A hypothetical situation, and a doubt

"Bob Moore" wrote

Takeoff thrust is achieved well before the thrust levers reach "firewall".
During 25 years of airline jet flying, I never saw the thrust leverd
"firewalled".

It does happen though, does it not? Like a charter 747 at near max takeoff
weight, on a shorter than normal (for them) runway? I am pretty sure I was
aboard one such flight. (Ohio
State band, and instruments, leaving Columbus to California)
--
Jim in NC

wrote:

I'm guessing the pre-FADEC JT3s and JT8s on the 707 & 727 had to be
carefully monitored during an APR enabled takeoff, as they could easily
be overtemped? Nice thing about the FADEC is that it won't let you burn
up the engine. Maybe the newer equipment has a different T/O procedure
than the old birds with respect to thrust lever position?

Will

Might this help, Will, unless you knew it already?
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/4b385bb9e4e9c4da862569d00076acf7/$FILE/AC25-13.pdf

Ramapriya

Morgans wrote
It does happen though, does it not?

Nope! In a GA airplane operating from a "hot-high' airport, you
simply don't have rated T.O. power available. In a jet transport,
you simply move the thrust levers forward some more to make-up for
the "hot-high" conditions. In the 50's era Navy jets that I flew,
full throttle was T.O. thrust, but then, they never flew from "hot-
high" airports, and if they did, they could not develope the engine's
rated T.O. thrust.

Bob Moore

"Bob Moore" wrote in message
. 122...
Morgans wrote
It does happen though, does it not?

Nope! In a GA airplane operating from a "hot-high' airport, you
simply don't have rated T.O. power available. In a jet transport,
you simply move the thrust levers forward some more to make-up for
the "hot-high" conditions. In the 50's era Navy jets that I flew,
full throttle was T.O. thrust, but then, they never flew from "hot-
high" airports, and if they did, they could not develope the engine's
rated T.O. thrust.

So if jet transports never use full throttle, why is there ever a limitation
on the length of the runway? There has to be some position of throttle that
can not be exceeded, therefore, that is full throttle, right?

I may be dense, but I just don't understand.
--
Jim in NC

"Morgans" wrote in message
...

"Bob Moore" wrote in message
. 122...
Morgans wrote
It does happen though, does it not?

Nope! In a GA airplane operating from a "hot-high' airport, you
simply don't have rated T.O. power available. In a jet transport,
you simply move the thrust levers forward some more to make-up for
the "hot-high" conditions. In the 50's era Navy jets that I flew,
full throttle was T.O. thrust, but then, they never flew from "hot-
high" airports, and if they did, they could not develope the engine's
rated T.O. thrust.

So if jet transports never use full throttle, why is there ever a
limitation on the length of the runway? There has to be some position of
throttle that can not be exceeded, therefore, that is full throttle,
right?

On the turbine engines I flew you were limited by temperature inside the
turbine. The higher the field or hotter the ambient temperature the less %
of power you could apply before reaching the maximum allowed temperature. I
never saw a time we could apply "full throttle".

Allen

Regulations require that any failure requires a landing as
soon as reasonably possible.


Better quote a cite on that one Jim, and surely not ANY failure.

By the way, the 747 is CERTIFIED to fly on 3 and the British Airways ops
manual allows it. In this case, it was an oil pressure problem, and they
did a precautionary shut down.

Even the Minimum Equipt List says "Thou shalt not launch with (device of
choice here)... inoperative"

Al




"Jim Macklin" wrote in message
news:_PPZf.159$8q.140@dukeread08...
If over the open ocean with no
place close, you still divert and land at the nearest
suitable airport. This may be your departure point, the
destination or some airport along the way.



--
James H. Macklin
ATP,CFI,A&P

--
The people think the Constitution protects their rights;
But government sees it as an obstacle to be overcome.
some support
http://www.usdoj.gov/olc/secondamendment2.htm
See http://www.fija.org/ more about your rights and duties.


wrote in message
oups.com...
| Greg Farris wrote:
|
| done by the book. In a 747 you should hardly notice any
performance loss.
|
| GF
|
| I know it isn't what you're saying but if you lose one
engine in a
| 4-engine craft, you don't return but carry on, surely?!
|
| Ramapriya
|

Al wrote

Regulations require that any failure requires a landing as
soon as reasonably possible.


Better quote a cite on that one Jim, and surely not ANY failure.

Section 121.565: Engine inoperative: Landing; reporting.
(a) Except as provided in paragraph (b) of this section, whenever an engine
of an airplane fails or whenever the rotation of an engine is stopped to
prevent possible damage, the pilot in command shall land the airplane at
the nearest suitable airport, in point of time, at which a safe landing can
be made.

(b) If not more than one engine of an airplane that has three or more
engines fails or its rotation is stopped, the pilot in command may proceed
to an airport that he selects if, after considering the following, he
decides that proceeding to that airport is as safe as landing at the
nearest suitable airport:

Bob Moore