Gentlemen -
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Many of you mention the use of nose wheel steering to assist directional control at speeds close to VmcG... As pilot, I have a very poor opinion about the effectiveness of nose wheel steering, except... at taxi speeds...
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One day, we were nº 2 for takeoff behind a Saudia 747-168B in Jeddah. That plane lined-up on 34L in front of us, and, when cleared for takeoff, they applied power. The aircraft did a violent "snap" ground loop to the right, nearly some 60º (?) to its right, and we did observe the nose wheel steering being operated in futile attempts to control their violent ground loop. Obviously, their nº 4 engine failed to spool-up, finally, taxied back to the ramp.
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In my classroom lectures and briefings, I caution all trainees that nose wheel steering is as effective as a piece of wet Kleenex tissue with airplanes. My personal handling of the steering on takeoff with the 747 (as I did same with 707, 727 and DC8s) is strictly aerodynamic controls as soon as the aircraft moves at some 20 or 30 Kts, hands off tiller, and on the control wheel. Aerodynamic steering (rudder surface) is quite satifactory as early as some 50 or 60 Kts is attained.
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I like to remind that PanAm (my airline alma mater) had disconnected the nose wheel steering linkage from the rudder pedals on their 747s, with the philosophy that since the 707 had no rudder nose wheel steering, it would not be required on the 747 as well...
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I really dislike to see the pilots "pushing" the wheel forward during takeoff rolls as a poor pilot technique, bearing in mind that elevators down increase drag, in any way elevators down have no effect at low speed, and at high speed, put strain on the nose wheel strut. I personally recommend pilots to maintain the wheel in a "neutral" level position, to achieve less drag.
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For those of you who are knowledgeable about the little Learjet, I used to be a flight instructor for type rating in these aircraft, to supplement my meager F/O salary in airline service. The Lear 24 had a VmcG of 93 Kts, and our normal "training" V speeds V1-VR-V2 were around 120-132-132, yet when we trained for engine failures (yes, we did that for real, IN the aircraft, not a simulator), it took FULL RUDDER deflection when one engine was retarded to idle thrust.
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Nowadays, in 747 simulators, I often take advantage of available time to practice engine "failures" myself, near V1 speed. Generally it is no problem for control at heavy weights and high speeds, but it is not the case if practiced at light weights, and low V1 speeds, selecting 20 kts crosswind, and a full aft CG and V1 is equal to VmcG, using max EPR (or N1) - Instructors, if you wish to "bust" a snotty captain in a simulator, just try that recipe...
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Happy contrails