loggat From United States of America, joined Feb 2000, 666 posts, RR: 0
Reply 5, posted (2 years 1 month 2 weeks 4 days 3 hours ago) and read 2504 times:
LGA controllers and pilots basically have it down to a science, such that when dual runway operation is in use, the spacing between landing aircraft is the minimum required. ie... 3 miles at the outer marker for 2 likesized category aircraft. This means that no extra room is planned for a departure between the two arrivals. It is just timed that a departing aircraft will roll through the intersection when the next landing aircraft is approximately on a 1 mile final. The system generally works pretty well. It does get a little testy when the arriving aircraft are traveling down the arrival with a tailwind. I have found that the LGA controllers are not too good at compensating for the shortened travel times from the OM to the threshold. I have seen multiple go-arounds because the controllers have given takeoff clearances way too late.
The best configuration is landing 22 and departing 13 because the intersection of the runways is where both a landing and departing aircraft will be out of conflict very quickly.
There are 3 types of people in this world, those that can count, and those that can't.
Mir From United States of America, joined Jan 2004, 21102 posts, RR: 56
Reply 10, posted (2 years 1 month 2 weeks 3 days 14 hours ago) and read 2373 times:
Quoting aquablue (Reply 8): If LGA had the same layout, but each runway was independent and did not touch, would there be any capacity increases at LGA possible in terms of flights per hour?
In one wind configuration (the one where the flight paths didn't cross), yes. Otherwise things would stay the same. Kind of a moot point, though, as there's no room to rebuild the airport to that configuration.
7 billion, one nation, imagination...it's a beautiful day
pilotpip From United States of America, joined Sep 2003, 3139 posts, RR: 11
Reply 11, posted (2 years 1 month 2 weeks 1 day ago) and read 2087 times:
Decoupling the runways wouldn't really help as the traffic can still "cross" on go arounds. Take off on 4 and landing on 31 works well too because it's not hard to land and exit before the intersection. Spacing for arriving traffic is far les an issue since most comes in on the Mip and korry arrivals which bring you in from the south. Using 22 means a lot of vectoring. Either over the airport then doglegging to the east, or up the Hudson.
Exceeding crosswind limits knocks the place to 1 runway more than any other weather. When that happens the delays stack up fast. Since I've been based there the delays have been worst on windy days. That extra runway provides much more than 7-10 ops
It all has to do with what JFK is doing more than anything.