Jun 8, 2021, 10:33 am
Last edit by: WineCountryUA
This is an archive thread, the active thread is United Pilot Q & A thread
United Pilot Q & A {Archive}
Aug 17, 2016, 6:41 pm
#6451
Join Date: Apr 2015
Programs: United Global Services, Amtrak Select Executive
Posts: 4,098
Landing distance, or more precisely, stopping distance on a transport category airplane is calculated for each aircraft on each possible runway. Lots of factors are considered, such as weight, air density (altitude that’s corrected for temperature), landing reference speed, elevation, runway slope, ambient temperature, runway condition (dry, wet, slippery from rain or standing water, snow depth), use of reversers, etc.
It’s generally assumed that if we’re landing with all systems operating and the runway is more than about 8,000’ long, that we will have plenty of runway, though the numbers are always calculated before we even leave the gate for our destination and any alternate airports we might have. On short runways, slimy runways, high altitude runways, etc., we will have these numbers on hand.
An inop reverser will add only a couple hundred feet to our calculated landing distance, depending on all those other things.
It’s rare that we’re dispatched with a reverser inop. I’ve had stuff like this, and if I’m going to somewhere with a long runway, good conditions, it’s a non-event.
On a A-319 at 130,000 lb, no wind, sea level, standard temperature, no tailwind, spoilers deployed at touchdown, max reverse thrust, landing in the touchdown zone, dry runway, we need 3,300 feet. An inop reverser adds 170 feet.
So the answer is yes, it'll stop.
FAB
It’s generally assumed that if we’re landing with all systems operating and the runway is more than about 8,000’ long, that we will have plenty of runway, though the numbers are always calculated before we even leave the gate for our destination and any alternate airports we might have. On short runways, slimy runways, high altitude runways, etc., we will have these numbers on hand.
An inop reverser will add only a couple hundred feet to our calculated landing distance, depending on all those other things.
It’s rare that we’re dispatched with a reverser inop. I’ve had stuff like this, and if I’m going to somewhere with a long runway, good conditions, it’s a non-event.
On a A-319 at 130,000 lb, no wind, sea level, standard temperature, no tailwind, spoilers deployed at touchdown, max reverse thrust, landing in the touchdown zone, dry runway, we need 3,300 feet. An inop reverser adds 170 feet.
So the answer is yes, it'll stop.
FAB
Aug 19, 2016, 2:26 pm
#6452
Join Date: Dec 1999
Location: NorCal - 1K 2MM
Posts: 2,089
Landing distance, or more precisely, stopping distance on a transport category airplane is calculated for each aircraft on each possible runway. Lots of factors are considered, such as weight, air density (altitude that’s corrected for temperature), landing reference speed, elevation, runway slope, ambient temperature, runway condition (dry, wet, slippery from rain or standing water, snow depth), use of reversers, etc.
It’s generally assumed that if we’re landing with all systems operating and the runway is more than about 8,000’ long, that we will have plenty of runway, though the numbers are always calculated before we even leave the gate for our destination and any alternate airports we might have. On short runways, slimy runways, high altitude runways, etc., we will have these numbers on hand.
An inop reverser will add only a couple hundred feet to our calculated landing distance, depending on all those other things.
It’s rare that we’re dispatched with a reverser inop. I’ve had stuff like this, and if I’m going to somewhere with a long runway, good conditions, it’s a non-event.
On a A-319 at 130,000 lb, no wind, sea level, standard temperature, no tailwind, spoilers deployed at touchdown, max reverse thrust, landing in the touchdown zone, dry runway, we need 3,300 feet. An inop reverser adds 170 feet.
So the answer is yes, it'll stop.
FAB
It’s generally assumed that if we’re landing with all systems operating and the runway is more than about 8,000’ long, that we will have plenty of runway, though the numbers are always calculated before we even leave the gate for our destination and any alternate airports we might have. On short runways, slimy runways, high altitude runways, etc., we will have these numbers on hand.
An inop reverser will add only a couple hundred feet to our calculated landing distance, depending on all those other things.
It’s rare that we’re dispatched with a reverser inop. I’ve had stuff like this, and if I’m going to somewhere with a long runway, good conditions, it’s a non-event.
On a A-319 at 130,000 lb, no wind, sea level, standard temperature, no tailwind, spoilers deployed at touchdown, max reverse thrust, landing in the touchdown zone, dry runway, we need 3,300 feet. An inop reverser adds 170 feet.
So the answer is yes, it'll stop.
FAB
Aug 19, 2016, 11:29 pm
#6453
Join Date: Jan 2008
Location: FL 290 through FL390
Posts: 1,687
FAB
Aug 20, 2016, 10:00 am
#6454
Join Date: May 2001
Location: Portland, OR, USA
Programs: UA 1K 3 Million/ex-many year GS, AA PLT/2 Mil, AS MVPG, HH Dia, Starwood Life Plat, Hertz PC
Posts: 1,401
There aren't any aircraft in any of the current fleets that can use reversers in flight like the old DC8 could, are there? Always remember the crazy rumble of descending into a place like Denver from the west when an 8 captain would want down in a hurry.
Aug 20, 2016, 10:05 am
#6455
Join Date: Aug 2010
Location: KEWR
Programs: Marriott Platinum
Posts: 794
Aug 20, 2016, 9:17 pm
#6457
Join Date: Feb 2002
Location: BNA
Programs: HH Gold. (Former) UA PP, DL PM, PC Plat
Posts: 8,185
Aug 21, 2016, 8:33 am
#6458
Join Date: Jan 2008
Location: FL 290 through FL390
Posts: 1,687
I remember the inboard reversers being used a few times, though.
FAB
Aug 21, 2016, 4:12 pm
#6459
FlyerTalk Evangelist
Join Date: Mar 2014
Location: 4éme
Posts: 12,044
With modern jet engines, it is possible to have a "hot start" and toast an engine?
Aug 21, 2016, 9:43 pm
#6460
Join Date: Jan 2008
Location: FL 290 through FL390
Posts: 1,687
It's cheap, built-in insurance. Computers are wonderful things somethings.
FAB
Aug 22, 2016, 12:28 am
#6461
Join Date: May 2003
Location: Redwood City, CA USA (SFO/SJC)
Programs: 1K 2010, 1P in 2011, Plat for 2012,13,14,15 & 2016. Gold in 17 & 18, Plat since
Posts: 8,826
Emergency Exit Doors- Instructions good enough?
Not really sure this belongs in the pilot section, but where else?
When I'm in an exit row, I actually do study the literature and the door, even after many hundreds of flights. Why? Because there are doors that swing out, doors that detach and get tossed out, doors that you remove and place on the seat. Maybe some other variant as well.
But I rarely, if ever, see anyone else paying attention to such things. Just wondering if it would make sense that the FA's don't just ask if people in the exit row speak English and are willing to help, but also let people know how the exit doors actually operate?
Also, brought up elsewhere in this thread, is the issue of not opening up some exits in a water landing. Might not be a bad thing to let people in those exit rows know that as well, so they're not caught up in the moment and too helpful.
When I'm in an exit row, I actually do study the literature and the door, even after many hundreds of flights. Why? Because there are doors that swing out, doors that detach and get tossed out, doors that you remove and place on the seat. Maybe some other variant as well.
But I rarely, if ever, see anyone else paying attention to such things. Just wondering if it would make sense that the FA's don't just ask if people in the exit row speak English and are willing to help, but also let people know how the exit doors actually operate?
Also, brought up elsewhere in this thread, is the issue of not opening up some exits in a water landing. Might not be a bad thing to let people in those exit rows know that as well, so they're not caught up in the moment and too helpful.
Aug 22, 2016, 8:24 am
#6462
Join Date: Sep 2015
Programs: 1 thousand
Posts: 2,112
Not really sure this belongs in the pilot section, but where else?
When I'm in an exit row, I actually do study the literature and the door, even after many hundreds of flights. Why? Because there are doors that swing out, doors that detach and get tossed out, doors that you remove and place on the seat. Maybe some other variant as well.
But I rarely, if ever, see anyone else paying attention to such things. Just wondering if it would make sense that the FA's don't just ask if people in the exit row speak English and are willing to help, but also let people know how the exit doors actually operate?
Also, brought up elsewhere in this thread, is the issue of not opening up some exits in a water landing. Might not be a bad thing to let people in those exit rows know that as well, so they're not caught up in the moment and too helpful.
When I'm in an exit row, I actually do study the literature and the door, even after many hundreds of flights. Why? Because there are doors that swing out, doors that detach and get tossed out, doors that you remove and place on the seat. Maybe some other variant as well.
But I rarely, if ever, see anyone else paying attention to such things. Just wondering if it would make sense that the FA's don't just ask if people in the exit row speak English and are willing to help, but also let people know how the exit doors actually operate?
Also, brought up elsewhere in this thread, is the issue of not opening up some exits in a water landing. Might not be a bad thing to let people in those exit rows know that as well, so they're not caught up in the moment and too helpful.
I think I remember seeing signs on overwing exits, at least in Europe, which make it clear that they're not for water landings - but I'm not sure if that's a universal thing. That said, it's most likely that overwing exits are the ones opened when not necessary (since they usually don't have an FA close by to direct passengers otherwise), but overwing exits seem to be higher / are above wing level, and are therefore less likely to lead to flooding - in other words it's not great, but it's not a catastrophe.
Even US aircraft have graphical instructions on the door: I don't think that part of the operation is likely to be an issue, but the weight of the doors apparently is.
Aug 22, 2016, 9:52 am
#6463
Join Date: Jan 2008
Location: FL 290 through FL390
Posts: 1,687
Not really sure this belongs in the pilot section, but where else?
When I'm in an exit row, I actually do study the literature and the door, even after many hundreds of flights. Why? Because there are doors that swing out, doors that detach and get tossed out, doors that you remove and place on the seat. Maybe some other variant as well.
But I rarely, if ever, see anyone else paying attention to such things. Just wondering if it would make sense that the FA's don't just ask if people in the exit row speak English and are willing to help, but also let people know how the exit doors actually operate?
Also, brought up elsewhere in this thread, is the issue of not opening up some exits in a water landing. Might not be a bad thing to let people in those exit rows know that as well, so they're not caught up in the moment and too helpful.
When I'm in an exit row, I actually do study the literature and the door, even after many hundreds of flights. Why? Because there are doors that swing out, doors that detach and get tossed out, doors that you remove and place on the seat. Maybe some other variant as well.
But I rarely, if ever, see anyone else paying attention to such things. Just wondering if it would make sense that the FA's don't just ask if people in the exit row speak English and are willing to help, but also let people know how the exit doors actually operate?
Also, brought up elsewhere in this thread, is the issue of not opening up some exits in a water landing. Might not be a bad thing to let people in those exit rows know that as well, so they're not caught up in the moment and too helpful.
Statistics show this to be true in the vast, vast majority of evacs.
FAB
Aug 22, 2016, 1:14 pm
#6464
Join Date: May 2003
Location: Redwood City, CA USA (SFO/SJC)
Programs: 1K 2010, 1P in 2011, Plat for 2012,13,14,15 & 2016. Gold in 17 & 18, Plat since
Posts: 8,826
So true and sad. I want you in an exit row seat when I'm deadheading. I've been a pilot for UA for almost 30 years, and have opened these doors and done emergency door and evacuation training every year during my recurrent training, and still ship my book and actually read the briefing card and silently review before every flight as a passenger. I know it will be the FAs and deadheading crew that drags the ignorant passengers out of an airplane if there is an evacuation.
Statistics show this to be true in the vast, vast majority of evacs.
FAB
Statistics show this to be true in the vast, vast majority of evacs.
FAB
Aug 22, 2016, 2:03 pm
#6465
Join Date: Oct 2010
Location: SEA/ORD/ADB
Programs: TK ELPL (*G), AS 100K (OWE), BA Gold (OWE), Hyatt Globalist, Hilton Diamond, Marriott Plat, IHG Plat
Posts: 7,763
Not really sure this belongs in the pilot section, but where else?
When I'm in an exit row, I actually do study the literature and the door, even after many hundreds of flights. Why? Because there are doors that swing out, doors that detach and get tossed out, doors that you remove and place on the seat. Maybe some other variant as well.
But I rarely, if ever, see anyone else paying attention to such things. Just wondering if it would make sense that the FA's don't just ask if people in the exit row speak English and are willing to help, but also let people know how the exit doors actually operate?
Also, brought up elsewhere in this thread, is the issue of not opening up some exits in a water landing. Might not be a bad thing to let people in those exit rows know that as well, so they're not caught up in the moment and too helpful.
When I'm in an exit row, I actually do study the literature and the door, even after many hundreds of flights. Why? Because there are doors that swing out, doors that detach and get tossed out, doors that you remove and place on the seat. Maybe some other variant as well.
But I rarely, if ever, see anyone else paying attention to such things. Just wondering if it would make sense that the FA's don't just ask if people in the exit row speak English and are willing to help, but also let people know how the exit doors actually operate?
Also, brought up elsewhere in this thread, is the issue of not opening up some exits in a water landing. Might not be a bad thing to let people in those exit rows know that as well, so they're not caught up in the moment and too helpful.