3 point turn in a 757
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I think that someone has posted this somewhere on PPRuNe in the past (similar topic, although a lot more 'dramatic'!!):
https://aviation-safety.net/database...?id=20110110-1
'Power Backs' should always be guided by a marshaller. (Although maybe ATC gave the required guidance?)
https://aviation-safety.net/database...?id=20110110-1
'Power Backs' should always be guided by a marshaller. (Although maybe ATC gave the required guidance?)
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IMHO the debate is not focused correctly. It is concentrating on the merits of if and how to back up a B757. Perhaps we should be discussing why it was ever contemplated in the first case when there was a perfectly simpler & safer solution: use the turning circle. There is only one person who can tell us why not.
I've reviewed the video and it is touch & go whether full right hand down could have turned the nose wheel enough to avoid the edge markers and return to the C/L and continue to the turning circle. Those markers under the nose would have been hidden from view. Regarding the point about starting this manoeuvre from off the C/L: it would seem that the a/c reached a stop position slightly beyond the turnoff, therefore turning to the right to give more room would have made the matter worse and taken the a/c well beyond the exit. I was surprised how quickly, after stopping and turning then stopping again, the back up manoeuvre was commenced. That would suggest very little cockpit discussion about "Oops, what shall we do now?" and also suggest the captain had done this before, perhaps on other types. It seemed like an instant decision. I've been placed in this predicament in Africa, where it seemed it was the only solution: not to exit the runway, but to back up on a taxiway to enter runway. There was lots of 'what & how shall we do this' discussion; 'is it a good idea'; what other options are there (no tugs); etc. etc. In the end the apparently blocked (non-notam'd) taxiway was cleared and we could continue straight ahead.
The speed of executing this solution is startling.
I've reviewed the video and it is touch & go whether full right hand down could have turned the nose wheel enough to avoid the edge markers and return to the C/L and continue to the turning circle. Those markers under the nose would have been hidden from view. Regarding the point about starting this manoeuvre from off the C/L: it would seem that the a/c reached a stop position slightly beyond the turnoff, therefore turning to the right to give more room would have made the matter worse and taken the a/c well beyond the exit. I was surprised how quickly, after stopping and turning then stopping again, the back up manoeuvre was commenced. That would suggest very little cockpit discussion about "Oops, what shall we do now?" and also suggest the captain had done this before, perhaps on other types. It seemed like an instant decision. I've been placed in this predicament in Africa, where it seemed it was the only solution: not to exit the runway, but to back up on a taxiway to enter runway. There was lots of 'what & how shall we do this' discussion; 'is it a good idea'; what other options are there (no tugs); etc. etc. In the end the apparently blocked (non-notam'd) taxiway was cleared and we could continue straight ahead.
The speed of executing this solution is startling.
Last edited by RAT 5; 29th Jun 2017 at 09:28.
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IMHO the debate is not focused correctly. It is concentrating on the merits of if and how to back up a B757. Perhaps we should be discussing why it was ever contemplated in the first case when there was a perfectly simpler & safer solution: use the turning circle. There is only one person who can tell us why not.
I am not an airline pilot (just an interested ppl holder) but from what I have seen and read it looks to me as though the pilot started to turn into the taxiway and only then realised that due to the angle of the taxiway they were not going to make it. At that point the option of using the turning circle was not available, the only options would be to reverse or shut down and call for a tug.
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from what I have seen and read it looks to me as though the pilot started to turn into the taxiway and only then realised that due to the angle of the taxiway they were not going to make it. At that point the option of using the turning circle was not available, the only options would be to reverse or shut down and call for a tug.
... another ppl-holder
Impossible to measure, especially with the rather wide angle of view of the approach, but with reference to a 3° approach I very well know, I would be inclined to qualify this as a rather shallowish approach path, followed by a nice touchdown just in front of the aiming point, lots of perfectly normal (but probably sportive) braking and reversing, however finishing the last meters of the 900-ish meter ground roll with some kicking the brakes, making the tires smoke-puff more than needed and keeping the reversers on till the last meter (they are still closing whilst 45° in the left turn), with still ample, albeit rather boring, 600m of concrete ahead (and 600m back)...
I feel rather sorry for this guy/girl, one second less float before touchdown would have made their day; on the other hand maybe it's a lesson learned now, and once speed is under control, future roll-outs will hopefully be handled more docile when applicable. And let's hope their CP hasn't heard of Utube yet...
Regrettably as it may be, one has to keep in mind that many airports nowadays are red-carpets, full of paparazzi lenses, ready to capture and show the world every fart escaping your control...
Last edited by DIBO; 29th Jun 2017 at 17:18. Reason: Typos
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IMHO the debate is not focused correctly. It is concentrating on the merits of if and how to back up a B757. Perhaps we should be discussing why it was ever contemplated in the first case when there was a perfectly simpler & safer solution: use the turning circle. There is only one person who can tell us why not.
I've reviewed the video and it is touch & go whether full right hand down could have turned the nose wheel enough to avoid the edge markers and return to the C/L and continue to the turning circle. Those markers under the nose would have been hidden from view. Regarding the point about starting this manoeuvre from off the C/L: it would seem that the a/c reached a stop position slightly beyond the turnoff, therefore turning to the right to give more room would have made the matter worse and taken the a/c well beyond the exit. I was surprised how quickly, after stopping and turning then stopping again, the back up manoeuvre was commenced. That would suggest very little cockpit discussion about "Oops, what shall we do now?" and also suggest the captain had done this before, perhaps on other types. It seemed like an instant decision. I've been placed in this predicament in Africa, where it seemed it was the only solution: not to exit the runway, but to back up on a taxiway to enter runway. There was lots of 'what & how shall we do this' discussion; 'is it a good idea'; what other options are there (no tugs); etc. etc. In the end the apparently blocked (non-notam'd) taxiway was cleared and we could continue straight ahead.
The speed of executing this solution is startling.
I've reviewed the video and it is touch & go whether full right hand down could have turned the nose wheel enough to avoid the edge markers and return to the C/L and continue to the turning circle. Those markers under the nose would have been hidden from view. Regarding the point about starting this manoeuvre from off the C/L: it would seem that the a/c reached a stop position slightly beyond the turnoff, therefore turning to the right to give more room would have made the matter worse and taken the a/c well beyond the exit. I was surprised how quickly, after stopping and turning then stopping again, the back up manoeuvre was commenced. That would suggest very little cockpit discussion about "Oops, what shall we do now?" and also suggest the captain had done this before, perhaps on other types. It seemed like an instant decision. I've been placed in this predicament in Africa, where it seemed it was the only solution: not to exit the runway, but to back up on a taxiway to enter runway. There was lots of 'what & how shall we do this' discussion; 'is it a good idea'; what other options are there (no tugs); etc. etc. In the end the apparently blocked (non-notam'd) taxiway was cleared and we could continue straight ahead.
The speed of executing this solution is startling.
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Evening
Watched this with interest having been there many times.
Always went to the (rather squashed and much smaller) turning circle up at the top of the cliff and never tried to come off early.
However, once started, there was only one solution..... Getting a tug whether it be on or off the grass is rather problematic as the nearest one would be in Thessaloniki and the boat would probably have to go via Athens!
Watched this with interest having been there many times.
Always went to the (rather squashed and much smaller) turning circle up at the top of the cliff and never tried to come off early.
However, once started, there was only one solution..... Getting a tug whether it be on or off the grass is rather problematic as the nearest one would be in Thessaloniki and the boat would probably have to go via Athens!
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Can we assume that this has ended in a meeting with management, an explaination given, and back on the line immediately with a little note in the permanent record and an on the record slap on the wrists and an off the record smile, nod and a wink?
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Having considered this scenario further I think we'd all fall into this category:
Oops. I've just dug a very big hole and jumped into it. We are where we are and now we have to get out of it. Options? Only 3. Deplane the pax, hope there is the local rugby team, local sumo wrestling team, local fire brigade and a few lumberjacks on board. Maybe take an hour. Those guys can push us back on the gear. (kid you not; heard about it being done B767). Failing that, get the local fire trucks and some rope on the gear and pull us back Maybe take an hour. Or (as JJJ suggested) a tickle of reverse might do the trick.
I suppose we always teach that digging a hole and jumping in is human nature; it's what you do afterwards that counts: keep digging or get out. It seems, they got out, so all's well that ends well. The message taken away is, "oops, I won't do that again in hurry."
I still would have liked to have been a fly on the wall in the flight deck.
Oops. I've just dug a very big hole and jumped into it. We are where we are and now we have to get out of it. Options? Only 3. Deplane the pax, hope there is the local rugby team, local sumo wrestling team, local fire brigade and a few lumberjacks on board. Maybe take an hour. Those guys can push us back on the gear. (kid you not; heard about it being done B767). Failing that, get the local fire trucks and some rope on the gear and pull us back Maybe take an hour. Or (as JJJ suggested) a tickle of reverse might do the trick.
I suppose we always teach that digging a hole and jumping in is human nature; it's what you do afterwards that counts: keep digging or get out. It seems, they got out, so all's well that ends well. The message taken away is, "oops, I won't do that again in hurry."
I still would have liked to have been a fly on the wall in the flight deck.
Guys , 737s and ATPs reversing around the a/d approved , only proviso feet under the rudder pedals / brakes . Stop using forward thrust . Off a pier /stand with marshaller , around the a/d not necessary . 75's I honestly cannot remember any prohibitations . Reversed ATPs down runways to avoid ground manoeuvring tailwind limits .
3rd world ..E.Med , Africa , India have used rev. to get out of trouble on a Tristar.
In Amsterdam down some of the bridges in Icy conditions , even a Trident can be steered and braked with reverse ; when the brakes [ inc. Maxaret anti-skid ] and steering were useless .
Have used rev. on 744 on one side to tighten a turn on limiting width rwys . Cannot remember limitations 'tho ; well retired .
3rd world ..E.Med , Africa , India have used rev. to get out of trouble on a Tristar.
In Amsterdam down some of the bridges in Icy conditions , even a Trident can be steered and braked with reverse ; when the brakes [ inc. Maxaret anti-skid ] and steering were useless .
Have used rev. on 744 on one side to tighten a turn on limiting width rwys . Cannot remember limitations 'tho ; well retired .
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Having considered this scenario further I think we'd all fall into this category:
The obvious conclusion which should have been reached by post 2 on page 1.
Can we put this to bed now?
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Having considered this scenario further I think we'd all fall into this category:
Oops. I've just dug a very big hole and jumped into it. We are where we are and now we have to get out of it. Options? Only 3. Deplane the pax, hope there is the local rugby team, local sumo wrestling team, local fire brigade and a few lumberjacks on board. Maybe take an hour. Those guys can push us back on the gear. (kid you not; heard about it being done B767). Failing that, get the local fire trucks and some rope on the gear and pull us back Maybe take an hour. Or (as JJJ suggested) a tickle of reverse might do the trick.
I suppose we always teach that digging a hole and jumping in is human nature; it's what you do afterwards that counts: keep digging or get out. It seems, they got out, so all's well that ends well. The message taken away is, "oops, I won't do that again in hurry."
I still would have liked to have been a fly on the wall in the flight deck.
Oops. I've just dug a very big hole and jumped into it. We are where we are and now we have to get out of it. Options? Only 3. Deplane the pax, hope there is the local rugby team, local sumo wrestling team, local fire brigade and a few lumberjacks on board. Maybe take an hour. Those guys can push us back on the gear. (kid you not; heard about it being done B767). Failing that, get the local fire trucks and some rope on the gear and pull us back Maybe take an hour. Or (as JJJ suggested) a tickle of reverse might do the trick.
I suppose we always teach that digging a hole and jumping in is human nature; it's what you do afterwards that counts: keep digging or get out. It seems, they got out, so all's well that ends well. The message taken away is, "oops, I won't do that again in hurry."
I still would have liked to have been a fly on the wall in the flight deck.
