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| | |-+  FAA Suspends R35 Operations
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Author Topic: FAA Suspends R35 Operations  (Read 1073 times)
Forum Manager
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« on: July 12, 2016, 01:18:06 PM »
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On Friday, July 24, 2015 the Federal Aviation Administration suspended certain operations on Runway 30-Left and Runway 35 at Minneapolis-St. Paul International airport.  The suspension was announced in a media release from the Reional FAA office, including these comments:

"The suspension was not the result of a specific event. It is based on a National Transportation Safety Board recommendation to modify arrival and departure procedures at airports with runway configurations that create intersecting flight paths. These intersecting paths pose potential risks if a landing aircraft discontinues its approach and must go around, crossing the departure flight path for the other runway.

"The suspension reduced the airport’s capacity to receive arriving aircraft when flights are landing and departing in a northerly direction. The maximum hourly arrival rate was reduced to between 60 and 64 aircraft, down from a previous maximum of 90 aircraft.

"A few weeks later, the Great Lakes FAA Regional media office announced a plan to 'alternate R30L and R35 arrivals,' and predicted that '15 to 18% more arrivals in an hour.' ... under optimal conditions."

Interestingly, the Regional announcement called the CRO Order "temporary," 

SMAAC was refused details after asking the MAC and the FAA MSP ATCT Manager to define "optimal' conditions" and whether the planned maximum was 69 or 76?
The MAC also would not say how further MSP facility changes would be needed for ground traffic to support access to R30L/R for departures, the number of departures possible with 69 to 76 arrivals, and how so many more arrivals than departures could be handled cumulatively.  We asked that the MAC revise its CIP to these numbers, again suggesting that if hourly operations were continued asymmetrically with departure intervals near 2 minutes were maintained on R30L/R with more than 60 arrivals aceepted in an hour that ground safety would require building the taxiway bridges.

We also commented that annual capacity planning needed to include planning and costing needed annual passengers and operations based on the day-to-day variances in arrival/hour capacity and considering annual costs including overflight risks and impacts and the Federal investment costs of and schedules for NextGen deployment.
« Last Edit: August 15, 2016, 05:46:02 AM by Forum Manager » Logged
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