Another "near miss" at AUS
02-05-2023, 07:57 AM
#11
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Joined APC: Jan 2011
Position: Wind checker
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FDX presumably shooting a CATIII coupled in that weather (don’t know for sure if that’s the case). When does AUS twr take responsibility for protecting the ILS signal? If FDX is at three miles on a coupled approach (less than 1000’ AGL), seems a little aggressive to clear another for takeoff. I don’t even think AUS tower has the runway in sight during that vis.
02-05-2023, 07:59 AM
#12
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Position: CRJ9 CA
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Originally Posted by PurpleToolBox
Why would a controller clear an aircraft for takeoff during CATIII operations (600 RVR lowest reported) when an arriving aircraft is at 3 miles? The approach fix is at 3.2 miles.
Second, why would the Southwest jet accept a takeoff clearance this close during these conditions? Isn't the ILS Critical Area supposed to be sterile for arriving aircraft approach fix to landing?
Second, why would the Southwest jet accept a takeoff clearance this close during these conditions? Isn't the ILS Critical Area supposed to be sterile for arriving aircraft approach fix to landing?
02-05-2023, 08:06 AM
#13
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Posts: 1,622
Originally Posted by pangolin
FedEx is the hero here. Both calling the SWA abort and going around. Great situational awareness understanding if SWA took off during their go around it could be bad.
02-05-2023, 08:46 AM
#16
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It takes SWA a full min to start rolling after getting TO Clearence? Knowing they had a heavy short final. If they would of taken off at a reasonable time after getting the Clearence then shouldn't of been an issue.
But obviously we all can sit here and play backseat pilot.
But obviously we all can sit here and play backseat pilot.
02-05-2023, 09:19 AM
#17
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Originally Posted by PurpleToolBox
Why would a controller clear an aircraft for takeoff during CATIII operations (600 RVR lowest reported) when an arriving aircraft is at 3 miles? The approach fix is at 3.2 miles.
Second, why would the Southwest jet accept a takeoff clearance this close during these conditions? Isn't the ILS Critical Area supposed to be sterile for arriving aircraft approach fix to landing?
Second, why would the Southwest jet accept a takeoff clearance this close during these conditions? Isn't the ILS Critical Area supposed to be sterile for arriving aircraft approach fix to landing?
02-05-2023, 09:23 AM
#18
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Seems like more of a controller issue.
He didn’t tell FedEx “traffic will depart prior to your arrival”, FedEx had to tactfully prompt him for it when they heard the SWA TO clearance.
He might have missed some minimum separation standards when SWA took longer to TO than he expected. Good job on the FedEx GA decision.
NTSB will figure it out.
He didn’t tell FedEx “traffic will depart prior to your arrival”, FedEx had to tactfully prompt him for it when they heard the SWA TO clearance.
He might have missed some minimum separation standards when SWA took longer to TO than he expected. Good job on the FedEx GA decision.
NTSB will figure it out.
Last edited by DeltaboundRedux; 02-05-2023 at 09:39 AM.
02-05-2023, 09:34 AM
#19
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Joined APC: Sep 2016
Posts: 6,716
Originally Posted by Zerosilver84
It takes SWA a full min to start rolling after getting TO Clearence? Knowing they had a heavy short final. If they would of taken off at a reasonable time after getting the Clearence then shouldn't of been an issue.
But obviously we all can sit here and play backseat pilot.
But obviously we all can sit here and play backseat pilot.
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