A few times, when flying into SFO, me and my fellow passengers were informed that due to foggy weather one of two parallel runways there is closed, causing delays. So, a few questions:
SFO makes use of simultaneous close parallel approach operations. This allows higher density operations than would otherwise be possible for runways spaced so close, but to make use of these ops, in SFOs case, requires 1600 ft ceilings and 4 sm visibility due to the requirement that aircraft maintain visual contact during close parallel operations.
It does look like SFO can run the ILS approaches simultaneously outside of close parallel operations, but is possible the required spacing makes its pointless to use both runways. If weather was bad enough that cat II ops were in effect, I don't see any verbiage on the cat II charts indicating simultaneous ops are approved.
Regardless of how precise your instruments are, there are strict requirements on how close you can be to another airplane in the approach phase and that separation be maintained if both parallel aircraft perform the missed approach.
The ability to run parallel approaches in low visibility depends on how far apart the runways are laterally. Airports like IAH and ATL can run triple parallel ops and if you take a look at their runway layout you will find they are spaced quite far apart and may be displaced relative to one another.
While ILS is precise enough to guide the aircraft precisely onto the runway, it is only so precise in the immediate vicinity of the runway.
The instrument measures angular divergence from the runway axis. So while the one dot offset is just a few metres over threshold, it is much more at the point where the aircraft normally intercept the localizer, which is usually at least 10 miles out for large aircraft. At KSFO the runways are so close to each other that while the localizer could perhaps ensure separation in the final phase of landing, it can't ensure it in the earlier part.
A few times, when flying into SFO, me and my fellow passengers were informed that due to foggy weather one of two parallel runways there is closed, causing delays. So, a few questions: Why can only one runway be used during fog? During an instrument landing, if the instruments are precise enough to land the plane exactly in the middle of one runway, then surely they are precise enough to differentiate between two runways? Is this standard practice in all airports or something specific to SFO? Is there some minimum distance between parallel runways above which it is safe to keep them both
There are two main types of supplementary oxygen devices in light aircraft: Cannula: Oxygen mask: What are the major differences between these two devices? Is one more suitable for specific siutations than another, or is it just a matter of personal preference?
I'm very interested to learn if there are (m)any (major) (commercial) airports that have runways further away from the terminal(s) than Schiphol's Polderbaan. Which airport is "in the lead" in this respect? The northern end of the Polderbaan, the last runway to be constructed, is 7 km (4.3 mi) north of the control tower, causing taxi times of up to 20 minutes to the terminal. [...] Newest runway, opened 2003. Located to reduce the noise impact on the surrounding population; aircraft have a lengthy 15-minute taxi to and from the Terminal. Wikipedia
A popular airport near me (KMYF) has two parallel runways, 28/10 R/L and a crosswind runway, 5/23. Almost always, 28R/L is in use. I'm sure they knew that there was generally a sea breeze in the area, and the wind typically will be right down the runway or within 10-20 degrees of centerline. I'm sure they do prevailing wind study for the area, and my questions are about the study: what... to determine runway length (to maximize utility during high density altitude operations)?
Inspired by this question. My knowledge concerning helicopters is quite limited: what is auto-rotation? are there other "rotations" possible? in what do they differ?
I have a question regarding this Missed Approach Procedure Im in my final approach segment and reach DME 1.1 and the runway is not in sight so I start my Missed approach, how should it be executed? Since I have to hold I'd start a tear drop entry turning to heading 125° and then left turn intercepting 275° course inbound. This option sounds viable to me I first do a right 360° as charted (???) and going to the VOR and then starting probably a parallel entry into the hold. This doesn't sound viable to me Textual description is also clear about that 360° If it 1.) why would they chart
Many airports have parallel runways but only one runway has a PAPI/VASI. If both runways start at the same point and have similar touch-down points, is it safe to use the parallel runway's lights for the approach and landing?
Based on the reading I've been doing of FAA's Next Generation Air Traffic Control (NextGen) plans, I've been wondering if and how radar systems will continue to be used for ATC as NextGen rolls out? Questions include: Is it correct to assert that radar coverage will effectively become a less precise, backup only, data feed? I am suggesting this because my understanding (which could easily be incorrect) is that ADS-B will mandated for most (everyone?) and so aircraft will be actively reporting their precise position without the need for a radar track. Will existing radar coverage eventually
Let's say I call up Wx and have the wind direction and I know the runway headings from my charts and the pattern is empty. I can do the math, but it's tedious and slow and even worse when there are multiple runways. This is what I usually do: Runways are 13 and 31 Wind is 253° which rounds to 25 $25-13=12$ $31-25=6$ I'm going to use Runway 31 Is there a trick to determine best runway quickly without doing the math?
An aircraft's Aircraft Communications Addressing and Reporting System uses line of sight HF via ground stations or satellites to communicate with its base station. This system allows for three types of messages to be sent: Air Traffic Control Aeronautical Operational Control Airline Administrative Control Aeronautical operational control and airline administrative control messages are used to communicate between the aircraft and its base. Various types of messages are possible, for example, relating to fuel consumption, engine performance data, aircraft position, in addition to free