Heathrow Approach
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Heathrow Approach
There is little if any spare capacity at Heathrow but is there any time of the day or day of the week when Heathrow approach is particularly busy?
Last edited by PhineasC; 30th Jul 2012 at 08:00. Reason: spelling correction
There is little if any spare capacity at Heathrow but is there any time of the day or day of the week when Heathrow approach is particularly busy?
05 38 25 63
06 39 46 85
07 37 44 81
08 40 43 83
09 40 41 81
10 41 42 83
11 39 41 80
12 43 43 86
13 43 43 86
14 41 44 85
15 42 42 84
16 43 43 86
17 44 44 88
18 43 44 87
19 38 38 76
20 44 37 81
21 21 31 52
(UTC hour, arrivals, departures, total movements).
Of course the above isn't necessarily what happens on the day.
Given that between 0600 and 0700 local, parallel approaches are made onto both runways, would that not be, in practice, when the greatest number of approaches per hour are made.
The figures above show theoretical scheduled slots, but for the overnight inbound flights there are a good many that typically arrive significantly early but hold waiting for the 0600 release (of course, all the BA ones then sit on the ground after landing waiting alongside T5 for someone to saunter over and turn the stand guidance on).
The figures above show theoretical scheduled slots, but for the overnight inbound flights there are a good many that typically arrive significantly early but hold waiting for the 0600 release (of course, all the BA ones then sit on the ground after landing waiting alongside T5 for someone to saunter over and turn the stand guidance on).
Given that between 0600 and 0700 local, parallel approaches are made onto both runways, would that not be, in practice, when the greatest number of approaches per hour are made.
In June, for example, there were on average just over 38 landings per day in the 0600-0700 period. But in the evening period (1800-2100) that figure rose to an average of over 41 landings per hour.
The reason, of course, is that pretty well all of the 0600-0700 arrivals are heavies, with correspondingly greater wake separation requirements than a stream of A320s or 737s.
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WHBM,
The 0600-0700 hour when we land on both runways we usually provide 6nm spacing to each runway, generally staggered by 3nm, so overall the airport has 3nm spacing.....the equivalent to a string of Medium category aircraft landing on one runway.
The 0600-0700 hour when we land on both runways we usually provide 6nm spacing to each runway, generally staggered by 3nm, so overall the airport has 3nm spacing.....the equivalent to a string of Medium category aircraft landing on one runway.
The 0600-0700 hour when we land on both runways we usually provide 6nm spacing to each runway, generally staggered by 3nm, so overall the airport has 3nm spacing.....the equivalent to a string of Medium category aircraft landing on one runway.
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The 0600-0700 hour when we land on both runways we usually provide 6nm spacing to each runway, generally staggered by 3nm, so overall the airport has 3nm spacing.....the equivalent to a string of Medium category aircraft landing on one runway.
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DaveReidUK,
The radar minima in this case is 2nm on the diagonal. 2.5nm is usually the lowestes aimed for. The issue being that from 0620 onwards when departures begin, we need a minimum of 6nm gaps to the departure runway, which only works if you provide 6nm gaps to the other runway at the same time, due to the dependent approaches,
Dairyground, how do you, as a radar controller, know how many seconds to provide, and how do you achieve it? Especially where the headwind component at 3000ft may be 50kts, and 10kts at the surface, or indeed vice versa? It requires considerable tool support and a change to the method of operations, which is being worked on.
The radar minima in this case is 2nm on the diagonal. 2.5nm is usually the lowestes aimed for. The issue being that from 0620 onwards when departures begin, we need a minimum of 6nm gaps to the departure runway, which only works if you provide 6nm gaps to the other runway at the same time, due to the dependent approaches,
Dairyground, how do you, as a radar controller, know how many seconds to provide, and how do you achieve it? Especially where the headwind component at 3000ft may be 50kts, and 10kts at the surface, or indeed vice versa? It requires considerable tool support and a change to the method of operations, which is being worked on.
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Wouldn't it be great to click on aircraft No. 1, click on aircraft No. 2, Enter the Runway Occupancy Time Spacing of the day eg. '1 min 43 secs', upload it all to aircraft No.2, same for No. 3, same for No. 4 etc, then sit back and watch...
An alarm could activate on rollout to get the pilot to operate the tiller to taxi in...
An alarm could activate on rollout to get the pilot to operate the tiller to taxi in...
The radar minima in this case is 2nm on the diagonal. 2.5nm is usually the lowest aimed for. The issue being that from 0620 onwards when departures begin, we need a minimum of 6nm gaps to the departure runway, which only works if you provide 6nm gaps to the other runway at the same time, due to the dependent approaches.
And yet segregated ops can typically see 41 or more landings per hour compared to the 38 in the 0600-0700 hour, suggesting that there's more to it than simply theoretical capacity ?
