The RAAF cause their own problems. Especially when the new hire ATCOs have to practice holding patterns 😉 |
Originally Posted by nancypants
(Post 31323163)
as some of you may or may not know, I hail from Australia, land of CTAFs, uncontrolled airspace and not that many control towers
currently in the Scottish islands and surprised to find places such as benbecula, barra etc have ATC Towers (haven’t made it to westray airport yet but I suspect they do not) in australia I doubt any of these places would- smallest I can think of with a tower is Albury (possibly due to a large amount of flight school traffic), Ayers Rock is uncontrolled, places like Horn Island and certain fields on the Tiwis that can exceed 50 movements per hour (I believe) at peak times also uncontrolled so the question is, what’s the deal? Does the UK have uncontrolled airspace/uncontrolled fields at all, or are the limits just different or...what’s going on?!
Originally Posted by Globaliser
(Post 21843325)
Reading yet another Australian report of a loss of separation involving an airliner operating at an airport with no air traffic control, I wondered about this:
Does BA operate to any airports where there is no air traffic control for the airfield, or at times when there is no ATC there? Has BA ever done so? What would BA's likely attitude be to the withdrawal of ATC from an airfield? Would BA be prepared to continue to operate there?
Originally Posted by Waterhorse
(Post 21845089)
I can't comment on all destinations but I would be very surprised if BA operates to any uncontrolled airports. If they can't afford ATC I doubt they could afford the fire cover, or other services required to allow operations of the size that BA operate. It is possible that some codes her partners may operate to such airfields. I do not claim to be an expert in this but having flown long and short haul for BA from both LHR and LGW I have not come across such an airfield on the network nor heard of any such.
If ATC were withdrawn from an airfield I doubt we would continue to operate there. All such decisions would be made on a safety basis and that would likely cause it to be rejected as an airfield. |
Most interesting. I believe all airfields in Australia receiving jet service have to have some kind of professional aviation fire capability (when I worked on Groote Eylandt the mine had to shut down when the charters were due in as the fire trucks and ambulance had to head down to the airfield to provide cover) haven’t paid close attention to YAYE but can’t imagine they wouldn’t have something similar in place also the loss of separation incidents do continue to occur periodically though. I suspect a lot of that is the large number of general aviation planes operating into the smaller fields. The amount of traffic is just phenomenal (Horn island the largest thing that lands is a Q400, the tiwis would be king airs max. 50 movements an hour...) |
Originally Posted by BoeBus
(Post 31233800)
A few questions about single engine taxi please: When do you [decide to] start the second engine? Do you keep the APU running and use it’s bleed air to start the second engine or is it the first engine’s job? When taxying on one engine do you have to compensate when turning for the asymmetric thrust or is this automatically done? Thanks for satisfying my geeky curiosity! |
That’s all fascinating, thanks Alpha! |
I have a question regarding BA at AMS. Why is it that they always have to land so far that it takes 15 minutes to taxi? Is it a matter of paying more to get the runways closer to the terminal? It's bad enough that we have to walk the whole length of concourse D every time...
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Originally Posted by alex67500
(Post 31330484)
I have a question regarding BA at AMS. Why is it that they always have to land so far that it takes 15 minutes to taxi? Is it a matter of paying more to get the runways closer to the terminal? It's bad enough that we have to walk the whole length of concourse D every time...
the only good point is when landing on 18R with the long taxi in, the departure is usually from runway 24 which is right next to the D gates which ba use. |
Originally Posted by alex67500
(Post 31330484)
I have a question regarding BA at AMS. Why is it that they always have to land so far that it takes 15 minutes to taxi? Is it a matter of paying more to get the runways closer to the terminal? It's bad enough that we have to walk the whole length of concourse D every time...
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Originally Posted by alex67500
(Post 31330484)
I have a question regarding BA at AMS. Why is it that they always have to land so far that it takes 15 minutes to taxi? Is it a matter of paying more to get the runways closer to the terminal? It's bad enough that we have to walk the whole length of concourse D every time...
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Originally Posted by RR18wheeler
(Post 31331158)
As KARFA mentioned it is all planned by the airport and the general rule is if you come from the North and they are landing in a Southerly direction, you get the long taxi. Conversely if landing Northerly, you get the very short taxi. It all evens out in the end as mentioned with the departure. There is nothing to do with cost. With regards the reason for the end of concorse D, that is due to being non-Schengen and in the European Union. All the non-European arriving passengers are not allowed to mix with departures, and use a separate overhead arrivals channel. This area of D gates doesn’t have it, and is locally known as ‘little britain’ as it is where all the UK arrivals happen, as well as ROI and a few other non-schengen EU. EasyJet uses the low-cost pens, be careful what you wish for! The 767 used to get a special gate, as it doesn’t fit on the ones at the end. (Anyway, the rant was about the taxi, I thought there would be something Schengen related for the gates, but thanks for the insight! ) |
The lower numbered D gates at AMS are suitable for wide-body aircraft and so are used mostly for them, such as USA flights. You could handle a BA aircraft from the UK at any of D, E, F, or G piers but the low D, E, F and G piers are used for either widebody aircraft or those from security un-trusted places (having the overhead passage to transit security and arrivals) or both. Hence BA gets the least versatile non-Schengen gates - the high-numbered D gates.
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I once had an announcement on a KLM flight from AMS back to Humberside that we would shortly be taxiing to Humberside airport, but we may have to hop across a short stretch of water in the process. |
Regarding a few posts above, around the Highlands and Islands Loganair operate into airports with no air traffic service of any type but with fire cover appropriate to the aircraft. Quite fancy going up and doing a few of them sometime just for fun. |
Originally Posted by Scott Pilgrim
(Post 31334534)
Regarding a few posts above, around the Highlands and Islands Loganair operate into airports with no air traffic service of any type but with fire cover appropriate to the aircraft. Quite fancy going up and doing a few of them sometime just for fun. |
Originally Posted by alex67500
(Post 31330484)
I have a question regarding BA at AMS. Why is it that they always have to land so far that it takes 15 minutes to taxi? Is it a matter of paying more to get the runways closer to the terminal? It's bad enough that we have to walk the whole length of concourse D every time...
You win some, you lose some :D |
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