So does anyone else besides me see something a bit off with this plane? Forget the end of runway rotation. I wonder if someone is without a job today?
http://www.jetphotos.net/viewphoto.php?id=6247693
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So does anyone else besides me see something a bit off with this plane? Forget the end of runway rotation. I wonder if someone is without a job today?
http://www.jetphotos.net/viewphoto.php?id=6247693
Yep, some kind of panel is open.
Sorry try again ;)Quote:
Originally Posted by GothamSpotter
really low flap settings...
It seems that the pilot already started retracting the landing gear, even though the plane must have rotated about a second before the shot was taken. Nothing wrong with that, but somewhat unusual. I'm also surprised that he didn't use more flaps. He'll probably get sacked, but hey, at least the photographers/spotters love him! Haha. :D
Greets,
-Omar S.
I would go with Omar's guess. I noticed the main gear looking like they were already on their way up. That is probably too low to raise the gear. As I understand, you need to develop a clear positive rate of climb before you raise them.
Oh. Yeah. Flaps, who needs em?
I'm guessing he's raising the gear to make sure it doesn't clip landing lights or fences or buildings in front of him.
Also, the panel I was talking about is under the "A"...what is that?
Under the 'A' in the Arrow logo? That's just a landing light that flips out.
Here's a better view of them:
http://www.jetphotos.net/viewphoto.php?id=6241549
I've heard of military pilots retracting the gear early because it looks cool, but they were flying fighters.
At that point, positive rate or not, raising the gear is the best way to ensure you don't hit anything and nose the airplane over. It's awfully deceptive from the cockpit because you're sitting a good one or two hundred feet above the landing gear. Bottom line is that you don't rotate that late on the takeoff roll, but that's a discussion for another thread.Quote:
Originally Posted by Phil D.
Your understanding is exactly correct. As a general rule, in jet aircraft, once a positive rate of climb is established, the gear comes up. The AFM and/or company GOM dictates the specifics (and minimum altitude if one exists) for each aircraft and operator. The procedure changes slightly in smaller prop aircraft since we don't have V2 (takeoff safety speed) to worry about. Since we're usually at a speed just after rotation that will allow for a landing after an immediate power failure, we wait until a positive rate is established and no usable runway remains before raising the gear (slower, but safer).
Is the gear in transit yet? It doesn't look like the inner doors are open.
i don't think he was retracting the gear yet, besides the gear doors are still closed. the flaps are set to what, 3* though? that's brilliant! was this spellman? contrary to popular belief, the use of flaps has a definitive impact on the length of your takeoff roll...Quote:
Originally Posted by jran225
I agree, I think its just the angle of the shot the gear wouldn't move until the doors are open
I gotta agree with cancidas, the slats are deployed but a VERY miniumal flap setting, I'm sure that contributed to his long takeoff roll.
Here is another (great) shot of the same exact aircraft, look at the differance in the flap settings.
http://www.jetphotos.net/viewphoto.php?id=6240859
I have a friend who is a DC-10/MD-10 Captain for Fedex, I am e-mailing him the original photo and asking him about DC-10 takeoff flap settings ?
Stay Tuned
LGA777
It’s the flaps not the gear. The gear is not in transition, the angle makes the mains look like they were going up but they are down. The flap setting is very minimal...not sure why but looked very risky to me.
Whats his name?Quote:
I have a friend who is a DC-10/MD-10 Captain for Fedex, I am e-mailing him the original photo and asking him about DC-10 takeoff flap settings ?
While waiting for that to be answered.....The DC10 is a heavy little plane but thanks to its very swept wing and wingbox location it like its little brother the DC9 can rotate with alot more ease than say a 47,57,67 or any of the airbus series aircraft. So with the flaps in this 5 degree position, it is still very easy to get a good climb, I personally think the reason for this has nothing to due with flap setting but timing and or VS restriction due to cargo in the back i.e horses. 5 degrees is the normal flap setting for takeoff however you can also go up to flaps 15, however some comapnies have modified their frames flap setting by decreasing the angle of the flaps for better climb performance. This was found to help the 727's that had to climb out of high density altitude fields if i remember correctly only a handful of DC10's actually went through the conversion, didn't really help the climb profile at all as it was already pretty decent for a widebody aircraft.
If you look very closely, you can see the left-hand main gear door starting to open for the gear to come up (you can see it protruding slightly on the underbelly section between the center and left strut). The struts are also not parallel to each other, but bent inward slightly (as compared to the center strut). The gear is definitely in the first split-second or so of transition.Quote:
Originally Posted by T-Bird76
Greets,
-Omar S.
Check out her flaps while departing Quito:
http://www.jetphotos.net/viewphoto.php?id=6240859