Dublin Airport New Runway/Infrastructure.

Building it where the hangars are is likely the cheapest way to do it up front but it would be the layout that would max out in capacity the soonest, think T2 all over again. They'll probably flatten the Hangars and move them down the Western end of the North Runway, I recall the original plan before the Financial Crash in 2008 was to build a new hangar complex north of the 10L threshold.

Building a third terminal on this land between the runways would be very expensive up front as regards building new supporting infrastructure but long term would future proof airport expansion for several decades.

Is a terminal that is needed or just new piers?

Farther west only makes sense for passenger services if there's a need for massive expansion but with climate change and fuel pricing etc, a further 2x-ing the airport capacity is not likely to be needed. I'd never say never, but on that basis I don't think it's crazy to envisage an incremental third set of passenger terminal functions like drop off, check in, security, baggage reclaim, etc at the north of the current campus nearer to where the new gates/piers will likely be (rather than squeezing services at T1/T2 beyond breaking point and having even longer skyway walks and bus connections to new gates/stands).

The connectivity to metro/bus/rental car/short term parking would then be roughly in the center of the three and there would be no need to duplicate these functions off the N2 or build east-west links.

DAA should still go on to secure the land to the west if they can as there would be still be potential for airside services, apron space, hangers/maintenance, cargo handling/logistics, military?

Good to see 28R open earlier for departures today....queue Irish Times article whinging.

They best, cause it ain’t changing now!

but it doesnt need to be exclusive - aircraft can still take off on 28L no ? Or is it only one or the other at any time

This is not just down to the airline. ATC manage the pushback permissions and decide on the departure runway to be assigned. Presumably they are best placed to calculate which departures can be assigned 28L, especially depending on the rate of arrivals at the time. A T2 departure at 0640 is going to have to push exactly on time, start engines and taxi, and then hope that their place in the departure sequence is such as to allow an almost immediate departure, if they are to be airborne before 0700. It's not impossible to achieve but it must be rare to be anything other than about number five or six for departure at that time of day. Perhaps in due course operations won't be 100% segregated between the runways, such that EI can take advantage of any gaps in the arrivals to get a few departures off 28L.

Indeed to be fair to ATC, its a huge change for them with the airport going from one runway (and occasionally in the past dual runway ops off 28L and 34 at the same time) to parallel runway ops so credit where its due, its great to see 28R now in use to the maximum allowed.

Re: pushing on time, of course as well there are slot restrictions very often on flights during the busy summer months so even if they are closed up and ready to go, they might have to wait on stand for several minutes before being allowed to push. Any slot considerations will also be taken into account by ATC when deciding which runway a flight will depart from. DUB's cul-de-sacs between the piers often give rise to push delays too, so despite a flight being ready, they may also have to wait for inbound traffic to park before they can push. So there are many variables that affect when a flight can push which are outside the airline's control.

What holding area do you have in mind?

One thing to note is that by area DEN is one of the biggest airports in the world, the airfield is just massive! There is ample room to move planes and plonk them here and there and everywhere. Also some of the runways are so far away from the terminal that it can take quite a while to taxi out to them so pushing and parking can shorten a slot delay if when the time comes your already out near the departure runway!

I’m not saying that’s why it’s done in DEN and not in DUB, it’s just one of the many variables to consider.

This possibly discussed elsewhere but may be linked to the runway situation, but why are ATC dragging aircraft halfway around Ireland for arrivals into Dublin.

Frequently aircraft can be seen joining an easterly approach 20+ miles out or even way beyond that. As someone in the flying game based where traffic levels are far higher and airspace far tighter, the track miles and separation gaps seem excessive into Dublin. I'm assuming I miss part of the big picture of how the movements work at Dublin, otherwise operators like Ryanair wouldn't stand for consistently inefficient approaches? I suppose noise on certain tracks might be a reason, but unaware of any restrictions which would drive aircraft on a tour of the 26 counties before landing. Curious about the traffic management philosophy.

I think the poster is referring to the vectoring of aircraft on approach to the 10s well out to the west before being turned in.

Interesting. I do recall point merge being introduced, I do not recall pilots suggesting it was a raving success. I wonder what the view is now from those executing it frequently.

It talks about continuous descent too, I'd like to see the CDA stats for 10, as my impression is unlike 28 aircraft get dragged onto the glide slope more, because pilots have been dragged west beyond their expectation(?).

There are pictures circulating on Facebook this afternoon showing a failed airbridge that apparently broke a door off an American plane.

That wasn’t today. It happened a while back!