New wind components at EBBR
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New wind components at EBBR
On the 19th of september new wind components will be introduced at EBBR.
To me there is something strange...
At EBBR there is a preferential runway system in place that indicates which runway should be used on what day and at which time.
Now when you look at the max tailwind for rwy 19 there is a difference between the max allowable tailwind. This difference depends on whether rwy 19 is being used because of the PRS or if it's selected out of necessity when the rwy according to PRS is not usuable (for whatever reason).
More in detail, if 19 is used because it's the preferential rwy : max tailwind 12kts. If 19 is used out of necessity : max tailwind 5kts.
Are there other airports out there where this difference exists?
I can't imagine how this could be explained in a safety case...
To me there is something strange...
At EBBR there is a preferential runway system in place that indicates which runway should be used on what day and at which time.
Now when you look at the max tailwind for rwy 19 there is a difference between the max allowable tailwind. This difference depends on whether rwy 19 is being used because of the PRS or if it's selected out of necessity when the rwy according to PRS is not usuable (for whatever reason).
More in detail, if 19 is used because it's the preferential rwy : max tailwind 12kts. If 19 is used out of necessity : max tailwind 5kts.
Are there other airports out there where this difference exists?
I can't imagine how this could be explained in a safety case...
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Follow up on these wind components...
Is a safety case necessary before implementing new wind components?
If yes, what organisation is responsible for this?
And which organisation is allowed to do one?
Is a safety case necessary before implementing new wind components?
If yes, what organisation is responsible for this?
And which organisation is allowed to do one?
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The reason I asked is the confusion that is going on in Belgium about these new wind components. Your answer seems to confirm the procedure I thought was to be followed.
In this case, the first thing that made me wonder was the fact that the new components were not published in the AIRAC for 19/09/2013 but in the eAIP of the 19th of Sept 2013 they were included.
Then the difference of wind limits that are deemed safe are different based on who decides to use that RWY (political reason through Preferential RWY System or Chief controller because of operational considerations)
Finally, while attending the parliamentary commission the secretary of state responsible for transportation stated that Belgocontrol did do a safety review and gave the green light on the 18th of Sept. Every Belgocontrol manager I talked to said that a safety review was never done by Belgocontrol.
If you look at all that, it seems to me that something quite strange is going on....
In this case, the first thing that made me wonder was the fact that the new components were not published in the AIRAC for 19/09/2013 but in the eAIP of the 19th of Sept 2013 they were included.
Then the difference of wind limits that are deemed safe are different based on who decides to use that RWY (political reason through Preferential RWY System or Chief controller because of operational considerations)
Finally, while attending the parliamentary commission the secretary of state responsible for transportation stated that Belgocontrol did do a safety review and gave the green light on the 18th of Sept. Every Belgocontrol manager I talked to said that a safety review was never done by Belgocontrol.
If you look at all that, it seems to me that something quite strange is going on....
