Conversion to 744 - Pointers?
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Join Date: Mar 2003
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Conversion to 744 - Pointers?
Hello chaps
I'm due to begin converting to the 744 in the early spring. Up to now I've flown the A320 family and previously the 757, and am typed for the 767 although I've never flown it on the line.
I didn't find going onto the 'Bus too traumatic, but others who've gone Boeing - Bus - Boeing have found it a bit strange as they get the feel for FBW.
Apart from the flare height gotcha, I'd be grateful for any pointers anyone has before I get there. I heard the 744 is docile to handle, is that true?
Happy New Year to you all
MR
I'm due to begin converting to the 744 in the early spring. Up to now I've flown the A320 family and previously the 757, and am typed for the 767 although I've never flown it on the line.
I didn't find going onto the 'Bus too traumatic, but others who've gone Boeing - Bus - Boeing have found it a bit strange as they get the feel for FBW.
Apart from the flare height gotcha, I'd be grateful for any pointers anyone has before I get there. I heard the 744 is docile to handle, is that true?
Happy New Year to you all
MR
Join Date: Aug 2000
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The Classic was great- they took that and ironed out the snags to produce the 744. It's a real sweetie. Some people initially try and fly it gently as if it will break- forget it is a big aeroplane at all when you are flying it and fly just as if you're still on an Airbus except for:
Taxiing- take great care- corners nice and wide, remember you can't judge speed so use inertial GS.
Flaring- do not try and judge by eye or you will pile it in- use the radio altimeter. Tiny pull at 30', listen to how the 20' is called then the 10'. You will then learn how much extra pull is required or if the gap between those calls is too long, don't pull at all. You can put it down without even feeling it.
Great redundancy is built in so at first it looks very complicated and bewildering. But they got the design right in all respects. Nobody who flies it dislikes it- it is the Queen of the Skies and I'd like to do it all over again!
Taxiing- take great care- corners nice and wide, remember you can't judge speed so use inertial GS.
Flaring- do not try and judge by eye or you will pile it in- use the radio altimeter. Tiny pull at 30', listen to how the 20' is called then the 10'. You will then learn how much extra pull is required or if the gap between those calls is too long, don't pull at all. You can put it down without even feeling it.
Great redundancy is built in so at first it looks very complicated and bewildering. But they got the design right in all respects. Nobody who flies it dislikes it- it is the Queen of the Skies and I'd like to do it all over again!
Join Date: Nov 2004
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Things take just a second or two longer to happen than smaller jets - For example, it takes some folk quite some time to get out of over-controlling with the ailerons, as there is a bit of a lag - and that makes for an uncomfortable ride as a passenger.
Also taxiing away from standstill, add a little power and give it time to start moving - certainly no more than 40% or all sorts of stuff behind you will be taking flight.
I have to say its not my favourite transport jet to fly with the auto-pilot out. But it does feel majestic to ride it in the cruise - I always wish I could take up a viewpoint about 200 yds outside the window looking in.
Also taxiing away from standstill, add a little power and give it time to start moving - certainly no more than 40% or all sorts of stuff behind you will be taking flight.
I have to say its not my favourite transport jet to fly with the auto-pilot out. But it does feel majestic to ride it in the cruise - I always wish I could take up a viewpoint about 200 yds outside the window looking in.
