Antiskid Off and foot position on rudder pedals
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villas
Our old classics had nose wheel steering, but I know what you mean by low speed rejects which can be a handful at the best of times, you have to be quick if 1 or 4 fails or its for the grass you go! Anyway it does not matter to me much anymore since I recently retired.
Our old classics had nose wheel steering, but I know what you mean by low speed rejects which can be a handful at the best of times, you have to be quick if 1 or 4 fails or its for the grass you go! Anyway it does not matter to me much anymore since I recently retired.
I find it very hard to believe that was your airline's procedure, steering like that is imprecise at best and you are asking for inadvertent brake activation.
Can't think of a reason you would ever want to use that 'technique' and i'm sure Boeing never recommended it
Can't think of a reason you would ever want to use that 'technique' and i'm sure Boeing never recommended it
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Did you fly the 747 classic? Did you check with Boeing? If not your being sure just shows your discomfort with a technique you never used. Leave the thinking to the manufacturer. It is one of the techniques.
Can you show us in the Boeing flight manual where this 'technique' is recommended ?
I am waiting to be enlightened.
I have qualified and flown several other Boeing and Douglas types over the years and i've never heard of such a thing.
It sounds like something you made up or you received some poor advice.
By the way its 'you're'
I am waiting to be enlightened.
I have qualified and flown several other Boeing and Douglas types over the years and i've never heard of such a thing.
It sounds like something you made up or you received some poor advice.
By the way its 'you're'
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stilton
All that you have stated are your opinions. You are entitled to them. We only discuss different techniques and procedures on PP. But everybody has to follow his company procedures. You can ask your company to write to [email protected] for their views. I have quoted quiet a few airbus documents in the past. Many appreciated them but some die hards get pissed off. I maintain it is a technique used by some although not by me even in airbus. I have a document but let's say quid pro quo first let's see your document which recommends what you say and forbids what I say. then I will take my turn. Fair enough? I am also waiting to get unenlightened.
All that you have stated are your opinions. You are entitled to them. We only discuss different techniques and procedures on PP. But everybody has to follow his company procedures. You can ask your company to write to [email protected] for their views. I have quoted quiet a few airbus documents in the past. Many appreciated them but some die hards get pissed off. I maintain it is a technique used by some although not by me even in airbus. I have a document but let's say quid pro quo first let's see your document which recommends what you say and forbids what I say. then I will take my turn. Fair enough? I am also waiting to get unenlightened.
Vilas,
It's not my opinion, its SOP for the Boeing and Douglas types I have operated and have quite a reasonable amount of experience on.
In over 30 years of professional flying I have never seen anyone do this. (steer with their heels)
You are unable to provide any information on this 'Boeing recommended procedure' because there is none.
Further more you are now attempting to reference Airbus procedures when your example was based on the 747 Classic.
You seem a little confused ?
It's not my opinion, its SOP for the Boeing and Douglas types I have operated and have quite a reasonable amount of experience on.
In over 30 years of professional flying I have never seen anyone do this. (steer with their heels)
You are unable to provide any information on this 'Boeing recommended procedure' because there is none.
Further more you are now attempting to reference Airbus procedures when your example was based on the 747 Classic.
You seem a little confused ?
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Where is the confusion? I was answering a 747 pilot's question where all this was more relevant and after B747 I flew A320 where I know pilots can keep their feet on the peddles. What I or you are talking about is a technique and not a SOP. I did not say a recommended procedure but accepted technique. Aviation is not limited to one person's experience. It is not me but you are not giving any reference to what you say. I have it to support what I say but unless you show me what is written in stone I am not going to. I am waiting.
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My airline's B737NG FCTM:
The above refers only to taxiing, not takeoff or landing. I can find no reference to takeoff or landing. I therefore deduce that Boeing has no particular opinion on the subject.
When taxiing with tiller nose-wheel steering, it is easy to slide feet up to the brakes when needed, and I understand that riding the brakes during taxiing is not desirable - so that may be the reason for the policy.
However, I personally find it difficult to slide feet up the rudder pedals while holding rudder pedal pressure in a crosswind takeoff or landing. Therefore, I prefer to land and takeoff with feet up on the rudder pedals. Maybe my shoes have more tread than others. It takes a conscious effort to apply the brakes. I do not consider inadvertent brake application during takeoff or landing to be a risk.
I have never heard the topic come up before - this is how I fly and why. Can anyone on this thread actually quote a manufacturer's opinion on the subject?
During taxiing, the pilot's heels should be on the floor, sliding the feet up on the rudder pedals only when required to apply brakes to slow the taxi speed, or when manoeuvring in close quarters on the parking ramp.
When taxiing with tiller nose-wheel steering, it is easy to slide feet up to the brakes when needed, and I understand that riding the brakes during taxiing is not desirable - so that may be the reason for the policy.
However, I personally find it difficult to slide feet up the rudder pedals while holding rudder pedal pressure in a crosswind takeoff or landing. Therefore, I prefer to land and takeoff with feet up on the rudder pedals. Maybe my shoes have more tread than others. It takes a conscious effort to apply the brakes. I do not consider inadvertent brake application during takeoff or landing to be a risk.
I have never heard the topic come up before - this is how I fly and why. Can anyone on this thread actually quote a manufacturer's opinion on the subject?
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Foot position
Derfred
That is exactly my point and you are not wrong. These are accepted techniques by manufacturers. Whether anyone does it or not or not seen anyone doing doesn’t invalidate those who do it.
That is exactly my point and you are not wrong. These are accepted techniques by manufacturers. Whether anyone does it or not or not seen anyone doing doesn’t invalidate those who do it.
