moving hand from tiller to yoke/stick
 

At about what speed would one usually (fair conditions) move the hand from the nosewheel steering tiller to the yoke or sidestick?

At the 80 knots call? Or earlier?

Thankyou very much for your answers,
Sirius Flying

same on A 320. I definitely don't need the 75 degree nosewheel deflection I can get with the tiller, especially as it's authority is reduced versus zero with increasing speed (from 20 to 70 knots)

Ditto 737, believe the 747 classic, or 146, or F27 is a different ball game though'

CCccccc.....ough

Depends on following. (1) Does the aircraft have at least some nosewheel steering through the pedals? Small business jets don't. Larger airliners do. (2) What does your employer's standard operating procedure call for?

Most Boeings (haven't flown them) have lots of nosewheel steering on the tiller, a little in the pedals. You line up, roll forward a bit to confirm nosewheel is straight, you won't need the tiller any more.

My Falcon lacks any nosewheel steering in the pedals. All of it is on the tiller. Hence, the occupant of the left seat keeps left hand on tiller until hears "Eighty Knots" to which he says "My Yoke." At that point, the left seat pilot moves his left hand from tiller to yoke, and the right seat pilot lets go of his yoke.

In the Falcon, once you hear "Airspeed Alive" early in the takeoff roll, you try not even to twitch the tiller, as it is quite sensitive. You're using pedals aerodynamically as early as you can.

Just one of many things you never consciously think about once you've memorized it and done it a few dozen times. Lots of other SOPs are different and just as good. It doesn't matter much long as you aren't suprising the other fellow.

[This message has been edited by bizjet pilot (edited 08 June 2001).]

Thanks for your answers. In a strong crosswind you would keep your hand on the tiller a bit longer, I suppose? I guess it's not something to think a lot about, more of an instictive thing.
Thanks.

The 146 RJ is the same as the Falcon. The reason for guarding the tiller to 80 kts is that Vmcg is 81 kts. If you lose the critical (upwind outer) engine below this speed, rudder is not enough to keep straight - you'll need some tiller. There isn't any connection from rudder pedals to nose wheel steering. Without engine failure, rudder is effective at about 30 kts and beyond.

But on the 146RJ, if you lose an engine prior to 80 knots you must stop. No power, no yaw, in which case rudder and brakes are plenty to keep straight. And what about when Vmcg is higher (86kts on some 146s, and even higher with x-wind.) Do you then guard the tiller to a higher speed? Just wondering as I have seen people actively using the tiller on a normal takeoff at 60-80 knots and wondered why.

Agreed, as soon as you close the other throttles you're OK - I think it's to help with the initial yaw.

Interested to look into Vmcg further - I thought our worst case was 81 kts but I'll go look in the AFM to see how it varies across the weights.