Originally Posted by Timbo (Post 1392837)

When I first checked out as my fist Capt. job on the MD88, I had the FAA on the jumpseat to watch on the last leg. His one critique was that I rotated slowly...

I mentioned that since we had departed from a 10,000' runway, with no obstacles, wouldn't we be much better off, rudder control and climb wise, if we had lost an engine at V1, with the extra 10 knots...? :rolleyes:

The only time I worry about getting up quickly and being right on V2 is if it's a very short runway or there is an obstacle to be cleared, and 99% of the time, there isn't.

If the guys in the DFW 727 no-flap takeoff (1987) had rotated slower, they might have been able to fly off, it was a 12,000 runway. Ever since that accident I've never been in a hurry to "jerk it off"....so to speak!

Originally Posted by Avgwhitemale (Post 1392869)

Seasoned veteran! I always try to remember there is a reason these guys work for the FAA. I find it curious I have yet to fly a DAL trip with a former military tanker (strange group indeed) pilot yet most former military tanker pilots went and found employment with the FAA....:D

Originally Posted by forgot to bid (Post 1392822)

I loved the memo "you guys rotate too slow..."

I can a) be too slow or b) drag tail.

One requires a mahogany table and the other doesn't. On the 88 we have some that like a one quick yank off the ground. More power to them but if I was on the computer I'd pull up that awesome 88 departing in the snow shot, that tail gets close normally.

Timbo or Scambo or any other globe trotting 777 gurus, is the 772 like the 762 and pretty much in the clear?

Originally Posted by Avgwhitemale (Post 1392869)

Seasoned veteran! I always try to remember there is a reason these guys work for the FAA. I find it curious I have yet to fly a DAL trip with a former military tanker (strange group indeed) pilot yet most former military tanker pilots went and found employment with the FAA....:D

Originally Posted by scambo1 (Post 1392876)

I am not aware of us having a tail strike on the 777, but in the fctm (without reference) I think it is 12 degrees for the -er. IMO, the -LR is the one with the greatest propensity. My personal technique is to rotate gently (we're usually pretty heavy), wait for unstick, then pull it up to the flight director. On landing, I aerobrake and occasionally, you do get a nose up moment from the reversers or a wind gust. I hear Timbo just zens the thing on.

The 777 is easy to grease on until you prang one. Then, due to lack of landings, it probably took me 6 months to get my mojo back. Its embarassing. Its like E.D. for landings.:D

Originally Posted by forgot to bid (Post 1392890)

There are six wheels on each main truck on the 777. I hear that Timbo likes to taunt Newk by landing on just one of the six and holding the rest off the rest of the runway. He still lands and stops in the first 3000' while doing it.

And he can keep 250 knots not to the marker but to 1005'. He then is fully configured and stabilized at 1001'.

"You're turn new." He says.

Originally Posted by forgot to bid (Post 1392890)

There are six wheels on each main truck on the 777. I hear that Timbo likes to taunt Newk by landing on just one of the six and holding the rest off the rest of the runway. He still lands and stops in the first 3000' while doing it.

And he can keep 250 knots not to the marker but to 1005'. He then is fully configured and stabilized at 1001'.

"You're turn new." He says.

Originally Posted by Dc8co (Post 1392902)

You guys not interested in this?

Per lca, 75/76 fleet now first to get tablets by the end of this year. Use your own or company provided Surface