suggested image??
 

thread was educational until maxAB suggested another to stand in front of the mirror!!!!!

broke the flow of information!!!

Stator you have my sincere apologies, but to be frank there was no more information of educational merit, just speculation as we are prone to generate.…. So here’s some education, a V1 for a long runway will not be of much use on a short one. The situation would not be that dissimilar to wind shear (tailwind) on take off, where you reach V1 a lot closer to the end than you would otherwise. If you have to stop, you do so if below V1 and you assess the runway remaining is sufficient, the 777 crew, quite obviously (my speculation) decided there wasn’t.

Who handles EK's dispatch at AKL?

It seems that the software in the flight operations/dispatch performance computer wasn't updated to indicate the reduced runway length for departure, or the dispatcher had finger problems when selecting the appropriate information.

I agree with the comment that notam data presentation could be WAY more user friendly.

Didn't the EK dispatching people make a BIG stuff up in Paris when using the wrong OEW and index resulting in the A/C sitting on it's butt.

Maybe an audit is called for of the dispatching companies.

Hopefully much will be learnt and improvements made in the operations/dispatch control area.

Look out for the gotchyas.

was joking!!
 

should have used the laughing picture--or maybe the scared looking one!!!!

i just thought it funny for you to jump in with "look at yourself naked"

perhaps could be another disaster!!!!

i fly the 738---

cheers:O

I'm fairly certain EK has everything sent from DXB via email to the GHA at the required airports, making the GHA 'dispatcher' merely a mailman.

The notams at AKL state that activation of the notams and said runway works is via Atis. The problem then arises that if you plan, preflight, pushback and start on the current ATIS with no runway works, what safe guards are in place from ATC to ensure that every one is then informed when the ATIS and works notice changes? I don't know if this is what happened but it is a potential problem.

I know YSSY ground/tower controllers will broadcast "ALL STATIONS ATIS YANKEE NOW CURRENT. ONLY CHANGE IS xxxxxxx" or something. I know I've heard NZAA do the same, and since they activate NOTAMs via ATIS you would hope they would keep track of what ATIS the aircraft quoted when they got clearance and then make sure they get told of the change during taxi.

The presentation of important information to pilots by the Notam System is a joke. We live in the 21st century and are using systems devised years ago.

How many accidents or incidents must we have until the system is improved. There are many ways to do this. Try colour for a start. Red for things like shortened runways. There are many ways to improve.

Important information is drowned out by irrelevant garbage purely to absolve responsibility to the crews.

Airlines pressure crews with minimilised dispatch time, fatigue, savings on dispatchers etc. then wonder why it goes wrong occasionally.

As for all you "Professionals", which one of you hasn't missed a relevant Notam in his career? Thank your stars if it did not have consequences.

21st Century?
Like using bloody HF when the guy down in seat 25C could be having a crystal clear conversation with his mate in Botswana on a satphone !!!!!!
:confused: :ugh:

While we're all enjoying a NOTAM kicking fest, can anyone explain to me what it means when I read repeatedly in my NOTAMS that "the ILS LLZR for R/W xxx is unusable outside 25 degrees"? My question is: how in the hell do you use an ILS LLZR 24 - or even 10 - degrees off QDM? I'm obviously missing something and am sure I'll be put straight by someone within five minutes of posting.

Have to agree with the HF comment. How many damned communication satellites are circling this Godforsaken planet? Surely enough to provide VHF or datalink coverage over areas now (NOT!) "covered" by HF.

Exactly MTOW !!!!!
(apologies for the thread drift) ;)

Have you been eavesdropping on me ranting on in briefing about the very same thing, MTOW?

C'mon guys... someone tell us: if a LLZR is NOTAMED as being unusable outside 25 degrees off runway heading, how do you use it at 24 degrees off runway heading - or 15 degrees?

LOC Notam
 

Just a thought - either the author of the notam mixed up degrees with nautical miles - as the nominated rated coverage for position fixing blah blah blah commences at a '25' value - albiet a distance . :confused:

Or - a warning of false course reversal existing earlier than when we are told they may occur - the suggestion in our docs being outside 35 degrees. :confused:

i'm guessing this is a wide shot though.