That's likely an ATC mistake, right? How long would it take for the landing plane to cover 3 miles? Doesn't seem like enough time for the departing plane to position itself on the runway and then take-off. Did the controller think they were already on the runway and not short of it?
That's likely an ATC mistake, right? How long would it take for the landing plane to cover 3 miles? Doesn't seem like enough time for the departing plane to position itself on the runway and then take-off. Did the controller think they were already on the runway and not short of it?
Definitely an ATC mistake yes. Even on a good day letting that 737 go in front of a plane on a 3 mile final is a no-go. If you do, you tell them to do it with no delay, which he didn't even do. To make it worse, it's a heavy on a CAT3 landing, so the pilots in the Fedex aren't even looking out the window, they are glued to their instruments.
It sounds like Austin airport doesn't even have ability to track planes on the ground in low vis as well, as he had to ask if they were rolling. The whole thing goes against so many best practices. I have no idea why ATC felt the pressure the let Southwest go.
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I wonder if ATC had asked if SouthWest was ready for an expedited departure if that would have made a difference? They certainly took their time to get rolling, even after knowing that there was traffic on a 3 mile final.
Edit: BlackArcher101 sums up what I was thinking. Atlas Air pilot and great twitter follow Miami Rick with some thoughts too:
It sounds like Austin airport doesn't even have ability to track planes on the ground in low vis as well, as he had to ask if they were rolling. The whole thing goes against so many best practices. I have no idea why ATC felt the pressure the let Southwest go.
Quote:
Originally Posted by Bigtime
I wonder if ATC had asked if SouthWest was ready for an expedited departure if that would have made a difference? They certainly took their time to get rolling, even after knowing that there was traffic on a 3 mile final.
Listening to the recording SouthWest called they were ready to go when they contacted tower. Not an excuse but I'm sure ATC assumed they were really ready to go and wouldn't meander onto the runway and then sit there while they spooled up the engines.
Butt-puckering moment for the FedEx guys, I'm sure. "ILS" I know means "Instrument Landing System", so "Cat III" I presume means atrocious weather conditions, worst of the worst, and the FedEx guys not being able to see the runway—and by extension the Southwest plane—clearly on approach? And if the FedEx plane was using ILS, I presume by extension the tower could visually see neither that plane on approach nor the Southwest plane still on the ground?
Rumour not confirmed, but over on another site word is a new Captain to the 777 with a brand new F/O. Flaps were retracted from 20 to fully up, which could cause this to occur.
Just 500 m2 of AeroSHARK reduced the Boeing 747-400’s fuel burn by 0.8%. With the aircraft type slated for retirement at Lufthansa in a couple years, Lufthansa Technik in 2021 began working towards an EASA AeroSHARK supplemental type certificate (STC) for the Boeing 777.
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Sure that advertising campaign is edgy... yes those prices are foolishing low... but holy crap look at that route map! Here's zero presence in the north west; barely a presence west of the Mississippi.
Here's a route map from 2015 for comparison:
Spoiler!
Also just noticing no trans-continental flights either. Boggles the mind there's no LAX-JFK/EWR/LGA flights.
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Last edited by Maritime Q-Scout; 02-21-2023 at 11:50 AM.
YYZ placing capacity caps not only on movements but also on numbers of passengers (ie aircraft size) during March break and summer. So airlines won't be able to upguage aircraft size to make up for movement limits. It's a two edge sword, this might help with delays but capping capacity (supply) can also lead to price increases if demand outpaces supply.
