Static takeoff at higher weights.

[john_tullamarine]

I suspect such considerations relate to initiating a rolling start from a standstill .. does the AFM provide that caveat ?

[Amadis of Gaul]

I suspect those considerations for Citation Excel and Brakillia operations have little relevance to Jammed Stab's 744...

[john_tullamarine]

On the contrary .. much the same in principle .. only the numbers are different.

[Intruder]

...but Boeing sez it just doesn't matter for the 744...

[JammedStab]

Originally Posted by john_tullamarine

On the contrary .. much the same in principle .. only the numbers are different.

Thanks John. In response to your earlier question, I can't tell you any more detail as this was copy and paste from internet searches that only found excerpts from the associated AFM.

Originally Posted by Intruder

...but Boeing sez it just doesn't matter for the 744...

Correct. And the same for the 737 and 727. Actually, in the report Boeing did give the investigators(for 747-200) some performance information showing a small penalty.

Someone posted this about Embraer jets in an earlier PPrune discussion on the subject...

"Normal Takeoff up to 10 kt tailwind: Pilot lines up the airplane on the runway, applies brakes and adjusts thrust to 40% N1, when engines stabilize at 40% N1, releases brakes and advances thrust levers to TOGA detent.
NOTE: For normal takeoff with tailwind up to 10 kt, performance data is valid from the point where takeoff thrust (N1 target) is achieved.
Normal Takeoff with tailwind above 10 kt (If allowed by AFM):
Refer to TAIL WIND TAKEOFF of this section.

Static Takeoff: Pilot lines up the airplane on the runway, applies brakes, adjusts thrust to 40% N1, when engines stabilize at 40% N1, advances thrust levers to TOGA detent. Release the brakes when the takeoff thrust (N1 target) is achieved.
NOTE: Due to the possibility of compressor stall, a static takeoff is not recommended with a crosswind greater than 25 kt.

Rolling Takeoff: Pilot lines up the airplane with the centerline and, if cleared for takeoff, adjusts thrust Levers to 40% N1 without applying the brakes. When engines stabilize at 40% N1, pilot moves thrust levers to TOGA detent.
NOTE: For rolling takeoffs, performance data is valid from the point where takeoff thrust (N1 target) is achieved. "

I guess the bottom line is that some manufacturers consider it and some(perhaps most) don't. And not many airlines take any extra precaution at heavy weights.

[JammedStab]

Now I know that some feel that a Citation Excel and Brasilia have little relevance to a 744(although John Tullamarine has corrected that notion), for those that relate only to size, I did find this interesting statement...

"In the C-5, we took a 250 foot "line-up" penalty and a 750 foot penalty for rolling take-offs, i.e. the assumption was 250 feet to line-up off the taxyway and an additional 750 feet was added for rolling take-offs."http://www.pprune.org/tech-log/24077...ml#post2800425