Hello all, not KL gold anymore after the Transavia LGW died.

Runway 22 is perfectly useable but the noise is the issue. What happened to Transavia in 1997 was interesting case in point of noise rules over crosswind safety. The nosegear collapsed when the aircraft got about 50 knots of crosswind on landing but ATC did not tell the pilots.

Well done to the HKG correspondent who obviously knows about tyre sidewall temperatures. The risk is highest for a heavy max weight landing, max weight departure on a hot day, still wind and short turn around. Interestingly enough, some aircraft operators will use full reverse to keep the brake temperatures down. Now about that noise on landing...

For the confused, the tyres get hot on landing through surface friction on the tread part. However, as the brakes can hit 600+ degrees with the carbon brakes, the heat begins to soak from the brakes into the tyre sidewalls during the taxi-in. In addition, the rotation adds heat. Then you do a lot of twisting of the tyre during taxiing to add more heat, leave to heat soak for 45 minutes, add weight of fuel and new pax, then do it again. This may lead to some tyres going bang but they are fairly resilient these days. Back in up to the mid 1980s they would not have taken the new runway loads easily. After a load of overrun accidents then they got the design of tyres right, poor design specification was the problem.

If you do a rejected take-off in these conditions, the tyres will last to the end of the runway and then start to deflate when the heat plugs melt and the tyres let down gently to stop explosions. The tyres are inflated to about 7 times your car tyre pressure.

Yes, JenBel, I am who you think I am.

I will try and sort out a map of the 11 km taxi route over the weekend.