Heathrow-2
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Thread Starter
Several, in fact.
Including one started by the poster who is asking the question:
PPRuNe: Another runway at Heathrow
Including one started by the poster who is asking the question:
PPRuNe: Another runway at Heathrow
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Third runway at Heathrow
Have been reading the report which is many pages long. Am interested in readers views on steeper approaches using a 3.2 degree glideslope to reduce noise. It doesnt seem very much to me and can it be used in some form of instrument approach ?
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The problem with a steeper glide path is that depending on the aircraft type, conditions, and - quite frankly - the pilot's energy management skills, it can often be more difficult to control the speed of the aircraft, something which is of particular importance to Heathrow and Gatwick arrivals.
It would almost certainly result in more speed brake on approach, more early gear extension and, as a result, more noise. Counterproductive.
It would almost certainly result in more speed brake on approach, more early gear extension and, as a result, more noise. Counterproductive.
Thread Starter
On the contrary, it appears to be almost twice as steep as a 3° approach 
Slightly steeper approach trial update
In theory the ILS/MLS could have been adjusted to the steeper angle, but that would have required all landing traffic to make use of it. Instead, a 3.2° RNAV approach was created for use by the airlines participating in the trial.
Slightly steeper approach trial update
In theory the ILS/MLS could have been adjusted to the steeper angle, but that would have required all landing traffic to make use of it. Instead, a 3.2° RNAV approach was created for use by the airlines participating in the trial.
Last edited by DaveReidUK; 27th Feb 2018 at 06:58. Reason: punctuation!
Paxing All Over The World
I wonder if the folks whose S/H rotations are being canx this week, have considered the diff if we had R3 ... 
[I'll get my hat] {AND coat as it's dashed parky today}
[I'll get my hat] {AND coat as it's dashed parky today}
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PAXBOY
BA always cancel short haul first, what ever the reason. A bus up the M6 to MAN after a long haul flight is one of the reasons I no longer use BA or LHR. I think other northern based FF may also have a similar view. -6c up here today but still got out to office,though a bit lonely as gritters in this part of West Yorkshire appear to be a bit hens teeth like today, 4x4 very useful for going up hill even if just a big toboggan going down if not careful !
BA always cancel short haul first, what ever the reason. A bus up the M6 to MAN after a long haul flight is one of the reasons I no longer use BA or LHR. I think other northern based FF may also have a similar view. -6c up here today but still got out to office,though a bit lonely as gritters in this part of West Yorkshire appear to be a bit hens teeth like today, 4x4 very useful for going up hill even if just a big toboggan going down if not careful !
Thread Starter
Though not exclusively - according to thebasource.com, yesterday's cancellations also included LAX and JFK rotations.
But it's true that most of the canx were short-haul, affecting the following LHR routes:
ABZ, AMS, ARN, BRU, BSL, CDG, CPH, DME, DUB, DUS, EDI, FRA, GLA, GVA, HAM, LBA, LIN, MAD, MAN, MUC, NCL, OSL, TLS, TXL and ZRH
But it's true that most of the canx were short-haul, affecting the following LHR routes:
ABZ, AMS, ARN, BRU, BSL, CDG, CPH, DME, DUB, DUS, EDI, FRA, GLA, GVA, HAM, LBA, LIN, MAD, MAN, MUC, NCL, OSL, TLS, TXL and ZRH
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On the contrary, it appears to be almost twice as steep as a 3° approach
Slightly steeper approach trial update
In theory the ILS/MLS could have been adjusted to the steeper angle, but that would have required all landing traffic to make use of it. Instead, a 3.2° RNAV approach was created for use by the airlines participating in the trial.
Slightly steeper approach trial update
In theory the ILS/MLS could have been adjusted to the steeper angle, but that would have required all landing traffic to make use of it. Instead, a 3.2° RNAV approach was created for use by the airlines participating in the trial.
Thread Starter
Incorrect - the ILS could not have been adjusted as the glide slope would physically need to be moved to accommodate the extra angle. Some aircraft utilising LHR at the time of the initial trial were also not certified to fly above a 3.15 angle. You are also unable to offer CATIII approaches over 3.15 so resilience would take a hit. The RNAV was the best option and allowed HAL to keep a CATIII approach in place for resilience
Clapham
In Clapham they have more to worry about the noise of emergency vehicles darting around 24/7, and if they looked up they take there eye of the ball watching out for robbers on scooters and rogue cyclists
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http://www.independent.co.uk/travel/news-and-advice/uk-australia-non-stop-flight-qantas-airlines-16-hours-double-price-travel-a7704616.html?amp&__twitter_impression=true
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It's rather like the pic that Heathrow are putting out to give the impression that plane emissions don't affect anywhere outside the airport boundary
https://t.co/lNJRVyP948
https://t.co/lNJRVyP948
In fig 2 above, which particular aircraft does that departure.Half the runway used and a steep climb on full power? If it is westbound what are all those large buildings to the west?
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An A320 would be around 1500 ft crossing the fenceline on climbout according to fr24.
The buildings just represent buildings, the larger buildings to the west would be Slough.
The buildings just represent buildings, the larger buildings to the west would be Slough.