SBRJ
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SBRJ
This is the airport diagram for Rio de Janeiro's domestic airport SBRJ. (Santos Dumont Airport). They recently added RNP AR approaches. The runway length is what grabbed my attention. Seems like the airport has lots of operations; perhaps mostly regional jets but also some 737 operations. There is a photo on the Internet of a 737-800 just after takeoff. My question to those who fly 737-800s: how practical are runways of this length to meet balanced runway requirements and carry any payload and have a practical range?
aterpster
I've been in/out of there a number of times in Globals and Challengers--it's a mad rush of A320s and B737s, but most of the flights are shuttles to São Paulo (45-ish minutes) or perhaps other destinations within similar distances. Watching them operate off that short runway without overruns and tiny ramps is impressive. But, then again it's the Land of Airton Senna.
GF
I've been in/out of there a number of times in Globals and Challengers--it's a mad rush of A320s and B737s, but most of the flights are shuttles to São Paulo (45-ish minutes) or perhaps other destinations within similar distances. Watching them operate off that short runway without overruns and tiny ramps is impressive. But, then again it's the Land of Airton Senna.
GF
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Reminds me of Key West, where I, fortunately, haven't had the misfortune of operating in and out of.
Was the late Mr Senna a particular short track specialist? I didn't know that about him...
Was the late Mr Senna a particular short track specialist? I didn't know that about him...
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As fas as i know that airport was the main reason to make to develop the shortfield performance kit for the 737NG which became standard equipment on the -900ER and an option on the -800.
It is a short field, but it shouldn't be a big problem as long as the correct procedures are used.
It is a short field, but it shouldn't be a big problem as long as the correct procedures are used.
As fas as i know that airport was the main reason to make to develop the shortfield performance kit for the 737NG which became standard equipment on the -900ER and an option on the -800.
It is a short field, but it shouldn't be a big problem as long as the correct procedures are used.
It is a short field, but it shouldn't be a big problem as long as the correct procedures are used.
As others have said, it's mainly used for short haul (up to about 300 nm), but the main route is to Sao Paulo's downtown airport, with nearby alternates in each case, so no need for lots of fuel, thus landing and take-off weights are much lower than for more conventional operations. The -300s which were used originally on the route were incapable of landing in the wet (when it rains in Rio it really rains!) and had to divert to SBGL.
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GF:
I live near KCRQ. Lots of high-end biz jets there. You've probably been there. 4,897' runway almost at sea level and usually on the cool side for Southern California. When an operator I am familiar with wants to make long trips in their Gulstreams, they have to position at KSAN, then fuel up and load up there.
I've been in/out of there a number of times in Globals and Challengers--it's a mad rush of A320s and B737s, but most of the flights are shuttles to São Paulo (45-ish minutes) or perhaps other destinations within similar distances. Watching them operate off that short runway without overruns and tiny ramps is impressive.
https://youtu.be/ybxhDrTiRV0
https://youtu.be/yrDniZ23s0Y?t=2m11s
I estimate "Vr" call just past abeam the tower, TO attitude passing twy L, "Positive rate" just before twy G, 50 feet just before twy F. Then a low-level left-and-a-right of 30 degrees to clear the Sugarloaf off the end of the runway. (Key West doesn't have one of those.
)
https://youtu.be/yrDniZ23s0Y?t=2m11s
I estimate "Vr" call just past abeam the tower, TO attitude passing twy L, "Positive rate" just before twy G, 50 feet just before twy F. Then a low-level left-and-a-right of 30 degrees to clear the Sugarloaf off the end of the runway. (Key West doesn't have one of those.
)
Last edited by pattern_is_full; 20th Sep 2016 at 19:15.
A HUD helps a lot, too. I have, for some reason, always come in from the west on the RNAV (GNSS) Y Rwy 02R approach or just off a visual inside Corcavado. It's not quite as tight as it looks, but demands some real hand flying. Time of day may have something to do with direction of landing, I think there is a wind shift that's fairly predictable.
WRT KCRQ, been there many times, a Global can lift 8-10 pax and about 29,000 pounds of fuel, call it 7 hours with plentiful reserves at M.85.
GF
WRT KCRQ, been there many times, a Global can lift 8-10 pax and about 29,000 pounds of fuel, call it 7 hours with plentiful reserves at M.85.
GF
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This is one of the most beautiful approaches in the world, I'm pretty sure.
It's a challenging airport, but once you get used, is no big deal (under normal weather). When they are operating on runway 02, with strong winds, things can get very tricky. On the other hand, the runway pavement is one of the best around (at least...)
There are many other airports here in Brazil serviced by 737 which I believe are worse to operate than SBRJ...
Just check SBCX & SBIL
It's a challenging airport, but once you get used, is no big deal (under normal weather). When they are operating on runway 02, with strong winds, things can get very tricky. On the other hand, the runway pavement is one of the best around (at least...)
There are many other airports here in Brazil serviced by 737 which I believe are worse to operate than SBRJ...
Just check SBCX & SBIL
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B737SFP:
The new RNP AR W to Runway 02R looks like quite a ride. On auto-flight, it should be no big deal. That is the type of approach RNP AR was made for.
It's a challenging airport, but once you get used, is no big deal (under normal weather). When they are operating on runway 02, with strong winds, things can get very tricky. On the other hand, the runway pavement is one of the best around (at least...)
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terpster...yes, W does seem to be quite a ride, I note 140kt speed restriction on that turn, (winds) and CAT A,B,C, with NA CAT D... Interesting nomenclature on the waypoints, typically descending to TCH...
I would think that the 738 would be a bit of stretch for CAT C and 140 kts....
I would think that the 738 would be a bit of stretch for CAT C and 140 kts....
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A HUD helps a lot, too. I have, for some reason, always come in from the west on the RNAV (GNSS) Y Rwy 02R approach or just off a visual inside Corcavado. It's not quite as tight as it looks, but demands some real hand flying. Time of day may have something to do with direction of landing, I think there is a wind shift that's fairly predictable.
WRT KCRQ, been there many times, a Global can lift 8-10 pax and about 29,000 pounds of fuel, call it 7 hours with plentiful reserves at M.85.
GF
WRT KCRQ, been there many times, a Global can lift 8-10 pax and about 29,000 pounds of fuel, call it 7 hours with plentiful reserves at M.85.
GF
Out of curiosity, for the RNAV Y 02R approach from the west, is the visual portion of the approach a direct left hand turn as is illustrated on the chart or do you circle to the south to fly over the same beach as the RNP W approach (the one I've stuck the red arrow below)? I only ask because the videos on Youtube all show planes flying over that beach to the south and there really doesn't seem much time to line up on final, even from there. Also, if you do circle over that southern beach, do you tend to start the turn a little way before RJ034?
Kind regards
Charlie Reed
