Perth Airport
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"Not only will the airlines and their passengers benefit greatly from the new terminal, but the move will also substantially reduce activity in the current domestic precinct, thereby improving our customers' experiences in the existing terminals."
"The move will substantially increase pressure on an already inadequate road system to get people to the new terminal, thereby drastically decreasing the quality of the TWA users experience and further frustrating passengers using the international terminal."
Thread Starter
sled_driver- the devil is in the detail. Skywest will occupy the new Terminal WA, and Virgin will occupy the extension of the current International terminal towards the new Terminal WA site. Its all going to be joined in the end, so who knows why the journo had to make it confusing for everyone. 
From the Letters page of The West today:
I'll bet ATC won't be too happy about that rant. 
I actually think the do a pretty good job, considering.
I wonder what the acceptance rate is with both runways operational as opposed only to 06/24 (they do cross in the middle, you know) and how does that pans out against the bill for double-time for back-of-the-clock runway grooving?
The brutal fact is that two runways are only needed for a few hours a day and if the mines (and/or their flyers) were to spread their changeovers over the day, two runways would not be needed at all. Problem not only belongum WAC. The problem is well-known but unless the big miners do something about it, nothing is going to change anytime soon.
What exactly is wrong with not working over Easter?
Second runway needed
How sad that Perth Airport's answer to the air-traffic congestion is to "impose hefty charges on small aircraft at peak times" (Airport charges rise, . 18/4) in the hope the smaller aircraft will go away It is typical of the small-town mentality here in WA that a financial big stick will be wielded, rather than addressing the real problem.
This airport desperately needs a parallel runway and high-speed taxiways and Australia in general needs a revamp of the clumsy and restrictive air-traffic control procedures that strangle aircraft traffic flow into Perth every day
Many airports in WA are too small to be serviced by big aircraft and there will always be a need for small aircraft to provide for industry needs. The smaller aircraft operate to fit in with the shift-change schedules of the big mines and it is not easy for these to be adjusted. Currently a two-hour round trip flight typically is extended by up to 15 minutes because of air-traffic control delays, adding hundreds of dollars to the cost of the flight. At least one charter company in Perth is already adding this cost on to its clients' fees. Undoubtedly, others will follow suit so, as usual, the customer pays.
Where else in the world would the main runway of the primary airport in the State be shut down for maintenance for six weeks, six days a week for 11 hours and extending through the evening peak period (that's excluding over Easter, of course, in this land of the long weekend)? Many other countries would be doing this essential work during the night, or at least re-opening the main runway for the evening rush hour. Even Main Roads does its maintenance at night on major roads -for example, the recent night closures of the Farmer freeway tunnel for re-surfacing.
It is absolutely inevitable that we will eventually have a second runway and high-speed taxiways (which allow aircraft to exit the runways quickly after landing, thus increasing the rate of movements). Let's get on with it and join the rest of Australia in the 2lst century.
Lesley Smithers, Rivervale.
How sad that Perth Airport's answer to the air-traffic congestion is to "impose hefty charges on small aircraft at peak times" (Airport charges rise, . 18/4) in the hope the smaller aircraft will go away It is typical of the small-town mentality here in WA that a financial big stick will be wielded, rather than addressing the real problem.
This airport desperately needs a parallel runway and high-speed taxiways and Australia in general needs a revamp of the clumsy and restrictive air-traffic control procedures that strangle aircraft traffic flow into Perth every day
Many airports in WA are too small to be serviced by big aircraft and there will always be a need for small aircraft to provide for industry needs. The smaller aircraft operate to fit in with the shift-change schedules of the big mines and it is not easy for these to be adjusted. Currently a two-hour round trip flight typically is extended by up to 15 minutes because of air-traffic control delays, adding hundreds of dollars to the cost of the flight. At least one charter company in Perth is already adding this cost on to its clients' fees. Undoubtedly, others will follow suit so, as usual, the customer pays.
Where else in the world would the main runway of the primary airport in the State be shut down for maintenance for six weeks, six days a week for 11 hours and extending through the evening peak period (that's excluding over Easter, of course, in this land of the long weekend)? Many other countries would be doing this essential work during the night, or at least re-opening the main runway for the evening rush hour. Even Main Roads does its maintenance at night on major roads -for example, the recent night closures of the Farmer freeway tunnel for re-surfacing.
It is absolutely inevitable that we will eventually have a second runway and high-speed taxiways (which allow aircraft to exit the runways quickly after landing, thus increasing the rate of movements). Let's get on with it and join the rest of Australia in the 2lst century.
Lesley Smithers, Rivervale.
I actually think the do a pretty good job, considering.I wonder what the acceptance rate is with both runways operational as opposed only to 06/24 (they do cross in the middle, you know) and how does that pans out against the bill for double-time for back-of-the-clock runway grooving?
The brutal fact is that two runways are only needed for a few hours a day and if the mines (and/or their flyers) were to spread their changeovers over the day, two runways would not be needed at all. Problem not only belongum WAC. The problem is well-known but unless the big miners do something about it, nothing is going to change anytime soon.
What exactly is wrong with not working over Easter?
I worked in the tower for a while, though I can't remember the exact arrival rate for 06/24 it was certainly less as we had to cater for the Heavies to backtrack and vacate at J1 or 03/21 (if that option was available) or back track to C1/S. Ditto for them to line up. I am pretty sure after the resurfacing closure W was pretty well buggered from the heavies, so I don't know if they can/are using it again.
Arrivals / Acceptance Rates during works
TWY "W" is now commissioned to Code E aircraft which very much improves the RWY 06 / 24 only situation, heavies still have to backtrack a short distance for departure off RWY 06 and the turn on to the threshold of 24 from W is quite a wide angle so aircraft are slower to commence the take off roll, never the less in this mode movement rates of 40 per hour have been achieved with the right traffic mix, this is about as good as you get from RWY 21.
During the works there are a significant amount of taxiway closures, we are virtually operating with half an airport, there are less options on taxi routes and the holding of aircraft waiting for bays, we have to carefully manage the situation to keep things moving and prevent log jams which could quickly escalate to the point that go rounds may happen or we need to call in the tugs to pull the fur ball apart. This is especially so during periods where we have a busy arrival and departure mix typical of most weekday afternoons. Overloading of the airport system is prevented by strategic adjustment of the arrival acceptance rates, these are reduced below the typical arrival rate to allow departures to get away ensure there are vacant bays and we keep it all moving. Another big factor we have to consider is the management of an immediate runway change ie swapping ends, with so many closures this would be very difficult to manage, another reason for the "tweaked" down rates.
This methodology was used with great success during the overlay last year. The restrictions for the grooving and other associated works are actually a bit worse in some respects to the overlay works, the strategy is working, its safe and the traffic is moving, if compliance regards to slots etc could be guaranteed it is likely that a positive adjustment to acceptance rates could be achieved.
The next stage of works involving the construction of the the TWY A extension through RWY 06/24 will also be challenging, there will be much runway crossing of the only usable runway (03/21) plus taxy routing via the Eastern TWY system.. we cant wait..........
to have it all finished!
During the works there are a significant amount of taxiway closures, we are virtually operating with half an airport, there are less options on taxi routes and the holding of aircraft waiting for bays, we have to carefully manage the situation to keep things moving and prevent log jams which could quickly escalate to the point that go rounds may happen or we need to call in the tugs to pull the fur ball apart. This is especially so during periods where we have a busy arrival and departure mix typical of most weekday afternoons. Overloading of the airport system is prevented by strategic adjustment of the arrival acceptance rates, these are reduced below the typical arrival rate to allow departures to get away ensure there are vacant bays and we keep it all moving. Another big factor we have to consider is the management of an immediate runway change ie swapping ends, with so many closures this would be very difficult to manage, another reason for the "tweaked" down rates.
This methodology was used with great success during the overlay last year. The restrictions for the grooving and other associated works are actually a bit worse in some respects to the overlay works, the strategy is working, its safe and the traffic is moving, if compliance regards to slots etc could be guaranteed it is likely that a positive adjustment to acceptance rates could be achieved.
The next stage of works involving the construction of the the TWY A extension through RWY 06/24 will also be challenging, there will be much runway crossing of the only usable runway (03/21) plus taxy routing via the Eastern TWY system.. we cant wait..........
to have it all finished!
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Could spend hours picking that letter apart, but couldn't be bothered. For some people, 'theirs' is always better than 'ours', whether its ATC, education, health, public transport etc.
The evening sequence on Easter Thursday involved more than a few significant delays for aircraft early for their slot time
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The evening sequence on Easter Thursday involved more than a few significant delays for aircraft early for their slot time
.
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Deep investigation - all angles covered - both operators canvassed
Just saw an ad on ABC 1 for a report on Perth airport and the skies around it, on tonight at 730pm in WA. Will be interesting to see what they say.
...plus...
A quick hop down to YPJT for a free advertorial from those bastards at RACWA with their usual Come Fly With Me pitch alerting the public to the current crisis affecting airlines worldwide - the lack of pilots! Come train with us now - you'll have a jet job lined up before you've even landed the 152!
Brad Geatches, CEO of Perth Airport was on ABC radio this morning suggesting that higher charges may be applied to "smaller operators" during the peak departure / arrival times. Be interesting to see how the lines in the sand are drawn on this one.
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we could of course take the Frankfurt example - spend a squillion Euro on a wide spaced parallel and then only use it for landings because of the NIMBYs.
World's best practice - only move as many aircraft as the infrastructure allows. But Perth does have plenty of new car parking spots!
World's best practice - only move as many aircraft as the infrastructure allows. But Perth does have plenty of new car parking spots!
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Simple. Abide by them-get holding, ignore them-get holding, either way-get holding.
If you are 30 mins ahead of your PTL you still get home 30 mins early and everyone is happy.
If you are 30 mins ahead of your PTL you still get home 30 mins early and everyone is happy.
from Waypoint 2011
presentation by Guy Thompson, Westralia Airports Corp
[link]http://www.airservicesaustralia.com/...y_thompson.pdf[/link]
[link]http://www.airservicesaustralia.com/...y_thompson.pdf[/link]
Last edited by sunnySA; 4th Aug 2011 at 08:28. Reason: tried to fix link
That presentation conveniently skirts the REAL issue: not enough runways OR bad scheduling! ACE will make little difference, and what's with those two new 90° taxiways off the runway?? How about four high-speeders?
Dodgy, the wx was OK (for a change).
It seems to me ATC haven't been empowered to make early-birds pay for their "transgression". Hopefully that will change with Metron.
I reckon over 40 tonnes of fuel is wasted a day (MTuWTh) on unnecessary holding. 120,000kg of CO2 up in smoke. I never thought I'd say this but...bring on the carbon tax.
Dodgy, the wx was OK (for a change).
Your talking about ATC ignoring them right
I reckon over 40 tonnes of fuel is wasted a day (MTuWTh) on unnecessary holding. 120,000kg of CO2 up in smoke. I never thought I'd say this but...bring on the carbon tax.