The FAA has reduced the capacity of San Francisco’s two parallel east-west runways just as a repaving project is set to close the north-south pair of runways for six months. Without explanation, the agency said it was prohibiting simultaneous arrivals on the remaining runways as a safety measure, saying the new rule “requires staggered approaches, with one aircraft offset from the aircraft on the parallel runway.” It’s not clear how much staggering is now required but the overall arrival capacity of the airport has been cut from 54 flights an hour to 36. The agency said because of the combined effect of the runway project and the new procedures SFO “will experience some flight delays.” It also noted that parallel arrivals were never allowed in bad weather.
There’s no mention of the parallel arrivals ending at the other airports that use them. The FAA hasn’t mentioned any other measures like this so it may have something to so with the runway project and its inevitable impact on SFO’s capacity. United Airlines, which accounts for about half of the airport’s traffic, said it expects increased flight delays because of the FAA decision. The airport agreed, saying it was expecting the runway closure to cause about 15% of flights to be delayed by 30 minutes or more. The lack of parallel landings will push that figure to 25%.
Makes sense, as sharply reduced schedules from skyrocketing MAGA jet fuel prices are going to be implemented soon enough.
Having performed more than a few aborted approaches on the 28 complex at SFO due to RAs and foreign pilots not adhering to procedure it is about time this ban is implemented. The entire operation as it was, represented a catastrophe in waiting. Two close in runways with airplanes turning in wing up to each other, what could go wrong?
As previously mentioned; procedures change to match conditions, nearly continually. And all ATPs know this. Or, plan B is always a missed approach where no aircraft traffic exists; according to one’s on board radar and telling ATC where this clear path is. And getting confirmation from ATC on using this clear path. And if given another pathway, telling ATC what is in the way and saying “not able”; and providing a clear path vector to ATC. Taking direction from ATC is normally required; except if a potential collision exists that must be avoided. Then “not able” and taking a clear pathway is required. And being prepared to defend oneself, if challenged for taking a clear pathway could be a necessity. How the system is supposed to work!
I’m assuming they don’t do simultaneous ILSs with parallel monitoring.
Runways are too closely spaced for that, 750 feet apart at centerline. They have a special procedure developed that uses an offset LDA for 28R. It’s called SOIA (Simultaneous offset Instrument Approach). It does use a PRM (Precision Radar Monitor, a once per second fast scan radar) to monitor, but you need to break out of IMC quite high and call visual contact with the preceding aircraft on 28L to continue inbound. Need special training and procedures to fly it.
Correct.
What SFO. needs to do is tell the Eco-warriors to pound sand and build a real second runway out in the bay like HNL. If they did that correctly they could do simultaneous CAT 3 approaches which would be of immense help to an often fogged in airport like SFO. I applaud the FAA for putting the pressure on SFO. For too long they have been coddled them with unsafe half measures so they don’t have to perform a real solution.
Having worked at Bay Area airports for 30 years most of us have felt that SFO and OAK both needed another runway in the bay. The opportunity was in the 1960s. It will never happen now.
Chicago O’hare, Atlanta Hartzfield; and Oshkosh Wittman Field during the last week of July, every year, have aircraft landing every 30 seconds. Which tells me the staggering will be every 30 seconds. Which should be more than enough; having flown into and out of Oshkosh during the end of July on two different occasions. The real problem is getting the military to stay in their military operating areas (MOAs); especially for training in helicopters. At Oshkosh, getting off the runway as soon as practical is imperative. Meaning short or long field landing, then a right or left turn to immediately exit the runway for the next incoming aircraft. Which also means into the grass off the runway in a small aircraft; which is doable in small aircraft. The airliners of course will need to exit the runway at the next exit ramp and keep moving unless an aircraft is in front of them. And the other less talked about concern, wake turbulence taken by the previous aircraft usually requiring the previous aircraft to land long or short to avoid the turbulence of the aircraft in front. Procedures set for ever changing conditions is what works! And all ATPs know this! It is the out of the blue or out of the black as in the fire truck crossing the runway while an Air Canada jet is landing at La Guardia; that creates problems. If the fire truck had RADAR along with a transponder, they certainly would not have entered the runway in front of that Air Canada airliner. ATC clears airspace, the key word is “clear”. And they do not get it correct 100% of the time; obviously. And why “see and avoid” will always be the last resort everywhere and anywhere!
Staggering the approaches by, say, 30 seconds should give a mile in trail spacing. I don’t see that as a problem but I never cared much for nanny rules.
I can tell the majority of contributors here either don’t fly, and/or have not flown into SFO in a heavy. “On board radar”? Really? Wait until you are wing tip to wing tip with an over taking Asiana 747 that was supposed to be “in trail” on a “staggered approach”.
St. Louis was even more fun in my old commuter days back in the late 1980’s. 30 Left, 30 Right and then they converted a close parallel taxiway to another runway and called it 31 just to the right of 30 Right. So did it have an ILS to runway 31? Nope. It was an angled LDA approach. And St. Louis used to bring Metroliners in so close behind MD-80’s that you could see their smoke and practice upset recovery at the same time.
Allz ya need to do is separate the runwayz by 2500 feet and all yer problemz go awa….
yup, some people might get upset