Taxi speeds
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Taxi speeds
A couple of days ago I had a domestic flight on American Airlines. I don't live in the US and haven't been for a few years.
The taxi speed both at LAX and at ORD was a lot faster than I've seen on European, Asian or Australian flights. At a guestimate, I think the pilot hit a peak taxi speed of around 40mph although it is difficult to judge exactly. It was fast enough that I held onto my seat when we turned corners (although the a/c did slow from the straight ahead taxi speed to turn, it was still a fast taxi while turning.
Is this normal?
The taxi speed both at LAX and at ORD was a lot faster than I've seen on European, Asian or Australian flights. At a guestimate, I think the pilot hit a peak taxi speed of around 40mph although it is difficult to judge exactly. It was fast enough that I held onto my seat when we turned corners (although the a/c did slow from the straight ahead taxi speed to turn, it was still a fast taxi while turning.
Is this normal?
My lot limit our taxi speeds to 30 kts. I like to enter a 90 degree turn at 12 kts or slower.
On the towing comment, I have been noting the max tow speed on the tow bars when doing my walk around ( normally nine kts ) so that I know if my tug driver is getting a bit enthusiastic.
On the towing comment, I have been noting the max tow speed on the tow bars when doing my walk around ( normally nine kts ) so that I know if my tug driver is getting a bit enthusiastic.
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AJ, while US airport operations encourage slightly higher average taxi speeds compared to the EU, (not GER!), your perception could also be picking up the difference between the more stately movement of a long haul aircraft (usually twin aisle and heavy) and that of lighter, short haul single aisle aircraft that often exceed 30 knots on open, straight taxiways.
In China, one local airline fines the captain a lot of money if the QAR detects he is taxiing for than two knots above a published limit. The QAR is used as a punitive device.
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When I queried tug speeds I was told that the tugs that move into the nose gear and lift the nose of the aircraft, (Frankfurt), have a much higher taxi speed limitation than those fitted with a tow bar. Any ground handlers/engineers care to clarify please?
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In the good old days in the U.S. it was whatever worked without creating discomfort for the passengers.
I suspect some of us here are a bit over the top as passengers.
I suspect some of us here are a bit over the top as passengers.
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When I queried tug speeds I was told that the tugs that move into the nose gear and lift the nose of the aircraft, (Frankfurt), have a much higher taxi speed limitation than those fitted with a tow bar. Any ground handlers/engineers care to clarify please?
That's until it's icy, then TBL's are a pain in the arse and they spin the wrong way round
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We have converted most of our fleet of pushback tugs over to TLD towbarless. Push as light as a 757 and as heavy as a 777, they are great. They turn on a dime and will give a warning before they lock up if you are applying too much stress to the gear, when you set up you select the aircraft you plan on pushing. I am a freight dog and push fast, no SLF to complain.
I had one experience approaching an intersection where I felt I may not have been able to stop in time, the only thing I can think I did was accidentally select a lighter aircraft during set up.
As far as the old tug and tow bar, no need to worry. The great majority of shear pin failures are not a result o excessive speed but a result of a tight turn. During a straight tow depending on the tug you can build up some speed. It is up to your operator (esp if he is an engineer/AMT) to use his good judgment on speed taking into account stopping distance and congestion etc.
I had one experience approaching an intersection where I felt I may not have been able to stop in time, the only thing I can think I did was accidentally select a lighter aircraft during set up.
As far as the old tug and tow bar, no need to worry. The great majority of shear pin failures are not a result o excessive speed but a result of a tight turn. During a straight tow depending on the tug you can build up some speed. It is up to your operator (esp if he is an engineer/AMT) to use his good judgment on speed taking into account stopping distance and congestion etc.
Taxy speeds.
I'm with aterpster on this,
>>>In the good old days in the U.S. it was whatever worked without creating discomfort for the passengers.<<<
...and not just the passengers. Remember your cabin staff could still be working down the back until the take-off warning is passed from the flight deck. Not too comfortable.
The most important factor on a long taxi though has got to be brake temps.
On a long taxi your brakes can get quite hot and could result in big problems if you were faced with an abhorted take-off.
The DC9 was fitted with Brake Temperature Gauges. There was a take-off temp limit for this very reason.
>>>My lot limit our taxi speeds to 30 kts. I like to enter a 90 degree turn at 12 kts or slower.<<<
What ?? With respect, framer, how do you measure that ? ASI ? GPS ? And why can't you just taxi without reference to numbers ? My eyes are defo out of the window !
>>>In the good old days in the U.S. it was whatever worked without creating discomfort for the passengers.<<<
...and not just the passengers. Remember your cabin staff could still be working down the back until the take-off warning is passed from the flight deck. Not too comfortable.
The most important factor on a long taxi though has got to be brake temps.
On a long taxi your brakes can get quite hot and could result in big problems if you were faced with an abhorted take-off.
The DC9 was fitted with Brake Temperature Gauges. There was a take-off temp limit for this very reason.
>>>My lot limit our taxi speeds to 30 kts. I like to enter a 90 degree turn at 12 kts or slower.<<<
What ?? With respect, framer, how do you measure that ? ASI ? GPS ? And why can't you just taxi without reference to numbers ? My eyes are defo out of the window !
Last edited by Sleeve Wing; 26th Jun 2015 at 08:59. Reason: Comment for framer
When you've just landed at 120 knots your perception of speed can be a bit out of whack. Slow down to taxi speed, looking outside as required, a quick glance at the ND (GPS ground speed) to confirm that you are going as slow as you think you are then eyes back outside, it's not hard.
What ?? With respect, framer, how do you measure that ? ASI ? GPS ? And why can't you just taxi without reference to numbers
The display of ground speed in airliners with dual GPS is very accurate. I used to fly 737's with no GPS and would not reference the GS display for information regarding my taxi speed, but as technology has improved, I have adapted to utilise it
As to your question of why I can't taxi without reference to numbers, I can , but I can taxi more efficiently if I utilise the G/S readout on the Nav Display.
Cheers
