Apron congestion
Apron congestion
Join Date: Sep 1998
Location: Sydney, Australia
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Depends on the tugs/tractors or whatever you call them at your location.
Many pushbacks require a tow forward to a disconnect point. Many tugs cannot control a tow forward with even idle thrust on some aircraft types - they can push back against it, but they can't tow forward with it without excessive risk of over-run.
AA
Many pushbacks require a tow forward to a disconnect point. Many tugs cannot control a tow forward with even idle thrust on some aircraft types - they can push back against it, but they can't tow forward with it without excessive risk of over-run.
AA
Join Date: Apr 2001
Location: Near Stalyvegas
Age: 78
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At EGCC/MAN start is ALWAYS given prior to push. That the "tug release point" on certain stands precudes multi/synchro push backs is besides the point 
we aim to please, it keeps the cleaners happy
we aim to please, it keeps the cleaners happy
Join Date: Mar 2000
Location: Edinburgh
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At EGPH the apron road runs behind the aircraft, therefore all vehicles come to a stop when they see the anti-collisions from an aircraft starting. This can then block the pushback of the aircraft that prevented your push in the first place!
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There are all manner of reasons that start can't be given on some stands. In one case that i recall, the airport authority introduced a rule that aircraft had to be taken off stand and tugged to the end of the pier before starting because (when the wind was blowing in certain directions) exhaust fumes sometimes got into offices. Rumour had it that if the windows were closed as they were supposed to be in order for the air conditioning to work, that there was no problem but people in the offices often opened the windows for some reason. The result - tremendous inconvenience for crews, groundstaff and ATC and a distinct reduction in efficiency!
Join Date: Aug 2001
Location: Green Bay, WI
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To all Air Traffic Controllers;
I have really enjoyed your feedback and replly to console issues and as well, the related electronics issues which are of high concern for you.
Let me ask you this, if you could have a console constructed so that the core material and laminate would be static dissipative, would you want it in your facility?
I am currently dealing with not only NATCA, but also the top management itself in the FAA, and am currently working with them with this innovative technology.
In essence, the technology would make the console become the first line defense against static electricity problems and it can even help prevent RFI!
Want your input! No matter what country you are from, region you work in or position you work at, Ask as many questions as you'd like to.
I have really enjoyed your feedback and replly to console issues and as well, the related electronics issues which are of high concern for you.
Let me ask you this, if you could have a console constructed so that the core material and laminate would be static dissipative, would you want it in your facility?
I am currently dealing with not only NATCA, but also the top management itself in the FAA, and am currently working with them with this innovative technology.
In essence, the technology would make the console become the first line defense against static electricity problems and it can even help prevent RFI!
Want your input! No matter what country you are from, region you work in or position you work at, Ask as many questions as you'd like to.
