Update @ 1145 EST

SYD Port Coordinator advises the following update.

• a) The lightning activity has passed and normal operations resumed.
• b) From АТС, NBO will be the first aircraft on approach.
• c) WBC (by radio) advises it must have an approach by 1150 or divert to MEL.'

With other changes under way and a reasonable solution to cover the disruptions so far, attention turns to both NBO and WBC. If NBO were to divert, the next likely ‘casualty’ will be 388/389 SYD-CFS-SYD, with commercial preference to protect the longer haul HTI and AYQ services. Should WBC divert, the tight utilisation of the wide-body aircraft would probably mean that a cancellation SYD-MEL would have to be made to restore the balance. The lateness of NBP on-line would not be considered a problem, as it would probably only amount to a minor delay. At this stage, continued liaison with Crewing, CJM, Engineering and, of course, the Port Coordinator would best prepare the IOC, and no further action can be taken as yet.

U Pdate @ 1150 EST

SYD Port Coordinator advises the following update.

• a) NBO has landed.
• b) WBC has now been given additional holding of 10 minutes, resulting in the crew electing to divert to MEL immediately due to low fuel reserves (ETA MEL 1255).
• c) As the conditions at the airport continue to improve, NBR, WBB, WBE and WBA are all expected to land according to their current estimated holding times.

With the airport now slowly returning to normal, and since NBO has landed, the thought now is to balance the loss of WBC in SYD. Either WBC has to refuel and return to SYD (if the ETA MEL is 1255, the best re-departure is about 1340 with an ETA into SYD of 1505). But

Figure 7.5 SYD weather - solution the subsequent delays to any of the flights (and therefore patterns) out of SYD with extensive delays all evening, would suggest that removing some more flying now will be less disruptive overall.

The IOC, therefore, will instigate the following changes:

• a) Cancel 219 SYD-MEL. (The CJM team will consider ways to accommodate all 213 customers who will fit across a number of flights (e.g., 35 seats on 217 - delayed, 90 seats on 221, 46 seats on 225 and 45 seats on 227).
• b) Then it is a matter of swapping around the patterns of the wide-body aircraft. Normally, the optimum solution would be for the first available aircraft to be used to recover the disruption. In this case, WBB is the first aircraft expected into SYD and this aircraft is selected to operate 272 SYD-ADL (this aircraft will achieve the least delay), 263 ADL-MEL (a conservative delay is set at this time in case delay time improves), and then rather than delaying 224 MEL-SYD, a change with WBD can be made in MEL, so WBB operates 286 MEL-PER.
• c) WBA will operate 362 SYD-OOL, 363 OOL-SYD, 290 SYD-PER. (Liaison with Maintenance Watch will confirm whether WBA can operate to PER overnight (i.e., there are no maintenance limitations preventing this.) WBB was always planned to overnight PER so there is no base change for this aircraft.
• d) WBC on return to MEL, remains on the ground to operate 264 MEL-ADL.

These changes are shown in Figure 7.5 opposite.

Final Update

The remainder of the aircraft land in SYD and effectively this disruption has concluded. All aircraft issues have been managed, three cancellations have been implemented, and four diversions have occurred. The disruption to customers is, of course, regrettable, but the IOC is responsible for the running of the network in its entirety, and to sustain network schedule integrity some sacrifices become necessary. In summary, the disruptions have not been excessive in this scenario.

Figure 8.1 Multi-engineering - status @ 0415

• • All times in the scenario relate to UTC time.
• • A timeline indicates the current time in the scenario.
• • Prior to the timeline, all flights are operating on schedule.
• • Flight numbers are shown on dark background.
• • Actual booked loadings are shown to the right of the flight numbers.
• • Flights exceeding timescale arc shown with « or »
• • For this scenario'’, DUB, LHR and MAN are UTC time, ARN, BCN, CDG, FCO, and FRA are UTC + 1 hr, 1ST is UTC + 3 hrs, BKK is UTC + 7 hrs, РЕК is UTC + 8 hrs, JFK is UTC - 5 hrs, and I AX is UTC - 8 hrs.
• • The utilisation is not intended to simulate any existing airlines. It is only a representation.