Correct technique using rapit exit to vacate runway
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Correct technique using rapit exit to vacate runway
I was trying to look for training or operation references mentioned how big jets utilize rapid exit taxiway to vacate runway.
Ex:suggested speeds,using pedal,tiller,differential braking?
But couldn't find a thing!
Any references available or recommended procedures?
Thanks
Ex:suggested speeds,using pedal,tiller,differential braking?
But couldn't find a thing!
Any references available or recommended procedures?
Thanks
Join Date: Jan 2008
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if the runway has the markings (ie 3lines 2lines 1line slanted towards the exit i use 100kts at 3lines, 80kts at 2lines and 60kts at 1line and you should enter the exit at 45kts as recomended.
for the 73ng either autobrake two and reverse or autobrake three and idle reverse are more than adequate for braking. if i am more than 10 kts above the 100kt point the braking needs to be heavier but i wouldn't go for the exit if above 60 kt at 1 line.
hope that helps
for the 73ng either autobrake two and reverse or autobrake three and idle reverse are more than adequate for braking. if i am more than 10 kts above the 100kt point the braking needs to be heavier but i wouldn't go for the exit if above 60 kt at 1 line.
hope that helps
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At higher than taxi speeds tiller inputs should NOT be used for directional control.
Differential braking is something that on large commercial aircraft is NOT advisable.
Best technique is with rudder pedals which deflect rudder and nose wheel (limited travel) which at speed of ~45kt should be more than adequate for the RET.
Once clear and speed reduced further, tiller input is required for sharper turns at low speed.
The nose wheel steering wheel is used to turn the nose wheels through the full range of travel at low taxi speeds.
Under normal conditions, differential braking and braking while turning should be avoided.
Once clear and speed reduced further, tiller input is required for sharper turns at low speed.
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Different parts of the world have different design speeds.
ICAO design standard is 50 kts WET. No dry figure. But not everyone designs to that....
ICAO design standard is 50 kts WET. No dry figure. But not everyone designs to that....
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The angle of RET may also affect exit speed. Stansted for example has two RETS serving both runway directions but the first RETs (original design) are a 30 deg angle and the second RETs (newer design) are 25 degs with wider entry from the runway to facilitate faster exit speeds. Gatwick has similar angle differences on some RETs. As mentioned, providing distance to go markings/lighting (RETILS), particularly on busy runways, can help pilots plan the exit speed more effectively therefore reducing runway occupancy times. Trials have been carried out which confirm this.
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According to the FAA AIM:
HIGH SPEED TAXIWAY− A long radius taxiway designed and provided with lighting or marking to define the path of aircraft, traveling at high speed (up to 60 knots), from the runway center to a point on the center of a taxiway. Also referred to as long radius exit or turn-off taxiway. The high speed taxiway is designed to expedite aircraft turning off the runway after landing, thus reducing runway occupancy time.
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It's all in http://www.caa.co.uk/docs/33/cap168.pdf
7.9 Rapid Exit Taxiways ( Chapter 3 Page 17)
For the design/curve and speed regulations, surprisingly enough in km/h!
7.9 Rapid Exit Taxiways ( Chapter 3 Page 17)
For the design/curve and speed regulations, surprisingly enough in km/h!