Full power with brakes on
Join Date: Nov 2000
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This is standard procedure for the 146's departing Scatsta (and the ATP's before) - bit like being catapulted from an aircraft carrier. Mind you the landings and braking also feels like you've landed on an aircraft carrier and caught the braking wire
Join Date: May 2004
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Nothing beats a full power brakes on departure.
Always remember flying as a pax the week BA 757's took over from Tridents to BFS. Crew held it on LHR's 28L, spooled it right up to full power, held it and let go. Every pax jammed into the back of the seat - brilliant. We were off the runway in about half the distance of a Trident and climbing like a rocket. There was a real WOW factor in the cabin from the regular shuttle passengers.
One other time I remember it happening was on a fully loaded Singapore 747-400 out of LHR on a hot summers evening. Spooled up and held brakes on at end of 09R. Even with that it came off very slow with everthing shaking - Hatton Cross station passing very close under the wing! Got the impression weight and balance might have been a tad out.
Had a cockpit ride in a BA 747-200 out of LHR 09R. (pre 9/11 - those were the days) Crew did a rolling take-off and adjusted the SID (a little bit) so we passed my parents house!
Always remember flying as a pax the week BA 757's took over from Tridents to BFS. Crew held it on LHR's 28L, spooled it right up to full power, held it and let go. Every pax jammed into the back of the seat - brilliant. We were off the runway in about half the distance of a Trident and climbing like a rocket. There was a real WOW factor in the cabin from the regular shuttle passengers.
One other time I remember it happening was on a fully loaded Singapore 747-400 out of LHR on a hot summers evening. Spooled up and held brakes on at end of 09R. Even with that it came off very slow with everthing shaking - Hatton Cross station passing very close under the wing! Got the impression weight and balance might have been a tad out.
Had a cockpit ride in a BA 747-200 out of LHR 09R. (pre 9/11 - those were the days) Crew did a rolling take-off and adjusted the SID (a little bit) so we passed my parents house!
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Sorry to rain on your parade, but I'll stick up for the crew on the LHR-SIN and suggest that the weight and balance was not only calculated correctly, but with considerable care especially if this was LHR-SIN non-Stop: Remember, we want to get home too!
As to 757's (my current type as cabin crew) rumour has it that full power take off on RB211's is never used, and that doing so without specific operational reason invalidates the engine warrantly. An assumed temp is almost always the case. I stand to be corrected by a type rated expert! The 757 is an amazingly powerfull a/c, and it is usually pretty sprightly on departure, whatever the power setting, and i still enjoy that feeling, just as you do... It also has good brakes (just as important)
In short, an aircraft to love
As to 757's (my current type as cabin crew) rumour has it that full power take off on RB211's is never used, and that doing so without specific operational reason invalidates the engine warrantly. An assumed temp is almost always the case. I stand to be corrected by a type rated expert! The 757 is an amazingly powerfull a/c, and it is usually pretty sprightly on departure, whatever the power setting, and i still enjoy that feeling, just as you do... It also has good brakes (just as important)
In short, an aircraft to love
Last edited by TightSlot; 29th Jul 2004 at 09:55.
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Don't know if any pilots reading this will have experience of flying in and out of Kigali, Rwanda. From memory I think I went in there with both BA and Sabena on a 747 and DC-10. Runway was at altitude and appeared to be built on the peak of one of the many hills. Now that was fun listening to the engines build and then going like the hammers of hell to get a fully laden aircraft up in high temperatures full of fuel for the trip to LHR or BRU.
Assuming one is complying with Performance A then in order to achieve the scheduled take off performance the take off has to be flown in accordance with the procedure defined in the Flight Manual.
Never have I seen full power against the brakes to achieve said schedule. On the B737-200 the assumption was either a) a rolling take off (preffered, I believe) OR b) 1.4 EPR set prior to brake release.
I suppose full power against the brakes would give you an extra margin but, as I say, assuming you are complying with Perf A such a procedure is not necessary.
Never have I seen full power against the brakes to achieve said schedule. On the B737-200 the assumption was either a) a rolling take off (preffered, I believe) OR b) 1.4 EPR set prior to brake release.
I suppose full power against the brakes would give you an extra margin but, as I say, assuming you are complying with Perf A such a procedure is not necessary.
