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Though it is no longer scheduled to the airport, the tends to show up as an equipment substitution, usually the day after a storm so that airlines can help recover stranded passengers.
But LaGuardia is no stranger to large aircraft. Widebody types like the DC and L were constant visitors to the airport in the s.
USAir Flight in should not have taken off due to a poorly configured aircraft rudder trim was improperly set. They aborted takeoff when they were beyond a takeoff-commitment speed, and went off the end of runway 31 while trying to stop.
A pier kept the aircraft from dropping into the water, but the fuselage of the Boeing broke into three sections. One of those sections broke where two passengers were seated, taking their lives.
In , Continental Flight , an MD intending to fly to Denver, aborted takeoff due to issues with its airspeed readings. It rolled beyond the runway, stopping short of the water, slowed by a berm that is specifically intended to assist in slowing overrun aircraft. Though the official cause has not been determined, the aircraft remained upright with relatively minimal damage and no passengers were injured, so this is also likely to not be classified as an accident either.
Regardless of a history that does not actually point in the direction of sacrificed safety, we still see that frustrating idea getting infused into conversations. Runway length was entirely irrelevant.
What really makes it safe, though? What rules and procedures keep it that way? Before you taxi out to the runway, and even before you have left the gate, a dispatcher has done some math on the old abacus. He or she has determined that your aircraft is light enough to depart safely on the runway in use, factoring in variables such as wind direction, wind speed, temperature, air pressure, elevation, obstacles beyond the runway and more.
Moreover, this math specifically plans for the event of an engine loss at the most critical time in the departure, to where you must have sufficient distance to abort the takeoff and stop in the remaining distance, or be able to safely continue to climb on one engine. So not only can your aircraft depart, but it can either still depart safely, or stop safely, even if you lose an engine.
So, the next time you land at LaGuardia, not only is your aircraft able to come to a halt within the 7,foot runway, but it is certain that it can come to a full stop within 4, feet! For either takeoff or landing, if an aircraft is too heavy to depart or land, they simply remove weight until it is within legal limits as defined by those conditions. Passengers, bags or cargo get removed until the appropriate weight it achieved for a safe operation.
For airports that choose to install it, EMAS is a bed of brittle cement built at the end of runways, granting an aircraft the ability to be safely slowed and stopped within it, preventing dangerous overrun. LaGuardia has had EMAS beds at the departure ends of runway 13 and runway 22 for over a decade, and now has them installed at the ends of all runways.
Though not as common as one may hope, EMAS technology has been applied at many airports around the country, and has safely captured at least 10 overrun aircraft since Four of the nine incidents took place in New York.
Where, you ask? Kennedy just down the road. Exemptions apply to flights to and from Denver which was grandfathered in , as well as flights on Saturdays, since it is the slowest day of the week at LGA.
There is talk every few years of this rule being lifted, which would create the opportunity for LaGuardia to begin seeing transcontinental flights all the way across the country.
First is the misconception that flights across the country would be operated by larger aircraft. All of these types already serve LaGuardia on a daily basis. Would flights across the country on those same aircraft types be heavier than other routes they serve? Not at all, making safety a non-issue if the Perimeter Rule were ever abolished.
Though no flight would legally operate unless within those specified limits, there are two aircraft types that serve LGA that are more strained by the runway length than others, and one may surprise you.
Though reliable and safe, the low-bypass engines respond slower to input than other aircraft types with larger engines. This means that it takes longer for the aircraft to build speed when rolling down the runway, demanding a longer takeoff distance. This is exacerbated on hot summer days when the air is thinner, requiring more speed to develop lift over the wings. A passenger headache? A safety issue?
This is because many airports that the aircraft served at that time did not have jet-bridges, and needed to board passengers walking up to the aircraft. Like a few models back then such as the Boeing , Douglas DC-9 , the early s offered built-in stairs that appeared from underneath the forward door, making boarding and deplaning simple for any airport.
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