Taag 737-700 Soyo to Luanda 45 mins of flight Hi everybody, just wanted to share this cool vídeo os engine going into max power shortly after take off, for the uninitiated passanger this may have caused some initial concern...
For those interested, we normally do a takeoff at lower power setting on long runways to save fuel but then increase power after takeoff if for instance in a mountainous area. Max power on these engines are about 12 tonnes of thrust per engine.
Not on my flights. Increasing thrust after takeoff fails the smell test. You’re probably right however. Lighter take-off weights will produce a planned power setting less than climb power. When i see this, we select max power for takeoff.
@@nickbening4368 it's not easy to tell from the video ... but as I wrote ... using less than climb power for takeoff thrust is poor technique IMHBAO ... all you've done is artificially extend the take-off roll and the time susceptible to needing a reject. Get airborne. It appears the flaps/slats are still deployed, which isn't a bad idea for a steep turn out of traffic. Noise Abatements usually require max power on takeoff with a large power reduction in the second segment climb. I'm not aware of any noise abatement which changes the 737 NG series normal takeoff/climb procedures anyway.
@@shaark92 What is a smell test? What are you smelling and what does the smell mean? How is it useful? Is it anything like how you can smell a hot car engine?
It never fails to amaze me how that relatively tiny engines (to the fuselage) can lift up giant chunk of metal weighing hundreds tons Gotta love physics
It amazes me how that relatively small wings (surface area to the fuselage) can lift up the entire aircraft. Its cool how on takeoffs they bend and sometimes 'flap' like a bird.
@@SwaggieBoss I had, what the seatguru-website called 'The Window Seat' on my first flight ever. Boy was I glued to the window as we experienced some clear-air turbulence and I saw that wing flap up and down ;)
I love it when engines are at normal take off power then all of a sudden it goes into something like full power! It makes me feel weird inside... ...Lol!
Im not an expert but from what I've learned from reading about take offs since i like reading about planes and such the thrust lever is first set to flex speed or i guess TOGA depending on weather weight ect...?? and the climb speed is set after takeoff. The climb speed on the thrust lever CL is a lower speed than Flex and TOGA so how can he set the speed to Climb (CL) after take off, planes do not take off on CL speed or lower than that and then increase thrust. Usually its flex speed or above not lower than that... unless I'm not understanding what you're saying and by full climb thrust you met from flex to TOGA?
Luca94 hey Luca, TOGA is the maximum rating of the engine for takeoff. The engine can only sustain that for 5-10 minutes. Usually however, to reduce maintenance on the engine we will "flex" the engine, providing some reduction from toga thrust. Up to 25% of total thrust may be reduced for takeoff. After passing a certain altitude (usually 1500' AGL) we will reduce thrust to climb power (which the engine can sustain indefinitely). However, when working with high flex reductions the climb thrust can actually be higher than the thrust used for takeoff. It's very counterintuitive but real. I was very surprised at the beginning when upon "thrust reduction" the thrust levers would actually move forward...
@@mdaley4390 ? Your sort of correct. Planes take off on the runway and in 39s seconds into the flight they are already 3000ft. They will be at 10,000ft in about 2 minutes into the flight. Planes fly at 245 knots under 10,000 ft. They do not reduce the throttle. They keep it at 75% while increasing altitude. After 10,000 ft they level off their gain and start to gain altitude more slowly. They then make a left or right turn or continue straight. Then they push the throttle to 100% until they reach 340 knots. Some planes fly faster but no plane goes faster than 340 airspeed whitch is 540 knots ground and 600 mph.
Salvage Productions I like the reply, facts, but they don't throttle to 100% completely. They throttle to N1, the RPM at which is maximum to not possibly hurt the engine. Going over N1, for example 100%, can damage the jet engine. Also, it takes about 4 minutes to climb as planes typically climb out at 2500 after turning autopilot on.
Took off from an airport a few years ago that had heavy noise ordinances in the area. The flight crew made an announcement they would throttle back the engine shortly after takeoff to comply and not to worry if it suddenly got super quiet. Still a little jarring to hear full takeoff speed and then idle
@@DaleSteel it's ok if your close to the ground and also close to water or an airport, its not ok if you're cruising and around a city without an airport or water nearby, well, I guess you could descend and while descending gaining speed along the way, although you're problem at that point would be finding a nearby airport or a water surface.
Ever wonder why engines get quieter the higher you go. Because the air is less dense and sound can not travel as easily between molecules in the atmosphere
This was a low power takeoff, typically due to some combination of low weight and/or a long runway. At a certain point, usually 1000 or 3000 feet above the ground, the plane (with autothrottles) will automatically change to a climb power setting, which, in this case, was higher than the power used for takeoff, hence the engine acceleration sound.
No it’s called a reduced power take off , 99% of take off climbs are reduced to 1000 feet above the ground to reduce heat stress on engines , making them last longer . I do them just about every takeoff in the 737-700 I fly . Very safe and calculated.
I was pleasantly surprised to come look at ther replies and not see people telling you that's bullshit. I used to reply to these kinds of videos (being a commercial pilot myself) and just got tired of folks arguing with me over something they knew nothing about. You're 100% correct.
Rogue Aerial Productions so when the engine gets louder at that threshold im assuming its because added power, some say its because they reduce power some say they add power. Im just a student pilot and avnerd wanting some straight answers lol.
They did a reduced take-off thrust (to save engine life time) Once in the air deleted redused thrust and got full thrust. Normal operation. Rgrds 737 pilot
Fredrik Lund Please explain why the need to go full power if the whole point in the 1st place was to prolong engine life and if they had a good rate of climb and airspeed.
I'm 73 years old and I can remember my dad taking me to Idlewild (now Kennedy) airport to watch the first 707's take off. Amazing engine sounds because there was no noise abatement crap then!
I’m just reaching 60 and as an apprentice ‘cut my teeth’ training on the 707 and 720 series aircraft. Most had the beautiful sounding JT3D engines, some the pure jet JT3C. Aaaaah, those were the days 😊
I love that sound. :) They were probably headed in the direction of a strong tailwind or something and needed the airspeed to keep climbing. All that thrust is just awesome to hear though, the fact that humans can build such things is pretty incredible when you think about it.
Go live by an international airport or military base... By the end of your first year you will want out. Luckily the only reason why this 737 didnt go blasting out was for that very reason of people living by the airport so there are sound requirements
hpygolkyone no shuga, actually a frequent flyer, just the first time this happened. Had a HD that had 100s of take offs and landings. Unfortunately lost it.😔
Fitch Baggot Fitch Baggot .....lol....the typical intelligent response of a trump voter. Offers nothing to the conversation but name calling. Troll Level = 0
the reasoning may be because the stalling speed dramatically increases during a high angle of attack medium turn so they add more power to keep it at a constant rate of climb.
A CLB power setting can be lower than the derate or the same as the derate, but CLB settings are never higher than the take-off derate. This was intentionally powered up most likely to keep it out of a hairy situation
Stephen correct and Incorrect. In a 737 NG you can select a Derated takeoff either TO1 or TO2 in combination with assumed temperature along with manually preselecting full climb thrust (although it will default to match the corresponding derate with a climb derate as you have correctly stated and will result in n1 decrease) but if you have a derate and assumed temp together thats big enough will usually result in an N1 increase at the thrust altitude if full climb thrust is preselected on the N1 page of the CDU. Preselected Full climb thrust has been a SOP at many airlines for many years for many reasons. One of main ones being climb derates mean a less efficient climb and more time in dense air burning fuel. Ryanair for example manually cancel any climb derate when cleared to any flight level above FL150 by ATC for this very reason. Other airlines like norwegian have been doing non derated climbs for a long time now. There plenty of youtube cockpit videos displaying this and would be happy to link some. Hope this helps!
Ulrik Ruud Rostrup time to kill the party. Overdrive lowers the revs so that you save fuel and reduces the need of another gear, it is good for highway driving. So what u wanna say is, “Not when I turn off MAXIMUM OVERDRIVE!!” lol
It is common practice in jet airliners to use the minimum amount of takeoff thrust that is required to get safely airborne and clear the obstacles on climb out. The temperature changes that occur in the engine during takeoff are considerable; using less than full rated thrust on a regular basis has the benefit of reducing engine wear and increasing the engine's life-span. On Boeing aeroplanes, this reduction is known as ATM - Assumed Temperature Method (Flex Takeoff on Airbus). On the 737, once you have entered your assumed temperature, the FMC will automatically select a climb thrust that will become effective at 1000-3000ft (Thrust Reduction Altitude). The climb thrust will always be either the same as takeoff thrust or slightly less. However, many airlines have an operating procedure that recommends selecting the maximum available climb thrust in order to reach cruise altitude more quickly. Climbing to cruise altitude in the shortest time possible will result in a lower overall fuel burn because the engines will spend more time operating in the altitudes were they are most fuel efficient (approx 30,000 - 41,000ft). As a result, at 'Thrust Reduction Altitude' you end up with a thrust increase as the engines spool up to their maximum rating.
Too bad this isn't a real jet turbine. It's a dustbuster that swallowed too many steroids. Yes it is technically a turbine engine, but this is a turbofan. Like all modern passenger aircraft. The roar of a real turbo jet isn't allowed anymore. When I was a kid, you heard the old JT8D engines at taxi power (20-40%) 4 miles away. I grew up 2 miles from the airport. I could hear the 727's taxi to the runway in my bedroom. If the wind was out of the east, the takeoff roll made the windows shake. Back then, jets were loud! The last time I visited the old neighborhood you didn't hear ANYTHING. I asked my old neighbor if the airport was even still in operation. I couldn't get over the fact that you can't hear anything anymore.
It reached its acceleration altitude, so the engines power increased. The acceleration altitude most of the time lays around 3000 ft, depends on the country and type of aircraft..
Great catch! Would you be okay with me featuring this in my series Weekly Dose of Aviation? Of course you will be credited both in the video and in the description. Thanks!
No, that isn't max thrust - the take off was performed using a reduced thrust setting (to relieve the engine from increased wear), it's all thoroughly calculated and a normal thing to do. Actually it is rare to use the maximum take off thrust available. What happens after take off is that the plane reaches a height of let's say 1500ft above ground were the take off is by definition complete, what follows is the initial climb segment, here the calculated take off thrust is then followed by a climb thrust setting (which is also pre-set). For this departure the calculated (reduced) take off thrust was actually lower than the following climb thrust value, thus the engine revs up to reach the new value.
It's called a flex temp; wherein pilots use less than full power to take off, thereby reducing noise, engine wear and maintenance costs. Note: Flex temp is a term used for Airbus and Fokker airplanes. Considering Taag has an all-Boeing fleet, it can also be called reduced take-off thrust, or factored take-off thrust.
LochVids depends, if using a high assumed temperature the thrust in CLB passing accel height can often be higher than D-TO. Especially on airlines that don't used fixed de rates but just assumed temps, take for example British Airways. Completely normal.
LochVids , well it all depends on a number of factors: takeoff weight, runway length, temp, density altitude, wind speed/direction, noise abatement requirements, reduction of engine wear, and probably other things I don't know about. But takeoff power and climb out power are carefully calculated before the flight takes off.
The only issue I have with this particular engine noise is that it always makes my ears feel like they're going to bleed if I'm not wearing ear protection. Thank goodness for Bose noise cancelling headphones.
Pilots were not paying attention to airspeed probably and was fixated on ground speed, then realized they were close to stall airspeed and went full throttle.
I suppose each individual has different experiences. Imagine that. I've been on plenty of flights that were like this. That's why I was like, "What's scary about this?"
That looked like a long runway, so most likely the pilot is just applying climb thrust to combat speed loss during the turn and to keep his vertical speed the equivalent as it was during V2.
The "roar" you hear is primarily aerodynamic noise from the high lift devices. Notice how it gets significantly quieter when they are stowed. The extendable landing lights (if this aircraft has them, newer NGs don't) make a lot of noise, too. The power setting on climb sounds typical to me.
The reason why its roaring is because your placement of your seat, when your in front of the engine, it makes more noise. Also as the 737-700 is an older aircraft, this noise is normal
That's normal engine noise the 737-700, 800 and 900 have variable engine settings to save fuel on takeoff rotation to use as little power possible, then throttles up at 2000 ft for maximum climb
Ryan Hodge it is actually to reduce turbine temperature which in turn reduces wear and tear on engines. Fuel efficiency is gained at the higher flight levels. On a very hot day the engines are temperature restricted (EGT/TIT) and on a colder than standard day they are EPR restricted.
The throttle up has to do with the turning when you turn your wings have less lift and you slowdown, so you must put the throttle up. All high bypass jet engines make this roaring noise due to the blade tips of the first N1 stage (The first fan blades you can see from your seat). At take off this noise is generated by the blades tips which are rotating at 75-95% of maximum power, nearing or exceeding the speed of sound.
Most of the sound that you hear, is the conducted vibrations from the engine to the fuselage, causing the plastic panels to vibrate. FYI - the aircraft took off with reduced power for noise abatement, and once high enough, advanced the power setting for a faster climb.
If it was generating all that vibration during the video then the engine would be at risk of catastrophic failure due to lack of balancing. The sound is actually the tips of the front fan blades traveling quickly enough to break the sound barrier, people call it the "buzz saw" sound. Very common on older turbo fans.
I say the engines were increased to around 97% thrust power on 1:32. I’d say pilots never would go up exactly 100% or slightly over it due to increased wear and tear on the engines which can lead to dire consequences
Typically the Only time would be like an emergency last minute go around. I’ve been on a few of those, I think 4. One was a moose walked in the runway at the last minute, another one was for some pilot in a Cessna that puttered onto the runway at the last moment i don’t recall the reasons for the other ones
That "roar" is the turbofan fan blade tips breaking the sound barrier, if you sit behind the wing you won't hear it. At some airports they are required to quickly climb and turn for neighborhood sound abatement.
