CNN reporting SW plane skids off BUR runway upon landing
Dec 11, 2018, 7:01 am
#46
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With a very common 737-800 the landing speed is about 180-200 knots. OK, so thicker cables 
If not, then they will likely face discipline.
It is possible they computed landing data and were legal, but conditions deteriorated prior to touchdown. Landing in heavy rain with a tailwind on a short runway comes with significant risks.
Last edited by nachosdelux; Dec 11, 2018 at 7:44 am
Dec 11, 2018, 10:07 am
#47
Join Date: Sep 2005
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There is no instrument approach procedure for runway 26 due to terrain. Not that visual conditions would have made a difference, since if I recall correctly aircraft weighing more than 12,500 lbs can land using 26. I know takeoffs on runway 8 for aircraft larger than 12,500 are verbotten..
Dec 11, 2018, 12:22 pm
#48
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There is no instrument approach procedure for runway 26 due to terrain. Not that visual conditions would have made a difference, since if I recall correctly aircraft weighing more than 12,500 lbs can land using 26. I know takeoffs on runway 8 for aircraft larger than 12,500 are verbotten..
A110-34: RWY 26 CLSD TO TKOF/JEF ACTS WITH FOUR OR MORE ENGS
A110-9: RY 08 CLSD TKOF MULTI ENG 12,500 LBS OR GREATER
A57-26: RWY 26 APCH RATIO 11:1 TO THR
Weather mins for the visual approach to RWY 15 is 5,500 ceiling and 5 miles visibility.
Dec 11, 2018, 2:35 pm
#49
Join Date: Mar 2011
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First person account from a passenger (for what it's worth):
Smith: Santa Rosa frequent flyer sensed the Southwest pilot in Burbank was landing ‘a bit too hot’
Dec 11, 2018, 9:16 pm
#50
Join Date: Sep 2005
Posts: 1,028
I don't see anything about 26 being weight restricted for landings in the BUR remarks.
A110-34: RWY 26 CLSD TO TKOF/JEF ACTS WITH FOUR OR MORE ENGS
A110-9: RY 08 CLSD TKOF MULTI ENG 12,500 LBS OR GREATER
A57-26: RWY 26 APCH RATIO 11:1 TO THR
Weather mins for the visual approach to RWY 15 is 5,500 ceiling and 5 miles visibility.
A110-34: RWY 26 CLSD TO TKOF/JEF ACTS WITH FOUR OR MORE ENGS
A110-9: RY 08 CLSD TKOF MULTI ENG 12,500 LBS OR GREATER
A57-26: RWY 26 APCH RATIO 11:1 TO THR
Weather mins for the visual approach to RWY 15 is 5,500 ceiling and 5 miles visibility.
Dec 12, 2018, 2:31 am
#51
Join Date: Jan 2010
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First person account from a passenger (for what it's worth):
Smith: Santa Rosa frequent flyer sensed the Southwest pilot in Burbank was landing ‘a bit too hot’
Dec 12, 2018, 3:50 pm
#53
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not just those ?s but FDR will show other data. I may be messing up the terminology but essentially it should show if speedbrakes were properly armed/autodeployed/ or manually deployed and when (how far down the runway / how many seconds after wheels down).
Dec 12, 2018, 5:48 pm
#54
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Edit: are speedbrakes the reverse thrusters ? ( showing my ignorance of terminology also )
Dec 13, 2018, 5:51 am
#55
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speedbrakes are panels on the top surface of the wing that raise to kill lift, They can be "armed" to raise automatically at main wheel touchdown (the normal process).
If they fail to deploy automatically, or the pilots forget to arm them (as part of the landing checklist), they can be raised manually. Raising them manually results in longer landing distance because human reaction time is slower than the automatic system.
Thrust reversers are always done manually, no earlier than main gear touchdown. Pilots lift levers attached to the throttles/thrust levers, and pull them upward and rearward. This causes a mechanical re-direction of the engine thrust to a forward direction, which slows the aircraft. Reverse thrust is especially helpful slowing an aircraft with a contaminated runway (wet, snow, slush, etc) The reversers are usually stowed (or placed in idle reverse) by about 60 knots or so to prevent engine compressor stall.
If they fail to deploy automatically, or the pilots forget to arm them (as part of the landing checklist), they can be raised manually. Raising them manually results in longer landing distance because human reaction time is slower than the automatic system.
Thrust reversers are always done manually, no earlier than main gear touchdown. Pilots lift levers attached to the throttles/thrust levers, and pull them upward and rearward. This causes a mechanical re-direction of the engine thrust to a forward direction, which slows the aircraft. Reverse thrust is especially helpful slowing an aircraft with a contaminated runway (wet, snow, slush, etc) The reversers are usually stowed (or placed in idle reverse) by about 60 knots or so to prevent engine compressor stall.
Last edited by nachosdelux; Dec 13, 2018 at 10:45 am
Dec 13, 2018, 6:10 am
#56
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