Nice catch, as mentioned above it’s differant to see a gravel kit on one here in the UK!

Another point which i’ve heard in conversation at work is that harsh braking to make early or first turn-offs after landing, fast taxiing and riding the brakes, followed by a short turnaround (esp with LCC’s trying to make up time on late services) would mean that brake temps wouldn’t have sufficiantly cooled for the next departure.

If this was allowed to happen I wouldn’t like to bet the performance figures would be quite so accurate in the case of a RTO.

Great place is DUS – shame i’m working over the weekend or may have joined you!

I spent a couple of hours in the vevening on the terrace in May, before our flight back, but then again photography isn’t my forte – seemed to be a decent variety of traffic nethertheless.

Make sure you head into town in the evening for the ale!

T’was actually Doncaster the above divert, but never mind!

Regarding the ILS at LBA being CATIII, this is only at one end of the field – Rwy32. Prevailing conditions when fog occurs usually mean this approach has a tailwind componant, which is usually the jist of the problem, as there is a significant restriction on how much companant you can take. For example a 10 wind tail componant, means you have to have an extra 20knts of airspeed, meaning a higher groundspeed on touchdown. This becomes a limiting factor on any CAT of operation – each company puts it’s own limitation on it.

There are two types of CATIII landings that can achieved at LBA, CATIIIA (RVR200m, Cloudbase 100ft), and CATIIIB (Vis 75m and Cloubase -50ft). This is relative to the systems the aircraft have. I believe the Embraers, Jetstreams and Dash-8s flying into LBA are CATII only due to the lack of autothrottle for the approach, although I may be incorrect on the above.

In order to complete a CATIII approach, as mentioned earlier, you require 3 things. Airfield to be compliant (and available – sometimes the system in U/S), Aircraft to be compliant (again this can be downgraded after normal maintainance work, and required a set number of verification approaches in good weather to confirm the system is fit for service), and a crew to be compliant, which requires expensive simulator training. My previous company had CATII compliant aircraft, but the number of diverts due to weather between CATI and CATII conditions didn’t warrent the cost of training.

Rwy 14 on the otherhand is only CATI for approaches. Given this is when the fog usually occurs it is hardly an ideal situation to have. The reasons for this at the time of 32’s installation all relate to a high than normal 3.5degree glideslope on the ILS (as opposed to 3 degrees – the norm – on 32), and the approach courses path. 32 runs over the bowl of Leeds City, 14 over the hills and high terrain of Otley Chevin. Also (added later) the ILS eqpt may capable of a higher approach certification than it is allowed due to the airfield lighting, which is also required to be certified to enable the higher CAT of operation.

It’s all quite complicated and many people think it’s as simple as CATI, CATII, or CATIII airfields!

What are a passenger’s rights when an airline (i.e. Eastern or bmi) instead uses a bus to get them to their destination? I’m sure most travel by air because it is so much quicker. Passengers expecting a flight with Eastern Airways this evening are going to be disappointed, knowing that not only have they paid over-the-odds for their ticket, but now they’re going by road instead, and will be arriving several hours later than they expected.

Force Majour – basically it’s out of the hands of the airlines, and it becomes their discretion as to what service they will offer. Weather Cancellations work slightly differant to re-routing a flight due to a diversion.

Uni is great……when you’re on holiday and there’s not constant work/study to be done!

Funnily enough work used to be like that, with the added bonus of planes and living aborad!

Uni isn’t for everyone!