Ozzies can’t fly when it’s windy?
What would help is jets planning for and making TWY Yankee at speed (and then immediately turning onto TWY Hotel unless instructed otherwise). The number of domestics that slow and appear to thinking of using TWY Alpha as one exit is very high.
What would help is non-jets planning for and consistently making TWY Bravo.
There are lots of things that would make operating RWY 25 operations better, I'm sure everyone reading this post could make at least one suggestion.
I'd suggest that a big reason for the delays is because of the anti-noise lobby. Doesn't make for high efficiency when you are artificially limited as to the runways available.
Let's have a look at recent reported activity on RWY 25. In this case, 8-May-2019 where the airport operated RWY 25 (mode 13) for more than 7 hours.
I don't have the specific times of the changes, just prior to 11am until around 6pm. If we look at the runway movements (not aerodrome movements as these figures exclude helicopters, runway crossings and tug movements) then 1100-1200 51, 1200-1300 49, 1300-1400 41, 1400-1500 50, 1500-1600 48, 1600-1700 49, 1700-1800 48.
Interestingly, 82 movements 0800-0900 and 80 movements 1900-2000.
If we look at the Development of the Long Term Operating Plan, Sabre Decision Technologies were engaged to model the potential capacity of each of the operating modes. Sabre undertook its assessment using the United States Federal Aviation Administration’s (FAA) Airport and Airspace simulation model (SIMMOD). This assessment involved quantifying the hourly capacity of each of the runway operation identified by the Task Force assuming existing airfield layout (runways, taxiways and terminal layout) and current operational procedures.
Sabre observed a sustained capacity of 33 operations per hour consisting of 22 arrivals and 11 departures. Peak observed capacity of 37 operations
Yet, Sydney ATC constantly operates close to 50 runway movements per hour. In the above example, 51, 49, 41, 50, 48, 49, 48 are well above the theoretical capacity of 37 operations.
Sydney TCU routinely FLOW the arrival sequence for 24 arrivals per hour. So if the TWR is able to do 1 for 1 then the movement rates should be 48 per hour. High number of RWY 34L departures then a lower departure rate will be achieved.
Fewer 34L departures and a good mix traffic (turbo-props and medium jets) and a good mix of outbound tracks, then a higher departure rate is achievable.
Interestingly the work done by Sabre was based on the rules that existed at the time, specifically crosswind criteria of 25 knots. This crosswind criteria was reduced (by a CASA) to 20 knots due to pressure from the Industry.
I don't have the specific times of the changes, just prior to 11am until around 6pm. If we look at the runway movements (not aerodrome movements as these figures exclude helicopters, runway crossings and tug movements) then 1100-1200 51, 1200-1300 49, 1300-1400 41, 1400-1500 50, 1500-1600 48, 1600-1700 49, 1700-1800 48.
Interestingly, 82 movements 0800-0900 and 80 movements 1900-2000.
If we look at the Development of the Long Term Operating Plan, Sabre Decision Technologies were engaged to model the potential capacity of each of the operating modes. Sabre undertook its assessment using the United States Federal Aviation Administration’s (FAA) Airport and Airspace simulation model (SIMMOD). This assessment involved quantifying the hourly capacity of each of the runway operation identified by the Task Force assuming existing airfield layout (runways, taxiways and terminal layout) and current operational procedures.
Sabre observed a sustained capacity of 33 operations per hour consisting of 22 arrivals and 11 departures. Peak observed capacity of 37 operations
Yet, Sydney ATC constantly operates close to 50 runway movements per hour. In the above example, 51, 49, 41, 50, 48, 49, 48 are well above the theoretical capacity of 37 operations.
Sydney TCU routinely FLOW the arrival sequence for 24 arrivals per hour. So if the TWR is able to do 1 for 1 then the movement rates should be 48 per hour. High number of RWY 34L departures then a lower departure rate will be achieved.
Fewer 34L departures and a good mix traffic (turbo-props and medium jets) and a good mix of outbound tracks, then a higher departure rate is achievable.
Interestingly the work done by Sabre was based on the rules that existed at the time, specifically crosswind criteria of 25 knots. This crosswind criteria was reduced (by a CASA) to 20 knots due to pressure from the Industry.
Specifically, ATC must not nominate a particular runway for use if an alternate runway is available when the cross-wind component, including gusts, exceeds 20 KT.
Odd situation that ATC sets the PIC operational limits, 30kt Xwind should be routine in today’s airliners.
Although same situation some years ago, operating into Syd with B744. SYD ATC mandated the Holding fuel that we must carry, perhaps many hours before before planned arrival, not the operating PIC.
Then, when first contacting SYD en route you might get a message “expect 15 mins Holding at Parkes”. Advising ATC that we would reduce to Min Cruise and linearly absorb most or all of the delay, the reply would be that we would still get the delay whatever time we arrived at Parkes???
Although same situation some years ago, operating into Syd with B744. SYD ATC mandated the Holding fuel that we must carry, perhaps many hours before before planned arrival, not the operating PIC.
Then, when first contacting SYD en route you might get a message “expect 15 mins Holding at Parkes”. Advising ATC that we would reduce to Min Cruise and linearly absorb most or all of the delay, the reply would be that we would still get the delay whatever time we arrived at Parkes???
Join Date: Jan 2014
Location: Melbourne
Age: 68
Posts: 3
Likes: 0
Received 0 Likes
on
0 Posts
No Missy. If its crosswind 25 Kts gusting 30 on 16R I want a clearance to land and I will decide whether or not it will work out at 200’. I know, bizarre idea. It’s called aviating.
The problem with what you are suggesting is 2 fold.
1. Increased possibility of a missed approach (probability given the probable wind shear and/or mechanical turbulence across short final from the international terminal and containers stack west of the approach)
2. Aircraft requiring RWY 25. Mixed operations involving parallel operations and other aircraft requiring RWY 25 for arrival are not safe and introduce delays and frustrations all around. Consider 25 arrivals versus RWY 34R operations. The increased complexity is difficult to manage.
The rule-set used to be 25 knots, it was changed to 20 knots, change it back to 25 knots or increase it to 30 knots. But as I and others have said, it's up to CASA. But if its 30 knots then you can't have a system that then allows an aircraft to then require RWY 07 or 25 and then there be with no delay to that aircraft but the whole system gets messed about.
The other option is build 25L or decommission 07/25 and turn it into a taxiway. This was suggested in 1994 when RWY 16L/34R was opened (25 years ago) but it didn't happen, perhaps this needs to be re-visited.
decommission 07/25 and turn it into a taxiway.
Join Date: Sep 2017
Location: Europe
Posts: 1,674
Likes: 0
Received 0 Likes
on
0 Posts
It used to be called nation building.
Governments planned, funded and built infrastructure.
Now privatised monopolies abound. No airports built, no dams, immigration from (predominantly) third world running at three times OECD historical average. Overcrowded, polluted and it will get a lot worse once Transurban secures complete monopoly over toll roads.
Governments planned, funded and built infrastructure.
Now privatised monopolies abound. No airports built, no dams, immigration from (predominantly) third world running at three times OECD historical average. Overcrowded, polluted and it will get a lot worse once Transurban secures complete monopoly over toll roads.
Join Date: Jun 2019
Location: Denmark
Posts: 0
Likes: 0
Received 0 Likes
on
0 Posts
Footage reportedly taken last Saturday. Good test of co-ordination skills with a satisfactory result ...
https://www.abc.net.au/news/2019-07-...n-way/11307568
https://www.abc.net.au/news/2019-07-...n-way/11307568
Join Date: Sep 2017
Location: Europe
Posts: 1,674
Likes: 0
Received 0 Likes
on
0 Posts
Footage reportedly taken last Saturday. Good test of co-ordination skills with a satisfactory result ...
https://www.abc.net.au/news/2019-07-...n-way/11307568
https://www.abc.net.au/news/2019-07-...n-way/11307568
With the general lowering of basic flying skills, lower cross wind limits is probably a good idea in case some automation dependent child of the magenta line gets put into a situation which exceeds his capabilities. Some people struggle with 10kts of cross wind let alone 20kts.