Suvarnabhumi Airport
Suvarnabhumi Airport
Join Date: Nov 2005
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No horror stories... Operated into Bangkok thrice. Controllers are good, maintain a good traffic flow control...
I think one of the runways is under NOTAM for maintainence. Language is a bit of an issue for me at least but you get around it...
Braking co-efficient isn't published but it seems to be medium.
There is a noise abatement procedure that needs to be followed (standard 1500/3000)
If its raining the just let the engineering know the airplanes are know to get "stuck"' because of depressions at the 'end of tow' positions... So not to go away unless the airplanes gone away...
Apart from that it's all good
I think one of the runways is under NOTAM for maintainence. Language is a bit of an issue for me at least but you get around it...
Braking co-efficient isn't published but it seems to be medium.
There is a noise abatement procedure that needs to be followed (standard 1500/3000)
If its raining the just let the engineering know the airplanes are know to get "stuck"' because of depressions at the 'end of tow' positions... So not to go away unless the airplanes gone away...
Apart from that it's all good
Join Date: Aug 2004
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Never had any problems. as Vinayak stated, 3L/21R closed at the moment due to works so can get a bit busy at times. R/T good, but occasionally the Thai accent at a quick pace can need a 'say again'. Finish off with a 'sawadeeeeeee' and all is good
flyguykorea, I think the first post referred to Suvarnabhumi not Don Muang. Still Suvarnabhumi is a pain to operate to. The ground is so soft, always getting stuck in the taxi ways there and they seem to have to biggest taxi lights...
Join Date: Jan 2006
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Make sure the pushback crews don't leave you in a depression after push back. It happened to me two years ago and had to wait about 20 minutes for the push back crew to pull us out of the depression
. Also had Mx. inspect the nose gear to ensure no damage as it took an extra pull to get us out of the rut.
. Also had Mx. inspect the nose gear to ensure no damage as it took an extra pull to get us out of the rut.
Join Date: Nov 2005
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Only during rains.... The soft ground being a problem. Usually the Suvarnabhumi ground will give you instructions to be towed to the taxiway...
You are more likely to be stuck in the apron lanes...
You are more likely to be stuck in the apron lanes...
Join Date: Dec 2009
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Make sure you know your slot time of arrival before you depart from home base. Better delay your depture rather than spending 45minutes holding at Danny.
They hardly pronounce letter 'R"correctly..ë.g. : climb to level tli-zelo-zelo..., their english pronunciation is hard to understand for 1st or 2nd time you hear it.
They hardly pronounce letter 'R"correctly..ë.g. : climb to level tli-zelo-zelo..., their english pronunciation is hard to understand for 1st or 2nd time you hear it.
Join Date: Nov 2008
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Except for the fact that they are down to 1 1/2 Rwy ops with 19L/1R being partially closed (2000m available until middle of August), they do very well.
But like any single runway operation, if anything goes TU for any reason, holding on the ground or in the air becomes the rule, not the exception. For example, had a small emergency there last night (Saab 340 landed S/E), and some inbound flights ended up with 1hr+ holds at Danny/RYN. Would be the same at any big airport.
Now if we could just get the female controllers to speak just a little louder... Too many times I have the volume turned way up for them, then comes shift change and it almost blows my eardrum out.
But like any single runway operation, if anything goes TU for any reason, holding on the ground or in the air becomes the rule, not the exception. For example, had a small emergency there last night (Saab 340 landed S/E), and some inbound flights ended up with 1hr+ holds at Danny/RYN. Would be the same at any big airport.
Now if we could just get the female controllers to speak just a little louder... Too many times I have the volume turned way up for them, then comes shift change and it almost blows my eardrum out.
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never had any problems with BKK.
the only complains are the multiple depressions at the airport.
other that that, no big issues. Fairly Competent controllers. If you think their pronunciation is bad, you haven't really been flying alot, gents. The BKK controllers' english are quite good.
They are pretty consistent with their instructions. If they tell you to cross IAWPS at this time, they usually won't change their mind. and if they tell you to maintain 210kts, they usually won't ask you to speed up again.
at certain places, the Area Controllers will tell you to slow down. when you switch over to approach, they tell you to speed up maintain >300kts , direct XXXX, This is a real mess. sometimes you get ridiculous instructions like maintain 180kts to 6 mile
the only complains are the multiple depressions at the airport.
other that that, no big issues. Fairly Competent controllers. If you think their pronunciation is bad, you haven't really been flying alot, gents. The BKK controllers' english are quite good.
They are pretty consistent with their instructions. If they tell you to cross IAWPS at this time, they usually won't change their mind. and if they tell you to maintain 210kts, they usually won't ask you to speed up again.
at certain places, the Area Controllers will tell you to slow down. when you switch over to approach, they tell you to speed up maintain >300kts , direct XXXX, This is a real mess. sometimes you get ridiculous instructions like maintain 180kts to 6 mile
Last edited by 320wonder; 19th Jul 2012 at 02:15.
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As above,
The main problem is the english accent, sometime incomprehensible, and the ridiculous instructions from the approach to reduce/increase the speed sector by sector showing a lack of coordination between controllers.
Anyway the airport is beautiful with good facilities and nice people.
Safe flights
The main problem is the english accent, sometime incomprehensible, and the ridiculous instructions from the approach to reduce/increase the speed sector by sector showing a lack of coordination between controllers.
Anyway the airport is beautiful with good facilities and nice people.
Safe flights
Agree with most here. ATC absolutely no problem and in 15 years I've never held anywhere arriving there. The soft ground is a problem though. Got the nose wheels of a B744 stuck in a "sink hole" once and it took two tugs to get us out!
Join Date: Nov 2008
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Try KUL if you want a good example of ATC controllers not talking to one another. I have never had so many 'high speed approach' then next controller 'slow to 190knots and expedite descent' in my life. I will take the soft-speaking females of VTBS any day to the 'I don't talk to the guy next to me' controllers of KL.
I agree 100% with those who have experienced the holes of VTBS. Almost had to go to TOGA to get out of one tonight. One of these days someone is going to fall into one of those sinkholes and never get out.
I agree 100% with those who have experienced the holes of VTBS. Almost had to go to TOGA to get out of one tonight. One of these days someone is going to fall into one of those sinkholes and never get out.
Join Date: Nov 2007
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No issues with BKK for me, and I have been there approximately twice per month since it opened.
However....
The DME is at the wrong end of the runway, so I occasionally see someone flying a great intercept for the G/S... 600 feet high.
If you stay on the STAR downwind for 01L (or R) and fly it as per the FMC coding, then it is a bit slick for the B777. This is especially the case if you then make the error in the above paragraph.
In the heat of the day it can be quite bumpy on short finals.
The sticky taxiways are gradually being fixed, and push-back instructions seem to put you in the better spots. But don't be in a rush to get the aircraft rolling.
VIP movements still crop up from time to time. They often run late, so it is prudent to add extra additional time to the NOTAM effective period. But if it all goes wrong VTBU can give you an excellent turnaround.
The weather is predictable, and usually does not affect more than one of the 3 airports in the area (VTBS, VTBD, VTBU) at the same time. In 17 years I have only once been caught out, and that was with fog at daybreak. We went straight to VTBU, without wasting anytime.
VTBS is a simple as that. However, I could probably write a book on the tips and traps of what to do on your Bangkok overnight! Enjoy!
However....
The DME is at the wrong end of the runway, so I occasionally see someone flying a great intercept for the G/S... 600 feet high.
If you stay on the STAR downwind for 01L (or R) and fly it as per the FMC coding, then it is a bit slick for the B777. This is especially the case if you then make the error in the above paragraph.
In the heat of the day it can be quite bumpy on short finals.
The sticky taxiways are gradually being fixed, and push-back instructions seem to put you in the better spots. But don't be in a rush to get the aircraft rolling.
VIP movements still crop up from time to time. They often run late, so it is prudent to add extra additional time to the NOTAM effective period. But if it all goes wrong VTBU can give you an excellent turnaround.
The weather is predictable, and usually does not affect more than one of the 3 airports in the area (VTBS, VTBD, VTBU) at the same time. In 17 years I have only once been caught out, and that was with fog at daybreak. We went straight to VTBU, without wasting anytime.
VTBS is a simple as that. However, I could probably write a book on the tips and traps of what to do on your Bangkok overnight! Enjoy!
Join Date: Aug 2004
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quote"Try KUL if you want a good example of ATC controllers not talking to one another. I have never had so many 'high speed approach' then next controller 'slow to 190knots and expedite descent' in my life. I will take the soft-speaking females of VTBS any day to the 'I don't talk to the guy next to me' controllers of KL. Unquote"
Every Air Traffic Controller have their real time problems within the system.
Every Area Controller has to comply to the Flow Controllers instructions. In KUL, traffic has overtaken the saturation point in certain sectors. Therefore the Flow Controller is now overworked. Where he can slot in an airplane for sequencing he will quickly resequence the approach. Someone who is supposed to come in no 1 has now become No 2. That is the reason why we give you a speed of 270 knots and at the last minute we have to speed you up to get you as no 1
Its not that we dont talk, we do, we juggle a lot to get you guys down safely so that the pax get to praise your airline for the quick arrival. Visit us during peak hours and you would thank God that you are a pilot and not an ATCO in KUL FIR.
Every Air Traffic Controller have their real time problems within the system.
Every Area Controller has to comply to the Flow Controllers instructions. In KUL, traffic has overtaken the saturation point in certain sectors. Therefore the Flow Controller is now overworked. Where he can slot in an airplane for sequencing he will quickly resequence the approach. Someone who is supposed to come in no 1 has now become No 2. That is the reason why we give you a speed of 270 knots and at the last minute we have to speed you up to get you as no 1
Its not that we dont talk, we do, we juggle a lot to get you guys down safely so that the pax get to praise your airline for the quick arrival. Visit us during peak hours and you would thank God that you are a pilot and not an ATCO in KUL FIR.
