The arrival curfew is from 0000 hrs until 0600 hrs but the last scheduled arrival is AZ0210 from Rome (Fiumicino) scheduled at 2305 hrs local except on Saturdays when BD7008 from Dalaman is due at 2355 hrs.
The departure curfew is from 2300 to 0600 hrs with the last departure being a DHL 752F (BCS4666) (operating for BA
World Cargo?) bound for Cologne / Bonn and scheduled at 2250 hrs.
During the night curfew a numerically defined number of annual arrivals are allowed. I though the number was 4,000 but current services (assuming a 52 week - and not a 365 day - year) gross up to 5,406. The services scheduled to arrive in the curfew are (daily unless otherwise indicated):
0055 hrs BD7010 Constanta (Sun)
0505 hrs BA0026 Hong Kong
0515 hrs BA0012 Singapore
0515 hrs BA0212 Boston
0525 hrs BA0064 Nairobi
0525 hrs BD0776 Riyadh (Tue & Thu)
0525 hrs BD0778 Jeddah (Mon, Wed & Fri)
0525 hrs VS0201 Sydney / Hong Kong
0530 hrs QF0009 Melbourne / Singapore
0535 hrs BA0032 Hong Kong
0545 hrs CX0251 Hong Kong
0550 hrs MH0002 Kuala Lumpur
0550 hrs SQ0322 Singapore
0550 hrs VS0502 Kuala Lumpur
0555 hrs BA0016 Sydney / Singapore
0555 hrs BA0074 Lagos
0555 hrs UA0958 Denver / Chicago (O'Hare)
|Quoting Planesarecool (Reply 9):|
Any flight which doesn't have a slot before 6am cannot land before then, even if they arrive in the area before so. To get around this, there is a gap between 5:55am (the latest of the pre-6am slots) and 6:20am
when BA0056 is scheduled to arrive from Johannesberg.
|Quoting AF022 (Reply 10):|
How big of a problem is stand availability, and will the new terminal help with airlines looking for more arrivals?
I do not think it is big particularly since some of the remote T5
stands are already in use and the BA
engineering ramps (where an SA
744 are parked all day awaiting their homeward evening flights) are rarely anywhere near full on weekdays.
The constraints are slot availability and legal restrictions following the granting of T5
planning approval. I understand that around 470,000 slots a year are in use. Theoretically this number could be increased by 15 per cent or more (to around 538,000) by adopting mixed mode operation. However the terms of the T5
Planning Perrmission constrains the absolute number to around 2 per cent above the current level at 480,000. However this could be a Godsend for Airbus as mixed mode would allow the 380 to land with double the spacing of the 744 without any practical slot loss.