Which runway would you prefer?
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Join Date: Jul 2005
Location: YYZ via the UK
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Which runway would you prefer?
Had problems deciding on which runway to choose for landing this morning at YYZ. Was working the midnight shift where the operations are constrained by noise abatement...and preferential runway configurations.
The runway layout in YYZ is 05/23, 24R/L-06R/06L and a north south parrallel of 15L/R-33L/33R
Surface wind was varying between calm and 050 at 3-5 knots and sometimes from the north also at about 3-5 knots.
Chose landing runway as 05 as this is the prefered noise runway for arrivals after midnight.
However upper winds strongly out of the west. A 767 on 2 mile final reported a tail wind of about 25-30kts (about 260 at 27kts I think).
Noise abatement aside.......in this scenario would you prefer to take the runway where you have a head wind till short final and then a small tail wind on landing....or tail wind down to short final and then head wind on landing?
I am presuming it would be easier to slow down with the upperwinds being headwind...rather than trying to get the speed back with a tail wind to short final.
Secondly...what is the maximum tailwind component various aircraft types can take on landing? I know afew....but unsure of ones like the CRJ series or the B777?
The runway layout in YYZ is 05/23, 24R/L-06R/06L and a north south parrallel of 15L/R-33L/33R
Surface wind was varying between calm and 050 at 3-5 knots and sometimes from the north also at about 3-5 knots.
Chose landing runway as 05 as this is the prefered noise runway for arrivals after midnight.
However upper winds strongly out of the west. A 767 on 2 mile final reported a tail wind of about 25-30kts (about 260 at 27kts I think).
Noise abatement aside.......in this scenario would you prefer to take the runway where you have a head wind till short final and then a small tail wind on landing....or tail wind down to short final and then head wind on landing?
I am presuming it would be easier to slow down with the upperwinds being headwind...rather than trying to get the speed back with a tail wind to short final.
Secondly...what is the maximum tailwind component various aircraft types can take on landing? I know afew....but unsure of ones like the CRJ series or the B777?
Join Date: Dec 2000
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No doubt for me (747-400 driver) ... has to be headwind to short final and then a light tailwind (certainly if onto a dry and clear surface)..
If you have a 25kt tail at 1000ft, then your groundspeed is say 175kts vs 150kts IAS for final approach speed. This means you will need about 5x175 or about 900fpm RoD which will reduce the power required and help potentially destabilise the approach. It, equally importantly, makes slowing down from an intermediate approach speed MUCH harder.
Most aircraft can accept about a 15kt tailwind component afaik.
If you have a 25kt tail at 1000ft, then your groundspeed is say 175kts vs 150kts IAS for final approach speed. This means you will need about 5x175 or about 900fpm RoD which will reduce the power required and help potentially destabilise the approach. It, equally importantly, makes slowing down from an intermediate approach speed MUCH harder.
Most aircraft can accept about a 15kt tailwind component afaik.
Couldonlyaffordafiver
Join Date: Dec 2000
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Been a while for me to YYZ (ex777). With those conditions, I'd prefer 5kts TWC on landing with a headwind down final rather than 25kts TWC at 600ft (2nm). Ideally, it would be a headwind all the way down. Our stabilised approach criteria mean everything has to be in place (stable, correct configuration, power up) by 500' radio at the latest. We could achieve the first two but you could easily find yourself with idle thrust trying to overcome the inertia caused by the large tailwind. Not a good place to be at that stage.
5kts TWC on touchdown shouldn't be a problem for most airliners, provided the runway isn't slippery or contaminated.
5kts TWC on touchdown shouldn't be a problem for most airliners, provided the runway isn't slippery or contaminated.
