O'hare last night

[Otto77]

Flew through ohare last night..what a mess! All the snow/sleet combination was great. We were on an AA md82 and did an intersection takeoff off of 32R...just curious how often intersection takeoffs are used esp. in those weather conditions? Also the takeoff performance was really impressive..what thrust settings are used in wet/snow conditions due to company ? Thanks for the answers.

 

[iflyhigh]

In ORD 32R T10 intersection is very common, no matter the weather, unless an aircraft absolutely needs more of the runway, IE 747, 777.

As far as thrust for takeoff, my current company requires max power for any contaminated runway.

 

[Flopgut]

Takeoff flap settings are often different for that sort of runway condition. MD80s have an especially elaborate assortment of flap settings, and have surprisingly good runway performance.

 

[Otto77]

thanks for the quick responses..yeah it was a T10 intersection takeoff. We were on the leg to boston and he did a static power run up..i'm used to flying on the maddog..but last night was very impressive. I'm just suprised that we were doing an intersection takeoff with a contaminated runway but now looking at the diagram..T10 probably leaves what..about 9K of runway length left?

 

[Flopgut]

The 80 is a great airplane. Something called "dial a flap" was available for takeoff. The settings were (if memory serves) literally any setting from zero to 22.5 degrees or percent of MAC (?), I can't remeber.

 

[TAWS]

Do you mean 32L T10?

 

[michael707767]

Taking off from 32L, T10 is very common at ORD. From there I think you still have about 9000' of runway.

As far as the static takeoff, I would bet that was because of the snow/ice conditions. You need to do a static run up with the engine anti-ice on to verify engine performance before you release the brakes. The static takeoff had nothing to do with the cutback in runway length from the intersection takeoff.

 

[aa73]

The 80 is a great airplane. Something called "dial a flap" was available for takeoff. The settings were (if memory serves) literally any setting from zero to 22.5 degrees or percent of MAC (?), I can't remeber.

correct, you can dial in any flap setting from 1 to 17 depending on the takeoff numbers. The usual flap setting is 11 with light loads, out of DCA on a hot summer day it can be 17, and out of DFW mid summer I've seen 4.

On contaminated runways in icing conditions, static takeoffs are required as well as max thust... I believe this is the norm for all Part 121 carriers. If you were light, max power really knocks you back!

 

[Otto77]

good stuff..thanks for all the help guys! Oh and it was 32L..sorry for the mistake. It was a good time..havent had a takeoff like that in awhile! It was nice after the 4 hour delay ha.

 

[Bavarian Chef]

Do you mean 32L T10?

Where did that dude go?

 

[TWA Dude]

It was a good time..havent had a takeoff like that in awhile!

You need to experience a SNA 19R takeoff.

 

[aa73]

Where did that dude go?

he's got a new "i'll play nice now that i've been counseled" screen name...

 

[eaglefly]

Taking off from 32L, T10 is very common at ORD. From there I think you still have about 9000' of runway.

As far as the static takeoff, I would bet that was because of the snow/ice conditions. You need to do a static run up with the engine anti-ice on to verify engine performance before you release the brakes. The static takeoff had nothing to do with the cutback in runway length from the intersection takeoff.

32L T10 is no big deal and a virtual daily occurance at ORD. It allows simultaneous arrivals on 27L. Some heavys and the occasional narrowbody that are not legal for T10 use M or can use full length. Full length can cause a slight dealy due to coordination between the 27L arrivals. Anything south of 27L uses 120.75 tower and north either 132.7 or 126.9.

Again, standard ORD ops.