Question for NWA DTW folks...

[Goose Egg]

Hey all,

I had a layover in Detroit yesterday, and I noticed that the 4 or 5 DC-9s I watched depart all used reverse thrust to back out of the gate vs. getting pushed back with the tug. I'm just sort of curious as to why that was. Tug shortage, maybe?

Thanks,
Goose

 

[DoinTime]

Hey all,

I had a layover in Detroit yesterday, and I noticed that the 4 or 5 DC-9s I watched depart all used reverse thrust to back out of the gate vs. getting pushed back with the tug. I'm just sort of curious as to why that was. Tug shortage, maybe?

Thanks,
Goose

NW has always had a liking for powerback operations. They do this on a regular basis in MSP as well. I suppose it makes financial sense as less ground equiptment is needed/used not to mention fewer ramp personell. Besides, if you flip a DC-9 up on its ass or suck in some FOD who cares? The airframe isn't worth more than a new 172 anyways.

 

[NuGuy]

Goose Egg,

Powerbacks at NWA are SOP with aircraft with tail mounted engines. No need for a tug...just crank up and blow back and you're gone. Certain conditions require a pushback, such as low viz or a slick ramp. The 727's were approved for powerbacks also.

Most of the odd gates at DTW are approved for powerbacks except to the ones close to the hotel.

NWA also does a lot of "taxiouts" where the jetway can be retracted far enough to simply turn the aircraft away from the gate.

The gates that are authorized for powerbacks must be approved by the FAA, and the procedures are taught in the sim.

Dointime, considering that past profits from the DC-9s paid for your Saabs and RJs, I would be more charitable.

Nu

 

[WMUSIGPI]

For sure just make sure you stop rolling back with forward thrust not wheel brakes.


Also, I wondered how much that really saved compared to the extra wear on the engines/reversers?

 

[Goose Egg]

Thanks for the info, guys.

-Goose