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Old Jul 20, 19, 4:26 pm
  #256  
 
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The RAAF cause their own problems. Especially when the new hire ATCOs have to practice holding patterns 😉
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Old Jul 22, 19, 4:40 am
  #257  
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Originally Posted by nancypants View Post
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 (havenít 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, whatís the deal? Does the UK have uncontrolled airspace/uncontrolled fields at all, or are the limits just different or...whatís going on?!
A long time ago, in a previous incarnation of this thread, I asked a BA-focused question on a similar topic and got an insightful answer from Waterhorse (although of course BA has codeshared with airlines that do operate to these remote UK airports and could possibly codeshare to similar non-UK airports):-
Originally Posted by Globaliser View Post
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 View Post
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.
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Old Jul 22, 19, 6:58 am
  #258  
 
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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)

havenít paid close attention to YAYE but canít imagine they wouldnít 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...)
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Old Jul 22, 19, 10:53 am
  #259  
 
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Originally Posted by BoeBus View Post
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 itís bleed air to start the second engine or is it the first engineís 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!
We have to consider the aircraft's weight (will we get stuck if we only start one engine? is the taxiway flat?), expected taxi time, taxi routing (we need a stretch of straight taxiway to start) and the aircraft's technical status (some faults mean we have no option but to use two engines for taxi - for example if the APU is broken and we need to use an engine to provide air for second engine start). Generally we have to make our own judgement of out position in the departure queue and start the engine at a time that allows for us to complete the procedure from a checklist, let the engine warm up (up to 5 mins after start on the 320) and complete the before takeoff checklist. If we do opt for a single engine taxi, our initial after start flow is slightly different, in that we leave the APU running. When we go to start the second engine we turn the APU bleed on. There is a noticeable input on the steering tiller when operating single engine to keep the airplane straight yes!
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Old Jul 22, 19, 12:53 pm
  #260  
 
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Thatís all fascinating, thanks Alpha!
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Old Jul 22, 19, 1:02 pm
  #261  
 
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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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Old Jul 22, 19, 1:08 pm
  #262  
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Originally Posted by alex67500 View Post
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...
itís dictated by the airport. There are some local agreements to do with noise about which runways can be used I understand. It certainly isnít just ba who use that runway, typically traffic coming in from the west from the Uk will use that runway if used for landing or take off from it if used for departures.

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.
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Old Jul 22, 19, 3:59 pm
  #263  
 
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Originally Posted by alex67500 View Post
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...
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 doesnít have it, and is locally known as Ďlittle britainí 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 doesnít fit on the ones at the end.
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Old Jul 22, 19, 4:25 pm
  #264  
 
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Originally Posted by alex67500 View Post
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...
Ah the infamous Polder runway. Closer to Haarlem than Amsterdam. It is a pain in the arse and frequently used when I fly in from London, but I also use KLM and they are equally susceptible. I doubt very much whether any one airline is more likely to be assigned it than any other airline.
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Old Jul 22, 19, 5:20 pm
  #265  
 
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Originally Posted by RR18wheeler View Post


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 doesnít have it, and is locally known as Ďlittle britainí 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 doesnít fit on the ones at the end.
Thanks but then I don't get asked for my passport until right before baggage claim, so I'm guessing D1 would also do? We get dropped right back into departures which is why it makes it so easy to use for B2B.

(Anyway, the rant was about the taxi, I thought there would be something Schengen related for the gates, but thanks for the insight! )
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Old Jul 23, 19, 2:08 am
  #266  
 
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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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Old Jul 23, 19, 3:57 am
  #267  
 
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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.
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Old Jul 23, 19, 2:06 pm
  #268  
 
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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.
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Old Jul 23, 19, 2:27 pm
  #269  
 
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Originally Posted by Scott Pilgrim View Post
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.
after my last week I will offer up the following advice. Build large amounts of padding into your schedules and prepare for many of the flights not to operate at all. I managed the take off from Barra beach runway but not a landing, and the Orkney inter-islander service didnít happen at all. They were willing to rebook me to the next day but I just didnít have the capacity for it, especially with HIAL ATC strikers shutting down Kirkwall airport the day after I left
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Old Jul 29, 19, 1:48 am
  #270  
 
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Originally Posted by alex67500 View Post
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...
Well, this morning was better, shortest taxi ever at AMS. They hardly had time to finish the security briefing. But my luck stopped there, aircraft change from E190 to E170, so my emergency exit seat disappeared (but they're not too bad, especially for 45mns), and we parked at a domestic gate at LCY so we had to cram on a bus for 200 yards

You win some, you lose some
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