Wind farm could put flights at risk
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Wind farm could put flights at risk
Manawatu Standard Story
Not doubting the Freedom Captains experience but just out of curiousity is a 3.3 degree slope that difficult for 737s to maintain? And aren't the A320s either in the process of being or already certified for steep glidepath approaches?
As it is the 25 approach is rarely used because very little traffic comes from the east, certainly no scheduled traffic and there are still lingering concerns about the use of the approach post Ansett DHC-8 accident, not to mention it can be a very bumpy ride.
The safety of passengers and crew flying into Palmerston North Airport could be compromised if the entire Tararua 3 wind farm extension goes ahead, a navigation expert said yesterday.
As it is the 25 approach is rarely used because very little traffic comes from the east, certainly no scheduled traffic and there are still lingering concerns about the use of the approach post Ansett DHC-8 accident, not to mention it can be a very bumpy ride.
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Have not seen anything about the 737 but there was a post on one of the forums a fair while back which claimed that the A320/1 could manage a 3.5 degree G/P.
What are we talking about here ? using 300 ft/ml for 3 degrees an extra .3 of a degree is not going to translate into much coming over the fence surely.
What are we talking about here ? using 300 ft/ml for 3 degrees an extra .3 of a degree is not going to translate into much coming over the fence surely.
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Maybe they should just replant the thing in Wellington. Every time I've flown in there is always a brisk breeze!
And here's me thinking this was a thread about Werribee & Avalon!
Well I wouldn't say the 25 approach isn't used that much. The last two times I have come into Palmy I have flown the 25 approach and we were arriving from Sydney and Brisbane. Freedom SOPs forbid circling approaches at night so we can't just do the 07 approach and then stooge downwind for 25.
To pick the reporter on semantics, the captain didn't say it was unsafe merely less safe. There is a difference.
I don't want this to sound conceited but once you have flown something the size of a 737 you would understand where the captain is coming from. I am sure it can be done, just more stressful. Do you want that when you are coming down the slope at 1am?
To pick the reporter on semantics, the captain didn't say it was unsafe merely less safe. There is a difference.
I don't want this to sound conceited but once you have flown something the size of a 737 you would understand where the captain is coming from. I am sure it can be done, just more stressful. Do you want that when you are coming down the slope at 1am?
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So 3.3 does make it quite a bit more difficult in terms of configuration?
Saw a Freedom flight come in the other day on the 25 approach, but you guys are the only ones who use it, though I can certainly understand why at night (from a safety and noise abatement perspective).
In that article TrustPower have offered to buy the airport company an ILS which has been refused (I assume TrustPower thought it was as easy as buying them one and installing it), although PM is pretty much setup to accept a precision approach, of course maybe they are waiting till GPS precision approaches are available.
Surely a precision approach would be welcomed by Freedom especially given the wind conditions that exisit on that approach and therefore help ease that stress load
Saw a Freedom flight come in the other day on the 25 approach, but you guys are the only ones who use it, though I can certainly understand why at night (from a safety and noise abatement perspective).
In that article TrustPower have offered to buy the airport company an ILS which has been refused (I assume TrustPower thought it was as easy as buying them one and installing it), although PM is pretty much setup to accept a precision approach, of course maybe they are waiting till GPS precision approaches are available.
Surely a precision approach would be welcomed by Freedom especially given the wind conditions that exisit on that approach and therefore help ease that stress load
Nunc est bibendum
If you're doing them regularly then 3.3 isn't a big deal but the issue is that 'most' airline pilots won't do them regularly. It's a higher V/S required therefore different thrust and attitude. Add this to a different runway with a different perspective and things are starting to be 'interesting'. Not impossible and not overly challenging but 'different' enough to be something to consider.
Bombay (Mumbai) used 3.3 percent and we were generally close to MLW (which we didn't do often) due to tankering fuel. It was damned hot and crappy vis normally. Like I said, different enough to make it interesting.
Bombay (Mumbai) used 3.3 percent and we were generally close to MLW (which we didn't do often) due to tankering fuel. It was damned hot and crappy vis normally. Like I said, different enough to make it interesting.
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Palmy with an ILS awesome. Can anyone say why this would be refused? If some bought me an ILS i would be chuffed. Its airways that pay for calibration and maintenance isnt it?
Doesnt the FMS take care of the approach anway?
Doesnt the FMS take care of the approach anway?
Bunging in an ILS doesn't mean you suddenly get Cat I operations - it's only one part of the equation. There are serious power/standby power/lighting considerations as well....
If the airport company own the ILS, they will have to pay a certficated organisation to maintain/calibrate it.....
If the airport company own the ILS, they will have to pay a certficated organisation to maintain/calibrate it.....
