Take off scenario and what do you do?
09-23-2008, 07:07 PM
#11
Gets Weekends Off
Joined APC: Aug 2008
Posts: 999
The whole point of V1 is to make sure that you don't have to make a split second decision. Fly it as briefed!
We all can ask questions like, do i have thrust reversers, what kind of airplane, how much runway left? However, the fact is that I fly an Embraer, I'm not a Brazilian engineer and I myself did not crunch the numbers. So, I'm going to fly it as briefed.
We all can ask questions like, do i have thrust reversers, what kind of airplane, how much runway left? However, the fact is that I fly an Embraer, I'm not a Brazilian engineer and I myself did not crunch the numbers. So, I'm going to fly it as briefed.
09-23-2008, 08:14 PM
#12
Gets Weekends Off
Joined APC: Jun 2005
Position: Retired
Posts: 2,934
Flaps are set on or before taxi at most airlines and many 135s.
You did your performance calculations to find your t/o weight, flap and trim setting.
You perform a checklist as you are crossing the threshold.
As you push the levers forward, you get a warning if the configuration isn't right.
Point is, you have about 6 points between push and takeoff roll where you check to make sure this doesn't happen.
You did your performance calculations to find your t/o weight, flap and trim setting.
You perform a checklist as you are crossing the threshold.
As you push the levers forward, you get a warning if the configuration isn't right.
Point is, you have about 6 points between push and takeoff roll where you check to make sure this doesn't happen.
09-24-2008, 01:31 PM
#13
Gets Weekends Off
Joined APC: Jan 2008
Position: 319/320/321...whatever it takes.
Posts: 492
If I had experience in the plane, and I knew the "feel" was off, I would not attemp the takeoff. There are many accidents that were the fault of incorrectly set flaps with the plane not being able to fly out of ground effect. The only thing that scares me is a flight control failure, and not having the flaps set properly (ie failed) is a no win scenario. (unless you can get to Vclean in ground effect, which is unlikely) Better to be safe than sorry. You know the old saying, I'd rather be tried by the Chief pilot than carried by 6. (OK, so I'm paraphrasing). I actually had a stick shaker at 35 ft even though the airspeed was increasing. I stayed in ground effect as long as I could, until we hit Vclean and climbed out then. Turned out it was a stuck AOA vane, but it scared the Bejezus out of me.
Cliff's notes version: The plane will not fly if the flaps aren't in the correct position for the Vspeed selected. I would not continue the takeoff.
Cliff's notes version: The plane will not fly if the flaps aren't in the correct position for the Vspeed selected. I would not continue the takeoff.
09-24-2008, 04:45 PM
#14
No one's home
Joined APC: Aug 2006
Posts: 1,091
Originally Posted by DYNASTY HVY
Here,s the scenario-You are taking off on a 10,500 ft rnwy and are approaching rotation and realize that you are nose heavy ,what do you do ?
BTW here,s a little gotcha to go with this scenario- flap deployment failure and you only have 3200 ft of runway left plus a 500 foot grassy run off at the end ,all of this while doing 145 knots.
BTW here,s a little gotcha to go with this scenario- flap deployment failure and you only have 3200 ft of runway left plus a 500 foot grassy run off at the end ,all of this while doing 145 knots.
call for flaps 5 on a Boeing or 1 on the 'bus or 8 (can I remember that far back) on the -80.
w/ no less than 1000ft remaining start the rotation
pull the airplane into the air and if you need a bit more authority, a few dits of nose up trim.
all this considering no other indications it will not fly.
