Pilotpip From United States of America, joined Sep 2003, 3153 posts, RR: 10
Reply 1, posted (10 years 6 months 6 days 10 hours ago) and read 7565 times:
Yes. When taxiing in a crosswind condition or needing to make a tight turn it does help. I can only say this for piston twins. I'm sure that even on aircraft with fuselage mounted engines it is used but with the engines closer to centerline the effect is not as great.
LimaFoxTango From Antigua and Barbuda, joined Jun 2004, 858 posts, RR: 2
Reply 4, posted (10 years 6 months 6 days 2 hours ago) and read 7335 times:
I know pilots use differential thrust while making sharp turns. For example, if a Dash 8 needs to turn left into a gate, the trick used would to apply brakes to the left tire, and apply right thrust. You would be surprised to know how an aircraft like the a Dash 8 can turn on a dime. I've seen it done many times.
You are said to be a good pilot when your take-off's equal your landings.
SlamClick From United States of America, joined Nov 2003, 10062 posts, RR: 66
Reply 6, posted (10 years 6 months 5 days 23 hours ago) and read 7303 times:
After pushback we are sometimes required to begin our taxi with a sharp turn in one direction or the other. It always requires "breakaway" thrust to start the thing moving. In a case like this many will use both to get rolling then pull back the lever on the engine inside the turn to help get it started.
Once rolling, we have a lot of steering authority with that hydraulic nosewheel steering.
Happiness is not seeing another trite Ste. Maarten photo all week long.
411A From United States of America, joined Nov 2001, 1826 posts, RR: 8
Reply 9, posted (10 years 6 months 5 days 15 hours ago) and read 7202 times:
I have just returned from GQNN, and the runway is rather narrow for a TriStar, and backtracking is required in the turning bay at the runway end.
Differential power, using the engine on the outside of the turn makes life a whole lot easier, and reduces nose wheel scuffing on tight turns, especially on the rough pavement surfaces found in Africa.
This differental power needs to be used carefully, as FOD damage can be a problem at some locations.
Yikes! From Canada, joined Oct 2001, 284 posts, RR: 1
Reply 10, posted (10 years 6 months 5 days 13 hours ago) and read 7157 times:
Agreed with the above. A major concern though when doing a 180 at the threshold prior to takeoff is tire temperature. Additionally, the inside bogeys may actually turn backwards during a tight turn further increasing their pre-takeoff temps.
Tire heat is a potential problem with all heavy aircraft takeoffs. Turns prior to takeoff add to that heat.
PhilSquares From , joined Dec 1969, posts, RR:
Reply 15, posted (10 years 6 months 5 days 3 hours ago) and read 7105 times:
The FCOM for the 744 specifically prohibits reverse thrust for situations like you describe. Most airlines have a further restriction of no reverse thrust below a certain airspeed, for example 60 or 80 knots.
On the 744, for especially tight turns, a technique is to use a little outboard thrust to help you keep your momentum. If you're heavy and don't have enough speed, the aircraft won't make the turn at idle power and then you have to use quite a bit to get it going in the turn.