Tesko From Canada, joined Jul 2008, 19 posts, RR: 0 Posted (3 years 10 months 3 weeks 3 days 11 hours ago) and read 4040 times:
Alright, when a pilot of a heavy is on a taxi does he manage all the throttles as separate throttles of which way he is turning or does he manage all the engines as one?
Thebatman From United States of America, joined Aug 2007, 829 posts, RR: 9 Reply 2, posted (3 years 10 months 3 weeks 1 day 18 hours ago) and read 3733 times:
Quoting Starlionblue (Reply 1): As I understand it it is all as one with the possible exception of some very tight turns where you might want more power on the outside of the turn.
I'll have to kindly disagree. I'm not a pilot, but I do taxi every fleet type that my airline has (737,747,757,767,777,A319,A320). If you're on the taxi stage of flight, especially in a heavy airplane, the tendency to "die" in a turn is much higher than when you're arriving at your destination and have little fuel left. It is common practice to pull a little power on the corresponding engine to help you make a smooth turn. You could move all of the throttles at the same time, but this may cause you to speed up too rapidly, and then you'd have to hit the brakes. Again, it's much smoother to pull power only on the side you need.
Pilots without aircraft mechanics are just pedestrians with sunglasses and a leather jacket.
411A From United States of America, joined Nov 2001, 1826 posts, RR: 9 Reply 3, posted (3 years 10 months 3 weeks 1 day 18 hours ago) and read 3724 times:
I depends on what the Captain decides...personally, when heavy (which is nearly always for us, for departure) I will use the outboard engine in turns.
Type, L1011.
CosmicCruiser From United States of America, joined Feb 2005, 2222 posts, RR: 16 Reply 4, posted (3 years 10 months 3 weeks 1 day 18 hours ago) and read 3723 times:
Quoting Thebatman (Reply 2): I'm not a pilot, but I do taxi every fleet type that my airline has
OOOOOOOKAY
In the MD-11 as well as the DC-10 I rarely use assymetrical thrust in a turn. The "feel" you get is to KNOW that the momentum you have will take you thru the turn. When I first checked out in the -10 years ago I remember bogging down in an uphill turn because I didn't have the feel of the inertia yet. Now almost never is it a factor, I see the turn, look at the GS and know what thrust I'll need to make the turn. If I use one side more than the other it's rare.
Thebatman From United States of America, joined Aug 2007, 829 posts, RR: 9 Reply 5, posted (3 years 10 months 2 weeks 6 days 5 hours ago) and read 3513 times:
Francoflier From France, joined Oct 2001, 3251 posts, RR: 10 Reply 6, posted (3 years 10 months 2 weeks 6 days 2 hours ago) and read 3460 times:
The general practice is to accelerate all engines simultaneously for taxi. The use of asymetical thrust would only be used in case of an extremely tight turn at low speed. The steering system on modern airliners is more than able to turn the nosewheel to full lock at a standstill.
Whenever taxying around an airport with a heavy jet you need to try and apply as little thrust as possible to avoid FOD behind you, and in that way it is better to use more engines at less thrust than one at a higher thrust.
Looks like I picked the wrong week to quit posting...
CosmicCruiser From United States of America, joined Feb 2005, 2222 posts, RR: 16 Reply 7, posted (3 years 10 months 2 weeks 6 days 1 hour ago) and read 3448 times:
Thebatman From United States of America, joined Aug 2007, 829 posts, RR: 9 Reply 8, posted (3 years 10 months 2 weeks 5 days 19 hours ago) and read 3371 times:
Quoting CosmicCruiser (Reply 7): Do they teach assymetrical thrust in the turns?
Yes, they do...if it's necessary. If you're taxiing an A320 with 8000 lbs of fuel on board, you're not going to touch the throttles (hardly) during the entire taxi ride. Now, if you're taxiing a 747-400 with 375,000 lbs of fuel, that's a different story.
Quoting CosmicCruiser (Reply 4): The "feel" you get is to KNOW that the momentum you have will take you thru the turn.
Absolutely. That's hard to describe to someone who has never done it. You have to walk the fine line between carrying enough power to go through the turn, and not applying too much and blowing something or someone behind you away. Since UA is really pushing single-engine taxi, that makes turning even more challenging. But, with time comes experience, and with experience, "feel".
Pilots without aircraft mechanics are just pedestrians with sunglasses and a leather jacket.
CosmicCruiser From United States of America, joined Feb 2005, 2222 posts, RR: 16 Reply 9, posted (3 years 10 months 2 weeks 5 days 19 hours ago) and read 3365 times:
Like I said I rarely do it though I've had to do a 180 on the runway and used every available tool including assymetrical thrust. On the -11 if you're heavy you may find yourself at max thrust( 40%N1) for a ramp or congested area. We have had some cans blown into other things like planes and carts, etc. Y'all be careful now.
Movingtin From United States of America, joined Oct 2006, 183 posts, RR: 0 Reply 11, posted (3 years 10 months 2 weeks 4 days 3 hours ago) and read 3047 times:
Quoting HAWK21M (Reply 10): Is the Taxi permit issued per Aircraft type or over entire fleet.Here its the former.
regds
Per A/C Type, with recurrent check rides required where i have worked.
Thebatman From United States of America, joined Aug 2007, 829 posts, RR: 9 Reply 12, posted (3 years 10 months 2 weeks 4 days 1 hour ago) and read 3027 times:
Quoting HAWK21M (Reply 10): Is the Taxi permit issued per Aircraft type or over entire fleet
You need to take two weeks of training for each A/C type (one week- systems training, and one week - engine run/taxi). Then you will need to go on a series of check rides for each A/C. Also, here at ORD you need to take a 150-question taxi exam for the city that tests you on all the runways, taxiways etc. You'd better know where you're going out there! That test gives you a special ID badge that allows you to taxi A/C.
Pilots without aircraft mechanics are just pedestrians with sunglasses and a leather jacket.
Valkyrie01 From United States of America, joined Mar 2007, 72 posts, RR: 0 Reply 13, posted (3 years 10 months 2 weeks 3 days 18 hours ago) and read 2967 times:
Quoting Thebatman (Reply 12): You need to take two weeks of training for each A/C type (one week- systems training, and one week - engine run/taxi). Then you will need to go on a series of check rides for each A/C. Also, here at ORD you need to take a 150-question taxi exam for the city that tests you on all the runways, taxiways etc. You'd better know where you're going out there! That test gives you a special ID badge that allows you to taxi A/C.
Do you get pay extra to taxi airplanes i know alot of the guy i work with who are taxi qualify gave it up because they were not getting any additional money for it. ie more responsibility etc and no compensation.
The best there is the best there was the best there ever will be
HAWK21M From India, joined Jan 2001, 31228 posts, RR: 58 Reply 14, posted (3 years 10 months 2 weeks 3 days 11 hours ago) and read 2922 times:
Quoting Valkyrie01 (Reply 13): Do you get pay extra to taxi airplanes i know alot of the guy i work with who are taxi qualify gave it up because they were not getting any additional money for it. ie more responsibility etc and no compensation.
There is no Taxi check permit holder allowance out here...Its considered a part of the job.
regds
MEL.
Thebatman From United States of America, joined Aug 2007, 829 posts, RR: 9 Reply 15, posted (3 years 10 months 2 weeks 3 days 4 hours ago) and read 2880 times:
Some carriers (only regionals that I'm aware of) will give you something like 25 cents more an hour for being taxi-qualified. This is NOT the case at the airline I work for.
Pilots without aircraft mechanics are just pedestrians with sunglasses and a leather jacket.
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