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Analyzing Southwest Airlines Flight 1248 Landing Performance: Runway Surface and Stopping Efficacy

This study investigates the landing performance issues encountered by Southwest Airlines Flight 1248, with a focus on quantifying runway surface conditions and determining aircraft stopping capabilities. Utilizing Flight Data Recorder (FDR) data from five Boeing 737-700 aircraft and detailed engineering simulation, we analyze braking coefficients and calculate stopping margins across various runway conditions. Key findings reveal that, although the aircraft could stop effectively, the critical nature of reverse thrust settings and timely deployment indicates a need for better safety margins, aiming for the FAA's recommended 15%.

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Analyzing Southwest Airlines Flight 1248 Landing Performance: Runway Surface and Stopping Efficacy

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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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