LUTON -8
Ut Sementem Feeceris
Yes, it's rare, but it DOES happen. The Law states that if the RVR is below that required for any measured, relevant (speed above 60 knots), part of the runway, then the approach MUST NOT continue below 1,000 feet above threshold elevation (1,000 ft above the ground to keep it simple) resulting in go-around/diversion. So if the RVR is reported as 400/175/400 - no approach below 1000' permitted.
The potential impact on operator such as easyJet is huge. Imagine if 10 aircraft couldn't get back in on the last wave - think of the effect this would have on the first wave the next morning!
I'm not quite sure why the multi-storey has to be SO massive - ego? But the fact a huge steel structure has - allegedly - bu**ered up a highly sensitive radio installation is hardly surprising.
It smacks of half ar$ed planning - like the super efficient drop off zone.....
The potential impact on operator such as easyJet is huge. Imagine if 10 aircraft couldn't get back in on the last wave - think of the effect this would have on the first wave the next morning!
I'm not quite sure why the multi-storey has to be SO massive - ego? But the fact a huge steel structure has - allegedly - bu**ered up a highly sensitive radio installation is hardly surprising.
It smacks of half ar$ed planning - like the super efficient drop off zone.....
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You have to hand it to the creators of the new infrastructure for causing alleged beam/guidance issues with the Cat3B ILS! Now if I was running an airline, I would be asking the airport to compensate for all incurred revenue losses for flights that have to divert when they could land in 3B, but only 3A is available!
Can you imagine the ramifications at Heathrow, or Gatwick should a newly erected building interfere with the ILS as has allegedly occurred at Luton!
Maybe when the lifts work, the ILS can operate at 3B? Or maybe not!
Can you imagine the ramifications at Heathrow, or Gatwick should a newly erected building interfere with the ILS as has allegedly occurred at Luton!
Maybe when the lifts work, the ILS can operate at 3B? Or maybe not!
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A4...I think you may need to check your understanding of the law.
Yes, it's rare, but it DOES happen. The Law states that if the RVR is below that required for any measured, relevant (speed above 60 knots), part of the runway, then the approach MUST NOT continue below 1,000 feet above threshold elevation (1,000 ft above the ground to keep it simple) resulting in go-around/diversion.
What you are referring to is the approach ban. You may not proceed past the outer marker or 1000ft unless the controlling RVR is greater than or equal to what is required. If the aircraft is already past the 1000ft/OM the approach can be continued to minima
So if the RVR is reported as 400/175/400 - no approach below 1000' permitted
The minima reported on charts is required in the first third of the runway. There are other minimas for mid and end point. Normally CAT3a = 200/125/75. So with your above example the approach is fully flyable, and landing perfectly legal.
What everyone seems to be forgetting is that not only the runway has to be qualified, but the crew, and the aircraft. I know EZY generally are, but not all operators and LTN are.
We are realistically talking about the difference between 200m and 75m. So how many times per year, will the weather be below CAT3A minimas, at the time a flight is arriving, which is in an aircraft which can operate down to CAT3B? Relatively few...especially at 2am!
I am not the biggest fan of the LTN development, but they have made far bigger mistakes than CAT3B downgrade
Yes, it's rare, but it DOES happen. The Law states that if the RVR is below that required for any measured, relevant (speed above 60 knots), part of the runway, then the approach MUST NOT continue below 1,000 feet above threshold elevation (1,000 ft above the ground to keep it simple) resulting in go-around/diversion.
What you are referring to is the approach ban. You may not proceed past the outer marker or 1000ft unless the controlling RVR is greater than or equal to what is required. If the aircraft is already past the 1000ft/OM the approach can be continued to minima
So if the RVR is reported as 400/175/400 - no approach below 1000' permitted
The minima reported on charts is required in the first third of the runway. There are other minimas for mid and end point. Normally CAT3a = 200/125/75. So with your above example the approach is fully flyable, and landing perfectly legal.
What everyone seems to be forgetting is that not only the runway has to be qualified, but the crew, and the aircraft. I know EZY generally are, but not all operators and LTN are.
We are realistically talking about the difference between 200m and 75m. So how many times per year, will the weather be below CAT3A minimas, at the time a flight is arriving, which is in an aircraft which can operate down to CAT3B? Relatively few...especially at 2am!
I am not the biggest fan of the LTN development, but they have made far bigger mistakes than CAT3B downgrade
Ut Sementem Feeceris
GJP
Yes, the approach ban is what I was referring to. In hindsight, my 400/175/400 was not a good example - you are correct. Stop end normally disregarded if speed is going to be below 60knots. Having a 75m requirement is a far more comfortable position to be in than being established at 7D with RVR varying around 200m.......
However, as some else mentioned, can you imagine such a scenario at ANY other major airport?
Yes, the approach ban is what I was referring to. In hindsight, my 400/175/400 was not a good example - you are correct. Stop end normally disregarded if speed is going to be below 60knots. Having a 75m requirement is a far more comfortable position to be in than being established at 7D with RVR varying around 200m.......
However, as some else mentioned, can you imagine such a scenario at ANY other major airport?
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Not sure if it has changed (I fly Airbus), but as far as I'm aware the B737, being an old design, is only capable of upto CAT3A autolands (FBW Airbus are capable upto CAT3B). There is many a time I've been glad the aircraft (and crew) I was flying into Luton with was CAT3B certified.
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Southend's CAT 1 ILS does not seem to bother EasyJet or the airlines that have to use London City's CAT 1.
I did speak to a retired ex airport guy at the airport who told me before work started on the car park that it would be no taller than 2 floors due to the ILS and didn't quite believe me when I said it was going to have 5 floors so maybe the airport knew about this before they started? But then again the airport does have a very long track record of building infrastructure that hasn't been thought through so ends up being modified. Just look at the main road inside the CTA and the drop off zone. Neither are finished yet but are soon to be dug up again for the new station and cut and cover tunnel.
I put a YouTube video on here sometime ago of an Airbus test facility at an airfield in France of their ILS solution which was mounted on scaffolding and consisted of lightweight blocks.
I did speak to a retired ex airport guy at the airport who told me before work started on the car park that it would be no taller than 2 floors due to the ILS and didn't quite believe me when I said it was going to have 5 floors so maybe the airport knew about this before they started? But then again the airport does have a very long track record of building infrastructure that hasn't been thought through so ends up being modified. Just look at the main road inside the CTA and the drop off zone. Neither are finished yet but are soon to be dug up again for the new station and cut and cover tunnel.
I put a YouTube video on here sometime ago of an Airbus test facility at an airfield in France of their ILS solution which was mounted on scaffolding and consisted of lightweight blocks.
Ut Sementem Feeceris
Southend's CAT 1 ILS does not seem to bother EasyJet
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Construction update
My last update was on December 15th but since then not a lot has happened due to extended Christmas breaks in the construction industry. As of yesterday work had still not resumed which is a mirror of what happened last Christmas.
With the multistory almost complete the builders Portocabin city has been removed leaving the tidying of the site and some completion work to be finished off which hasn't stopped the car park from part opening.
To the left of the bridge is the route for the cut and cover tunnel for the rail link.
The terminal extension steelwork still has a long way to go.
The goods in route via the new bus station was closed just before Christmas with traffic directed along the new route that sits parallel to the drop off zone although this new route is still far from finished.
A photo taken just before Christmas of the approach road to the left, which is already a duel carriageway at this point, with its queue of traffic that started a mile way by Capability Green and the entry lane of the drop off zone with its queue of traffic. Note the empty exit lane on the far right, which all these cars will pass through. Pictures paint a thousand words and as can be seen the airport has a major problem with its design of the drop off zone.
Taken by the Holiday Inn roundabout the 2 lanes of traffic from the M1 meets the old approach which is used for traffic from the east and the A1 and a third road that serves the back route through the airport. Ultimately most of this traffic will end up in a single lane to enter a drop off zone with no passing places. It just takes a few car to stop in the wrong place to unload passengers or people to use the pedestrian crossing and you end up with this.
With the multistory almost complete the builders Portocabin city has been removed leaving the tidying of the site and some completion work to be finished off which hasn't stopped the car park from part opening.
To the left of the bridge is the route for the cut and cover tunnel for the rail link.
The terminal extension steelwork still has a long way to go.
The goods in route via the new bus station was closed just before Christmas with traffic directed along the new route that sits parallel to the drop off zone although this new route is still far from finished.
A photo taken just before Christmas of the approach road to the left, which is already a duel carriageway at this point, with its queue of traffic that started a mile way by Capability Green and the entry lane of the drop off zone with its queue of traffic. Note the empty exit lane on the far right, which all these cars will pass through. Pictures paint a thousand words and as can be seen the airport has a major problem with its design of the drop off zone.
Taken by the Holiday Inn roundabout the 2 lanes of traffic from the M1 meets the old approach which is used for traffic from the east and the A1 and a third road that serves the back route through the airport. Ultimately most of this traffic will end up in a single lane to enter a drop off zone with no passing places. It just takes a few car to stop in the wrong place to unload passengers or people to use the pedestrian crossing and you end up with this.
Last edited by LTNman; 6th Feb 2017 at 05:38.
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Good to see the old 1980's terminal still clinging on in the above photo, and standing out like a saw thumb with the metal cladded buildings...
Brings back many memories to when I was a kid, entering that building to jet off to the old Yugoslavia!
Will they finally do something to make the old terminal blend in with the new terminal?
Brings back many memories to when I was a kid, entering that building to jet off to the old Yugoslavia!
Will they finally do something to make the old terminal blend in with the new terminal?
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Probably cover it with tin to blend in with the rest of the tinminal! Can't have expensive brickwork showing!
With the substantial increase in traffic predicted for Stansted and Luton this coming summer, Essex Radar will certainly be rather exciting!
With the substantial increase in traffic predicted for Stansted and Luton this coming summer, Essex Radar will certainly be rather exciting!
Buster -
Stansted is obviously in for some growth with Jet 2, but I can't see evidence of much growth at LTN, certainly compared with 2016. AtlasGlobal, La Compagnie have gone, just a couple more EZY aircraft. Unless, that is, anyone knows different....
Stansted is obviously in for some growth with Jet 2, but I can't see evidence of much growth at LTN, certainly compared with 2016. AtlasGlobal, La Compagnie have gone, just a couple more EZY aircraft. Unless, that is, anyone knows different....
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Will they finally do something to make the old terminal blend in with the new terminal?
Some of the protruding brickwork has been removed around the columns to allow the butt up which can just be seen in the photo.
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I can't see evidence of much growth at LTN, certainly compared with 2016
https://www.facebook.com/LDNLutonAirport/reviews/ and I pick out this one about the new footbridge.
Keith Dickens reviewed London Luton Airport –
1 star
31 December 2016 at 20:56 ·
What a horrid place London Luton Airport is. The amount of money they have been pouring into this dump and it's just a sh!t hole! The new walkway to cross to the car park is a joke, on departure the lifts were full of rubbish including a used nappy which smelt well rancid. On the way back all the floors were soaking wet and very slippery and also a nice big puddle of vomit on the walkway, the lifts were broken with no other way for elderly or disabled people to get to the car park. Nobody is cleaning this new walkway which I believe has only been open 3 weeks! Somebody needs to be accountable for what is happening (or not in this case) we for sure will try and avoid this dreadful disgusting excuse for an international airport. God only knows what foreign travelers think of this place when they get to the UK.
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Wizz increasing rotations from a few of their destinations and FlyKiss operating their first summer schedule (probably)? Essex Radar will certainly be lively for more of the day and evening!
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Anyone heard any more about the Aurigny Guernsey flights? Not bookable on their website, only LGW/STN/LCY.