Describes my first solo :E ;) :p

Assault landings in helicopters are interesting to watch. Have seen a couple and they were not very successful.

Why so long for the turn off 09?
I thought the Radar departure was 1500', turn ass hdg... unless ATC are keeping you on rwy hdg for seperation ?!?!?!

Should be an interesting few months .....

:confused: :eek: :sad: :confused: :eek: :sad:

Some bone crunching landing coming our way ... :} :} :} :} :}

Your assigned HDG will always be 080, Due to noise abatement area to the NE and EN airspace to the south.

gets better every day..........!:O


:ok:

counted 3 go arounds in 6 hours on Saturday (and they are only the ones I saw on smoke breaks !)

On a different tack (pardon the pun), does anyone have any aerial photos of the works on 34?

I saw a 717 land in about 25-30 knot x-wind on Sunday and thought he was shot down, how he didn't hit the tail and wing was beyond me.
Ill give him this though it was very gusty.

Just of interest what's the 737 x-wind limit and is it lower for QF F'Os as I heard there was a 20 knot limit for the first 6 months on line.

Menen,
Saw the ANZ 747 landing on the 9th.We were Taxing back after landing.Looked Quite unstable until 30 feet then droped like a stone onto the the runway.Your friend who was in the back had reson to be scared!!

QF FO xwind limit 20kts
Capt - a/c limit
Incl gusts

We flew in to Melbourne that afternoon in a B737-800. The new ATIS was quoting the x-wind gusting up to 35 kts. The controller was asking everone who was inbound what their crosswind limits were.

We quoted our limit of 33 kts. Virgin quoted a crosswind limit of 40 kts! What the ...? How do two operators of similar equipment (B737-700 vs B737-800) operate to vastly different demonstrated crosswind limits?

Has anyone here actually landed with 40 kts crosswind? At 140 kts that's a drift angle of almost 17 degrees!

Oh and to the unproffesional smart arce that said over the radio "and the penny drops" after the controller asked us a number of times to repeat our crosswind limit of 33 kts while the gusts were 35 kts, I always carry diversion fuel when the destination operates with only one runway. Sorry to disappoint you.
:rolleyes:

operationals manual states:
"take-off and landing crosswind guidelines in B737 FCTM pages blah blah blah shall be taken to be VB operating limitations. Narrow runway limitations are in B737 operations manual, volume 1-Limitations."
thats all i have to say about that!!!!:ok:

Blip

The Boeing 737 FCTM, page 6.42, Landing Crosswind Guidelines states,

737NG dry runway = 40 kts.

Prop's????

Are you with Virgin or Qantas? As long as it is not above the manufacturers limit, the max Xwind limit can vary between airlines.

arrived the other day in a 744 from sin,crosswind at 1500 feet was 60 kts,dropping to 21 at touchdown,all from the north so it did get interesting. used brakes 3 and partial reverse with 30 flap and you certainly notice that downslope. platelayers moaned about the arrival even after being warned,but we werent messing around as rwy 27 is the shortest on the network by a long shot. someone is likely to go off the end before 16/34 is finished in may.

'partial reverse'? :confused:

Reverse idle,partial reverse,full reverse ,its in the book and l didnt write it.

I think the point Woftam is making is that if you 'weren't mucking around on the shortest runway on the network' why weren't you using full reverse? This is a question not a criticism.

You got it Mr McGoo.
:ok:

The Autobrake system commands a constant rate of aircraft deceleration depending on the setting (1,2,3,4, or Max). Therefore, the only effect of using partial reverse instead of full reverse is that the brakes work harder but the rate of deceleration is the same.

As you said: using less than max reverse thrust makes the brakes work harder in order to achieve the same autobrake deceleration setting.

The usual technique (especially on short runways) is to use max reverse thrust (which is most effective at higher speeds) which results in less energy being absorbed by the wheel brakes. Using less than max reverse thrust puts more energy into the brakes and therefore puts them closer to overheating. If suddenly you need a max braking effort (eg overrunning the runway) the brakes have less capability in them and max reverse thrust is less effective at lower speeds (and you risk overcooking the engines).

So of the two techniques using less than max reverse thrust has potentially a bigger downside to it. So my original question remains: why use less than max reverse on a short runway - what is the benefit to be gained that makes risking running off the end of the runway worth it?

FWIW, I understand that the final concrete pour occured last night, well ahead of schedule due to the good weather.

There is a web cam and regular update, here.

:)