YSSY single runway
Thread Starter
Don't cry at me. You made some ludicrous claim, its wrong, I'm pointing it out. Do you believe you're entitled to say whatever you want regardless of fact and we're all required to just nod in agreement?
The longest taxi route at YSSY is 5.2km.
Narita has a taxi route thats 9.5km long. Osaka, 7.5km. Singapore I've taxied DOUBLE the YSSY distance, over 10.5km when departing off 02R. 10.5x2=12 right?
There is nothing special about Sydneys taxi route.
The longest taxi route at YSSY is 5.2km.
Narita has a taxi route thats 9.5km long. Osaka, 7.5km. Singapore I've taxied DOUBLE the YSSY distance, over 10.5km when departing off 02R. 10.5x2=12 right?
There is nothing special about Sydneys taxi route.
The point was it would be more efficient to use shorter taxis when traffic allows. You concentrated on a slightly hyperbolic turn of phrase rather than the actual point. I'm sure there is an award somewhere for being the guy that scotres the most points correcting irrelevent details.
What a bizarre thing to lie about.
Back to the thread, is this claim another 'irrelevant detail'?
Originally Posted by AAPA
Minimal delays
You sure about that? I copped a 1.5 hour COBT delay because of the 1 runway that day. Then further holding into YSSY.
Thread Starter
If its an irrelevant detail, why did you even make up this nonsense claim, and then repeatedly defend its veracity?
What a bizarre thing to lie about.
Back to the thread, is this claim another 'irrelevant detail'?
You sure about that? I copped a 1.5 hour COBT delay because of the 1 runway that day. Then further holding into YSSY.
What a bizarre thing to lie about.
Back to the thread, is this claim another 'irrelevant detail'?
You sure about that? I copped a 1.5 hour COBT delay because of the 1 runway that day. Then further holding into YSSY.
short flights long nights
Thread Starter
For that reason a SYD-MEL sector (for example) is planned with a 1hr 35min block time for approximately 1 hour flight time. It’s all built into the schedule
Last edited by transition_alt; 18th Dec 2023 at 22:49.
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If everything goes to plan, a schedule where I am on time, perhaps even early! Splitting ops into two different runways has to do with the flow of air traffic. It may seem quiet on the ground, but up there, perhaps not. Like what transition_alt said, the taxi times are factored into the scheduled times. If you get to you destination early, great! But chances are that you'll have to wait for your COBT, late passengers, late cargo, catering, the cleaners, or perhaps even your next aircraft for your next flight.
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Given both LHR and LGW are actively recruiting ATCs then there might be a few MEL and SYD TWR ATCs arranging their own visits!!
And if they did visit LGW they'd soon realise that its not a valid comparison to compare MEL 16, SYD 16R to LGW 26L or 08R.
Both 26L and 08R have taxiways that enter the runway prior to the landing threshold, so the departing is able to line up sooner than would be the case at MEL 16 B, or SYD 16R A1/B1/B2. Simple maths.
They'd see then application of meaningful COBTs, not a 20 minute compliance window (AUS -5 to +15minutes).
They'd see plenty of concrete, and very few runway crossings. They'd see tugs that move quickly.
They'd see Class D procedures.
They'd see other ATCs doing the best they can within the restrictions that they have.
They'd see a management team supportive of the line controllers.
And jet engines performing much closer to ISA 15C.
And if they did visit LGW they'd soon realise that its not a valid comparison to compare MEL 16, SYD 16R to LGW 26L or 08R.
Both 26L and 08R have taxiways that enter the runway prior to the landing threshold, so the departing is able to line up sooner than would be the case at MEL 16 B, or SYD 16R A1/B1/B2. Simple maths.
They'd see then application of meaningful COBTs, not a 20 minute compliance window (AUS -5 to +15minutes).
They'd see plenty of concrete, and very few runway crossings. They'd see tugs that move quickly.
They'd see Class D procedures.
They'd see other ATCs doing the best they can within the restrictions that they have.
They'd see a management team supportive of the line controllers.
And jet engines performing much closer to ISA 15C.
Last edited by missy; 19th Dec 2023 at 04:22. Reason: 15C
Given both LHR and LGW are actively recruiting ATCs then there might be a few MEL and SYD TWR ATCs arranging their own visits!!
And if they did visit LGW they'd soon realise that its not a valid comparison to compare MEL 16, SYD 16R to LGW 26L or 08R.
Both 26L and 08R have taxiways that enter the runway prior to the landing threshold, so the departing is able to line up sooner than would be the case at MEL 16 B, or SYD 16R A1/B1/B2. Simple maths.
They'd see then application of meaningful COBTs, not a 20 minute compliance window (AUS -5 to +15minutes).
They'd see plenty of concrete, and very few runway crossings. They'd see tugs that move quickly.
They'd see Class D procedures.
They'd see other ATCs doing the best they can within the restrictions that they have.
They'd see a management team supportive of the line controllers.
And if they did visit LGW they'd soon realise that its not a valid comparison to compare MEL 16, SYD 16R to LGW 26L or 08R.
Both 26L and 08R have taxiways that enter the runway prior to the landing threshold, so the departing is able to line up sooner than would be the case at MEL 16 B, or SYD 16R A1/B1/B2. Simple maths.
They'd see then application of meaningful COBTs, not a 20 minute compliance window (AUS -5 to +15minutes).
They'd see plenty of concrete, and very few runway crossings. They'd see tugs that move quickly.
They'd see Class D procedures.
They'd see other ATCs doing the best they can within the restrictions that they have.
They'd see a management team supportive of the line controllers.
They would also Director Positions focussing purely on Runway sequencing instead of doing APP service, DEP service and planner position all at the same time.
They would also see computerised wake turbulence spacing with reduced separation minima (costs $$$)
They would also see aircraft being at 180KN at 20nm to touch down and pilots not whinging about it
They would also see aircraft in long level segments conifgured with power on and not whinging about it
Compare apples with apples, Any trained ATC can do that stuff given the resources and support.
They would also see aircraft in long level segments conifgured with power on and not whinging about it
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maybe send some pilots there too to see how to line up and go, and to vacate with minimum delay.
When airports still build taxi exits at 90 degrees to the runway when they could build high speed exits?
When I cannot be told to line up behind the aircraft on final, I only get the line up after they pass me at the holding point.
Sure, blame the pilots.
For that reason a SYD-MEL sector (for example) is planned with a 1hr 35min block time
