Flightradar24 Thread Part III

JCX BXC

LVP's now in place at DUB, meaning delays.

JCX BXC

1255z winds at Amsterdam are 220degrees 39kts G52kts.

faceman

Waiting in a Polish airport for an already delayed flight from Dublin to arrive. How's arrivals looking in Dublin with the fog? Not due in now till about 12:30am.

JCX BXC

faceman wrote: »

Waiting in a Polish airport for an already delayed flight from Dublin to arrive. How's arrivals looking in Dublin with the fog? Not due in now till about 12:30am.

Looking slow.

What flight are they due in on?

faceman

JCX BXC wrote: »

Looking slow.

What flight are they due in on?

FR1902.

JCX BXC

faceman wrote: »

FR1902.

Outbound flight is 30mins from landing in Krakow.

No lengthy arrival/departure queue at the moment, will build later and they should subside by 12:30, so I'd say once its in the air from Krakow its fairly likely the delay at DUB won't be long

JCX BXC

U2617 (LPL-BFS) gone around at BFS.

JCX BXC

FR109/RYR55TT (STN-SNN) requesting de-icing for their return to Stansted later.

Trebor176

Two Flybe flights are working alongside one another from Dublin to Southampton now. An Embraer and a Bombardier.

https://www.flightradar24.com/BEE8DT/bac245a

https://www.flightradar24.com/BEE4LY/bac232c

Irish Steve

Trebor176 wrote: »

Two Flybe flights are working alongside one another from Dublin to Southampton now. An Embraer and a Bombardier.

https://www.flightradar24.com/BEE8DT/bac245a

https://www.flightradar24.com/BEE4LY/bac232c

Looks like FR24 got bad info, Dublin departures are showing a Southampton and a Cardiff flight departed pretty much together, which makes more sense.

JCX BXC

Lots of holding at DUB, switching to RWY34?

Edit: RWY10 looks more likely.

Irish Steve

10 it is, the wind is 020/16, the normal is that the airport will stick with 28 with up to 10 Kts of tailwind, but the strength has increased some over the last hour, and swung more in favour of 10, and it's going to get stronger as the day goes on.

Forecast is showing potential for gusts up to 36 Kts, so could get "interesting" later, as that's almost all crosswind component for 10. Might see some of the smaller aircraft opting (if possible) for 34, as that would be less of a crosswind component. It will depend on what the cloud base and visibility does.

PukkaStukka

Operations have gone to 34 in Dublin with at least one go-around already

Pat Dunne

You don't see many of these anymore.

Chris_5339762

Lucky b*stards landing on 34

Irish Steve

Chris_5339762 wrote: »

Lucky b*stards landing on 34

Ye reckon? 3000 Ft or thereabouts in the present weather over the edge of the Wicklow hills will NOT be much fun tonight, they'll be wanting their straps good and tight tonight.

JCX BXC

Irish Steve wrote: »

Ye reckon? 3000 Ft or thereabouts in the present weather over the edge of the Wicklow hills will NOT be much fun tonight, they'll be wanting their straps good and tight tonight.

Even fecking luckier!

First time I've ever seen RWY34 being used due to weather when RWY28-10 is still open.

PukkaStukka

Irish Steve wrote: »

Ye reckon? 3000 Ft or thereabouts in the present weather over the edge of the Wicklow hills will NOT be much fun tonight, they'll be wanting their straps good and tight tonight.

Plus no ILS..??

JCX BXC

PukkaStukka wrote: »

Plus no ILS..??

Yep, aircraft being given a VOR or an RNAV approach.

PukkaStukka

JCX BXC wrote: »

Yep, aircraft being given a VOR approach.

In terms of difficulty, how does a VOR approach compare to an ILS??

Irish Steve

The only redeeming feature of the weather is that 99% of the time, the cloudbase for a 34 approach is pretty high, and nowhere near the limits, so while a VOR approach means more workload getting the vertical profile right, they will be visual early enough to allow for corrections to be made if needed, using the approach lights and PAPI systems.

PukkaStukka

I never knew they had PAPI! You learn something new every day

Irish Steve

PukkaStukka wrote: »

In terms of difficulty, how does a VOR approach compare to an ILS??

The aircraft automation can only provide horizontal guidance, the vertical profile has to be managed by the crew, and on a night like tonight, it's not going to be a case of set a descent rate and monitor it, there will be small changes being made almost constantly during most of the descent to stay on the profile. It's not a precision approach, so there's not the same pressures to be absolutely on the line in the way there is with an ILS, but the work load is considerably higher, and even more so if they take the automation out and hand fly it from somewhere around 4 miles/1500 Ft.

cuterob

God damn I would've loved to have seen that Emirates 777 lift off from 34 a couple of hours ago

lambayire

Looking at the weather radar and there is a load of rain about to hit.
Could be a bumpy few hours.

smurfjed

The aircraft automation can only provide horizontal guidance, the vertical profile has to be managed by the crew, and on a night like tonight, it's not going to be a case of set a descent rate and monitor it, there will be small changes being made almost constantly during most of the descent to stay on the profile. It's not a precision approach, so there's not the same pressures to be absolutely on the line in the way there is with an ILS, but the work load is considerably higher, and even more so if they take the automation out and hand fly it from somewhere around 4 miles/1500 Ft.

Is this still the case? Or are they now flown as CDFA approaches with FMS overlays? That way the automation does all the work. The only place i get to see pure VOR approaches is in the simulator.

Bsal

Non precision approaches nowadays in modern aircraft are flown pretty much the same as precision approaches where the autopilot can fly both lateral and vertical profiles down to the MDA. In the 737 I think it's LNAV/VNAV or VORLOC/VNAV down to MDA, and in the Airbus just press the APP button

Irish Steve

OK, VNAV and the like can indeed be used to assist the approach, the main issue for planning is that the decision height is a lot higher than for an ILS, the missed approach point is at 1 mile, and 650 Ft altitude, (448 AGL), so double the Cat 1 ILS limits. though as I mentioned earlier, it's not often an issue for 34, most of the time, the cloudbase tends to be well above the limits.

smurfjed

RWY 34 VOR APP actually has a DA/DH rather than a MDA/MDH,

Bsal

On LIDO charts the VOR34 has an MDA even though it's the same 650ft as the Jepp DA and the IAA charts have an OCA of 650ft.