbers for a flaps 5 takeoff, I’d be taking another look. On the Vr thing, I hadn’t noticed that, but generally it seems like usually flaps 5 your V2 is in the vicinity of GW/1000.

I think most of us actually have a pretty good spidey sense for these things, but can get better with a little practice and help trap these errors.

Great point, I am sure that ROT falls apart pretty quickly when you are doing something other than a F5 bleeds on takeoff.

 

[///AMG]

People need to learn what kinetic energy is and the fact it’s based on the square of velocity. And stop getting on the brakes right after touchdown.

Yeah 100%. It probably is more habit pattern than anything, since i come from a plane that has pretty weak brakes and has a history of brake fires/flat tires after heavy GW landings. But I tend to not even touch them until below 100 knots, unless runway length/conditions/performance dictates a different strategy. Not ashamed at all to roll off 16R at P or Q. Gate probably wasnt open anyways. Or PHX or DEN. It is funny how many times people will brief that they’re gonna go easy on the brakes at TOD, and then absolutely do nothing of the sort on the runway haha.

 

[BobDDuck]

Yeah 100%. It probably is more habit pattern than anything, since i come from a plane that has pretty weak brakes and has a history of brake fires/flat tires after heavy GW landings. But I tend to not even touch them until below 100 knots, unless runway length/conditions/performance dictates a different strategy. Not ashamed at all to roll off 16R at P or Q. Gate probably wasnt open anyways. Or PHX or DEN. It is funny how many times people will brief that they’re gonna go easy on the brakes at TOD, and then absolutely do nothing of the sort on the runway haha.

Wait... you guys don't have autobrakes on your guppies?

 

[Minuteman]

Wait... you guys don't have autobrakes on your guppies?

At least until the pilat picks the closer exit.