And if the time required to move that traffic is longer than
the time required for the aircraft in distress to fly
downwind and land, which is the "best" solution?


It is not a question of what the FAR allows, but which was
the quicker solution? If ATC asked a 707 to fly 100 knots
for spacing behind a CE172 with an emergency, does that
change the laws of flight?
None of us has seen the radar tapes, we don't know the exact
location of number of aircraft the would have had to be
moved or where they would be moved to, but there would have
been dozens at DFW. If each aircraft needed 30 seconds to
get a clearance and two or three minutes to actually clear
the area, and the AA plane was only 5 minutes north, the AA
plane would have had to hold, S-turn or do something to
delay himself before the runway was clear.

The word to keep in mind is PRACTICABLE. The PIC may
deviate from any clearance in an emergency, but everybody
else still has to follow the rules.



"Sam Spade" wrote in message
news | Jim Macklin wrote:
|
| Not unless you ignore all the other traffic.
|
| That is the point; the traffic for his requested runway
should be moved
| out of the way, taking whatever action is necessary to do
that.
|
| Let's say the traffic was exactly as it was that day and
someone landing
| on runway 17 blows a tire. Are they going to continue
landing the
| already-establish line of traffic for that runway on top
of the disabled
| aircraft?