Hey guys, thanks for all the responses.

In the C-17 we can use tiller or rudder pedals to steer irregardless of speed. We use the 80kt call to ensure power is set as our autothrottles (if used) will clamp onto whatever power is set at 80 knots. Also, we use it as a high-speed vice low-speed reject threshold.

In the ERJ, once we are lined up on the runway, the tiller is no longer used.

The CRJ has +/- 8 degrees of sterring with the pedals so there is no need to use the tiller on takeoff roll or landing.

Thanks again guys! I didn't think it was very logical nor in the best interest of safety to not have your hands on the control column on the takeoff roll. Also, I figured it would be pretty difficult to make adjustments with the tiller while getting close to 80. Even if there was say the FO on the controls while the Capt. steered with the tiller, it seems there'd be a redundancy in transfer of controls and the pilots would be doing too much.

What all the other guys are saying is correct. Mostly used as a high speed/low speed regime separation. Most Autothrottles need the thrust set by that point as well.

We are prohibited from touching the tiller above 40 knots per company procedures.

In my experience, you never move the tiller much, by the time you get speed on the tape you have rudder authority. Transfer of controlls is moving you hand from your knee to the yoke, not that big of a deal.

707
 

The 707 and 720 did not have a link between the rudder pedals and the nosewheel steering. On those first generation jet airliners the captain did use the tiller to steer until reaching 80 knots, at which time the rudder would be effective. Beginning with the 727, and all subsequent Boeing models, there was a link to the nosewheel steering through the rudder pedals. The tiller was no longer held, but the 80 knot callout remained, for all of those reasons mentioned in previous posts.

Depending on the acft and operator, 80 knots is more of a general call out. Rudder effectiveness is directly related to Vmcg (min control ground speed). Some aircraft's nosewheel steering are directly connected to the rudder and some are not. Each acft manufacturer will define what criteria they used to define Vmcg. (ie with or w/o nosewheel steering). Generally speaking, most acft will be above Vmcg when 80 kts is achieved. Therefore it is safe to take your hands off the tiller.

With crosswinds, the nosewheel will be used until the acft reaches a speed in which the flight controls are able to maintain runway centerline.

That's not how it works on either the 737 or the DC-9/MD-80. The rudder pedals give you some limited nosewheel steering authority.