DUBLIN - 2
Join Date: Nov 1998
Location: UK
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Jeepers lads come on.
An aircraft can take off from any runway that it has performance data for.
The operator gets approval from the "aviation bodys" to operate it's aircraft, the performance data is supplied by the manufacturers who have approval to do so for the aircraft that they produce.
If the runway is short, the performance (weight) it can lift is greatly reduced. Vice versa if it's long.
IAA Approval for Dublin for a 777 to land/depart - give me a break!?
If the performance manuals said the 777 could only lift 1 tonne of fuel and 1 pax off Dublin 28, then that's what they'd do. Commercially stupid, but completely legal.
IAA has better things to be doing (but never does them).
An aircraft can take off from any runway that it has performance data for.
The operator gets approval from the "aviation bodys" to operate it's aircraft, the performance data is supplied by the manufacturers who have approval to do so for the aircraft that they produce.
If the runway is short, the performance (weight) it can lift is greatly reduced. Vice versa if it's long.
IAA Approval for Dublin for a 777 to land/depart - give me a break!?
If the performance manuals said the 777 could only lift 1 tonne of fuel and 1 pax off Dublin 28, then that's what they'd do. Commercially stupid, but completely legal.
IAA has better things to be doing (but never does them).
You can thank "The Shannon Lobby" and the parish pump nature of Irish politics for the resultant situation of Dublin boasting the shortest main runway at the major airport of any western European capital city.
Back in the days of the stop over, there was no reason to extend (despite plenty of room at the 10 threshold end) and the pressure on then Aer Rianta to keep it that way via government was significant. All fine and well when going west required a stop in Co. Clare. Pretty dumb today when all the new business opportunities are a way off to the east.
JAS
Back in the days of the stop over, there was no reason to extend (despite plenty of room at the 10 threshold end) and the pressure on then Aer Rianta to keep it that way via government was significant. All fine and well when going west required a stop in Co. Clare. Pretty dumb today when all the new business opportunities are a way off to the east.
JAS
Join Date: Aug 2007
Location: Dublin
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ROI imports - UK 33.4%, US 11.7%, Germany 8.1%, China 6.8%, Netherlands 5%.
ROI exports - US 19.3%, UK 18.4%, Belgium 14.2%, Germany 7.1%, France 5.8%.
No sign of a runway extension requirement in these figures.
ROI exports - US 19.3%, UK 18.4%, Belgium 14.2%, Germany 7.1%, France 5.8%.
No sign of a runway extension requirement in these figures.
Join Date: Apr 2005
Location: Ireland
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runway length comparison
DUB 2637m
BHX 2605m
GLA 2658m
MAN 3048m
Dublin, Birmingham & Glasgow have similar runway length.
Manchester clearly much longer.
Where does this leave us regarding operating fully loaded 777 or whatever from DUB to middle east airports?
BHX 2605m
GLA 2658m
MAN 3048m
Dublin, Birmingham & Glasgow have similar runway length.
Manchester clearly much longer.
Where does this leave us regarding operating fully loaded 777 or whatever from DUB to middle east airports?
Join Date: Aug 2002
Location: London (Babylon-on-Thames)
Age: 42
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DUB is cleared to operate a FULLY LOADED B777 to UAE.
By way of comparison, CityJet frequently have to make decisions on passenger offloads at London City when the wind's not favourable and the loads are high. This does not stop them operating out of LCY however. Actually come to think of it, so do BA CityFlyer and they operate the most modern ERJ-190s. Hence, given that the runway length at DUB is comparable to GLA and BHX where Emirates have happily operating the B777-330ER for many years, it's therefore not a barrier at Dublin unless they really do have long Indian summers !
Dublin boasting the shortest main runway at the major airport of any western European capital city.
Join Date: Mar 2010
Location: Lurgan, Northern Ireland
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i know of many flights that left for SFO and LAX with FULL loads in both cabins, and this was the days were each passenger was allowed 2 checked bags as well as J PAX taking 3 but have known many to take more and be allowed to travel with it. I know the route also generate a lot of cargo revenue so NO i don't think there was any restrictions on these flights in terms of payload, i would have at the time said if the A330-300's could make SFO or LAX with full passenger loads and cargo EI would have had them on the route.
I don't know about the profitability of individual routes, their load factors or cargo payload, but I can say that I've observed 333's heading to the US East Coast request to and then holding short of 2-8 explicitly stating that they had to wait until the wind picked up a couple of knots before departing.
(In fairness, I don't recall the reg, so it may have been one of the older, heavier 333's).
JAS
(In fairness, I don't recall the reg, so it may have been one of the older, heavier 333's).
JAS
Join Date: Jul 2001
Location: Over there.
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Runway length alone is not a sufficient decider on the performance available. Obstacles in the departure performance cone will have a significant effect on the weight an aircraft can lift.
Join Date: Aug 2008
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Irish Times editorial on DART spur proposal this morning asks: Why was diverting the Dublin-Belfast railway line through Dublin airport never considered?
Dart to the airport - The Irish Times - Sat, Sep 03, 2011
Dart to the airport - The Irish Times - Sat, Sep 03, 2011
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Dublin-Dubai daily confirmed from January
Emirates service daily from January using an A330-200 operating three class configuration, 12.55 from Dublin arriving 00.25 following morning, 07.00 from Dubai arriving Dublin 11.30
Join Date: Aug 2008
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Dublin-Dubai daily confirmed from January
Emirates service daily from January using an A330-200 operating three class configuration, 12.55 from Dublin arriving 00.25 following morning, 07.00 from Dubai arriving Dublin 11.30
Join Date: Jun 2011
Location: UK
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It does seem to be a trend at the moment that new Euro destinations for EK are opened with 3 class aircraft. CPH/AMS/MAD and now DUB. Like you say, how long until a 2 class B773 is needed?
It will be interesting to see where the 3 class unit comes from? EK21/22 for B777 anyone?
However, it will be interesting to see Etihad's reaction to this. At MAN, when EK went 3 daily, Etihad upped to double daily (after initially going up to 10 weekly), so, will Etihad fight it out at DUB, or retract?
It will be interesting to see where the 3 class unit comes from? EK21/22 for B777 anyone?
However, it will be interesting to see Etihad's reaction to this. At MAN, when EK went 3 daily, Etihad upped to double daily (after initially going up to 10 weekly), so, will Etihad fight it out at DUB, or retract?
Join Date: Mar 2010
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