As I told you before, jets require a much different approach to flying than GA aircraft, and this is based mainly on those hundereds of souls you have riding behind you and your ultimate goal of having none of them reaching for their sick bags, or demoting the use of the lavatories. Simply put, you need to fly smoothly and delibrately.

Turns: Jets are heavy aircraft, and as such, the standard bank angle is a little higher. Whenever you fly a jet by hand, always use, at most, 25 degrees of bank for all your turns (as opposed to 20). The rudder is NEVER used in flight, only very close to the ground to make small corrections on short final, jets have yaw dampers that trim the rudder automatically, so you don't have to, unless you want to. The result of not needing to use the rudder petals in turns is a generally smoother turn output. Never turn steeply, it might upset your passengers.

Rudder: Using the rudder at the high speeds which jets travel is very dangerous (another reason to only use it on short final, as you are flying as slow as you can then). At high speeds, the rudder is very sensitive to input, and a hardover (max rudder deflection) can occur at only 1/3rd of an actual petal hardover. I'm sure you know what happens when you overstress the rudder (it happened in New York).

Climbs and descents: Not too much different from climbs and descents in you own Cessna, actually. For a climb, advance the throttles to full, and trim to maintain your desired airspeed (note you can, and will, be climbing very fast, in excess of 4000 fpm close to the ground at some points. Do not worry, this is normal). Descents are a little bit different, as you have to abide by certain restrictions (STARS), and as such, I tend to descend in the opposite manner I climb, trimming for my desired vertical speed and adusting the power to maintain my wanted speed.

Note: By max power I mean max CLIMB power, not ENGINE power (used for takeoffs). Max engine power for too long can have some... undesirable side effects.

Takeoffs: These are much faster, and require much more runway, then a GA takeoff, and you MUST use flaps to get these planes off the ground. The V-speeds are also very different, as well, and are referred to as such:

V1: Decision speed, if anything bad happens beyond here, you must take off, you cannot abort.
VR: Rotation speed, this is where you pitch the nose up to the desired angle (take care here as it is easier to tail-strike in a jet, seeing how much longer they are).
V2: Minimum climb speed. I like to depart at V2+10 to give myself some breathing room.
VF: Flap retraction speed, start retracting flaps here.
VZF: Zero Flap speed, you must have a clean airframe at this point.

V2 is only flown until you are a certain numer of feet (say 500 for example), above the ground, at which point you lower the nose to speed up to the minimum maneuvering speed for the plane or 250 knots, whichever is faster. This speed is maintain past 10000 feet, where the ICAO speed restrictions end. Always climb at max power.

Landing: The V-speeds to know about are:

VREF: This is the slowest you can go, maintain this speed on final approach.

Most major airports have ILS approaches, so make sure you simply follow the published procedures for your approach, and maintain VREF or a variation (+10, 20, 30, 40). When you get on the ground, you need to slow down (you are still moving twice as fast as a cessna on final). You have speedbrakes, thrust reversers, and wheel brakes, make use of them all.

FsNovice wrote on Jan 18^th, 2008 at 4:37pm:



   

You didn't mention which speed... or do you mean 100 kts? The ICAO speed restriction is 250 kts below 10,000 ft, which is about the speed at which most modern airliners like to cruise-climb.

Quote:

fully loaded 747s request and get 250+ ias... always. Safety margin is a bit small all-up when doing 250 at max