Quote:
Originally Posted by rjmore  You guys taxi out on 2 engines? Is that SOP or is it a weight and wait thing?
FWIW, our sequence is 4,1,2,3 mainly for brakes and body gear steering during the push so we can alleviate the pressure on the ADPs as soon as possible. I can't imagine getting a heavy freighter to move on two engines, you guys are braver than I am! |
It's a weight and wait deal. On the 74RJ, our long haul flight ICN-HKG still has us at or about MLW, even with a full boat. The other route, ICN-PVG, is about 35k kilos. (We do everything in kilos). I did see a performance calc that required a 1 minute fuel dump for a return
We were heavy that day.
Of course it's PIC discretion, so I start as many as I'm told
>330k 4 motors
300-330 3 motors
<300 2 motors
As a side note, it costs the company $20/min/eng during taxi out. I sure enjoy having my CBA complied with....
There's no "proper" sequence we use, on the classic we have an electric pump for brakes on HYD4 and use the ADP on 1. All F/E controlled. None of this "Automagical" sissy stuff. (At least til this fall
)
With the classic we have the steel brakes, so they get hot, and it shuffles fast with 4 turning at light weight.
Have the body gear steering MEL'd yet? It's freaky to feel it hop in turns!!