I have read various literature on this subject... is it common practice to flare these birds or do you just "set" them on the runway?
Going back to my first days in a swept wing turbojet aircraft, we were taught that when one reached a certain point, say 30' AGL, the proper technique is to "check the rate of descent". That is, to increase the pitch attitude a couple of degrees and HOLD that pitch attitude. One would then shift their focus to the far end of the runway. As the aircraft settles into ground effect, the mains will absorb the initial "shock" and one slowly and gently, lowers the nose wheel. At that point, one can use reverse thrust and decelerate the aircraft.
If you think of "flaring" a large jet, as continuing to slowly increase the pitch attitude until touchdown, you'll find out very quickly, what a hard landing feels like.
It worked on the B-727 especially and works nicely on the 737,757,767 and yes, the "Triple" exceptionally well.
Happy Landings and G'Day Mates
Last edited by Phantom Flyer : 11-03-2009 at 06:17 PM.
How about a DC-3S? Forward on the yoke at touchdown? (what IS a DC-3S?)
It's a "Super 3". Because of the different engine (1820-80A), wing modifications, horizontal and vertical stabilizer modifications, wheel well modifications, etc. the FAA required a different type rating. Ironically, if one flew the "Super 3", you got both a "DC-3, DC-3S" rating. The Marine Corps had a number of the Super 3's.
Yes, on did slightly roll the yoke forward on landing but I thought the original thread was about the B-777.
I find that I use the radar altimeter call outs on the 777. It helps your pitch/flare. At about 30', I start the "flare" or pitch up for landing- whatever you want to call it. It's not much. If you don't do it by 20', it could be a firm landing. The best way to learn how to land the 777 is to watch the autoland do a few times and do what it does.
It's a "Super 3". Because of the different engine (1820-80A), wing modifications, horizontal and vertical stabilizer modifications, wheel well modifications, etc. the FAA required a different type rating. Ironically, if one flew the "Super 3", you got both a "DC-3, DC-3S" rating. The Marine Corps had a number of the Super 3's.
Yes, on did slightly roll the yoke forward on landing but I thought the original thread was about the B-777.
The thread IS about the 777 BUT I noticed in your bio you had a DC-3 AND a DC-3S type. Sort of like the DC-9, A320 and 707 types.
Never flew the 777 but did make it to the 757/767 and landing them compared to putting my Swift on the runway in strong gusty winds.. the greater challenge is the Swift.
Maybe we need to start a thread on the marvelous DC-3.
__________________
Simple solutions are seldom either.
I have read various literature on this subject... is it common practice to flare these birds or do you just "set" them on the runway?
As others have remarked, it is more breaking the rate of descent versus a big flare. In fact, if you need a big flare, you are courting problems.
The big thing is there is not a lot of aft movement on the yoke (or stick in the case of the Airbus). Again, as others have remarked, varying from 30-50ft, bring the power to idle and the nose will come up slightly. Freeze that picture and the airplane will ease down through ground effect IF you do it right.
Yank back on the yoke and you will loosen fillings. The 727 and MD-80 were fond of rebuking pilots who used the big flare technique.
__________________
Simple solutions are seldom either.
As others have remarked, it is more breaking the rate of descent versus a big flare.
The big thing is there is not a lot of aft movement on the yoke (or stick in the case of the Airbus). Again, as others have remarked, varying from 30-50ft, bring the power to idle and the nose will come up slightly. Freeze that picture and the airplane will ease down through ground effect IF you do it right.
Yank back on the yoke and you will loosen fillings. The 727 and MD-80 were fond of rebuking pilots who used the big flare technique.
Well stated Sir and, in my opinion, you are "spot on". When landing any large swept wing jet aircraft the pitch change when arresting the rate of descent, is rather small....perhaps 1-3 degrees.
You're also right on with your comment about the "three-holer". Probably the most advanced jet aircraft ever built in that if one didn't perform the landing maneuver properly, you paid for it....big time ! The LTC (landing technique computer) on board made sure of that.
BTW, I didn't start the DC-3 comments and would save them for the proper venue, which I'd love to join.
Similar Threads
777 to flare or not to flare???
j/k
What is a "Flare" ?
Who's on First ??
Linear Mode
