Ajman International Airport
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Ajman International Airport
A new international airport will be built, between Ras al Khaimah, and Sharjah.
Well actually about 15km East of Sharjah, just north of the centreline.
AviationBusinessMe.com | Ajman finalises plans for airport
I hope it is not as white an elephant as the Dubai world sand pit is at the moment.
But then every Emirate needs an airport.
Glf
Well actually about 15km East of Sharjah, just north of the centreline.
AviationBusinessMe.com | Ajman finalises plans for airport
I hope it is not as white an elephant as the Dubai world sand pit is at the moment.
But then every Emirate needs an airport.
Glf
Actually, DWC is becoming vital- we need to shift all the freight and Biz-Jet traffic out there to free up room at DXB. Will it ever beme the six runway hub it was first envisaged as? Well, not while I'm still flying I suspect, but needed none the less.
Sharjah does a good trade on being near Dubai without the costs, but, yes, we really don't need another strip in Ajman.
Sharjah does a good trade on being near Dubai without the costs, but, yes, we really don't need another strip in Ajman.
Last edited by Wizofoz; 6th Feb 2013 at 16:26.
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Alas, the airport is in an enclave called Manama.
That's like building an airport in Hatta and saying that Dubai will be getting a new airport!
Freight trucks will still have to pass through Sharjah, and pay the Dhs 100/trip toll.
Pax from SHJ, AJM & UAQ will need to drive for over an hour our of their respective cities just to get to it.
Sigh!
That's like building an airport in Hatta and saying that Dubai will be getting a new airport!
Freight trucks will still have to pass through Sharjah, and pay the Dhs 100/trip toll.
Pax from SHJ, AJM & UAQ will need to drive for over an hour our of their respective cities just to get to it.
Sigh!
Gulfstreamaviator
Don't forget the other sandpit at Fujeirah, great place to have an airport for freight business, shame they built it up a wadi with no go around on the westerly runway and no approach on the easterly.
Don't forget the other sandpit at Fujeirah, great place to have an airport for freight business, shame they built it up a wadi with no go around on the westerly runway and no approach on the easterly.
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with no go around on the westerly runway
Fujairah is my preferred alternate after Al Ain (wind direction permitting of course).
No go-around on ILS 29 would bring a whole new meaning to a "commit-to-landing" policy
Mr Good Cat
The clue is in the Instrument Approach Charts, CAT C/D aircraft CAT 1 ILS, DA 680/690FT, an aerodrome elevation of 153FT (29 threshold significantly lower) and no apparent significant obstacles in the approach area, make a sharp left turn at DA, and get the h*ll out of there fast!
The clue is in the Instrument Approach Charts, CAT C/D aircraft CAT 1 ILS, DA 680/690FT, an aerodrome elevation of 153FT (29 threshold significantly lower) and no apparent significant obstacles in the approach area, make a sharp left turn at DA, and get the h*ll out of there fast!
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The clue is in the Instrument Approach Charts, CAT C/D aircraft CAT 1 ILS, DA 680/690FT, an aerodrome elevation of 153FT (29 threshold significantly lower) and no apparent significant obstacles in the approach area, make a sharp left turn at DA, and get the h*ll out of there fast!
Sure it's a consideration with marginal weather or single-engine performance but there are many major international airports with restrictive minima... Hong Kong, Nice, Innsbruck to name a few. If we'd consider them as Destinations on two engines why not as alternates?
Or am I missing your point?
Mr Good Cat
Am not saying that FJR should not be precluded from use as an alternate, its all down to your operator carrying out a risk assessment on the terrain hazard. Worst case scenario probably being below approach minima, but visual, with a runway incursion or an unsafe gear indication- how do you accomplish a safe go-around unless you can achieve a 6+% climb gradient (see UAE AIP).
Unfortunately the FJR DCA do not appear to recognise the scenario of a go-around below approach minima. They make a requirement for prior approval of operators for 29 departures, with an ability to achieve the high climb gradient, but appear to ignore the possibility of a late go around on 29.
From personal experience, caution during the summer months, strong NW land breezes occur which are fine for 29 landings, you might have to spend considerable time on the ground while they abate before you can consider a 11 departure.
Am not saying that FJR should not be precluded from use as an alternate, its all down to your operator carrying out a risk assessment on the terrain hazard. Worst case scenario probably being below approach minima, but visual, with a runway incursion or an unsafe gear indication- how do you accomplish a safe go-around unless you can achieve a 6+% climb gradient (see UAE AIP).
Unfortunately the FJR DCA do not appear to recognise the scenario of a go-around below approach minima. They make a requirement for prior approval of operators for 29 departures, with an ability to achieve the high climb gradient, but appear to ignore the possibility of a late go around on 29.
From personal experience, caution during the summer months, strong NW land breezes occur which are fine for 29 landings, you might have to spend considerable time on the ground while they abate before you can consider a 11 departure.
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Unfortunately the FJR DCA do not appear to recognise the scenario of a go-around below approach minima. They make a requirement for prior approval of operators for 29 departures, with an ability to achieve the high climb gradient, but appear to ignore the possibility of a late go around on 29.
All major airlines conduct a risk assessment of any alternate airport. My airline have thoroughly considered all the likely scenarios and pitfalls. A two-engine go-around in even the most performance limited of our aircraft at max landing weight is no issue - even from a baulked landing perspective.
A single-engine approach is a different matter. It's no problem from above the minima, BUT after passing the missed approach point you are quite correct - there is no guarantee of adequate terrain clearance. This in itself however does not preclude an approach in that situation. I would want a landing clearance well before approaching the minimums and I would be 'land-focussed' so to speak.
There is no guarantee that nothing further may occur to prevent a landing but then I can't account for everything. That's my job - to manage the risk.
For example...
Let's pretend Abu Dhabi and Sharjah are closed due to 50m RVR in fog, as is Dubai - hence the reason for a diversion. And let's say my only two alternates are Al Ain and Fujairah.
Al Ain is CAVOK but with a NOTAM stating 2500m runway surface available, whilst Fujairah is 5000m in Haze with a 10 knot tailwind on 29 but all the runway available...
Normally 2500m LDA at Al Ain is fine for a perfectly serviceable aircraft but with the loss of the left and right hydrualic systems it is not enough. Should I therefore not consider it as an alternate 'just in case' that particular scenario happens...?
I acknowledge your justified concerns about OMFJ, but at the end of the day everything carries a certain risk should some unlikely scenario unfold... As a Captain I have to manage that risk and be able to justify my decisions. Otherwise the safest option would be to never get airborne.
Interestingly enough - my Company charts for OMFJ show a departure from runway 29 straight out over the terrain. The climb gradient requirement is really not that high - 6.4% to 3000', then 5.0% to 6000'...
OBSEN 1N
6.4% to 3400
5.0% to 6000
124.850
2
NAGEX - MEKTO - OBSEN OBSEN MNM 6000
initial climb 6000
There must also be a corresponding engine-out procedure which will guarantee terrain clearance with an emergency turn.
Again, I'm not criticising your concerns but please realise that provising the correct cautions are taken and most likely (and regulatory) scenarios are accounted for then it's quite acceptable and reasonable to make these decisions.
Last edited by Mr Good Cat; 11th Feb 2013 at 11:35.
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This is not a Hijack, my thread....
DWC is also a one way airport.
Notam prohibits take off to the West, even with space shuttle climb rates....
Glf
Notam prohibits take off to the West, even with space shuttle climb rates....
Glf
