Coasting onto stand.
Joined: Sep 2012
Posts: 202
Likes: 0
From: Nowhere near Shinbone Waterhole
BMA DC-9's used to do quite often on to the bravo
cul de sac at Terminal one LHR in the 1970's and 80's
and coast in to B2 or B4 stands
cul de sac at Terminal one LHR in the 1970's and 80's
and coast in to B2 or B4 stands
into the open stands at Essendon and West Beach 60s & 70s.
No one got into any trouble. Then again it was back in an age
when airline flying was enjoyable and the aeroplanes were real.
Joined: Nov 1999
Aviation Qualifications: ATPL
Posts: 3,150
Likes: 744
From: UK
Get a life you lot, more important things to fix first other than rolling the last 100' on to stand I would have thought.
Yeah, like having all your hydraulics, electrics, and full control available until you stop the aircraft and are finished with main engine(s).
Bravado, being 'clever' and showing off is all very well in speed boats and on surf boards etc., but has no place in airline operations.
Joined: Jun 2001
Posts: 4,369
Likes: 3
From: UK.
showing off is all very well in speed boats
I hate it when I'm snorkelling and hear the high speed props - Decision: Surface right now and wave or wait till it's passed overhead, misjudge and have to come up as it's getting louder
Nemo Me Impune Lacessit
Joined: Jun 2004
Posts: 4,103
Likes: 5
From: Chabanais, France
As an illustration of how far this could go; why not turn off one engine at the top of descent? I mean, you're going down anyway aren't you? Then at say 10,000 feet, fire it up again for the landing.
Can anyone find, in the AFM or SOP of any aircraft or company, where coasting into stand all engines off as an acceptable procedure is discussed? Thought not.
Personal opinion but the potential for things to go seriously wrong whilst still moving but all engines off is way too big to even consider it.
Joined: Jun 2009
Posts: 2,167
Likes: 2
From: Australia
1/ it's been done a lot in the past all around the world and I can't think of one single accident directly attributable to "coasting in".
( it's not something I see a need to do however let's keep it in perspective shall we )
2/ how many backups do you need? You might as well fly an Aircraft with 10 Engines, 5 Hyd systems, 2 accumulators and an Anchor if you are that "conservative"
( it's not something I see a need to do however let's keep it in perspective shall we )
2/ how many backups do you need? You might as well fly an Aircraft with 10 Engines, 5 Hyd systems, 2 accumulators and an Anchor if you are that "conservative"
Last edited by nitpicker330; 24th August 2013 at 23:42.
Joined: Mar 2002
Aviation Qualifications: ATPL
Posts: 9,225
Likes: 994
From: Seat 1A
Originally Posted by Basil
I hate it when I'm snorkelling and hear the high speed props - Decision: Surface right now and wave or wait till it's passed overhead, misjudge and have to come up as it's getting louder
Joined: Nov 1999
Aviation Qualifications: ATPL
Posts: 3,150
Likes: 744
From: UK
1/ it's been done a lot in the past all around the world and I can't think of one single accident directly attributable to "coasting in".
( it's not something I see a need to do however let's keep it in perspective shall we )
2/ how many backups do you need? You might as well fly an Aircraft with 10 Engines, 5 Hyd systems, 2 accumulators and an Anchor if you are that "conservative"
( it's not something I see a need to do however let's keep it in perspective shall we )
2/ how many backups do you need? You might as well fly an Aircraft with 10 Engines, 5 Hyd systems, 2 accumulators and an Anchor if you are that "conservative"
I'd love to see you try this on something like an A330 - keeping on the centre line with only a few meters of clearance each side, and stopping within half a meter when the stand guidance says "STOP" !!
Last edited by Uplinker; 26th August 2013 at 00:03.
Joined: Jun 2009
Posts: 2,167
Likes: 2
From: Australia
1/ I haven't ever done it and won't
2/ I never suggested being daft and doing it in a wide body entering a confined area to an Aerobridge!!
3/ for smaller 737 ops in quiet open un-congested aprons ( with steps ) with a serviceable RUNNING APU I don't particularly see the serious problem if you cut both 60' before the stop point.
Silly and pointless? Maybe..........Dangerous? No.
2/ I never suggested being daft and doing it in a wide body entering a confined area to an Aerobridge!!
3/ for smaller 737 ops in quiet open un-congested aprons ( with steps ) with a serviceable RUNNING APU I don't particularly see the serious problem if you cut both 60' before the stop point.
Silly and pointless? Maybe..........Dangerous? No.
Joined: Dec 2002
Posts: 2,775
Likes: 353
From: UK
nitpicker, absence of evidence of risk (incident / accident), is not evidence of absence of risk.
Safety involves managing risk; coasting into a stand is not good risk management.
What you say is what you think; often what you think is what you do.
Try managing your thoughts; it’s good for risk management.
Safety involves managing risk; coasting into a stand is not good risk management.
What you say is what you think; often what you think is what you do.
Try managing your thoughts; it’s good for risk management.
Joined: Jun 2000
Aviation Qualifications: ATP+Mil
Posts: 4,698
Likes: 1,305
From: Australia
and I can't think of one single accident directly attributable to "coasting in".
Joined: Dec 2012
Posts: 85
Likes: 0
From: UAE
If you expect to be paid and treated as professionals, then be professional.
Passengers do notice and while most wouldn't care, all sorts of ideas will flow through their heads as a result.
If you're prepared to 'coast in', what else are you prepared to do? Where do you draw the line, or is that something that needs to be written for you in a manual somewhere because you can't work it out?
My advice, find another job more suited to your skills. NASCAR comes to mind.
Passengers do notice and while most wouldn't care, all sorts of ideas will flow through their heads as a result.
If you're prepared to 'coast in', what else are you prepared to do? Where do you draw the line, or is that something that needs to be written for you in a manual somewhere because you can't work it out?
My advice, find another job more suited to your skills. NASCAR comes to mind.
Joined: Nov 1999
Aviation Qualifications: ATPL
Posts: 3,150
Likes: 744
From: UK
3/ for smaller 737 ops in quiet open un-congested aprons ( with steps ) with a serviceable RUNNING APU I don't particularly see the serious problem if you cut both 60' before the stop point.
Silly and pointless? Maybe..........Dangerous? No.
Silly and pointless? Maybe..........Dangerous? No.
Not dangerous?? And if the APU dies when the electrical load is suddenly put onto it as the main engines are cut?? (It happens).
Are you sure you're an airline pilot?
Last edited by Uplinker; 26th August 2013 at 09:59.