Moderators: richierich, ua900, PanAm_DC10, hOMSaR
MLIAA wrote:jcwr56 wrote:GSOtoIND wrote:UA picks up Delta's gates in T2 once the T5 expansion is done. Not sure how B6 and NK factor in here since they're both in T3 with AA and AS.
Before S1 is built, Those who have read the lease and understand where all the gate swaps take place know how this unfolds. Exhibit D-1.3 defines all this.
DL moves to T5 (M1-M7)
UA picks up 5 in E and F
AS moves to end of E
B6 stays where they are
NK moves to end of G.
3 domestic/precleared common use gates; 1 in E and 2 in G.
3 domestic/precleared common use gates on the north side of the Stinger. (regionals only)
EAS moves to T5
I just want to walk through these puzzle pieces.
DL moves to T5, displacing all the narrowbody operators at T5 (AM, WN, F9, AA, UA, etc). They all move down the line to the middle M gates.
That would depend on the time of day, i could see overnight operations being gated in the M8-M12 area
“UA picks up 5 gates in E and F.”
DL doesn’t have gates in F, so where is United getting these gates? AS will spilt Deltas old gates with UA and move out of G.
Don't forget, you can now realign gates, it's all based on linear footage, so UA could add in additional ones.
JetBlue stays in the low G gates.
“NK moves to the end of G”
Do you mean the high G gates or the current Alaska gates in low G?
High G
1 of the former high E Delta gates will be preclearance/common use (assuming to be used by United and Alaska)
Don't assume, the bar is set high for a preferential carrier to access a domestic common use gate. If you think about domestic carriers at T5 that could be shifted out...SY, F9, WN, KG, the use of those 3 common use gates by preferential carriers drop substantially.
“3 domestic/precleared common use gates on the north side of the Stinger. (regionals only)”
Wouldn’t these be exclusively used by AA if they are at the stinger? Why would they be common use?
Legally no, the AULA map shows these 3 being domestic common use. AA can apply to utilize them but like I mentioned above, the bar is set high.
This would also bring all of L concourse under AA’s control.
This is all great information, just trying to digest it.
winter wrote:What’s the purpose of the degree offset approaches?
sircygnus wrote:winter wrote:What’s the purpose of the degree offset approaches?
Assuming you mean the offset approach for 10R arrivals? It is because 10C and 10R don't have the necessary horizontal separation
ILikeTrains wrote:sircygnus wrote:winter wrote:What’s the purpose of the degree offset approaches?
Assuming you mean the offset approach for 10R arrivals? It is because 10C and 10R don't have the necessary horizontal separation
Is there an instance that they would do simultaneous approaches on 10C and 10R?
tootshibbard wrote:From a good source.....
The roof of Gang's new Global Gateway Terminal 2 will be similar in shape? but will not have the glass window tiering that were in the first designs. There will be natural light "slit" openings but not nearly to the extent of the original design. The interiors will also look refined and different than the original concept, in the opinion of the source, for the better.
airstatdfw wrote:ILikeTrains wrote:sircygnus wrote:Assuming you mean the offset approach for 10R arrivals? It is because 10C and 10R don't have the necessary horizontal separation
Is there an instance that they would do simultaneous approaches on 10C and 10R?
They could but they have to be staggered to 10C and 10R. There is a straight in approach for 10R but I have never seen it used other than Flight Check. If needed 10R straight in approach can go down to CAT II/III. The 10R offset I believe has minimums of 400ft.
wnflyguy wrote:MDW talk has Allegiant moving to gates C1-3 in the Fall with a increase to 5 Based Aircraft.
New flights to be announced in Aug.
Flyguy
timberwolf24 wrote:wnflyguy wrote:MDW talk has Allegiant moving to gates C1-3 in the Fall with a increase to 5 Based Aircraft.
New flights to be announced in Aug.
Flyguy
Quite the increase for G4. It will be interesting to see if this does happen and what routes they are looking to add. I can see MDW-LAS & PIE.
airplanedaj wrote:airstatdfw wrote:ILikeTrains wrote:
Is there an instance that they would do simultaneous approaches on 10C and 10R?
They could but they have to be staggered to 10C and 10R. There is a straight in approach for 10R but I have never seen it used other than Flight Check. If needed 10R straight in approach can go down to CAT II/III. The 10R offset I believe has minimums of 400ft.
Most of the time their landing east they land 9L on the north side and 10C and 10R on the south using the offset localizer for 10R. If the weather is good, they have the pilots fly a visual approach, so the burden of horizontal separation shifts (mostly) from the controllers to the pilots. If its IMC (cloudy/foggy for the non-pilots) they run the PRM ILS and the pilots have to monitor a second frequency because if either airplane crosses too far off the final for either 10C or 10R they have to go around (second frequency is to hear go around instructions). I don't believe they have to stagger the approaches at all because of these procedures.
airplanedaj wrote:airstatdfw wrote:ILikeTrains wrote:
Is there an instance that they would do simultaneous approaches on 10C and 10R?
They could but they have to be staggered to 10C and 10R. There is a straight in approach for 10R but I have never seen it used other than Flight Check. If needed 10R straight in approach can go down to CAT II/III. The 10R offset I believe has minimums of 400ft.
Most of the time their landing east they land 9L on the north side and 10C and 10R on the south using the offset localizer for 10R. If the weather is good, they have the pilots fly a visual approach, so the burden of horizontal separation shifts (mostly) from the controllers to the pilots. If its IMC (cloudy/foggy for the non-pilots) they run the PRM ILS and the pilots have to monitor a second frequency because if either airplane crosses too far off the final for either 10C or 10R they have to go around (second frequency is to hear go around instructions). I don't believe they have to stagger the approaches at all because of these procedures.
jcwr56 wrote:kordcj wrote:In the United Fleet thread post, it was mentioned UA would like ORD to grow to 700+ flights/day in the future. Is this even possible in their current gate configuration? Will it be possible when OGT is completed wrt S2/T1?
One stat I haven’t been able to find is how many daily flights can ORD support when OGT is completed? With OMP coming to a finish, I believe nominal runway capacity will be right around 1M annual flights, but I can’t find where that metric got in my head either.
UA picks up 5 gates once DL moves to T5, B6 and NK shuffle around and if UA really wanted too, could add in some O/D flights into T5 itself to reach that 700 number.
United787 wrote:tootshibbard wrote:From a good source.....
The roof of Gang's new Global Gateway Terminal 2 will be similar in shape? but will not have the glass window tiering that were in the first designs. There will be natural light "slit" openings but not nearly to the extent of the original design. The interiors will also look refined and different than the original concept, in the opinion of the source, for the better.
I take this is a sign that the design development process is continuing, which is good news since we have heard almost zilch since the design team was selected. Anxious to see how the design has developed and see how far the schedule has assumingly slipped.
piedmontf284000 wrote:GSOtoIND wrote:jcwr56 wrote:
Before S1 is built, Those who have read the lease and understand where all the gate swaps take place know how this unfolds. Exhibit D-1.3 defines all this.
DL moves to T5 (M1-M7)
UA picks up 5 in E and F
AS moves to end of E
B6 stays where they are
NK moves to end of G.
3 domestic/precleared common use gates; 1 in E and 2 in G.
3 domestic/precleared common use gates on the north side of the Stinger. (regionals only)
EAS moves to T5
Moving the EAS carriers to T5 seems particularly silly. I'm sure stuffing Spirit into G won't overcrowd a terminal that's barely large enough for 65 seaters.
The EAS carriers will be utilizing a hardstand just off of M1 (M1A & M1B), which will accommodate two airplanes. All passengers will walk out of the north door and to the planes via a walkway. This will free up space in L, which in my opinion, was way too overcrowded with the EAS carriers operating out of small desk at the end of L in the middle of gate 10 boarding area. With NK leaving, this gives AA the entire L concourse to themselves and a chance to remodel it and bring the light back. Hands down the darkest and dreariest concourse at ORD.
ORDFlyer99 wrote:timberwolf24 wrote:wnflyguy wrote:MDW talk has Allegiant moving to gates C1-3 in the Fall with a increase to 5 Based Aircraft.
New flights to be announced in Aug.
Flyguy
Quite the increase for G4. It will be interesting to see if this does happen and what routes they are looking to add. I can see MDW-LAS & PIE.
Is it correct that G4 just has two based at MDW right now?
ILikeTrains wrote:sircygnus wrote:winter wrote:What’s the purpose of the degree offset approaches?
Assuming you mean the offset approach for 10R arrivals? It is because 10C and 10R don't have the necessary horizontal separation
Is there an instance that they would do simultaneous approaches on 10C and 10R?
MLIAA wrote:airplanedaj wrote:airstatdfw wrote:
They could but they have to be staggered to 10C and 10R. There is a straight in approach for 10R but I have never seen it used other than Flight Check. If needed 10R straight in approach can go down to CAT II/III. The 10R offset I believe has minimums of 400ft.
Most of the time their landing east they land 9L on the north side and 10C and 10R on the south using the offset localizer for 10R. If the weather is good, they have the pilots fly a visual approach, so the burden of horizontal separation shifts (mostly) from the controllers to the pilots. If its IMC (cloudy/foggy for the non-pilots) they run the PRM ILS and the pilots have to monitor a second frequency because if either airplane crosses too far off the final for either 10C or 10R they have to go around (second frequency is to hear go around instructions). I don't believe they have to stagger the approaches at all because of these procedures.
Once the 9R expansion is done, will they switch east flow to land 9L, 9C and 10C so that they won’t need the PRM (and higher minimums)?
himarhernandez wrote:Iberia returns to ORD starting yesterday, looking forward to flying this route in July! Equipment:A330
https://www.businesstraveller.com/busin ... on-and-la/
gabik001 wrote:Finnair is sending an A359 today first time since pandemic (except three flights in February 2021). ETA of AY9 is 5:45pm.
Planeboy17 wrote:UA might be down a gate or 2 because of the Terminal 1 improvements and construction currently taking place.
amtravels wrote:Planeboy17 wrote:UA might be down a gate or 2 because of the Terminal 1 improvements and construction currently taking place.
Do we know what exactly they’re doing to those gates? Any pics or renderings? I was at ORD yesterday and saw the gates under construction and wondered what they’re doing. Seems strange to renovate a few gates but leave the rest as-is.
scaledesigns wrote:gabik001 wrote:Finnair is sending an A359 today first time since pandemic (except three flights in February 2021). ETA of AY9 is 5:45pm.
They have several of them planned it looks like. Saw the Magma 747 sitting by the GRE yesterday. Also Icelandair has the 737M's coming in now several times a week and CMA A330 comes in everyday around 1200-1300 like clockwork.
Rl12383 wrote:Terminal 5 update posted by Power Construction on Linkedin. A few good pics and an update on expected completion:
https://www.linkedin.com/posts/power-co ... 88672-MbSw
SRQLOT wrote:It's a pretty common construction method for poured concrete floors. Acts as a thermal break to prevent heat from escaping the structure. I don't believe it replaces concrete or gravel subfloor.Are they using styrofoam for the ground floor?? Few years back I saw tests being done to make roads out of styrofoam, but nothing since then. Is this a common thing now or still rare? I think that’s pretty cool, saves money on concrete no??
Rl12383 wrote:Terminal 5 update posted by Power Construction on Linkedin. A few good pics and an update on expected completion:
https://www.linkedin.com/posts/power-co ... 88672-MbSw
ORD3 wrote:Rl12383 wrote:Terminal 5 update posted by Power Construction on Linkedin. A few good pics and an update on expected completion:
https://www.linkedin.com/posts/power-co ... 88672-MbSw
The post says 5 new gates. I thought there were supposed to be 10 additional gates? (https://www.powerconstruction.net/projects/aviation-construction/ohare-21-terminal-5)
Long time reader, first time poster. As an airport hobbyist, thank you all for the incredible information throughout the years!!
SRQLOT wrote:Rl12383 wrote:Terminal 5 update posted by Power Construction on Linkedin. A few good pics and an update on expected completion:
https://www.linkedin.com/posts/power-co ... 88672-MbSw
Are they using styrofoam for the ground floor?? Few years back I saw tests being done to make roads out of styrofoam, but nothing since then. Is this a common thing now or still rare? I think that’s pretty cool, saves money on concrete no??
Rl12383 wrote:Terminal 5 update posted by Power Construction on Linkedin. A few good pics and an update on expected completion:
https://www.linkedin.com/posts/power-co ... 88672-MbSw
AAplat4life wrote:United787 wrote:tootshibbard wrote:From a good source.....
The roof of Gang's new Global Gateway Terminal 2 will be similar in shape? but will not have the glass window tiering that were in the first designs. There will be natural light "slit" openings but not nearly to the extent of the original design. The interiors will also look refined and different than the original concept, in the opinion of the source, for the better.
I take this is a sign that the design development process is continuing, which is good news since we have heard almost zilch since the design team was selected. Anxious to see how the design has developed and see how far the schedule has assumingly slipped.
All 5 finalist were preliminary designs, and so changes are to be expected. However, I felt that the Studio ORD design (led by Gang) was eclipsed by 3 others. The exterior was more striking than the SOM one, but that had an interesting interior and somewhat better integration with existing terminals. When all is done, SOM may very well be calling the shots given that it is designing the two satellite concourses and has a lot more experience designing airports.
Cubsrule wrote:No, they walked in.jcwr56 wrote:airstatdfw wrote:
I believe they will be parking at Term 5, not sure which gate.
The only bridge that currently accepts the 145 at T5 is 7a, but with this aircraft having its' own built in stairs can be gated anywhere on the T5 complex. I believe they will check in at Terminal 3 using the expanded EAS counters then be bused over to/from L11a to the aircraft.
Eventually all EAS moves to T5 under the lease until then they'll be patched worked between T3 and T5.
When there was 50-seat jet service to secondary Canada (UA* to YXU and MQ to YKF), did those park on bridges at T5?
Planeboy17 wrote:Attention ORD spotters, LATAM 773 from GRU is due in just before noon lasted today.
Planeboy17 wrote:Attention ORD spotters, LATAM 773 from GRU is due in just before noon lasted today.
Planeboy17 wrote:They were sporadic. They initially continued, then stopped, then began again for a couple of months and then stopped again. This is the first time I’ve seen a 773 do the route though.
bretonrlong wrote:Anyone know why there has never been a connector to T5 built for connections? Seems like one should be built to eliminate the need to go back through security.
bretonrlong wrote:Anyone know why there has never been a connector to T5 built for connections? Seems like one should be built to eliminate the need to go back through security.
yeogeo wrote:bretonrlong wrote:Anyone know why there has never been a connector to T5 built for connections? Seems like one should be built to eliminate the need to go back through security.
"If you arrive on a domestic flight and must connect to an international flight departing from Terminal 5, you have two options: 1.) you can take the ATS and pass through the security check point in Terminal 5 or 2.) you can take a Terminal Transfer Bus (TTB) from Terminals 1 and 3 to Terminal 5 and bypass the security check point in Terminal 5.
The Terminal Transfer Bus service is year round with operation hours as follows: 11:00 am - 9:00 pm.
Terminal Transfer Bus (TTB) Terminal 1 and Terminal 3 Pickup Locations
Gate B1 (T1)
Gate G17 (T3)
Gate K20 (T3)
Gate L24 (T3)
If you arrive at O'Hare on an international flight and have a connecting domestic flight, you will arrive at Terminal 5. You may only use the TTB if you have rechecked your luggage and if you have a boarding pass for your connection. Proceed through Terminal 5 security to Gate M1. If you are arriving internationally and mush check -in for your connecting flight, you may not use this service. "
https://www.flychicago.com/ohare/Servic ... s/ATS.aspx
Not ideal, but given roughly 8 billion dollars and 8 years, domestic / T-5 transfers will mostly be a non-issue (once the O'Hare 21 project is complete).