AA LHR
#21
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Joined APC: Dec 2007
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I don't recall seeing Deadhorse on our list of approved diversion airports. It might have been but I don't recall seeing it. Barrow was the north slope airport of choice...all 6500' (7100' paved) of it. Nothing like taking a heavy 777/787 into a 6500' airport in the winter. At least it's never windy up there. :-/
#22
I don't recall seeing Deadhorse on our list of approved diversion airports. It might have been but I don't recall seeing it. Barrow was the north slope airport of choice...all 6500' (7100' paved) of it. Nothing like taking a heavy 777/787 into a 6500' airport in the winter. At least it's never windy up there. :-/
#23
Heathrow is my base. On the 27L it is very common to experience a microburst. Having said that, the T7 is shaky during decrab at the best of conditions. And if we're being honest, there's a lot of incidents lately where excessive vertical stabilizer action has been performed.
#24
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Heathrow is my base. On the 27L it is very common to experience a microburst. Having said that, the T7 is shaky during decrab at the best of conditions. And if we're being honest, there's a lot of incidents lately where excessive vertical stabilizer action has been performed.
The 777, like almost all aircraft that don't start with an 'A', is a great crosswind landing airplane. Hardly 'shaky'.
#25
The T7 is an excellent airctaft and in my 11 years on it I never felt uneasy. However, the 777 loses quite alift after a sudden decrab manoeuvre. It lacks stability in lateral wing loading of the outboard engine. It's got a long wheel base and combined with what I said about sudden decrabbing it can lead to a heavy landing, although it's hardly the case, it just feels that way. It also tends to overflare if you're not carefull and to avoid a bad landing durind X-Wind you need all the drift you can get. I won't continue, it will be too technical. I stand by my professional opinion that it's an excellent machine, it just has some quirks.
Microbursts are random locations. More common in geographical areas, like KDEN or where convectice activity, especially in dry areas, are common. But associated with specific runways? Ah, no.
The 777, like almost all aircraft that don't start with an 'A', is a great crosswind landing airplane. Hardly 'shaky'.
The 777, like almost all aircraft that don't start with an 'A', is a great crosswind landing airplane. Hardly 'shaky'.
#26
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Joined APC: Dec 2007
Position: Window seat
Posts: 5,220
The T7 is an excellent airctaft and in my 11 years on it I never felt uneasy. However, the 777 loses quite alift after a sudden decrab manoeuvre. It lacks stability in lateral wing loading of the outboard engine. It's got a long wheel base and combined with what I said about sudden decrabbing it can lead to a heavy landing, although it's hardly the case, it just feels that way. It also tends to overflare if you're not carefull and to avoid a bad landing durind X-Wind you need all the drift you can get. I won't continue, it will be too technical. I stand by my professional opinion that it's an excellent machine, it just has some quirks.
You "need all the drift yoiu can get" in a crosswind? I've done, or watcher FO's do, plenty of nice crosswind landings. I forget the exact number but I think the 777-200 can do full wing low technique up to 32(??) kts of crosswind? That means only on the very rare occasion of crosswinds exceeding 32 kts do you need to use any crab. Max for us was 38 kts so at worst you'd need to crab for 6 kts of crosswind. Drift is the exact opposite of what you want in a crosswind landing. Alignement with the runway, enough wing low to offset lateral drift from the crosswind, and the airplane lands tracking straight. Any drift or crab shakes the aircraft from slightly to fairly harshly at greater crab or drift values.
Every airplane with wing mounted engines has an 'outboard' engine.
The 777 is literally a big teddy bear and a great airplane to produce great landings including, or especially in, crosswinds.
Yeah, no technical stuff for other pilots to read.
#28
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Joined APC: Dec 2007
Position: Window seat
Posts: 5,220
The T7 is an excellent airctaft and in my 11 years on it I never felt uneasy. However, the 777 loses quite alift after a sudden decrab manoeuvre. It lacks stability in lateral wing loading of the outboard engine. It's got a long wheel base and combined with what I said about sudden decrabbing it can lead to a heavy landing, although it's hardly the case, it just feels that way. It also tends to overflare if you're not carefull and to avoid a bad landing durind X-Wind you need all the drift you can get. I won't continue, it will be too technical. I stand by my professional opinion that it's an excellent machine, it just has some quirks.
He mentioned that the increased probability of a hard landing is true but the reasoning ('loss of lift', 'lack of stability', long wheel base, etc) aren't the cause. "It is a teddy bear
Other planes have similar issues, like 727-200's, 737-800's using Flaps 40, etc. It's more common for guys to not go to idle starting the flare. Instead they set the landing attitude/cross control and once that is established and touchdown is about to occur then power is reduced to idle. Let's say it's 'power to idle at 10'' becomes 'hold your power until just prior to touchdown.' It's a small delay in thrust reduction.
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