Any pilots on board ?

Having read this http://avherald.com/h?article=424feb34&opt=0

Disregarding the actual much more serious TCAS alert I was very surprised to find that Boston ATC would allow the Boeing to take off so close to an Airbus landing.

If the Airbus was 3.5nm out and on approach at 150kts? (google) then there was considerably less than 2 minutes to touchdown before the Cessna was cleared to take off and not much more than a minute between the Boeing taking off and the Airbus landing!

Ignoring the the fact that it doesnt leave much time for any emergencies - I just wonder if the wake turbulence from the Boeing would have impacted the approaching Airbus in any way? I do appreciate wake turbuence is much less of an issue on take off but it still makes me think.........


Mark
(I should not read these reports!)

[Scrooge]

The 343 was probably going a bit slower than 150 kn, but there is no way in my mind the CO 738 should of been cleared in any case, it's speed difference with the Cessna would be an issue (the 738 over taking the Cessna) and should something happen with the 738 having to abort the take off then the 343 is going to have to do a lte go around, with that said, I am sure the crew of the 343 were watching with interest, a hand on the throttles ready to push them to the stops.

The controller had instructed the KAP to turn to 360 for clearance.

The radar record does make it look rather close.
Select zoom 4 mile & 29/12/09 and 17:26 as the start time.

ATC (and probably the CO pilot) probably expected the KAP to begin his turn to 360 rather earlier!
(but he did not appear to read back that instruction on the ATC tape!)
CO pilot was advised 'traffic on the up-wind is a right turn off to the north...' as he was given clearance.

The final report might be interesting.

quote:Originally posted by Bill S
The controller had instructed the KAP to turn to 360 for clearance.

The radar record does make it look rather close.
Select zoom 4 mile & 29/12/09 and 17:26 as the start time.

ATC (and probably the CO pilot) probably expected the KAP to begin his turn to 360 rather earlier!
(but he did not appear to read back that instruction on the ATC tape!)
CO pilot was advised 'traffic on the up-wind is a right turn off to the north...' as he was given clearance.

The final report might be interesting.




Just viewed it and that was close!!

If you pause the replay, you can then click on each aircraft to get details; ht etc.
At the moment they appear to coincide, the CO is at 2000' and the KAP is at 1600'

As you say 'close'. I can understand the CO comment - but he was the following aircraft!
It is interesting to compare that KAP track with the preceding aircraft (also a KAP C402) that was cleared to the north (about 17:17)

The ATC recordings can be heard in LiveATC

edit to add:
Nothing unusual at all about the CO/VS separation. Watch though the times around (it is easier at 5x or 10x speed!)

quote:Originally posted by Bill S
If you pause the replay, you can then click on each aircraft to get details; ht etc.
At the moment they appear to coincide, the CO is at 2000' and the KAP is at 1600'


Thanks Bill - that view makes it a lot easier to understand the horizontal seperation

However with regards to the TCAS incident, at the frames before the collison the CO is at 1300' and the Cessna at 1600. So CO went from below the Cessna to above it in a couple of frames and in what appears to be the same airspace - Yes that was close1

Thanks again for enlightening me [:)]


Mark