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Originally Posted by Polar742  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!! |
Sounds good to me. The -400 is the same way, there is an AUX pump on 4 and the ADP for 1. Light weights are tough with all four turning but the carbon brakes don't get too hot. We let the speed run up to 30 kts then one brake application back to 10...then 30...then 10...etc. With the carbon brakes we worry more about brake wear than the heat. One application is one application whether slowing on landing or slowing down on taxi.
I've only had the BGS MEL's once but it wasn't my leg so I didn't get to feel it. For a big airplane it turns on a dime with the BGS.
I will usually #### two down on the taxi in if we are light but lately I haven't had any long taxi times to really worry about it. Being light isn't so bad on the RR powered aircraft but the P&W runs away quick. We were 393,000 kilos out of Honkers yesterday so we didn't have much choice in the matter.