I've been told by several people:
When a plane is just about to land, the pilot applies a bit of power to the engines futher slow down the landing and stop the plane from landing too hard on the runway.
Is this the case for all types of planes even the big widebodies i.e A340, B747?
Captain
Pilots applying a bit of 'gas' before landing
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Captain
no normally there is no extra power before landing. But the planes always have some power in the engines even just before touch down so that the engines are spooned up a little than in case of a go around the engines need less time to go to the go around power. In case of a total iddle approach the engines need 6-8 seconds before they are spooned up completely and 8 seconds in case of an emergency is a veryyyy long time to go to the go around.
no normally there is no extra power before landing. But the planes always have some power in the engines even just before touch down so that the engines are spooned up a little than in case of a go around the engines need less time to go to the go around power. In case of a total iddle approach the engines need 6-8 seconds before they are spooned up completely and 8 seconds in case of an emergency is a veryyyy long time to go to the go around.
It's true that when you see an airplane on approach you often hear that the pilot is giving more power to the engines from time to time.
I think this has to do with the slight nose-up attiude which the planes have when on approach.
To make a smooth landing you will need a nose-up attidue, and to slow down the descend rate you will normally add a litlle bit of thrust. When you pass the threshold you will put the engines to idle and let the plane touch smoothly the runway.
That's only my thoughts, I am not a pilot, so don't shoot me if I'm wrong
Chris
8)
I think this has to do with the slight nose-up attiude which the planes have when on approach.
To make a smooth landing you will need a nose-up attidue, and to slow down the descend rate you will normally add a litlle bit of thrust. When you pass the threshold you will put the engines to idle and let the plane touch smoothly the runway.
That's only my thoughts, I am not a pilot, so don't shoot me if I'm wrong
Chris
8)
From what I was told...
On the way to landing, the plane has been descending and has a constant speed. To stop the plane 'crashing' or the landing being too hard... the pilot applies a tiny bit of power, which will ease the landing.
Does this make more sense? Apperently this is done on small planes such as Cessna's
Captain
On the way to landing, the plane has been descending and has a constant speed. To stop the plane 'crashing' or the landing being too hard... the pilot applies a tiny bit of power, which will ease the landing.
Does this make more sense? Apperently this is done on small planes such as Cessna's
Captain
It is like this,
a aircraft has to land at a certain speed (threshold speed) when often the aircraft is at that speed 2 to 3 seconds before touchdown when flaring (nose up) the speed will decrease so the pilot applies a little power just to smoothen the landing , if he would not do that and the aircraft goes under the speed it would make a hard landing and even bounce over the runway, if the aircraft has to much speed it is often so it doesn't want to land , this is normally what happens.
greets
a aircraft has to land at a certain speed (threshold speed) when often the aircraft is at that speed 2 to 3 seconds before touchdown when flaring (nose up) the speed will decrease so the pilot applies a little power just to smoothen the landing , if he would not do that and the aircraft goes under the speed it would make a hard landing and even bounce over the runway, if the aircraft has to much speed it is often so it doesn't want to land , this is normally what happens.
greets
I'm wondering where you saw some pilots adding some thrust during the flare. I'll tell you how it is in the Avro and I can tell you that this principle is valid from a big Cessna 152 to an Avro (so I suppose also on a 747). During a normal approach, you fly a constant speed. Let's say we fly 120 knots indicated. To perfectly touch the ground (we try to make it perfect, but "patate" landings happen), we put the airbrakes at 100 feet above the ground level to cross the threshold at 120 kts - 5 kts = 115 kts. At around 50 ft, we REDUCE the thrust all the way to idle in order to further reduce the speed to 115 kts - 7 = 108 kts. And it's during this last phase of the landing that we do the flare (in order to avoid breaking the back of our kind flight attendants and passengers).
Of course, from time to time during the approach and just before landing, we may add or reduce thrust to correct the speed (which can change due to turbulence or wind).
Hope this answers your questions guys.
Of course, from time to time during the approach and just before landing, we may add or reduce thrust to correct the speed (which can change due to turbulence or wind).
Hope this answers your questions guys.
Thanks for this detailed answer... and welcome aboardMemmed wrote:I'm wondering where you saw some pilots adding some thrust during the flare. I'll tell you how it is in the Avro and I can tell you that this principle is valid from a big Cessna 152 to an Avro (so I suppose also on a 747). During a normal approach, you fly a constant speed. Let's say we fly 120 knots indicated. To perfectly touch the ground (we try to make it perfect, but "patate" landings happen), we put the airbrakes at 100 feet above the ground level to cross the threshold at 120 kts - 5 kts = 115 kts. At around 50 ft, we REDUCE the thrust all the way to idle in order to further reduce the speed to 115 kts - 7 = 108 kts. And it's during this last phase of the landing that we do the flare (in order to avoid breaking the back of our kind flight attendants and passengers).
Of course, from time to time during the approach and just before landing, we may add or reduce thrust to correct the speed (which can change due to turbulence or wind).
Hope this answers your questions guys.
Regards
BeN
I’d like to reply to this because as for as I know from what the pilots in our company told me you have to add a little power when pitching up during the flare as due to the higher nose attitude the sweep back wing has the disadvantage of creating high drag. This would result in rapidly speed loss and higher rate off descend. I also remember from the times that I could go to the B727 or B757 sim that the instructor told me to add some power just before the flare and then reduce again just before T/D. But I will ask this afternoon to one of the chief pilots/instructors.
Greetz,
DiverDriver
Greetz,
DiverDriver
