Question for B747-200 Pilots

[your_dreamguy]

I wanted to verify a few things about the B747-200.

First, when you deploy the speed brakes in flight, this creates an initial nose down pitch?

Second, when you put the gear down, this creates an initial nose down pitch?

Third, when you place flaps down, this creates an initial nose down pitch and retracting flaps creates an initial nose up pitch?

Finally, setting the thrust levers to the 12 O'Clock position is about 1.17 EPR?

Does this sound correct to you? Any other handling characteristic information you can give me? Please give me your feedback and correct any errors. Look forward to your responses.

 

[Going2Baja]

Who wants to know - al-Qaeda ?

Baja.

 

[The_Russian]

If you add "does" to all those questions, they will make sense.

 

[big_al]

flaps would create a nose up pitch, bleed airspeed, then drop down. same with speedbrakes

 

[jetflier]

I wanted to verify a few things about the B747-200.

First, when you deploy the speed brakes in flight, this creates an initial nose down pitch?

Second, when you put the gear down, this creates an initial nose down pitch?

Third, when you place flaps down, this creates an initial nose down pitch and retracting flaps creates an initial nose up pitch?

Finally, setting the thrust levers to the 12 O'Clock position is about 1.17 EPR?

Does this sound correct to you? Any other handling characteristic information you can give me? Please give me your feedback and correct any errors. Look forward to your responses.


Dream Guy,

Ok, I'm trying to recall for you but there are a lot of cob webs,
- don't use the speedbrakes too much because of all the vibration/buffeting, but I don't recall any adverse pitching moment

-No pitch noticable change when putting the gear down

-Initial flaps/LE devices pitches up

- epr ???

hope this helps

 

[KeroseneSnorter]

Not too many EPR birds left out there. The Pratts use EPR for power settings the GE's do not. However on the Pratt Powered airplanes there are more engine varients than you can shake a stick at so any numbers given would vary a good bit from engine to engine......and since most of the older Pratt Powered airplanes at at freight carriers now you may have 2 or three different varients mounted on one airframe! Gets fun setting T/O power....1 here 2 there three like one and 4 ....oh never mind we are flying now!

 

[Junkflyer]

I fly the Pratts (A's, J's,and Q's) We do line them up for a 1.1 epr check before brake release and that is somewhere around 12 o'clock, though on most airplanes if the throttles are even the settings will vary some or vice versa. I try not to use the boards, though if I do I'm usually still fairly high and on a/p. The flaps give a little pitch changee, but not really that much- adding/reducing power makes bigger changes.