Thread: Dublin-3
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Old 26th Aug 2018, 12:39
  #289 (permalink)  
Una Due Tfc
Join Date: Jun 2013
Location: A warm pub
Posts: 1,146
Originally Posted by EI-A330-300 View Post
The newer A333 shouldn't have many problems heading to SFO with cargo?

In addition to A350, the B787s and A330 NEOs should be capable of fly most route at full or almost full MTOW.

In general max MTOW isn't possible from the vast majority of airports (ultra long route) across the globe. DUB will not fail to attache n airline who wants to serve with a runway of 3.110 or 3.600.
I believe EI have the extra thrust “bump” package on their newer ones alright, it gives extra power but I also believe it seriously reduces inspection intervals when used, perhaps someone in here can clarify that.

As said above, the longer the runway the more capacity it provides. Narrowbodies can jump on and get going at an intersection whilst the heavies are still taxiing or lining up down the end, and tower controller can increase movement rate and reduce waiting times by tailoring the sequence of departures to have minimal wake turbulence delays. You want to minimize the instances of aircraft following ones of a higher wake category, so if you’ve got 3 320s/737s and 2 330s, send the 2 330s down the end, launch the narrowbodies off intersections and then send the 2 heavies out one after the other, otherwise the narrowbodies have to sit and wait for a couple of minutes for the wake from the heavy to dissipate.

The above situation is for single use runway ops ie departures only. Mixed ops allows arrivals to break up wake turbulence waits.
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