Australia's benign weather
Aus weather may not get the snow and ice issues experienced overseas however some of the worst storms I have seen have been around Brissy.
My airline is limited to 50 knots for any operations so any forecast beyond that is irrelevant.
The difference between the US (and I assume Europe) and Aus is the lack of dispatch support provided to pilots down under and the remote location of many airports with little offering in the way of a plan b.
Flying in the US is constant handholding with big brother watching your every move in real time along with a HUGE number of options in case the destination turns to worms. Its a great system and makes for a generally enjoyable day out.
But I take my hat off to pilots in oz, I think its a challenging place to keep the wagon on the rails, on time and safe.
My airline is limited to 50 knots for any operations so any forecast beyond that is irrelevant.
The difference between the US (and I assume Europe) and Aus is the lack of dispatch support provided to pilots down under and the remote location of many airports with little offering in the way of a plan b.
Flying in the US is constant handholding with big brother watching your every move in real time along with a HUGE number of options in case the destination turns to worms. Its a great system and makes for a generally enjoyable day out.
But I take my hat off to pilots in oz, I think its a challenging place to keep the wagon on the rails, on time and safe.
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Sounds like a sensible option to me.
Boeing says
So if the ATIS is broadcasting ‘W/S on all runways, Taxiway B1 closed due flooding’
and some aircraft are going around ( as was the case), is that not confirmation of wind shear?
The show carries on and passengers get safely to their destination, until they don’t.
I don’t think anyone could fault you if you tootled off to your alternate.
I certainly wouldn’t have been landing on 16L with that wind/rain/ notam/flap combination.
Boeing says
So if the ATIS is broadcasting ‘W/S on all runways, Taxiway B1 closed due flooding’
and some aircraft are going around ( as was the case), is that not confirmation of wind shear?
The show carries on and passengers get safely to their destination, until they don’t.
I don’t think anyone could fault you if you tootled off to your alternate.
I certainly wouldn’t have been landing on 16L with that wind/rain/ notam/flap combination.
Boeing just issues recommendations. Not binding unless the operator adopts the recommendation. If we were to divert at the first mention of windshear it would be overkill. Severe windshear.. definitely avoid.
There’s wind shear and there’s microburst windshear
There’s wind shear and there’s microburst windshear
I don’t think anyone could fault you if you tootled off to your alternate.
Yes
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How's the weekend looking? Commuters dream
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How's the weekend looking? Commuters dream
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Same set of procedures for a “Windshear Escape Manoeuvre” yes, but for all other contingency planning and decision making before and after, such as the decision to even commence the approach, or to attempt another approach - completely different. Are you a pilot or a computer?
And for aircraft without ‘Windshear Warning Systems’, they just continued on through the mechanical turbulence and landed.
Any windshear encounters reported by departing aircraft?
Any windshear encounters reported by departing aircraft?
More interesting than the decision to commence approaches is the fact that lots of narrow bodies landed on 16L in heavy rain and the ATIS reporting that a taxiway was closed due flooding, I assume most/all the Boeing’s used flap 30 due to the crosswind and wind shear. All the while notams that we’ve all come to expect ( and maybe ignore) state;
Thats 20% of your ground roll notam’d as below minimum required friction levels due rubber build up if you land on the 1000’ markers. Or a quarter of your landing roll notam’d as below minimum required friction levels due rubber build up if you touch down at 1500’ ( in heavy rain, with less than full flap, maybe carrying extra knots for gusts).
Things are starting to stack up.
I might buy shares in Sydney Airport Holdings.
H253/20 A) YSSY B) 2001152333 C) 2002292000
E) RWY 16L LOW FRICTION VALUE
AVERAGE VALUE 0.24, 0.29 AND 0.31 BLW MINIMUM VALUE 0.43
LOCATED 3M EITHER SIDE OF RUNWAY CENTRELINE
BTN 500M-700M FM RWY 16L START OF TAKEOFF
E) RWY 16L LOW FRICTION VALUE
AVERAGE VALUE 0.24, 0.29 AND 0.31 BLW MINIMUM VALUE 0.43
LOCATED 3M EITHER SIDE OF RUNWAY CENTRELINE
BTN 500M-700M FM RWY 16L START OF TAKEOFF
H255/20 A) YSSY B) 2001152340 C) 2002292000
E) RWY 34R LOW FRICTION VALUE
AVERAGE VALUE 0.23, 0.36 AND 0.41
0.41 BLW MINIMUM VALUE 0.43 LOCATED 3M WESTERN SIDE
OF CL BTN 350M-562M FM RWY 34R START OF TAKEOFF
E) RWY 34R LOW FRICTION VALUE
AVERAGE VALUE 0.23, 0.36 AND 0.41
0.41 BLW MINIMUM VALUE 0.43 LOCATED 3M WESTERN SIDE
OF CL BTN 350M-562M FM RWY 34R START OF TAKEOFF
Things are starting to stack up.
I might buy shares in Sydney Airport Holdings.
Last edited by 73qanda; 12th Feb 2020 at 23:48.
Same set of procedures for a “Windshear Escape Manoeuvre” yes, but for all other contingency planning and decision making before and after, such as the decision to even commence the approach, or to attempt another approach - completely different. Are you a pilot or a computer?
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I don't want to be labelled an apologist, but I just wanted to note to those that may be reading this that most ATC's would agree with you. There are huge limitations in our 'system' (not talking about the computer system, I mean the entire SHELL system as a whole) which cause these issues.
The actual controllers themselves work harder and more diligently than ever during these events.
The actual controllers themselves work harder and more diligently than ever during these events.
I mean even from a planning perspective all those years ago, who decided to put an FDRG boundary running along the TCU of the countries busiest airport? Makes it interesting when jets deviate into your airspace which you have no flight plan for.
