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SWA Flight 1248 Landing Performance Study: Runway Surface Conditions and Stopping Margin

This study, led by Kevin J. Renze, Ph.D., analyzes the landing performance of SWA Flight 1248 using FDR data and Boeing 737-700 simulation. The goal is to quantify runway conditions, determine airplane stopping capability, and assess stopping margins. The conclusions emphasize the critical role of reverse thrust and recommend a minimum safety margin of 15%.

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SWA Flight 1248 Landing Performance Study: Runway Surface Conditions and Stopping Margin

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  1. Office of Research and Engineering SWA Flight 1248Landing Performance Issues Kevin J. Renze, Ph.D. Aircraft Performance Group Chairman

  2. Landing Performance Study • Goals: • Quantify runway surface conditions • Determine airplane stopping capability • Basis: • FDR data from five SWA aircraft • Boeing 737-700 engineering simulation • Method: • Determine airplane braking coefficient • Calculate stopping margin for various stopping scenarios

  3. DRY GOOD POOR Runway Surface Conditions

  4. DRY GOOD FAIR POOR NIL Runway Surface Conditions

  5. DRY GOOD FAIR POOR NIL Runway Surface Conditions

  6. DRY GOOD FAIR POOR NIL Runway Surface Conditions

  7. DRY GOOD FAIR POOR NIL Runway Surface Conditions

  8. DRY GOOD FAIR POOR NIL Runway Surface Conditions

  9. DRY GOOD FAIR POOR NIL Runway Surface Conditions

  10. Stopping Margin Study • Specify deceleration configuration • Ground spoilers (per accident) • Wheel brakes (per accident) • Reverse thrust (varied) • Thrust reverser deployment timing • Target reverse thrust setting • Target reverser stowage speeds • Compare stopping margin

  11. Airplane Stopping Capability

  12. Airplane Stopping Capability

  13. Airplane Stopping Capability

  14. Airplane Stopping Capability

  15. Airplane Stopping Capability

  16. Conclusions • Airplane had sufficient performance capability to stop • Timely selection, setting, and sustained use of reverse thrust were all critical • Maximum safety margin was about 4% • FAA advocates a minimum acceptable safety margin of 15%

  17. Conclusions • Arrival assessment policy consistent with “layers of safety” philosophy • Operators must assess actual arrival conditions; incorporate adequate margin • Historic challenge to quantify runway surface conditions and trends remains

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