Ryanair uses all the runway.
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Ryanair uses all the runway.
Spotted this on You Tube..... Looks a little close for comfort!
https://www.youtube.com/watch?v=Q8MdBVHF-_g
https://www.youtube.com/watch?v=Q8MdBVHF-_g
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I don't see anything wrong with the take off, I hope the gutter press don't see this as it's completely normal at Bristol and they'll write an article full of inaccuracies as usual.
It's best deleted from here.
It's best deleted from here.
"Mildly" Eccentric Stardriver
So, someone with a smartphone filming from a passenger window is suddenly an expert on aircraft take-off techniques? There is another one on the same site, taken filming towards the tail. And there was me thinking a little knowledge, experience and examinations were needed. Silly me.
Assuming it's RW27 at BRS - the TORA is a little over 2000 metres, the TODA a tad over 3,000 metres. I presume no significant obstacles in the climb out. So on an assumed thrust take off you might be rotating a fair way down the runway?
Ignorant kids with their toy phones are suddenly experts on take-off performance regulation calculations, are they?
A load of twaddle.
A load of twaddle.
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Assuming it's RW27 at BRS - the TORA is a little over 2000 metres, the TODA a tad over 3,000 metres. I presume no significant obstacles in the climb out. So on an assumed thrust take off you might be rotating a fair way down the runway?
If the runway end clearance height is anywhere near accurate, from the photos, then I would have been interested in where they would have stopped if RTO'd at V1. What is the StopWay at BRS RW27? TODA being 150% of TORA? It's been too long ago, but is that OK? It seems generous.
If the runway end clearance height is anywhere near accurate, from the photos, then I would have been interested in where they would have stopped if RTO'd at V1. What is the StopWay at BRS RW27? TODA being 150% of TORA? It's been too long ago, but is that OK? It seems generous.
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Posts like this one do this forum no favours whatsoever .
Unless there are facts to back up what the ZFW was on that flight , along with the days temp/pressure settings , then the whole thing just boils down to a few kids messing around with phones.
Not the sort of material one would want to see on a serious aviation forum.
Get rid of it !
Unless there are facts to back up what the ZFW was on that flight , along with the days temp/pressure settings , then the whole thing just boils down to a few kids messing around with phones.
Not the sort of material one would want to see on a serious aviation forum.
Get rid of it !
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Well, only operate at BRS as an occasional visitor but I don't remember ever rotating over the piano keys. That includes in a 1-11 and the 737-200 which didn't have the same performance as a738 or 320 ! How much of a V1/Vr split would there have been?
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Does seem like one may choose a different flap setting/or no ATM thrust setting?
We so often blindly just go with optimum settings, even though they work sometimes a little more margin may be better
We so often blindly just go with optimum settings, even though they work sometimes a little more margin may be better
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5453, that was probably in the days before various beancounters' money-saving ideas all met together in a wonderful union of engine wear reduction SOPs.
It may be possible that derating PLUS temp assumed takeoff PLUS improved climb all combined to need the maximum concrete available.
I'm glad I retired before I was asked to lob these 3 together in one takeoff, far too many variables and reductions of safety margins.
Even with only 2 of them used IAW SOPs at Taba, my previous and last company managed to exceed the tyre speed limitations one summer season, due to an unforeseen shift in the crosswinds at the time.
It's only a matter of time before this constant pursuit of takeoff using idle thrust will end in tears, but the promoted beancounters will be far from the scene and the company by then.
It may be possible that derating PLUS temp assumed takeoff PLUS improved climb all combined to need the maximum concrete available.
I'm glad I retired before I was asked to lob these 3 together in one takeoff, far too many variables and reductions of safety margins.
Even with only 2 of them used IAW SOPs at Taba, my previous and last company managed to exceed the tyre speed limitations one summer season, due to an unforeseen shift in the crosswinds at the time.
It's only a matter of time before this constant pursuit of takeoff using idle thrust will end in tears, but the promoted beancounters will be far from the scene and the company by then.