Odd A321 Take Off

[luvn737s]

what is/was really scary: Watching Champion Air 727's climb out of Las Vegas in the middle of the summer... the nose appears to be up, but the sucker just doesn't look like its climbing!

Then to compare, a 757 will take off after it and show us what "performance" is all about!

Climb performance, sure, but that old 727 can kick the 757's butt in cruise!

 

[DHG750R]

Climb performance, sure, but that old 727 can kick the 757's butt in cruise!

That is true but fuel prices slowed it right back down..

Not to mention that same 727 will be back on the ramp looking for more fuel 2 1/2 hrs after takeoff while the same 757 will keep going for 3-4hr's past that

 

[x15]

FYI,

Something I have never seen at other airlines -- on SWA, you might take-off using a reduced thrust setting that is LOWER than climb thrust setting so you may notice an INCREASE in thrust when they go to climb thrust. Especially true on the -700s. Most airlines don't use a reduced thrust take-off setting less than climb thrust. SWA does. It was a hard concept for some of the pilots who came there from other airlines to get used to. The reason is that they feel it is less thermal shock and easier on the engine. When you think about it, it is because the engine more gradually builds up the temperatures and internal forces using that technique. Before anyone asks, of course the reduced thrust take-off meets all requirements.

 

[hp_fa]

FYI,

Something I have never seen at other airlines -- on SWA, you might take-off using a reduced thrust setting that is LOWER than climb thrust setting so you may notice an INCREASE in thrust when they go to climb thrust.

My question simply has to do with how that works with the general principle that a pilot on takeoff wants to gain speed and a reasonable amount of altitude ASAP in case of something going wrong (like an engine failure) at exactly the wrong time. Am I missing something here?

 

[UseYourHead]

You are correct; however, based on aircraft weight, air temp, altitude of the airport, wind, and available runway the takeoff power setting is arrived at by balancing all of these factors and meet required proformance to conduct a safe operation while not using more thrust (which affects engine life) than what is safely required. That setting covers the takeoff and climb to 35 feet.

There is conditions where terrian further from the airport will have a bearing on the settings due to problems meeting next segment climb requirements.

My question simply has to do with how that works with the general principle that a pilot on takeoff wants to gain speed and a reasonable amount of altitude ASAP in case of something going wrong (like an engine failure) at exactly the wrong time. Am I missing something here?

 

[hp_fa]

Ahhh, I was under the impression that T/O power was applied until more like 300-1000 feet of altitude and that the throttles were basically firewalled for that period of time. However, what you said makes sense especially with the one engine taxi where the second engine isn't turned on until three minutes before departure (assuming the aircraft isn't making it's first flight of the day).

Thanks.