AA off the end in Jackson Hole.......

Re: Video

Minuteman said:
All performance data is supposed to be calculated without credit for thrust reversers, right?
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I'm going off information from another forum, but yes. However, their are different charts for autobrakes being used or inop.
 
Re: Video

Minuteman said:
All performance data is supposed to be calculated without credit for thrust reversers, right?
Click to expand...

That's a good point. Perhaps braking action was reported better than it was. Just looking at the numbers, if braking action was calculated as good when it was actually medium or worse, the aircraft could easily find itself out of runway without reverse.
 
Re: Video

dasleben said:
That's a good point. Perhaps braking action was reported better than it was. Just looking at the numbers, if braking action was calculated as good when it was actually medium or worse, the aircraft could easily find itself out of runway without reverse.
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Biggest thing I hate: I land, can barely control the airplane for all the ice with the airplane trying to weathervane into the wind, any application of brake immediately locks a tire up, and I report "breaking action nil," then to keep the airport open, tower immediately sends out the truck with studded snow tires to cautiously slide down the runway, to report 5 minutes later that "braking action is poor." Its not really a factor with big runways and little airplanes, but I reported that not because I really cared, but because the 737 that's going to land there in 30 minutes might care. But whatever.
 
Re: Video

dont know much about jet airplanes since I fly piper cadets "haha" but I have read about the air/ground logic system, could it have been related to that?
 
Re: Video

nuneze23 said:
dont know much about jet airplanes since I fly piper cadets "haha" but I have read about the air/ground logic system, could it have been related to that?
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My "memory" is that for auto-ground spoilers (lever in the armed detent) you need: (1) hyd pressure to both MLG tilt actuators, (2) both trucks detect no-tilt, and (3) both throttles are at idle.

But even if the lever is not in the armed position and those three conditions are present, the spoilers will automatically extend if either reverse lever is raised to its stop.
 
Re: Video

Minuteman said:
My "memory" is that for auto-ground spoilers (lever in the armed detent) you need: (1) hyd pressure to both MLG tilt actuators, (2) both trucks detect no-tilt, and (3) both throttles are at idle.

But even if the lever is not in the armed position and those three conditions are present, the spoilers will automatically extend if either reverse lever is raised to its stop.
Click to expand...

Wheel spinup required?
 
Re: Video

dasleben said:
That's a good point. Perhaps braking action was reported better than it was. Just looking at the numbers, if braking action was calculated as good when it was actually medium or worse, the aircraft could easily find itself out of runway without reverse.
Click to expand...

Braking action was good for the first 2/3rds of the runway and poor the last 1/3rd. I reported it as good braking action but I was in a 1900, and never used the last 1/3rd of the runway. I don't recall what the Saab friction tester (Mu Readings) reported Im sure I wrote it down somewhere. Pilot reported a mx problem and so far the mechanics have confirmed it. Well see what the NTSB says.
 
Re: Video

ppragman said:
Biggest thing I hate: I land, can barely control the airplane for all the ice with the airplane trying to weathervane into the wind, any application of brake immediately locks a tire up, and I report "breaking action nil," then to keep the airport open, tower immediately sends out the truck with studded snow tires to cautiously slide down the runway, to report 5 minutes later that "braking action is poor." Its not really a factor with big runways and little airplanes, but I reported that not because I really cared, but because the 737 that's going to land there in 30 minutes might care. But whatever.
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So your the guy that always closes down our airports! :mad:
 
Re: Video

JayAre said:
Braking action was good for the first 2/3rds of the runway and poor the last 1/3rd. I reported it as good braking action but I was in a 1900, and never used the last 1/3rd of the runway. I don't recall what the Saab friction tester (Mu Readings) reported Im sure I wrote it down somewhere. Pilot reported a mx problem and so far the mechanics have confirmed it. Well see what the NTSB says.
Click to expand...

Thanks for the intel. Sounds good for the crew.
 
Re: Video

That runway needs to be extended on the north side, or have an arrester installed on the south. Seems like every year or so a plane runs off the runway there. Probably won't happen considering the tower can't have access to the Radar that serves center. The radar unit is 500 feet away from the tower too.
 
Re: Video

He was on the runway about 500 feet down... very nice and on target touchdown for a short runway, which suggests that he was right on speed.

What is interesting is the TR and speedbrake issues... I didn't see the speedbrake come up.. at all? And the TR's never opened until around half way down the runway and then weren't spooled until only about 1000 feet remaining.

JAC is NOT an airport to mess around with on the runway. 6600 foot elevation with a 6300 foot long runway. Autobrakes 4 or MAX are suggested in the winter at our company.

I can't remember anymore... what sort of indications are there of an air/ground sensor fault?
 
Re: Video

If it weren't for the reverser eventually deploying in that video, I would guess that the L HYD SYS lost all its fluid. That would take out the tilt actuators, inhibit the spoiler logic, and prevent the left reverser from doing anything.
 
Re: Video

Minuteman said:
If it weren't for the reverser eventually deploying in that video, I would guess that the L HYD SYS lost all its fluid. That would take out the tilt actuators, inhibit the spoiler logic, and prevent the left reverser from doing anything.
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Do the 757's have any engines that activate the TRs via Bleed Air?

Who knows what caused this. It's one of those things that happen for one reason or another.

Those of us that it didn't happen to should remind ourselves that we fly machines, and anything can happen at any time. They have no discretion or care when a minor or major malfunction occurs.

Be safe out there.
 
Re: Video

Polar742 said:
Do the 757's have any engines that activate the TRs via Bleed Air?

Who knows what caused this. It's one of those things that happen for one reason or another.

Those of us that it didn't happen to should remind ourselves that we fly machines, and anything can happen at any time. They have no discretion or care when a minor or major malfunction occurs.

Be safe out there.
Click to expand...



The PW's are hydraulic. I think the GE engines on the 767 are bleed while the PWs are hyd. Can't speak for Rollers.
 
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