![]() This was particularly important with engines on the classic without FADEC or EECs, however I do believe he was setting thrust for take-off. It is normal practice and does not imply an indication of haste."Īs said, the setting of 1.1 EPR amongst checking stable parameters is to ensure the engines accelerate evenly to the required thrust for take-off thrust. (Because of the lack of airspeed the rudder was no good and the nose-wheel would simply slide across the ground)Īt times this unexpected event was quite dangerous if other aircraft were around and at best extremely embarrassing for the crew/airline - observers seeing a 747 haring across the airfield or facing the wrong way at the end of the runway were never reluctant to make some witty comments ! If this wasn't recognised - especially if it was an outboard engine - and the other three were opened up to take-off power, the very large asymmetric thrust would spin the aircraft through as much as 180 degrees and certainly put you onto the grass travelling fairly fast before it was brought under control. In the old days - particularly with the JT 9-3 engines - it was quite common for an engine to "stall" on initial acceleration. The whole point of "standing the thrust levers up" (to about 1.100 EPR) is to confirm that ALL engines have accelerated OK beyond ground idle and will therefore probably all accelerate to Take-off power. I've googled, but can only ever find ones written for flight simulators, not the genuine article. If anyone can point me to *real* 747 checklists and proceedures that would be great, too. If there is anyone here with experience of 747-200s, I just like to know if that is indeed standard proceedure, or could it have been with KLM in 1977? ![]() This is done to check the so called spin up of the engines prior to take off it is normal practice and does not imply an indication of haste." "When the cockpit checklist had been completed the Captain, keeping the aircraft on the brakes, applied standard engine power i.e: 1.1EPR, this value being slightly higher than idle power. In the Dutch comments to the report, released in 1979, it says: This is usually interpreted as an attempt to take off. I don't want to start a thread to drag up all the usual.I'd be happy to just stick to 747-200 cockpit checklists, please.Īs we all probably know, the Dutch Captain opened the throttles slightly before receiving take off clearance. I can imagine groans of 'Oh no, not Tenerife again.' ![]() The reason why I'm asking is because I'm trying to understand the Dutch comments made after the release of the accident report into the Tenerife disaster in 1977. Still I don’t think I’ve ever seen pilots take off standing in the cockpit of a 747 before.I'm interesting in the cockpit checklist and takeoff proceedures for this aircraft. And sometimes a pilot will pretend to be blind, walking around the airport with a cane or let Mandy Moore sit at the controls. Then again Air China pilots violate electronics rules broadcasting duties to social media. This isn’t a commercial or charter flight but they’re being videotaped. There is no standing in the cockpit.įoreign airlines operating out of the United States are required to be licensed and conduct operations in accordance with FAA standards. ![]() rules are clear that pilots must be belted in at the controls, and everyone else has to be belted in for takeoff and landing. What’s unusual is standing in the cockpit for takeoff. sterile cockpit rule that only activities necessary for safe operation of the aircraft can be carried out when below 10,000 feet (technically, during critical phases of flight). Now, chit chat while being towed doesn’t actually violate the U.S. ![]()
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