Request vs Require.
Keg
744 and 777 can operate to/from 16L/34R, with the 773 there are restrictions, with the 744/772 there are none (well hardly any).
The reason 744 don't operate is three-fold,
1/. SACL wanted the taxiway shoulders to settle after the runway opened (1994);
2/. SOP for the local 744 operator effectively "banned" ops to/from the runway;
3/. Noise issues
wingoes
Might work if Melbourne was deemed to be east of Sydney.
Or that 16L/ 34R is too short.... and the taxiways leading to/from it don't have adequate wing tip clearance to permit 'super' or even 744/ 777 arrivals from east to land on it. That's what creates many of the over flys from the east.
The reason 744 don't operate is three-fold,
1/. SACL wanted the taxiway shoulders to settle after the runway opened (1994);
2/. SOP for the local 744 operator effectively "banned" ops to/from the runway;
3/. Noise issues
wingoes
Normal international practice for rwy assignment is according to the direction of approach.
IE at sydney, from the east 16L/34R and from the west 16R/34
IE at sydney, from the east 16L/34R and from the west 16R/34
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744 and 777 can operate to/from 16L/34R, with the 773 there are restrictions, with the 744/772 there are none (well hardly any).
777-200LR takes a 20 tonne hit.
777-200ER RR powered takes a 5 tonne hit.
16L is too short to lift any meaningful payload for anything more than about 8 hrs in a 300ER
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tower,
I'm not familiar with your SOPS but it shouldn't trouble a jet operator to be asked to "expedite descent to xxxx". My jet won't burn any appreciable amount of fuel flying level at 3000 feet vs 6000 feet, nor will it burn any appreciable amount of fuel descending at 500 fpm vs descending at idle thrust then flying level at 3000 feet.
The pilots might prefer one or the other due convective layers and turbulence, but that doesn't preclude you asking.
But as I said, your SOPS are your SOPS. I'm not suggesting you vary them, but maybe there is latitude for frequent operators to your airfield to engage in discussion behind the scenes about what might help with minimising delays.
leaving you high because 34R traffic want to stay high due track miles,
The pilots might prefer one or the other due convective layers and turbulence, but that doesn't preclude you asking.
But as I said, your SOPS are your SOPS. I'm not suggesting you vary them, but maybe there is latitude for frequent operators to your airfield to engage in discussion behind the scenes about what might help with minimising delays.
I think wingoes' suggestion of reducing the length of 34L/16R for an advantage at Foxtrot Alpha is easily achievable for people taking the Papa 1 Sierra Sierra exit.
(I got it, too, wingoes. )
(I got it, too, wingoes. )
Originally Posted by Puff
Papa 1 Sierra Sierra exit
it's near Uniform Papa
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Originally Posted by BlackPrince77
I assume you don't do an autoland on every single ILS you fly either because technically, the autopilot flies the approach better than you and thus, is a higher level of safety than you manually flying it?
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chairman's award for wingoes! (is that a Knighthood now?)
I've seen 744 from SIN and MD11 from HNL land 16L. Only because it'd been offered to save 15-20 min airborne delay.
Arrival delays to 16R/34L are almost universally higher than 16L/34R. This becomes acute at 6am when daylight saving time ends. Extra requirements to use the longer runway during peak arrival times will add to the cumulative airborne delay for ALL operators. I've seen the cost to industry of several hours additional airborne delay due to a single requirement.
ATC prefer to process int'l arrivals to the long runway to reduce ground delays and complexity however with too many requirements of the "other side" it can become quite the airshow over the top of the CTR.
Visit the SYD TCU one day. Most keen crews who do find it an eye opener.
I've seen 744 from SIN and MD11 from HNL land 16L. Only because it'd been offered to save 15-20 min airborne delay.
Arrival delays to 16R/34L are almost universally higher than 16L/34R. This becomes acute at 6am when daylight saving time ends. Extra requirements to use the longer runway during peak arrival times will add to the cumulative airborne delay for ALL operators. I've seen the cost to industry of several hours additional airborne delay due to a single requirement.
ATC prefer to process int'l arrivals to the long runway to reduce ground delays and complexity however with too many requirements of the "other side" it can become quite the airshow over the top of the CTR.
Visit the SYD TCU one day. Most keen crews who do find it an eye opener.