{"id":20680,"date":"2022-12-14T06:41:45","date_gmt":"2022-12-14T11:41:45","guid":{"rendered":"https:\/\/ops.group\/blog\/?p=20680"},"modified":"2022-12-14T08:22:41","modified_gmt":"2022-12-14T13:22:41","slug":"sydney-near-miss","status":"publish","type":"post","link":"https:\/\/ops.group\/blog\/sydney-near-miss\/","title":{"rendered":"Sydney Near Miss!"},"content":{"rendered":"

On November 14, a major runway incursion<\/strong> was narrowly avoided involving an Airbus A380 and Boeing 737. It sounds like the incident may have been caused by an ATC error \u2013 although an ATSB investigation is still underway.<\/p>\n

Despite millions being spent in recent years to improve runway safety at the airport, this incident is a timely reminder that incursions can and will continue to happen in Sydney.<\/p>\n

Here\u2019s a look at why, and what you can do about it.<\/p>\n

The Layout.<\/h4>\n

Sydney\u2019s runway layout is complex.<\/strong> There are three runways – two parallel ones (16\/34 LR) and another runway that runs perpendicular to them (07\/25). The airport itself sits perched on the edge of Botany Bay, with the parallel runways extending well out over water. And all terminals and FBOs are found clustered together on the northern side of the airport, near the 16R threshold.<\/p>\n

Which means taxis to\/from all the other runways are lengthy and potentially confusing<\/strong>. And during those taxis, almost every aircraft will need to cross a runway<\/strong>. Often twice.<\/p>\n

That\u2019s a lot of crossing traffic when you consider that the airport processes up to eighty movements an hour at peak times \u2013 it is literally Australia\u2019s busiest.<\/p>\n

\"\"<\/strong><\/p>\n

Mistakes Happen.<\/h4>\n

Authorities are well aware of the risk of runway incursions at Sydney airport. So much so that they have spent a commendable amount of time and money to improve runway safety.<\/a><\/p>\n

Possibly the best advancement in recent years has been the installation of stop bar lighting<\/strong> at every single runway holding point, along with improved signage and markings.<\/p>\n

And yet mistakes keep happening. The November incident is a great example \u2013 here\u2019s what went down.<\/p>\n

The November 14 Incident.<\/h4>\n
    \n
  • In CAVOK conditions, a Boeing 737-800 was cleared to land on Runway 25.<\/strong> With their clearance they were informed that an Airbus A380 was holding position on Runway 34 waiting to depart.<\/li>\n
  • When the 737 had cleared the intersection of the two runways, the A380 was cleared for take-off and began to roll.<\/strong><\/li>\n
  • After landing the 737 received its taxi clearance from ground which instructed them to cross runway 34L<\/strong> on Golf back to the domestic terminal.<\/li>\n
  • As the 737 crew approached the active runway, they were surprised to see it was still occupied with the departing A380.<\/strong> They queried the clearance with ATC who immediately told them to hold short.<\/li>\n
  • The closest the two aircraft came to each other was 300m<\/strong> (just shy of 1000\u2019) thanks in part to the vigilance of the 737 crew. While not a particularly close shave, there was potential for this to have become a major accident. Which is why the ATSB are asking questions they are.<\/li>\n<\/ul>\n

    Here’s a simple animation of the incident with a bird’s eye view:<\/p>\n