AAL2 heavy emergency JFK
02-09-2012, 05:32 AM
#91
Runs with scissors
Joined APC: Dec 2009
Position: Going to hell in a bucket, but enjoying the ride .
Posts: 7,722
After a successful landing the AA Captain was caught on film talking to the passengers:
Hey Everybody We're All Gonna Get Laid - YouTube
Sometimes you just gotta do what you gotta do, to make a safe landing....that's why we get the Big Bucks (or used to).
Hey Everybody We're All Gonna Get Laid - YouTube
Sometimes you just gotta do what you gotta do, to make a safe landing....that's why we get the Big Bucks (or used to).
02-11-2012, 06:52 PM
#92
Line Holder
Joined APC: Mar 2010
Posts: 42
Originally Posted by Swedish Blender
Just an informational post
>Crosswind Demonstration.
A 90-degree crosswind component at 10 meters of at least 20 knots or 0.2 VS0, whichever is greater, except that it need not exceed 25 knots, must be demonstrated during type certification tests.
There are two results possible:
• A crosswind component value may be established which meets the minimum requirements but is not considered to be a limiting value for aircraft handling
characteristics. This "demonstrated" value should be included as information in the Aircraft Flight Manual.
•A crosswind component value may be established which is considered to be a maximum limiting value up to which it is safe to operate for takeoff and landing. This "limiting" value should be shown in the Operating Limitations section of the AFM.
According to the Flight Test Guide there are two possibilities on how to note crosswinds in the Aircraft Flight Manual AFM.1 If the demonstrated crosswind is not considered to be a limiting value for aircraft handling characteristics, this demonstrated value can be placed as information in the AFM. Higher crosswinds are then allowed when the applicable operational requirements and the airline specification allow it. For instance, the AFM of the B737-400 states the following on crosswind “The maximum demonstrated crosswind component for takeoff and landing is 35 knots reported wind at 10 meter height. This component is not considered to be limiting on a dry runway with all engines operating”.
Does this mean that there is no limit for this aircraft? No.<
>Crosswind Demonstration.
A 90-degree crosswind component at 10 meters of at least 20 knots or 0.2 VS0, whichever is greater, except that it need not exceed 25 knots, must be demonstrated during type certification tests.
There are two results possible:
• A crosswind component value may be established which meets the minimum requirements but is not considered to be a limiting value for aircraft handling
characteristics. This "demonstrated" value should be included as information in the Aircraft Flight Manual.
•A crosswind component value may be established which is considered to be a maximum limiting value up to which it is safe to operate for takeoff and landing. This "limiting" value should be shown in the Operating Limitations section of the AFM.
According to the Flight Test Guide there are two possibilities on how to note crosswinds in the Aircraft Flight Manual AFM.1 If the demonstrated crosswind is not considered to be a limiting value for aircraft handling characteristics, this demonstrated value can be placed as information in the AFM. Higher crosswinds are then allowed when the applicable operational requirements and the airline specification allow it. For instance, the AFM of the B737-400 states the following on crosswind “The maximum demonstrated crosswind component for takeoff and landing is 35 knots reported wind at 10 meter height. This component is not considered to be limiting on a dry runway with all engines operating”.
Does this mean that there is no limit for this aircraft? No.<
02-12-2012, 01:08 PM
#93
Gets Weekends Off
Joined APC: Sep 2007
Position: 777 Captain in Training
Posts: 1,457
The real question is why we as Captains let ATC mandate we operate our aircraft to sometimes the limit to allow them to have a few more arrivals or easier taxi flow. Denver is real bad about this runways into the wind but landing at max crosswind conditions on the other runways for flow. If something happens the FAA is going to ask why did you accept the runway with the 32 kt crosswind when the east/west rwy was more aligned with the wind? ATC will say they should of asked for it we would of given it to them. I for one am not going to fly my aircraft to its operational limits when there is a perfectly good runway aligned with the wind. I will do it if I have to such as only one runway but why would you just to help out ATC?
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