Desktop version

Home arrow Business & Finance

  • Increase font
  • Decrease font


<<   CONTENTS   >>

Update @ 1128 EST

SYD Port Coordinator advises the following update.

  • a) The crew of NBN have replied to the request. They confirm that they can nominate BNE as the alternate but must divert within 2 minutes.
  • b) NBO has just had a missed approach due to strong cross-winds. NBO has enough fuel for one further approach, before diverting to OOL.
  • c) WBC is now holding again south of the field. An approach is not expected within 30 minutes.
SYD weather - status @1130

Figure 7.4 SYD weather - status @1130

The decision regarding NBN lies within the IOC. The advantages of diverting the aircraft to BNE override the convenience of returning to CBR With NBO now missing its approach, the shortage of aircraft in SYD is again threatened. Therefore, considerations need be given to remove some more flying so as to relieve the commitments whereby preference is likely to be given to routes that have alternative uplift for customers. As SYD-CFS-SYD only operates once in the day, SYD-HTI-BNE and SYD- AYQ-SYD are both longer haul services and should be commercially protected, the SYD-MEL-SYD or SYD-BNE-SYD routes which have higher frequencies provide part of the solution. Accordingly, removing flights from (at least) one of these will free-up the utilisation. Flight 304 SYD-BNE currently does not have an aircraft to operate the service (since NBM diverted to OOL), and the involvement of NBN in the BNE services as well, helps to form a picture whereby 304 becomes a prime candidate for cancellation.

The IOC immediately invokes a series of actions. Delaying decisions at this point will render some options unavailable, as the decision-making window can be extremely small in domestic disruptions. Numerous aircraft changes (all within type) are now actioned (refer to Figure 7.4 opposite) to protect longer haul sectors and curfews, while minimising delays overall. For disrupted customers, the CJM team take appropriate action to contact them, rebook them onto other services, and arrange ground transport as necessary.

  • a) Instruct (via the Port Coordinator/ATC) NBN 322 CBR-SYD to divert to BNE immediately. The aircraft then operates 702 BNE- NOU, 705 NOU-SYD on schedule.
  • b) Cancel 323 SYD-CBR (see cancelled flights at the foot of Figure 7.4).
  • c) Cancel 304 SYD-BNE (see cancelled flights at the foot of Figure 7.4).
  • d) NBM to refuel in OOL and continue 341 OOL-SYD. The consideration then is to decide how to give preference for SYD departures. As explained above, 388/389 SYD-CFS-SYD and 382/383 SYD-HTI- BNE flights are not likely to be affected. Similarly, commercial preference would be given for 350/351 SYD-AYQ-SYD to operate on schedule. Thus, the decision to delay 217 SYD-MEL/218 MEL-SYD would be made. However, as NBQ will be in MEL and can operate 218 earlier than NBM, NBM operates 220 MEL-SYD instead, then 274 SYD-ADL and 263 ADL-MEL. Other changes are then made to provide most flights on schedule while protecting all curfews.
  • e) NBO (based upon the aircraft getting into SYD and not diverting) operates 382 SYD-HTI, 383 HTI-BNE, 349 BNE-MEL and 226 MEL-SYD.
  • f) After 335 CBR-MEL, NBQ operates 218 MEL-SYD with only a small delay, then 225 SYD-MEL, 266 MEL-ADL and 282 ADL-PER on schedule.
  • g) After 273 ADL-SYD, NBT operates 310/311 SYD-BNE-SYD.
  • h) Note that lor NBQ to operate 335 CBR-MEL, liaison between the Ops Controller and both Crewing sections (Pilot and Flight Attendant) will determine what crews are available in CBR. One (perhaps obvious) solution would be to use the 380 HBA-SYD crews who brought the aircraft into CBR, but there may be crewing limitations that prevent this. There may also be crews originating in CBR who can operate 335. Had an aircraft other than NBQ been changed to overnight PER (where there are minimal maintenance facilities), liaison would have been required with Maintenance Watch to ensure the aircraft has sufficient maintenance release hours (i.e., does not need a check service overnight) and does not have other critical maintenance work pending. However, despite the changes within the utilisation, very little overnight base changing has been actioned in this scenario.

The changes reflecting these actions are shown in Figure 7.4.

Update @ 1132 EST

SYD Port Coordinator advises the following update.

  • a) The front is passing through. Winds have changed to Westerly, blowing from 240-280 degrees, at 20-30 knots, gusting to 45 knots.
  • b) Accordingly, the duty runway has now been changed to RWY25. (The loss of the dual north-south runways and the reduction to a single runway will add to congestion and holding times, as movement rates are considerably reduced).
  • c) With the arrival of the storm on the airport, lightning is now within 5 NM. As a consequence, all staff have been ordered off the tarmac. Aircraft can still land and take off but, in these circumstances, may have to hold off their bay until the 5 NM warning has been retracted.
  • d) NBO is holding to the east of the airport and, as advised earlier, has sufficient fuel for one more approach, but can only hold until 1150 anyway before diverting to OOL.
  • e) WBC has been given another 20 minutes holding (south of the airport).

Maintenance Watch advise that the Engineers at the hangar cannot tow NBP from the hangar to the terminal due to the lightning at the airport. The aircraft will not be on-line until 1245.

 
<<   CONTENTS   >>

Related topics