3 point turn in a 757
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@slack
so do you think the runway is 1628 feet or 1628 meters long?
btw there is a scale at the bottom in case you are looking at the same pdf linked above.
but yeah units are always nices
so do you think the runway is 1628 feet or 1628 meters long?
btw there is a scale at the bottom in case you are looking at the same pdf linked above.
but yeah units are always nices
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Eyeballing from the video it looks like he turned 70 degrees off center line and stopped, then backed up unnecessarily.
Had he turned 45 degrees off center line towards the right runway edge, he could easily made a 180 turn, safely.
But for you naysayers, and techies:
http://www.boeing.com/assets/pdf/com...aps/757_23.pdf
Section 4.3, page 73. 757-200, R3 (nose gear).
I may be reading it wrong (forgive me) but it looks like the 757 needs 71 feet or 21.6 meters to do a 180.
Had he turned 45 degrees off center line towards the right runway edge, he could easily made a 180 turn, safely.
But for you naysayers, and techies:
http://www.boeing.com/assets/pdf/com...aps/757_23.pdf
Section 4.3, page 73. 757-200, R3 (nose gear).
I may be reading it wrong (forgive me) but it looks like the 757 needs 71 feet or 21.6 meters to do a 180.
That's 120 feet or 36.4 meters for the 757-200 - though it would be a bold pilot who starts and ends a turn with the mains right on the edge of the runway.
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Somebody mentioned FOD and hot gas... With cowl reversers only redirecting the FAN output, how much hot gas could there be. More a thing of clamshells maybe?
Bad judgement, maybe. Maybe under advisement to vacate runway ASAP.
In any case, as a "speck tater," certainly cool to watch on video. Prolly wouldn't want to be in the tube, though.
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Not an expert, but it looked like the 73 came from the same taxi the 75 was planning to use.
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18 years and 9000 hrs on this bird. My fellow in the pointy bit had the right stuff. Did the appropriate thing. Got him self out of an tight spot. Got every one to the beach... and the fuzz is?
Remember, rolling up the OM (A) or (B) or what ever they call them these days, and sticking it up your a**e will never substitute experience.
The gent or missus in the LHS knew exactly what he or she was doing....
Remember, rolling up the OM (A) or (B) or what ever they call them these days, and sticking it up your a**e will never substitute experience.
The gent or missus in the LHS knew exactly what he or she was doing....
If the mains don't need to start and end at the edge of the runway then, by definition, you're on a runway that's wider than the theoretical minimum required for a 180, which is what we're discussing here.
Let me (or rather, Boeing) draw you a picture:
Nobody is suggesting that you would actually DO this in practice.
Let me (or rather, Boeing) draw you a picture:
Nobody is suggesting that you would actually DO this in practice.
Do what, exactly? Use the whole runway width to do your 180°?? I do it all the time... You'd be a mug to turn tighter than you need to for a 180 on a runway. In any case, in the 180 in the diagram, it is obvious that after the turn, the main wheels are nowhere near the edge. As I said. The limiting issue is the NW track.
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The gent or missus in the LHS knew exactly what he or she was doing....
Surely someone who knew exactly what they were doing would have used the turning circle at the end, not risked a burst tyre shortening the landing roll out, not risked going over the hard pan edge, not embarked on a risky manoeuvre that could have blocked the runway for a long time, not induced brake calling issues.
The ATC "expedite' issue is a red herring. B757 rolls out, goes to turning circle, makes 180, back tracks rwy and vacates. B737 enters rwy, back tracks, goes to turning circle, makes 180 and holds. Difference in time? Nano seconds.
I wonder what the conversation was like in the cockpit afterwards. I suspect the F/O was asking some questions.
I suspect there will be many on here who will have to agree to disagree. IMHO this was a risky attempt to make a turn off, unnecessarily. There was doubt, and when there's doubt there is no doubt.
Surely someone who knew exactly what they were doing would have used the turning circle at the end, not risked a burst tyre shortening the landing roll out, not risked going over the hard pan edge, not embarked on a risky manoeuvre that could have blocked the runway for a long time, not induced brake calling issues.
The ATC "expedite' issue is a red herring. B757 rolls out, goes to turning circle, makes 180, back tracks rwy and vacates. B737 enters rwy, back tracks, goes to turning circle, makes 180 and holds. Difference in time? Nano seconds.
I wonder what the conversation was like in the cockpit afterwards. I suspect the F/O was asking some questions.
I suspect there will be many on here who will have to agree to disagree. IMHO this was a risky attempt to make a turn off, unnecessarily. There was doubt, and when there's doubt there is no doubt.
Not long retired from the Company in question - Cat C qualified LHS for Skiathos. I make no observations other than: a. that I always went to the end and did a very careful 180 using the turning circle and b. This is the first time I have heard of anyone in my former Company making such a manouvre though of course it is a feasible option in extremis.
nb Due to parking restrictions ( even with new ramp ) it is not unusual for crews to be asked to expedite the runway.
nb Due to parking restrictions ( even with new ramp ) it is not unusual for crews to be asked to expedite the runway.
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Anti skid work below 30/40 on a boeing?
Personally always release the anchors for this reason if making the exit is iffy, particularly at a base with no eng cover to change the flat spotted black circles.
Like the pragmatism thereafter though...
Personally always release the anchors for this reason if making the exit is iffy, particularly at a base with no eng cover to change the flat spotted black circles.
Like the pragmatism thereafter though...