Originally Posted by
III Corps
I think many were surprised at how much rudder was needed for a V1 cut. I always advised to go to the floor and back off IF necessary which most of the time it was not.
I remember after a while at altitude, you opened the bleed on the windshield and waited until you got that warm plastic smell.. bleed OFF then. If you forgot or didn't warm the windshield you could plan on being woxof taxiing in to hot airfields like FLL, MIA and PBI.. so i was told.
But yes, a great airplane and a privilege to have flown it.
During V1 cuts, there was no such thing as too much rudder. The stop was just about the right amount. The real trick was knowing how much to back off as the rudder became more effective and to not rock the wings with the ailerons.
I almost became a statistic in a 35 during a V1 cut. I was sitting on the jumpseat (potty) observing a checkride. The student over controlled with the ailerons and got us 90 degree bank angle, 50 feet in the air. It took all of 2 seconds. I looked out the side window and all I saw was tip tank and grass. The examiner really had his act together, recovered masterfully and saved our lives. The student flunked.
As for the windshield heat, when descending into high humidity airports, we'd crack the heat an hour before TOD to warm the windshield. Even then, the most important tool in the cockpit was a big absorbent rag to swipe the windshield on final. Kind of like driving my old beat up Plymouth back in college.
I fly the 777 now, which is a masterpiece. Everything works perfectly. No drama. But no great stories either. Those of us who flew airplanes with character (round engines, NDB navigation, early jets, etc.) were lucky to have been a part of the very tail end of the pioneer days of aviation. Maybe we didn't feel lucky at the time but we were.