Wheelsup0202 wrote:I noticed on Friday, June 25, that British Airways flight number 286, an A380 operating SFO-LHR, took off from 1R and made a left turn and went north up the bay at around 2,500 feet or so until Angel Island when it began ascending and made its turn towards the Northeast.
https://flightaware.com/live/flight/BAW ... /KSFO/EGLL
Was the load factor exceptionally light on Friday? Was a great view to see the plane coming up the bay at that altitude and must have been quite the views for passengers on the left side.
I also noticed Air India taking off for Delhi off 1R recently as well.
dcajet wrote:While I can't speak to the reasons why 1R is used sometimes for Europe-bound takeoffs instead of the more usual 28R&L, it is not that uncommon.
Here's a KLM 747 departing for AMS from 1R.
MrBretz wrote:Wasn't 1R the same runway that the PamAM 747 clipped the lights at the end of the runway in the early 70s?
DocLightning wrote:Keep in mind that the A388 is *way* over-winged. And a trip to Europe would only use like 2/3 of the fuel capacity. 744s and 777s routinely use the 1s to go to Europe.
vhtje wrote:Who determines which runway is used? I assume ATC have the ultimate say, but are pilots able to request a particular runway for takeoffs?
GalaxyFlyer wrote:Actually, the PIC has the final say, not ATC. If performance dictates a particular runway, length or obstacle clearance, that’s the runway needed, ATC hasn’t any veto. You might wait awhile, but it’s the captain’s call. If BA needed 15R (for example, tailwind ops on 33, but not a limiting one for landings), they’d wait and get it. Doubt performance was an issue departing for LHR.
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