Which civil aircraft for best takeoff?
Join Date: Dec 1999
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M Mouse,
I'm not MH, but there's two (youngish and oldish!)of them at LHR. Send me a private message to clarify the one you're looking for and I'll pass it on.
Gonzo.
I'm not MH, but there's two (youngish and oldish!)of them at LHR. Send me a private message to clarify the one you're looking for and I'll pass it on.
Gonzo.
Was cruising past Sydney Airport and listening on the scanner when one of Qantas' 2 747-SPs called the tower and told them to "watch this". Apparently the SP was on a positioning flight (no pax, min fuel for the leg plus statutory reserves etc) and the flight crew knew it would be a rather impressive performance.
It lined up on 16L and rolled immediately, just a few seconds later it rotated and fairly leapt off the runway and proceeded to "drill a hole" in the air. One of the most impressive short takeoff demos I've ever seen on a heavy jet.
Unfortunately a need to concentrate on driving prevented me from observing much more and the scanner was cluttered with transmissions from other aircraft so I didn't hear or see much more of it after that.
Looked great though!
It lined up on 16L and rolled immediately, just a few seconds later it rotated and fairly leapt off the runway and proceeded to "drill a hole" in the air. One of the most impressive short takeoff demos I've ever seen on a heavy jet.
Unfortunately a need to concentrate on driving prevented me from observing much more and the scanner was cluttered with transmissions from other aircraft so I didn't hear or see much more of it after that.
Looked great though!
Couldonlyaffordafiver
Join Date: Dec 2000
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The 737-300 was pretty impressive at full chat with no SLF. Often saw 3000fpm average RoC to cruise with a small load.
Minibus isn't far off.
Minibus isn't far off.
I'll never forget a ride I had in a BA 757 from ABZ to LHR one evening in May 1994. I was an Air Transport student at Cranfield back then and asked if I could ride up front. A very friendly captain and f/o invited me into the cockpit for the entire flight and during taxi informed me that we would be doing a full power take-off.
The subsequent departure was incredible and we were airborne after 1,800 feet!!!
A 5000fpm climb then followed ending up at FL410 - Yes 410!!! We were there for about 3 mins before commencing a descent into LHR
BTW does anyone know if a charter 757 (or anything else that size) can make it to the Canaries from ABZ non-stop?
The subsequent departure was incredible and we were airborne after 1,800 feet!!!
A 5000fpm climb then followed ending up at FL410 - Yes 410!!! We were there for about 3 mins before commencing a descent into LHR
BTW does anyone know if a charter 757 (or anything else that size) can make it to the Canaries from ABZ non-stop?
Join Date: Apr 2000
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I have to say the B757-200 never fails to amaze me! Even with 235 pax, 21.0 tonnes of fuel and an engine derate, she goes up like a homesick angel. The B757-300 is not quite as exhilerating, but still not bad at all. 
I recently flew a -200 empty, on a sector of about an hour. Our cruise was FL410 (41,000ft) as we passed trough FL400 we were still climbing @ 2000ft/min!!!
It was pretty impressive!!
Eff Oh.
PS.
DOORS TO AUTOMATIC Yes a charter B757 CAN make it to the Canaries from ABZ non-stop. Our company has flights from MAN and LGW to Banjul in The Gambia, About 7hrs flight time. Therefore the Canaries is no problem from ABZ.
EO
[ 22 November 2001: Message edited by: Eff Oh ]
The B757-300 is not quite as exhilerating, but still not bad at all. I recently flew a -200 empty, on a sector of about an hour. Our cruise was FL410 (41,000ft) as we passed trough FL400 we were still climbing @ 2000ft/min!!!
It was pretty impressive!! Eff Oh.
PS.
DOORS TO AUTOMATIC Yes a charter B757 CAN make it to the Canaries from ABZ non-stop. Our company has flights from MAN and LGW to Banjul in The Gambia, About 7hrs flight time. Therefore the Canaries is no problem from ABZ.
EO[ 22 November 2001: Message edited by: Eff Oh ]
Join Date: Apr 2001
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I "know" that it's not relevant, BUT
i once followed an EE Lightning with a height finder radar. One solid line from zero to 45000' in 3 mins
Beat that!
we aim to please, it keeps the cleaners happy
i once followed an EE Lightning with a height finder radar. One solid line from zero to 45000' in 3 mins
Beat that!
we aim to please, it keeps the cleaners happy
Moderator
willbav8r,
You may have missed JF's point. Because the OEI performance is critical, the AEO performance is comparatively superb on a twinjet, especially with a high T/W.
As to the original question, we used to have lots of fun many years ago on the Electra with positioning flights. A couple of the chaps developed the not too well disciplined habit of keeping the bird on the ground until well above normal rotate speeds (as limited by the runway) ... the first 5,000 - 10,000 feet were always pretty impressive ... the guys in the tower would be treated to a plan view of the aircraft during initial climb.
Likewise an empty 733 is a great toy ..
But the best fun was in a SuperCub .... around 1000-1200 feet at the end of a 3000ft strip .... silly, I guess, but then we were young and stupid ... sometimes it amazes me that so many of us get sufficient chances to survive until we get to the stage of becoming sensibly conservative ..
You may have missed JF's point. Because the OEI performance is critical, the AEO performance is comparatively superb on a twinjet, especially with a high T/W.
As to the original question, we used to have lots of fun many years ago on the Electra with positioning flights. A couple of the chaps developed the not too well disciplined habit of keeping the bird on the ground until well above normal rotate speeds (as limited by the runway) ... the first 5,000 - 10,000 feet were always pretty impressive ... the guys in the tower would be treated to a plan view of the aircraft during initial climb.
Likewise an empty 733 is a great toy ..
But the best fun was in a SuperCub .... around 1000-1200 feet at the end of a 3000ft strip .... silly, I guess, but then we were young and stupid ... sometimes it amazes me that so many of us get sufficient chances to survive until we get to the stage of becoming sensibly conservative ..
Join Date: Oct 1999
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Hold a Yak 52 down to few feet on t/o as she accelerates and the gear retracts. As the trees at the far end fill the windscreen you'll have quite a forward force on the stick to hold her down. Just ease it back and she'll go straight up - vertically - but only for a few hundred feet. Be ready to roll off into level flight before you lose too much speed ;~))
Some guys hold this 'till almost no airspeed, then do a 'humpty-bump' into level flight. I don't mind that at 4000 feet, but 800 is a tad low to risk a flat spin entry IMHO :~(
SSD
Some guys hold this 'till almost no airspeed, then do a 'humpty-bump' into level flight. I don't mind that at 4000 feet, but 800 is a tad low to risk a flat spin entry IMHO :~(
SSD
Join Date: Nov 2001
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Kinda lazy to read the whole 3 pages here, so not sure if anybody has already mentioned this or not.
The Dornier Jet climbed to 10,000 ft in 53 seconds...some 10,500 fpm. It was during certification. It outclimbs most planes EXCEPT the Q400. That one has all the records so far...
Happy flights to ya all !
The Dornier Jet climbed to 10,000 ft in 53 seconds...some 10,500 fpm. It was during certification. It outclimbs most planes EXCEPT the Q400. That one has all the records so far...
Happy flights to ya all !
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Did a jaunt on a 328JET a couple of years back. Light on fuel but a full load of Journos and beer. FD crew stand on the brakes wind it up and yea verily up like the proverbial dispaced angel. Could have been the beer but I suspect the 'off the clock' initial climb prompted the Yee-haas and Whoopees from down the back
How about this for an old bird...
Passengered recently on RAF VC10 (positioning MME-BZN). Zero to FL270 in about 8 mins and amazing acceleration (50 tonnes below MPAUW apparently) on the t/o roll.
Apparently, it was a 17 degree pitch-up (max allowed). We were probably heard in NCL!!
Passengered recently on RAF VC10 (positioning MME-BZN). Zero to FL270 in about 8 mins and amazing acceleration (50 tonnes below MPAUW apparently) on the t/o roll.
Apparently, it was a 17 degree pitch-up (max allowed). We were probably heard in NCL!!
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M-People, I like the way you think. Haven't seen an ATR perform but my personal preference lies with the Beech 1900D.
Take off at a light to medium weight (5700-6400kg) and if you aim to maintain Vx (122KIAS) you'll be climbing at 3500-4000fpm initially with a deck angle approaching (sometimes over) 20 degrees ANU.
Even during normal ops (160 KIAS climb above MSA) it often outclimbs 737s (probably heavy ones!)
Take off at a light to medium weight (5700-6400kg) and if you aim to maintain Vx (122KIAS) you'll be climbing at 3500-4000fpm initially with a deck angle approaching (sometimes over) 20 degrees ANU.
Even during normal ops (160 KIAS climb above MSA) it often outclimbs 737s (probably heavy ones!)
Join Date: Mar 2001
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Positioned an empty B777 to Cardiff from LHR last year. TOW c. 145T. 17000' in just over 4mins from a fully-derated takeoff! This was on the 'baby' -76B version with 76,400Lbs on each wing. What the RR version is like on a full power takeoff (95,000Lbs and similar weight) I have yet to discover
I guess you could get airborne with about an hours fuel at 320,000Lbs with thrust=190,000Lbs; not a bad ratio!
I guess you could get airborne with about an hours fuel at 320,000Lbs with thrust=190,000Lbs; not a bad ratio!
INTENTIONALLY LEFT BLANK
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DEFINITELY A near empty Boeing 737-300 using full thrust (22K) departure. Fantastic smooth and fast lift off followed by massive rate of climb on a good day and sure brings a happy smile to the face when we get these flights once in a while. What a treat.
