Wind Surface and RWY in used selection
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Wind Surface and RWY in used selection
Dear all,
I wonder myself is there any formula to select the RWY in used at an airport based on Wind Surface from METAR???
For exp: If wind 150 at 13 kts and RWY config is 25/07, so which direction will be used in this case?
I highly appreciate ur reply
Thank you
N.QUANG
I wonder myself is there any formula to select the RWY in used at an airport based on Wind Surface from METAR???
For exp: If wind 150 at 13 kts and RWY config is 25/07, so which direction will be used in this case?
I highly appreciate ur reply
Thank you
N.QUANG
Join Date: Jun 2007
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No, the wind alone does not give you enough information to predict the runway in use.
Generally, ATC selects the in-to-wind runway whilst considering: the available approach aids; servicability of lighting; arresting aids; runway length; gradient; braking conditions; other adjacent airfields, position of the sun; etc.
If the wind is more or less straight across, as in your example, I would probably choose whichever is the main instrument runway or has the better servicability.
Generally, ATC selects the in-to-wind runway whilst considering: the available approach aids; servicability of lighting; arresting aids; runway length; gradient; braking conditions; other adjacent airfields, position of the sun; etc.
If the wind is more or less straight across, as in your example, I would probably choose whichever is the main instrument runway or has the better servicability.
Some aerodromes, such as Heathrow, have a Preferential Runway System ie. a preferred direction even if a small tail wind component exists over a dry runway.
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In the US rwy selection has become the domain of the airlines at the "core 30" airports. The over riding determinent is operational advantage. If the winds are within the op specs of the aircraft the rwy selections are made to ensue maiximum through put. 
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Like HM said, crosswinds and the limitations to throughput caused by using fewer into wind runways that have less capacity mean the we will operate on dry runways with a 90 degree crosswind "officially" to 25kts including gusts. In the wet or with a visibility less than a mile, this is reduced to 15kts.
In reality in the dry this limit is closer to 30kts as the delays caused by using the two N-S runways as opposed to the three E-W ones are quite large. Arrival rate reduced from 64 to 42 with a more severe reduction in departures as 6 arrivals an hour land on the departure runway.
Balancing economics and safety done by management but handled by the controller.
In reality in the dry this limit is closer to 30kts as the delays caused by using the two N-S runways as opposed to the three E-W ones are quite large. Arrival rate reduced from 64 to 42 with a more severe reduction in departures as 6 arrivals an hour land on the departure runway.
Balancing economics and safety done by management but handled by the controller.
