St. Helena Service
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Can anyone explain what all this means.
Until now that document is neither available from the St. Helena Government website nor from the St. Helena Air Access website, but here:
http://shared.burghhouse.com/sthelen...egulations.pdf
Last edited by volare7266; 9th Jul 2016 at 14:18. Reason: Link to details added
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Hi Volare7266
As far as I can ascertain, the "official" source of aeronautical publications for St Helena is via ATNS South Africa (the air traffic services provider) who have been contracted to handle this.
If you go to the ATNS SA website, choose "Products and Services", then "Air Traffic Management", look down to "Projects" and you will see the St Helena index page.
There's the full package of aerodrome info, approach plates and the AIP and AICs. (And the local aerodrome regulations you refer to.)
I'd have expected these to be accessible by a more friendly route, but perhaps that will be sorted out eventually.
As far as I can ascertain, the "official" source of aeronautical publications for St Helena is via ATNS South Africa (the air traffic services provider) who have been contracted to handle this.
If you go to the ATNS SA website, choose "Products and Services", then "Air Traffic Management", look down to "Projects" and you will see the St Helena index page.
There's the full package of aerodrome info, approach plates and the AIP and AICs. (And the local aerodrome regulations you refer to.)
I'd have expected these to be accessible by a more friendly route, but perhaps that will be sorted out eventually.
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AIP Supplement effective 23 June 2016. It is only 3 pages but it makes dramatic reading.
I note regulation 15 saying that SHA will coordinate any aircraft rescue activity but that they don't have any equipment and want a plan ahead. How were Comair or Atlantic Star intending to handle this? Engine failure (due, perhaps, to birdstrike) or gear damage (hard landing from all that windshear) would be tricky to repair with almost no facilities.
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Note from St Helena Government (via facebook) saying that the RMS St Helena voyages have been extended until July 2017.
However, it says "the airport is open" as evidenced by a medevac flight arriving/departing today and a "charter flight" arriving tomorrow (13th July). I am assuming another business jet or similar.
Hope the date doesn't signify anything!
However, it says "the airport is open" as evidenced by a medevac flight arriving/departing today and a "charter flight" arriving tomorrow (13th July). I am assuming another business jet or similar.
Hope the date doesn't signify anything!
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Note from St Helena Government (via facebook) saying that the RMS St Helena voyages have been extended until July 2017.
However, it says "the airport is open" as evidenced by a medevac flight arriving/departing today and a "charter flight" arriving tomorrow (13th July). I am assuming another business jet or similar.
Hope the date doesn't signify anything!
However, it says "the airport is open" as evidenced by a medevac flight arriving/departing today and a "charter flight" arriving tomorrow (13th July). I am assuming another business jet or similar.
Hope the date doesn't signify anything!
I wonder if, perhaps, the thinking is that the airport will have a year to get sorted out and if it is not sorted out by July 2017 then there will be three years to have a new ship built?
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Flight Calibration Services back
The Flight Calibration Services staff are back on St Helena with the South African chartered turboprop aircraft performing further calibration checks of the airport's navaids.
Today it looks as if they have been doing at least 3 orbits some 20 nautical miles out, which suggests to me they are checking out the VOR performance which was previously compromised by the position of the metal security fencing.
Maybe, if they find the performance acceptable, the blank VOR/DME approach will be authorised.
Not that that will help with turbulence and windshear problems, of course.
Today it looks as if they have been doing at least 3 orbits some 20 nautical miles out, which suggests to me they are checking out the VOR performance which was previously compromised by the position of the metal security fencing.
Maybe, if they find the performance acceptable, the blank VOR/DME approach will be authorised.
Not that that will help with turbulence and windshear problems, of course.
More info from SHG on developments at the airport:
Work continues to mitigate the challenges of wind shear at St Helena Airport. Safety remains paramount.
The Governor continues to chair weekly meetings of her senior technical and planning staff in order to understand the issues, make decisions, ensure the public are properly informed in a timely manner, and push forward all areas of work. These meetings began as soon as the issue of wind shear became apparent, and they continue. Councillors are represented at these meetings.
In terms of the northern and southern approach (Runways 20 and 02 respectively) we now have more than five months of weather data, plus reports of the experience of each of the nine flights that have so far operated various approaches into the Airport. Another aircraft is due to arrive tomorrow.
We are also installing more specialised equipment at the runway to monitor weather conditions and are employing computer and physical modelling to build a stronger picture of the conditions under which we will be asking aircraft to operate. All of this is building up a body of evidence.
Intensive work continues to consider an interim aircraft solution into the southern approach (Runway 02). A key issue here will be the level and frequency of tail wind speeds, given the constraints these can place on aircraft performance. We are gathering more data on both wind patterns and speeds to facilitate these considerations. Longer term solutions for using the northern approach (Runway 20) are receiving the same attention.
Meanwhile, medevac flights and smaller aircraft continue to operate at St Helena Airport, and the RMS extension is providing certainty of access for St Helenians.
SHG
26 July 2016
The Governor continues to chair weekly meetings of her senior technical and planning staff in order to understand the issues, make decisions, ensure the public are properly informed in a timely manner, and push forward all areas of work. These meetings began as soon as the issue of wind shear became apparent, and they continue. Councillors are represented at these meetings.
In terms of the northern and southern approach (Runways 20 and 02 respectively) we now have more than five months of weather data, plus reports of the experience of each of the nine flights that have so far operated various approaches into the Airport. Another aircraft is due to arrive tomorrow.
We are also installing more specialised equipment at the runway to monitor weather conditions and are employing computer and physical modelling to build a stronger picture of the conditions under which we will be asking aircraft to operate. All of this is building up a body of evidence.
Intensive work continues to consider an interim aircraft solution into the southern approach (Runway 02). A key issue here will be the level and frequency of tail wind speeds, given the constraints these can place on aircraft performance. We are gathering more data on both wind patterns and speeds to facilitate these considerations. Longer term solutions for using the northern approach (Runway 20) are receiving the same attention.
Meanwhile, medevac flights and smaller aircraft continue to operate at St Helena Airport, and the RMS extension is providing certainty of access for St Helenians.
SHG
26 July 2016
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We are also installing more specialised equipment at the runway to monitor weather conditions and are employing computer and physical modelling to build a stronger picture of the conditions under which we will be asking aircraft to operate. All of this is building up a body of evidence.
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A key issue here will be the level and frequency of tail wind speeds, given the constraints these can place on aircraft performance. We are gathering more data on both wind patterns and speeds to facilitate these considerations.
Good luck with that, at any airport, where the crew need to make a decision based on a 6 hour arrival forecast made 6 hours in advice of decision time. i.e. the forecast is 12 hour old when you arrive in a culdesac low on fuel. I used to do that from Italy to Caribbean: load max full and blast off, but the airport was less dangerous and the altn was closer by. Even then it felt uncomfortable as the return crew was at destination not the alternate. One way or another the a/c needed to be at A not B.
Good luck with that, at any airport, where the crew need to make a decision based on a 6 hour arrival forecast made 6 hours in advice of decision time. i.e. the forecast is 12 hour old when you arrive in a culdesac low on fuel. I used to do that from Italy to Caribbean: load max full and blast off, but the airport was less dangerous and the altn was closer by. Even then it felt uncomfortable as the return crew was at destination not the alternate. One way or another the a/c needed to be at A not B.
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Yesterday, 17th august, the Airlander 10 made it's first flight...it has a cruising speed of 80kts. The day the manufacturer will increase the pax load to 80-100 people, keeping the same speed, it might be a safer...even if slower...alternative to present aircraft (unless w.s. is eliminated by law) for the St.Helena trips...about 15 Hours from Walvis Bay (1200 NM), and about 22-23 Hours from CPT (1800NM)...it can even land anywhere else in the island, also straight to the apron, avidoiding (in VMC) both approach paths...
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Airlander 10
Many a true word is spoken in jest.
SHG could have bought a fleet of ten Airlander's for the cost of Saint Helena airport. Or more sensibly a pair and have had £200m left over.
Now that would have been a pull for tourists, I'd have booked a trip to St Helena just for the flight.
SHG could have bought a fleet of ten Airlander's for the cost of Saint Helena airport. Or more sensibly a pair and have had £200m left over.
Now that would have been a pull for tourists, I'd have booked a trip to St Helena just for the flight.
Last edited by OPENDOOR; 20th Aug 2016 at 13:19. Reason: addition
Airships also have wind limits, the Zeppelin NT I have read is limted to 35 knots for takeoff and landing and one was destroyed by wind in Botswana. Given the south east trades blow more or less continuously I could imagine the wind might also be a issue for an airship, never mind the journey time. Given the prices they charge for trips in Friedrichshafen they do not seem cheap to operate either.
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Airlander 10, some basic performance:
-All Weather Operations;
-T.O & LNDG: winds up to 35kts (choosing any headwind direction);
-Moored at the mast can withstand winds up to 80kts.
-All Weather Operations;
-T.O & LNDG: winds up to 35kts (choosing any headwind direction);
-Moored at the mast can withstand winds up to 80kts.
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I'm new to this forum but have been following the St. Helena saga for years. I worked on Ascension a few weeks in 1962 as an EE.. Retired from a US air carrier in 1989. I flew Convair 440's, Lockheed L-188's, L-1011's and DC-9-10,30 and 51's. The latter as Captain.
As I see the problem, it's the knee-jerk go-around response to windshear alarms that began in the '80's because of several accidents due to microbursts from thunderstorms on short finals. That is not the same as windshear at St. Helena and Funchal. I've observed lot's of YouTube from Funchal where the aircraft was clearly in an acceptable position to land and they went around. The first go-around of the 738 at St. Helena didn't seem to be much out of position either. The pilots commented that it was done because of a windshear alert. They need to turn it off at St. Helena, fly through the windshear and land 1000' from the end of the runway. Get rid of the displaced threshold and add another 10 kts. for the turbulence if you have to. The approach should be fairly predictable. Nobody's going to land in low ceilings or visibility or at night so don't fly into the cliff.
I think they should find a UK carrier to operate a 757-200 from the UK to Ascension to St. Helena to Capetown and return. There are still almost 800 of them flying. They cost a little more to fly than the A-3XX's and B-737 but they are a much more flexible aircraft. My carrier had 37 of them. When they came out in 1983, they could take off with 185 pass. on a 95ºF. day from N.Y.C. LGA 7000' rnwys. and fly against a 100 kt. headwind to LAX.
As I see the problem, it's the knee-jerk go-around response to windshear alarms that began in the '80's because of several accidents due to microbursts from thunderstorms on short finals. That is not the same as windshear at St. Helena and Funchal. I've observed lot's of YouTube from Funchal where the aircraft was clearly in an acceptable position to land and they went around. The first go-around of the 738 at St. Helena didn't seem to be much out of position either. The pilots commented that it was done because of a windshear alert. They need to turn it off at St. Helena, fly through the windshear and land 1000' from the end of the runway. Get rid of the displaced threshold and add another 10 kts. for the turbulence if you have to. The approach should be fairly predictable. Nobody's going to land in low ceilings or visibility or at night so don't fly into the cliff.
I think they should find a UK carrier to operate a 757-200 from the UK to Ascension to St. Helena to Capetown and return. There are still almost 800 of them flying. They cost a little more to fly than the A-3XX's and B-737 but they are a much more flexible aircraft. My carrier had 37 of them. When they came out in 1983, they could take off with 185 pass. on a 95ºF. day from N.Y.C. LGA 7000' rnwys. and fly against a 100 kt. headwind to LAX.
Bad news on the reopening of the airport to larger commercial flights in this weeks Independent - it looks like the airport will not be used by 737s etc until next July 2017.
The link to the latest Independent 09/09/16 which includes articles on the Consulate Hotel closing because of the delays and more from Lord Ashcroft plus the payment to Comair for not flying !:-
Latest issues | The St Helena Independent | St Helena's 1st ever online newspaper
This whole fiasco becomes worse and worse as time goes by!
nb the articles mentioned are too big to copy and paste hence the link above.
The link to the latest Independent 09/09/16 which includes articles on the Consulate Hotel closing because of the delays and more from Lord Ashcroft plus the payment to Comair for not flying !:-
Latest issues | The St Helena Independent | St Helena's 1st ever online newspaper
This whole fiasco becomes worse and worse as time goes by!
nb the articles mentioned are too big to copy and paste hence the link above.
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