Don't Cut The Corner

[pelmet]

At least on some aircraft like the 777. Your main gear might catch go somewhere you didn't want it to go. I'm sure the same could apply to a small aircraft on a very narrow taxiway.....

C-FIVS, an Air Canada Boeing 777-300 cargo flight AC7211 was taxiing to the gate after landing
on runway 24L in Toronto Lester B. Pearson (CYYZ), ON from Frankfurt (EDDF), Germany. During
taxi, the crew received an EICAS message of low pressure on tire #5 and #6 on the left wheel
assembly. Upon arrival at the gate, maintenance reported metal debris on tires #1, #5, #9. After
landing the aircraft's taxi route was from 06L to taxiway D3 then taxiway DQ to gate 177. A number
of amber edge lights were found broken at the intersection of 06L and D3.
Maintenance replaced #1, #9, #5 #19(sic) wheel assemblies. No other damage was found.

Here is a video of the assistance Boeing provides for the stretch 777....

https://www.youtube.com/watch?v=Bk6-GlfYIi4

They even provide lighting for the main gear for night ops.

[hst]

D3 off 06L requires the use of an oversteering technique. Not a technique to be rushed and it requires the full attention of the crew. C3 to C then D3 allows for proper taxi width for wide body aircraft. I haven’t operated into YYZ since BC (before Covid) but I’m having difficulty imagining how a landing on 24L could be routed 06L to D3. Could this be a landing on 06L? This incident would get you fired in many parts of the (ununionized) world.

[DHC-1 Jockey]

I’m having difficulty imagining how a landing on 24L could be routed 06L to D3.

Easy. If D taxiway was closed, you could land 24L, turn R onto 06L and then taxi to D3.

Cyyz_arpt_diagram.png (432.59 KiB) Viewed 1618 times

[pelmet]

D3 off 06L requires the use of an oversteering technique. Not a technique to be rushed and it requires the full attention of the crew. C3 to C then D3 allows for proper taxi width for wide body aircraft. I haven’t operated into YYZ since BC (before Covid) but I’m having difficulty imagining how a landing on 24L could be routed 06L to D3. Could this be a landing on 06L? This incident would get you fired in many parts of the (ununionized) world.

AM onto A is where real oversteering is required as it is more than 90 degrees and I have seen 777's on that route.

[hst]

Thanks DHC-1. It would have helped had I taken the time to review ATC audio and notams before posting. Wide body (especially 777-300ER) require extra care when exiting D3 (and E) off 06L as those 90 degree taxiway’s are narrow.

[hst]

AM onto A is where real oversteering is required as it is more than 90 degrees and I have seen 777's on that route.

AM to A has plenty of width so not a problem.

[‘Bob’]

This problem is easily solved by completely avoiding Toronto.

[pelmet]

AM onto A is where real oversteering is required as it is more than 90 degrees and I have seen 777's on that route.

AM to A has plenty of width so not a problem.

You are right, it is narrower and one would have to be especially careful on that taxiway. I wonder why they vary the widths like that....cost of construction? I also see on Google Earth that D1(an exit further along the runway) has the centerline offset from the center which seems odd.

If one really wants(or has) to use a taxiway like this in such an aircraft, they can improve their odds by moving toward the far edge of the runway prior to starting their turn.